Get ready for some superlatives, because the upgraded 992.2-series Porsche 911 Turbo S is a car that doesn’t do things by halves.
The new model has more power than any other road-going 911 that has come before it, the biggest brakes of any street-legal Porsche yet, and an innovative new engine with two electric turbos that make the latest Turbo S quicker than any other production petrol-powered Porsche to date.
This is an epic car. A colossal achievement. As composed and comfortable as a regular car on open roads, but a focused and frantic experience on the track.
And the price? Well… yes, it’s expensive.
Let’s go through it all in this review.
How much does the Porsche 911 cost?
It might be time to squirrel away a few extra bucks each month, because this one doesn’t come cheap. There are two versions of the 992.2 Porsche 911 Turbo S available – the Coupe model that this review focuses on, and the Cabriolet derivative, which pushes the price to a whole new level.
| Model | Price before on-road costs |
|---|---|
| 2026 Porsche 911 Carrera Coupe | $296,700 |
| 2026 Porsche 911 Carrera Cabriolet | $319,500 |
| 2026 Porsche 911 Carrera T Coupe | $318,000 |
| 2026 Porsche 911 Carrera T Cabriolet | $341,100 |
| 2026 Porsche 911 Carrera S Coupe | $344,300 |
| 2026 Porsche 911 Carrera S Cabriolet | $367,100 |
| 2026 Porsche 911 Carrera GTS Coupe | $392,200 |
| 2026 Porsche 911 Carrera 4 GTS Coupe | $412,400 |
| 2026 Porsche 911 Carrera GTS Cabriolet | $428,400 |
| 2026 Porsche 911 Carrera 4 GTS Cabriolet | $449,000 |
| 2026 Porsche 911 Targa 4 GTS | $449,000 |
| 2026 Porsche 911 GT3 | $449,100 |
| 2026 Porsche 911 GT3 Touring | $449,100 |
| 2026 Porsche 911 Turbo S Coupe | $577,300 |
| 2026 Porsche 911 Turbo S Cabriolet | $598,000 |
At almost $600,000 before on-road costs, it’s positioned above and beyond the rest of the Porsche 911 range, as a halo model to compete with a mix of players from McLaren, Lamborghini, and Ferrari.
To see how the Porsche 911 lines up against the competition, check out our comparison tool
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What is the Porsche 911 like on the inside?
There are some changes compared with other 911s, but it’s still the same tech-meets-classic vibe inside.
The Turbo S has distinct carbon-fibre finishes on the dashboard, and as standard there is black leather seat trim with Turbonite grey finishes throughout.
It’s a classy and comfortable space, with the 18-way power-adjustable seats (emblazoned with the Turbo S insignia) offering superb adjustability and comfort. I also tested out the optional bucket seats, and they are certainly form-fitting and body-bolstering, but not as comfortable or as convenient when you’re regularly getting in and out.
The tech stuff is sorted by way of a 10.9-inch infotainment touchscreen, which includes heaps of great connectivity like wireless CarPlay and Android Auto, plus sat-nav, online streaming and connected services.
There are performance pages on the screen too, so you can see what the Sport Chrono package is monitoring, and thankfully there are still some buttons and dials below the screen for the main controls like temperature and volume.
Other controls fall easily to hand, like regular window switches and mirror adjusters, and conventional steering wheel buttons and stalks. Ahead of the driver is a configurable info screen with multiple view modes, and it offers the classic five-gauge design, or you can full-screen your navigation mapping if you wish.
There are a few decent storage bits, including a pop-out cupholder for the passenger, side door pockets that can fit small water bottles, and a glovebox and centre console with a wireless phone charger.
If you get your Coupe with rear seats (the standard offer is no rear seats, but you can add them for no extra cost), you will be able to fit child seats in there. There are ISOFIX points hidden behind a removable padding plate at the base of the rear seats, and two top-tethers as well. Children up to 10 or so should fit in there okay.
As for boot space, there’s no tailgate or hatch, so be prepared to access the 261 litres of cargo space with the rear seats up (or 373L with them down), by loading stuff in through the front doors. But you do also have extra storage under the bonnet –128 litres – which is enough to holster some soft luggage. Aussie cars will get a tyre repair kit in there, too.
| Dimensions | Porsche 911 Turbo S Coupe |
|---|---|
| Length | 4551mm |
| Width | 1900mm |
| Height | 1295mm |
| Wheelbase | 2450mm |
| Cargo capacity | 261-373L (rear hatch) + 128L (under-bonnet storage) |
To see how the Porsche 911 lines up against the competition, check out our comparison tool
What’s under the bonnet?
The upgraded eighth-generation 992.2-series Turbo S brings a new 3.6-litre flat six-cylinder petrol engine with two ‘eTurbos’ and 400V hybrid tech to produce no less than 523kW of power and 800Nm of torque. That’s 45kW more than the outgoing 3.7-litre Turbo S, making it the most powerful drivetrain ever offered in a showroom Porsche 911.
| Specifications | Porsche 911 Turbo S Coupe |
|---|---|
| Engine | 3.6L twin-turbo flat-six |
| Power | 523kW |
| Torque | 800Nm |
| Transmission | 8-speed dual-clutch automatic |
| Drive type | All-wheel drive |
| Weight | 1725kg |
| 0-100km/h (claimed) | 2.5 seconds |
| Fuel economy (claimed) | 11.8L/100km |
| Fuel economy (as tested) | 13.1L/100km |
| Fuel tank capacity | 63L |
| Fuel requirement | 98-octane premium unleaded |
| CO2 emissions | 270g/km |
| Emissions standard | Euro 6 |
The engine is all-new – the only carryover part, according to Porsche’s team, is the injectors. Everything else has been rethought. And the eTurbos work ingeniously to slingshot this new model at the horizon with a frightening amount of pace.
The Turbo S runs a ‘T-Hybrid’ setup with the same 1.9kWh battery as the rear-wheel drive 911 Carrera GTS, but the eTurbos are different, and there are two of them for this model. The turbos house small electric motors inside them that offer instant torque from a standstill. But when engine speeds rise, the exhaust gas turbos take over and then the e-motors become generators to help recuperate the battery. They can pump out 28kW of regenerative power on their own.
There’s also an electric motor in the transmission, and it works with the Porsche Traction Management (PTM) all-wheel drive system. As well as that, the 400-volt system can work to adjust the roll bars to stiffen up the suspension for better body control, and that same electrical system now operates the nose-lift (still optional at about $5000).
It’s heavier than its predecessor by 85kg (now 1725kg), but has more power and torque, and is faster by a significant margin. Porsche sliced 14 seconds off its Nurburgring lap time with the new model. Yes, 14 seconds.
To see how the Porsche 911 lines up against the competition, check out our comparison tool
How does the Porsche 911 drive?
I don’t think I’ve ever driven anything better than this.
It’s the complete package – a cruisy daily sports car for regular runs in traffic, comfy enough to spend hours in during highway and long-distance drives, but also manically fast if you want to push it hard.
It’s not the most track-focused 911 there is (look to the 911 GT3s for that), but the Turbo S launch in Spain included a track drive at Ascari, and I was blown away by its outright excellence.
Yes, it can do 0-100km/h in 2.5 seconds (maybe even quicker in reality, because it felt faster than that!), and slingshot onwards to 200km/h in 8.4 seconds, but it isn’t just about the straight-line acceleration.
As Porsche’s engineers stated at the event, lots of cars can accelerate quickly now thanks to electrification, but that doesn’t make them performance cars. It makes them fast-accelerating cars.
The Turbo S? Of course it’s unlike other cars. It has so much talent that even amateurs will know they’ve got an absolute peach of a car under their control – no matter whether in Normal or Sport mode, while Sport Plus enables it to feel ultimately switched on, and a bit more lenient in terms of the traction management.
The powertrain is unbelievable. The lag-free feeling from a standstill is one thing, but it’s also evident when you’re pedalling it on and off the throttle.
The eTurbos work to eliminate lag low in the rev range, while peak torque – all 800Nm of it – hits from 2300rpm to 6000rpm, a significantly broader band than before. It is unrelentingly urgent, and shoves you all the way to peak power (over 6500-7000rpm).
All of this is encouragingly managed by the eight-speed PDK auto, which didn’t set a foot wrong during my time behind the wheel. Of course, if you want to manage things yourself, you can by way of the paddle shifters. But honestly, that’s like saying you know more about the universe than Brian Cox because you’ve got a telescope at home.
There is immense traction on offer from the powertrain, and the grip from the Pirelli P Zeros left me feeling like my face-skin was looser than the tyres.
The four-wheel steering is direct and precise, giving you faster responses at pace than you might be expecting. You just need to think about what you want to happen when you’re changing direction, and the car will do it. It perhaps dilutes the drive experience to a small degree in some ways, because it’s not quite as ‘pure’ as it could be when you’re negotiating quick direction changes, but it is very user-friendly and easy to get used to.
The electro-hydraulic chassis control system can cleverly firm things up to all but eliminate body roll at the press of a button too, offering excellent body control.
And then there’s the brakes – the biggest ever fitted to a road-registerable Porsche – which are so strong in their response and so trustworthy in terms of the pedal feel that it is best described as intrinsic.
The new Turbo S was absolutely epic on track, but I was perhaps more impressed by the daily-drivability of it.
I spent a couple of hours driving and passengering on public roads in the Coupe, and it was so easy to saunter along, even in stop-start traffic. Unlike some supercars, it wasn’t snappy, and far from intimidating in terms of the power delivery.
It is a wide car, but it isn’t hard to place on the road because of the tactility of the steering and the feeling of that massive footprint it has on the surface, and it’s not loud either – offering refinement that makes it far more liveable than you might be expecting it to be.
To see how the Porsche 911 lines up against the competition, check out our comparison tool
What do you get?
We all know that playing on the Porsche configurator is one of the most rewarding ways to procrastinate at work, but the depth of customisation knows no bounds for this brand, with hundreds of combinations and personalisation options on offer. You can even buy a matching watch – with the same leather, colour highlights, and matching wheel design on the back!
2026 Porsche 911 Turbo S equipment highlights:
- Matrix LED headlights
- 20-inch front wheels with 225/35 tyres, 21-inch rear wheels with 325/30 tyres
- Pirelli P Zero rubber
- Ceramic composite brakes (420mm front, 410mm rear)
- Turbonite exterior trim package
- Sports Chrono package
- Porsche active stability management (PASM)
- Electro-hydraulic dynamic chassis control (ehPDCC)
- Black leather interior trim
- 18-way adjustable seats
- Heated front seats
- Heated steering wheel
- Configurable 12.6-inch digital instrument cluster
- 10.9-inch touchscreen media system with Apple CarPlay, Android Auto
- Satellite-navigation
- DAB+ digital radio
- Connected services
- Dual zone climate control
- Surround-view camera
- Carbon-fibre interior trim strips
- Microfibre headlining
To see how the Porsche 911 lines up against the competition, check out our comparison tool
Is the Porsche 911 safe?
Don’t go wasting precious minutes looking up a safety rating for the 911, because there isn’t one.
But there is a host of safety tech included in the 911, such as:
- Adaptive cruise control
- Autonomous emergency braking
- Blind-spot monitoring
- Lane-keep assist
- Traffic sign recognition
- Driver fatigue detection
- Surround view camera
- Front and rear parking sensors
There are also dual front, front side, and curtain airbags – but only those in the front seats are covered.
To see how the Porsche 911 lines up against the competition, check out our comparison tool
How much does the Porsche 911 cost to run?
Porsche Cars Australia still runs with a three-year, unlimited-kilometre warranty, but owners can extend that out by paying extra, up to a maximum of 15 years.
| Servicing and Warranty | Porsche 911 |
|---|---|
| Warranty | 3 years, unlimited kilometres |
| Roadside assistance | 1 year |
| Service intervals (expected) | 12 months or 15,000km |
| Capped-price servicing | N/A |
Servicing costs are unknown, as there’s no capped-price plan, but service intervals are expected to be the same as other 911s, at every 12 months or 15,000km (whichever comes first).
Roadside assistance is available – you get 12 months for free, and it will top up if you service with the brand.
Another ownership consideration here is resale value. Porsche 911s don’t typically devalue as much as some other supercars, and Turbo S models tend to hold their value – or even appreciate in some instances.
To see how the Porsche 911 lines up against the competition, check out our comparison tool
CarExpert’s Take on the Porsche 911 Turbo S Coupe
The new-generation Turbo S Coupe showcases the brand’s commitment to continue on with internal-combustion engines while embracing electrification and making it all work to the driver’s advantage.
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This is a phenomenal super sports car, with surprisingly daily-drivability, but insane capability on track, too.
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