Porsche has just pulled the wraps off its most powerful production 911 ever, the long-awaited 992.2 Turbo S. Unveiled ahead of the 2025 IAA Mobility in Munich. This is the first Turbo S to adopt Porsche’s T-Hybrid system, and the results are impressive: 701 horsepower, 590 pound-feet of torque, and a Nürburgring lap time that cuts a full 14 seconds from the outgoing 992.1 Turbo S, and for some context, it already made 640 horsepower and 590 pound-feet of torque.
Available as both a coupe and a cabriolet, at first glance, in typical Porsche fashion, the styling tweaks appear to be quite minimal. The wide body and signature side intakes remain, but Porsche has made sharp refinements. The fascia now features larger, more angular intakes, and the separate running light cluster is gone, with all functions integrated into the headlights. Vertical airflow shutters, borrowed from the GTS, reappear to close in wet mode, shielding the brakes from spray.
Out back, the car wears squared-off titanium tailpipes, a boxier bumper, and large extractor vents that visually widen the stance. Some of those vents are decorative, but a huge functional outlet under the bumper channels hot air from the intercoolers and engine bay. Aerodynamics have also been reworked as a system: front diffusers, vertical shutters, extendable front lip spoiler, and the active extendable rear wing now cut drag by 10 percent when efficiency matters most.
Porsche has also debuted a new “Turbonite” finish, reserved exclusively for Turbo models, which is applied to the crest, lettering, and even wheel designs. Inside, the same accent color shows up on the dash, stitching, and even the Sport Chrono stopwatch, while buyers can spec everything from lightweight GT3 bucket seats to a carbon roof.
But the real news is what’s under the skin of this latest Turbo S. Porsche built upon the 9A3B6 3.6-liter flat six with T-Hybrid tech first seen in the 992.2 Carrera GTS, but the Turbo S gets its own twist: two electric exhaust gas turbochargers (eTurbos) instead of just one. That change should not only deliver more power but also sharper throttle response. There are no belts; the heads are new. The water pump, crankcase, and valvetrain were all redesigned for lighter weight and lower friction.
An additional integrated motor in the eight-speed PDK gearbox should provide the instant hit of torque, available over a wide powerband (2,000-6,000 rpm), while a compact 1.9-kWh battery sits over the front axle. Sound hasn’t been overlooked either. The titanium exhaust drops 15 pounds, but engineers have also tuned the engine with asymmetrical timing to create a throatier, more distinctive boxer note.
The overall setup adds just 187 pounds compared to the outgoing 992.1 Turbo S. 0 to 62 mph takes 2.5 seconds, a two-tenths improvement, and 124 mph comes up in 8.4 seconds, half a second quicker than before. Top speed is 200 mph, and Nürburgring testing confirmed a 7:03.92 lap
“You don’t feel the weight gain. The car is much more agile, has more grip, and is significantly faster.” – Porsche Development driver Jörg Bergmeister.
To handle that extra speed, Porsche made serious hardware upgrades. The rear tires now measure up to 325/30ZR21, 10 millimeters wider than before, paired with 255/35ZR20 up front. Ceramic composite brakes have now grown to 420 mm up front and 410 mm at the rear, the largest PCCB system ever fitted to a two-door Porsche.
Engineers also reworked the pads and pedal feel to hold up under repeated abuse. Add in electro-hydraulic Porsche Dynamic Chassis Control (ehPDCC) running off the new 400-volt system, and you should get flatter cornering and a car that feels more predictable when you push it. The new lift system, tied into the 400-volt setup, raises the nose faster than before, a real benefit in urban environments.
Aerodynamics have also been fine-tuned. Active front diffusers, shutters, and the adjustable rear wing now work together as an integrated system. In wet driving conditions, the front diffusers are even closer to shielding the brake discs from spray, improving braking performance.
Inside, the design team linked the Turbo S back to its roots. The Sport Seats Plus feature embossing inspired by the first 911 Turbo, the 930, a.k.a the widow maker, and Turbonite details now cover everything from stitching to the seatbelts. If you want more, Porsche Exclusive Manufaktur offers lightweight wiper arms and a paint-to-sample palette with over 100 colors.
Porsche even extends the exclusivity to your wrist as the Porsche Design Chronograph 911 Turbo S mirrors the car with Turbonite accents, wheel-inspired rotors, and leather straps made from Porsche interior materials.
Where does that leave the Turbo S in Porsche’s lineup? Well, above the GTS Hybrid by a comfortable margin, and perhaps with enough headroom to keep rumors alive about an even wilder next-gen GT2 RS. Pricing hasn’t been finalized, but with the outgoing Turbo S starting just under $200,000 and every 992.2 model so far climbing significantly and the inherent impact of tariffs, expect the new Turbo S to sit somewhere in the $300,000 mark, before options.
The 911 Turbo S is the most complete and versatile form of driving a Porsche 911. Whether in daily use, on long autobahn journeys, or on the racetrack, we have made the new 911 Turbo S even more comfortable, more individual, and significantly faster than its predecessor – Frank Moser, Vice President of the 911 and 718 model line.
The Turbo S is the latest model to get the 992.2 update, after the base Carrera, Carrera S, Carrera 4S, Carrera T, Carrera GTS, GT3, and GT3 Touring. This hybrid flagship also sits within a broader strategy. Porsche will be phasing out production of the gas-powered 718, preparing the all-electric Cayenne, and hinting that future GT2 RS models could see electrification. Against that backdrop, the Turbo S is both a bridge and a benchmark.
Between hybrid torque, a sub-7:05 Nürburgring lap, sharper chassis tech, and an interior that packs heritage touches with luxury, this is a significant dot 2 update for the 911 Turbo S. It now pushes the 911 into a hybrid future without backing away from what has always made it special: speed, all-wheel drive grip, and all-weather, year-round, everyday usability. The question is, how will purists respond to this latest hybrid flavor?
Source: Porsche
