New Porsche 911 Turbo S makes Munich debut with over 700 bhp

Meet the most powerful 911 in history. But has Porsche’s rear-engined legend lost some dynamic edge in the pursuit of outright grunt?

Ever since Porsche first slapped a whopping great KK&K turbocharger on the 1974 930 911 Turbo, the model has never been the sharpest, most engaging, or even the quickest 911 around a racetrack. However, as you might expect, it has always had one key advantage: power. Thanks to the wonders of forced induction — and latterly, all-wheel drive — 911 Turbo’s easily out-accelerate their more hardcore GT series siblings. 

But what about this new model, how do you make the fast one even faster? As you know, the old 992.1 Turbo S already boasted phenomenal grunt (641 bhp) and two variable geometry turbochargers, so where has Porsche found those extra ponies? With a third turbocharger? A rocket hidden in the flanks? No, with electricity, of course. And, if you think about it, this is one 911 that certainly stands to benefit from the addition of electric motors. Afterall, it’s already one of the heaviest in the lineup, so the added kgs will have little impact on the driving experience, though the power they provide can be easily utilised thanks to the Turbo S’ all-wheel drive setup.  

That means the acceleration is nothing short of explosive. Thanks to a 60 bhp bump over the outgoing car — owing to the T-Hybrid technology — the 992.2 Turbo S sprints to 60 mph in 2.5 seconds, and then on to 120 mph in just 8.4 seconds. And no matter what speed you’re going when you mash the accelerator, the ultra-wide torque band — delivering 590 lb-ft from 2,300 to all the way to 6,000 rpm — will push you back into the seat with remarkable force.

What’s more, the extra 85 kg the new model has gained, doesn’t seem to have had any effect on the handling. With 10 mm wider rear tyres and 20 mm larger rear brakes to compensate, the new Turbo S laps the Nürburgring Nordschleife 14 seconds quicker than its predecessor. And according to the driver, Jörg Bergmeister, "You don't feel the weight gain. On the contrary – the car is much more agile, has more grip and is significantly faster than its predecessor in all relevant sections of the track." 

As for the looks, well, we got a chance to study the new Turbo S up close at the 2025 Munich Motor Show, and here’s our verdict: little has changed. As always with the 911, the design is evolutionary rather than revolutionary — which is especially true here given the 992.2 is more of a facelift than a whole new model. Typically Turbo in its overall proportions, the new car has visibly wider hips compared to the Carrera. The rear fascia has also had a light restyling, while those cooling flaps in the front bumper form part of a new active aero system responsible for an impressive 10 percent reduction in the car’s drag coefficient.

So it’s the complete package, then. And, as you probably guessed, that means it doesn’t come cheap. Pricing for the new hybridised Turbo S starts at a whisker under £200,000 — and that’s before you factor in the optional £8,274 Chronograph 911 Turbo S wristwatch to go with it. If that sounds fair for a flagship 911, you’ll be interested to hear that the first examples are set to land in the UK later this year. 

Do you think the new Turbo S represents the pinnacle of 911 development? Or, does the more analogue, hardcore GT3 RS speak your language?

Hero image credit: Blackcircles.com