2026 Porsche 911 Turbo S Coupé Review

There are fast cars, and then there is the new Porsche 911 Turbo S. On paper it looks ridiculous. On the road it feels even more ridiculous.

This is the 992.2 Turbo S, now with Porsche’s T-Hybrid hardware and enough performance to make a 911 GT3 feel almost sensible by comparison. That is not a sentence we throw around lightly.

We went into this drive looking for flaws with a microscope, because at $577,300 before on-road costs — and $683,880 before on-roads as tested — it had better be close to faultless.

It is not perfect. But from behind the wheel, it gets uncomfortably close.

The Turbo S is not a value buy in any normal sense. It is a car for people who want the most outrageous road-going 911 without stepping into something more compromised, more track-focused, or even harder to use.

The base price is already enormous, and our test car added $106,580 in options. That is a very Porsche sentence, but it still hurts to read.

Some of those options make sense, like the front-axle lift and Burmester audio. Others, like painted air vent slats, feel like a very expensive way to make the cabin worse.

2026 Porsche 911 Pricing

• Porsche 911 Turbo S Coupé $577,300 plus on-road costs
• Porsche 911 Turbo S Coupé as tested $683,880 plus on-road costs

The Turbo S looks properly wide, properly serious, and in Oak Green Metallic Neo, properly expensive. It still has that familiar 911 shape, but the details are working much harder than they first appear.

Up front you get Turbo S-specific aero, active cooling flaps and HD-Matrix LED headlights. The indicator placement has moved because the lower sections are doing real airflow work, which is exactly the kind of nerdy engineering Porsche owners enjoy pretending they do not care about.

Down the side, the stance is pure Turbo S theatre. Our car wore optional 20-/21-inch 911 Turbo Exclusive Design wheels with carbon blades, with 255mm tyres up front and enormous 325mm rubber at the rear.

The rear is where it all comes together. There is the active rear wing, the light bar, the Turbonite badging, titanium tailpipes and just enough visual aggression without turning into a cartoon.

The carbon extras look excellent, but they are not cheap. Carbon mirror trims, carbon side intakes, carbon wiper arms and a carbon roof are all very cool; they are also the kind of options that make you nervous parking near a shopping trolley.

The front of the Turbo S feels every bit as expensive as it should, at least once you ignore a couple of questionable option choices. The two-tone Club leather interior in our car looked rich, the materials felt properly premium, and the driving position was spot on.

The 18-way Adaptive Sports Seats Plus are excellent. They are supportive enough for serious cornering, comfortable enough for long drives, and adjustable to the point where you can lose five minutes just fiddling.

Porsche’s move to a 12.6-inch curved digital instrument cluster is the one emotional miss for us. It is configurable and sharp, but we still miss the old analogue gauge theatre in a 911.

The 10.9-inch PCM touchscreen is fine rather than amazing. Wireless Apple CarPlay and Android Auto are included, the menus are workable, and the core functions are easy enough to reach.

The Burmester High-End Surround Sound System fitted to our car is genuinely superb. If you care about audio, it is one of the options we would actually consider, even at $6700.

What we would not consider is the $3000 air vent treatment with painted slats and stitching. It looks less special than the standard treatment, which is not what you want after spending three grand.

The rear seats are technically there, and in a 911 that still matters. They give the Turbo S a degree of everyday usefulness you do not get in many cars with this level of performance.

For adults, they are not really seats. For small kids, short trips and soft bags, they make more sense.

The backrests fold, and that turns the rear area into a very useful luggage shelf. In practice, that is how most owners will use it.

We would still tick the rear-seat arrangement where available, because the alternative is not extra luxury; it is just less flexibility.

The 911’s front luggage compartment remains one of its underrated strengths. Porsche lists 128 litres, but the shape is genuinely useful by sports-car standards.

We managed to carry camera and filming gear in there, including proper cases, which says more than a litre figure ever will. It is not SUV practical, obviously, but it is far from token.

Inside, storage is better than you might expect. There is a shallow centre armrest, door storage, a glovebox, USB-C ports, wireless phone charging and two cupholders — one in the console and one that pops out of the passenger-side dash.

There is no spare wheel, with Porsche listing a tyre fit set. Given the rear tyres are 325mm wide Pirelli P Zero Rs, we would be treating punctures as an expensive inconvenience rather than a casual roadside moment.

The maddest thing about the Turbo S is not just how fast it is. It is how normal it can feel when you are not asking for everything.

The ride is genuinely comfortable, even on big wheels and serious tyres. There is road noise, but the cabin is refined enough that the car still feels like a grand tourer rather than a stripped-out weapon.

Then you press the right pedal properly and the whole car changes personality. The all-wheel-drive system hooks up brutally, the rear bias still comes through, and the car fires forward with the kind of force that makes legal speeds arrive almost immediately.

The steering is beautifully precise. The chassis feels like it has deleted roll, delay and uncertainty from the equation.

Porsche Dynamic Chassis Control, rear-axle steering, Porsche Torque Vectoring Plus and PASM are all doing heavy lifting here. The result is not raw in the old-school sense, but it is brutally effective.

This is also where the Turbo S almost becomes too good. On public roads, you run out of road, courage and legality long before the car runs out of ability.

The headline numbers are silly: 523kW and 800Nm from a 3.6-litre six-cylinder boxer engine with twin electrically assisted turbochargers. This is Porsche’s T-Hybrid system, but not in the gentle fuel-saving way most people understand hybrids.

There is a 400V lithium-ion battery with 1.9kWh gross capacity, electric assistance for the turbos, and a 60kW electric motor integrated into the transmission. The point is response, boost and violence.

Porsche claims 0-100km/h in 2.5 seconds for the Coupé. On our cold test day, with nine-degree ambient temperature, we recorded 2.86 seconds.

That is still the kind of launch that rearranges your sense of what a road car should be allowed to do. The acceleration is not just fast; it is physically abrupt.

The eight-speed PDK is so smooth and so quick that you almost stop noticing it. Upshifts and downshifts disappear into the event, which is both technically brilliant and slightly strange if you enjoy feeling a drivetrain work.

Claimed combined fuel consumption is 11.8L/100km. That number is there for comparison purposes, because if you regularly use what this car can do, fuel economy is not the conversation you are having.

The Turbo S is the kind of car that makes you recalibrate your own limits. The car’s limit is not really the issue; yours is.

Through corners, it stays absurdly flat and composed. You feel connected to the road, but not exposed in the way some supercars can make you feel.

The ceramic brakes on our test car were monstrous. Porsche lists 420mm front and 410mm rear carbon ceramic discs, with 10-piston fixed calipers at the front and four-piston calipers at the rear.

They matter, because the Turbo S gathers speed with such casual brutality that confidence under braking is not optional. It is mandatory.

There is a strange duality here. It is clinical, engineered and almost too capable, yet the speed and noise still make it feel wildly special.

A Carrera S would be more than enough car for most people. The Turbo S exists for the buyer who hears that and says: yes, but I want the unhinged one.

The 911 Turbo S comes with a broad set of safety and assistance systems, though an ANCAP rating was not supplied in the material we reviewed.

Standard safety hardware includes full-size front airbags, Porsche Side Impact Protection with thorax airbags in the front seat bolsters, curtain airbags integrated into the roof area, seatbelt pretensioning and an alarm system.

Driver assistance includes Warning and Brake Assist with pedestrian protection, Driver Awareness Detection, Lane Keeping Assist, Lane Change Assist with blind-spot monitoring and Rear Assist, plus traffic sign recognition.

Parking is helped by front and rear ParkAssist, a reversing camera, 3D Surround View and Active Parking Support. In a wide, expensive 911, that camera support is not just a convenience; it is stress reduction.

Our test car also had Porsche InnoDrive including adaptive cruise control listed among its fitted options. For a car that can cover distance this quickly and comfortably, we would want that functionality.

Porsche covers the 911 Turbo S with a three-year warranty, including paint, plus a 12-year rust warranty. At this price point, three years does not feel generous.

Service intervals are listed at one year or 15,000km. Again, that is not unusual for a serious performance car, but no one should walk into Turbo S ownership expecting cheap running costs.

The claimed combined consumption is 11.8L/100km, and the fuel tank is 63 litres. Drive it gently and it can behave; drive it as intended and the numbers will move quickly.

Tyres, brakes, insurance and options are where the real ownership story lives. Even before on-road costs, our car’s options took it from $577,300 to $683,880.

Some options are worth it. The front-axle lift at $4950 is one we would be very reluctant to skip, because the car sits low and Australia is not short of nasty driveways.

Others are harder to justify. Carbon wiper arms at $2620 are exactly the kind of thing that makes Porsche ownership both fascinating and faintly ridiculous.

Turbo S Coupé

• 3.6-litre six-cylinder boxer engine with twin electrically assisted turbochargers
• T-Hybrid system with 400V lithium-ion battery, 1.9kWh gross capacity
• 523kW and 800Nm
• Eight-speed PDK dual-clutch automatic transmission
• All-wheel drive with Porsche Traction Management
• Sport Chrono package
• Porsche Active Suspension Management
• Porsche Torque Vectoring Plus
• Rear-axle steering
• Porsche Dynamic Chassis Control
• Porsche Ceramic Composite Brakes
• 20-/21-inch Turbo S wheels with centre locks
• Porsche Active Aerodynamics with active front spoiler, cooling flaps and rear wing
• HD-Matrix LED headlights
• Adaptive Sports Seats Plus with 18-way electric adjustment and memory
• Heated front seats
• Leather interior with Turbonite details
• 10.9-inch Porsche Communication Management touchscreen
• 12.6-inch curved digital instrument cluster
• Wireless Apple CarPlay and Android Auto
• Wireless phone charging
• BOSE Surround Sound System with Dolby Atmos
• Digital radio
• Front luggage compartment
• Front and rear ParkAssist with reversing camera
• 3D Surround View with Active Parking Support
• Warning and Brake Assist with pedestrian protection
• Lane Keeping Assist
• Lane Change Assist with blind-spot monitoring
• Traffic sign recognition

Options fitted to our test car

• Oak Green Metallic Neo paint
• Two-tone Club leather interior in Basalt Black and Classic Cognac
• 20-/21-inch 911 Turbo Exclusive Design wheels with carbon blades
• Seat ventilation
• SportDesign package 911 Turbo Carbon
• Carbon exterior mirror upper trims
• Carbon rear side air intakes
• Carbon lightweight wiper arms
• Carbon lightweight roof
• Front-axle lift system
• Titanium sports tailpipes
• Porsche Ceramic Composite Brakes with black high-gloss calipers
• Exclusive Design taillights
• LED door courtesy lights with PORSCHE logo
• Decorative stitching package
• Leather-trimmed seat consoles, sun visors, cupholder trim and interior mirror panel
• Carbon matt illuminated door sill guards
• Porsche InnoDrive including adaptive cruise control
• Burmester High-End Surround Sound System

The new 911 Turbo S is a deeply silly car in the best possible way. It is too fast for Australian public roads, too expensive for almost everyone, and too heavily optioned in typical Porsche fashion.

And yet, it is also one of the most complete performance cars we have driven. It is brutally quick, properly comfortable, beautifully built and dynamically outrageous.

The T-Hybrid system does not dilute the Turbo S. If anything, it makes this feel like the most Turbo S version of the Turbo S yet: instant, relentless and slightly absurd.

Would we recommend it? If you are asking whether it makes rational financial sense, absolutely not. Buy a cheaper 911 and you will still have more performance than you can sensibly use.

But if you want the ultimate road-going 911, and the price does not scare you, this is exactly what Porsche has built. We were grateful to drive it, and slightly relieved to hand it back in one piece.