This is the most powerful production 911 ever, a 523 kW (711 PS), all-wheel-drive cannon that marries brutal pace with long-distance manners. And yes, it’s still the one you’d happily use daily.
“The 911 Turbo S is the most complete and versatile way to drive a Porsche 911. Whether in daily use, on long motorway drives or on the racetrack – we have been able to make 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.
Biturbo T-Hybrid that thinks fast
Porsche’s new T-Hybrid powertrain runs a 400-V architecture and packs two electric exhaust-gas turbochargers (eTurbos).
800 Nm from 2,300–6,000 rpm, a power plateau that sits at the top between 6,500–7,000 rpm, and an eight-speed PDK with an integrated e-motor sending shove to PTM all-wheel drive.
0–100 km/h in 2.5 seconds, 0–200 km/h in 8.4, and 322 km/h flat out. The system outpunches the previous Turbo S by 61 PS, with a compact 1.9 kWh battery keeping mass in check.
At the Nürburgring Nordschleife, a lightly camouflaged development car posted 7:03.92, roughly 14 seconds quicker than its predecessor. “You don’t feel the weight gain… the car is much more agile,” reports Porsche brand ambassador Jörg Bergmeister, who set the lap.
Aero that earns its keep
The Turbo S has always been a masterclass in doing complex things simply. Active, vertically arranged cooling flaps up front, an active front diffuser, a variable front-spoiler lip and that familiar extendable, tilting rear wing now work as a single aerodynamic brain: feed the radiators when hot, cut drag by up to 10% in the slipperiest setting, or dial in extra stability when the pace climbs.
In Wet mode, the diffusers even close to shield the front discs from spray—because confidence is a performance metric.
Chassis: calm hands, quick feet
With the hybrid system onboard, Porsche fits electro-hydraulic PDCC (ehPDCC) as standard.
Cross-linked active anti-roll elements build pressure only where needed, trimming roll, sharpening turn-in and making the car easier to place at road and circuit speeds alike. It’s engineering as good manners.
Stopping and sticking power
The Turbo S now uses wider 325/30 ZR21 rears (with 255/35 ZR20 up front) on tyres tuned for better dry grip without binning wet performance.
Behind them sits the largest PCCB system ever fitted to a two-door Porsche: 420 mm discs ahead, 410 mm at the rear, new pads and pedal feel to match. You won’t miss your braking point; you might move it.
The bit you live with
Coupe or Cabriolet? Both are here, both brisk, both discreetly opulent.
Inside, it’s recognisably Turbo S: tactile, tightly finished, and with heritage cues folded in. The seat embossing and door-panel patterns nod to the original 930 Turbo.
Where and when
Orders are open now. The Turbo S Coupé is from S$1,262,788; the Cabriolet is from S$1,353,988, both excluding COE, and both slated to arrive in early 2026.
Pricing includes a five-year free maintenance and warranty package, plus the usual local statutory bits.
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