Hybrid Turbo S revealed as most powerful Porsche 911 yet

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4 mins read

7 September 2025

The new Porsche 911 Turbo S features a hybridised flat six that pumps out more power than any version of the sports car so far.

Electrifying the Turbo S is the most significant change to the model’s technical recipe since a second turbocharger and fourwheel drive were introduced in the mid-1990s. The move pushes Porsche’s flagship road car beyond the 700bhp mark, with a corresponding increase in price.

The hybrid Turbo S will start from £199,100 in coupé form, with the cabriolet costing £10,000 more. First deliveries are expected in late 2025.

A non-S derivative is so far unconfi rmed – and may never come, reflecting the fact that in modern times the maximalist S has been the stronger seller.

While this 992.2-gen model is technically a mid-life facelift for a car that has been on sale since 2020, the changes under the skin are wide-ranging. The 3.7-litre flat six of the outgoing 911 Turbo S is replaced by a version of the 3.6-litre engine found in the 911 Carrera GTS hybrid, with the same asymmetric valve timing but new pistons for a higher compression ratio. It also has an additional ‘eTurbo’, with the car’s two blowers working in parallel.

The upshot for this second electrified version of the 911 is 701bhp between 6500rpm and 7000rpm (versus 641bhp at 6750rpm for the old Turbo S) and 590lb ft of torque at 2300-6000rpm. Torque is no higher than before but its scope – what engineers refer to as the area under the curve – is vastly greater than that of the previous Turbo S, no doubt making for even more wild point-to-point performance.

Porsche’s T-Hybrid system uses a 1.9kWh battery ahead of the scuttle to drive an electric motor connected to the shaft between the compressor and turbine wheels in each turbo. This allows the turbos to spool up extremely quickly and reach peak boost “about two seconds” sooner than otherwise, curtailing lag. It gives the new Turbo S unprecedented throttle response.

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The battery also feeds an electric motor in the reinforced eight-speed PDK gearbox, further sharpening throttle response by injecting up to 139lb ft into the driveline before the flat six hits its stride.

Once the turbos are at the desired level of boost, the motor is used to regulate the speed of the shaft. In doing so, it can harvest energy, sending it back to the battery or directly to the slim e-motor in the gearbox, which can also feed the battery during deceleration. It is an entirely closed system so the 911 Turbo S isn’t a PHEV.

The claimed 0-62mph time is 2.5sec, but that closely matches Autocar’s road test time for the old model so expect what is the most potent production 911 in history to do even better. The official top speed is slightly lower than before, though, at exactly 200mph.

Elsewhere, the new Turbo S sports wider, 325mm rear tyres and larger rear brakes. Carbon-ceramic discs and rear–steer are standard. A two-tier rear spoiler-cumwing and a deployable front splitter remain, but the new car has further active aero via the gills in its front bumper.

The cross-connected active anti-roll bars are also now electrohydraulic, courtesy of the new 400V circuit, and can actuate much quicker than before.

The exhaust system is titanium, saving 6.8kg, while wiper arms made in a composite are 50% lighter. However, the total weight of the car has increased by 85kg to 1725kg – although that is with the optional rear seats in place.

Riding shotgun in the new Turbo S

On the test track at Weissach, Germany, a pre-production Turbo S, hot from exertion, peels into the pit lane and sets itself for yet another launch control start.

This time round the driver, Jörg Bergmeister, delays his release of the brakes and for a moment, as the engine is held at 5000rpm and surplus boost pressure furiously bleeds out of the T-Hybrid powertrain, the car roars like a Boeing 747 during static takeoff. Then it seemingly disappears: poof! The new Turbo S might not sound all that romantic but it isn’t in any sense lacking in drama. Its no-holds-barred tech slant also gives it the aura of a reincarnated 959.

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A few minutes later, it’s my turn in the passenger seat. I clock the new ‘Turbonite’ detailing inside the updated cabin before Bergmeister releases the bungee cord. It’s tricky to appreciate anything when you’re subjected to this level of longitudinal g but the engine note, now lightly enhanced by the rear speakers, is more serrated than before.

As the laps unfold, it’s obvious that the Turbo S’s limit handling is enhanced by the T-Hybrid system. The performance is also absurd, even on cooked Pirelli P Zero R tyres. On this technical track, even a 911 GT3 RS couldn’t keep up.

“You don’t have turbo lag any more and therefore you don’t drive it like a Turbo,” says Bergmeister while countersteering within a few feet of the Armco. “I drive it like a normally aspirated car, positioning it with the throttle and just playing with it. It’s much more satisfying than always having to anticipate the turbo lag and hoping to get it right.”

Whether all this translates to a more engaging, rewarding road car driven at sane speeds is something we’ll discover later this year, but it seems likely.

Richard Lane

Title: Deputy road test editor

Richard joined Autocar in 2017 and like all road testers is typically found either behind a keyboard or steering wheel (or, these days, a yoke).

As deputy road test editor he delivers in-depth road tests and performance benchmarking, plus feature-length comparison stories between rival cars. He can also be found presenting on Autocar's YouTube channel.

Mostly interested in how cars feel on the road – the sensations and emotions they can evoke – Richard drives around 150 newly launched makes and models every year. His job is then to put the reader firmly in the driver's seat.

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Hybrid Turbo S revealed as most powerful Porsche 911 yet