The 2026 Porsche 911 Turbo S is a compelling GT3 car: review

Once upon a time, the Porsche 911 Turbo was the granddaddy of all 911s. It was a car that drivers feared, racers respected, and enthusiasts loved. Aside from its unjustified reputation as a widowmaker, until the first 911 GT3 in 1999, the Turbo was the top of the 911 range. Since then, its reputation has been that of the softest, most comfortable 911, rather than the top-of-the-line 911 it once was.

The 992.2 911 Turbo S seeks to dispute this. It has a spec sheet that would intimidate almost any supercar – now with 701 horsepower – and a Nürburgring lap time that would rattle the car Newly updated 992.2 GT3—7:03.92 to GT3 6:56.2. That’s shockingly close, especially considering that the new Turbo S weighs 3,829 pounds versus the GT3’s 3,278 pounds.

However, this is still a Turbo S. It should be luxurious and ready for any environment. It still has to be four-wheel drive and ready to cross the continent. So, how does Porsche balance devastating track performance with relaxed cross-country comfort? The answer is simple: technology.

Adoption Carrera GT ST Hybrid The system has opened a new world of possibilities for Porsche engineers. Not only is turbo lag reduced, it’s the overall capability of the high-voltage electrical system as well. Before we talk about the turbines, we need to talk about the structure.

With the T-Hybrid system, Porsche can now operate 400-volt accessories, allowing for a new generation of active sway bars. Porsche calls it Dynamic Chassis Control (PDCC), but it’s effectively hydraulic pistons rather than the four sway bar end links. Most active sway bar systems replace only one end link, allowing a small range of full sway bar stiffness to be fully decoupled, but PDCC allows the sway bar to push subtly against cornering force.

Effectively, one side of the car is pushing against the roll, while the other side is pulling the car down. Engineers say the overall goal is about 1.5 degrees of roll per 1 gram of cornering force, but PDCC also actively changes roll stiffness based on cornering condition. At corner entry, the front sway bar is softer and the rear is stiffer to enhance spin. In the middle and exit, the bars slowly switch stiffness and become softer at the rear for improved traction.

They’re all operated by the same pumps as Porsche’s active suspension, just with two pumps instead of four. What doubles down on the Turbo S is the name itself: turbos.

Pros: Very fast, more comfortable than the 992.1, and a more focused sports car

Instead of the large single turbo found in the Carrera GTS, the Turbo S uses a more traditional twin-turbo design. While the turbine’s central structure, which houses the electric motor’s generator, is exactly the same as that of the GTS, the turbines are much smaller. The GTS Turbo uses an 83mm compressor and 80mm turbo wheel, while the Turbo S has twin 73mm compressors and 65mm turbos.

The engine is almost identical to the GTS – the new generation 9A3 3.6-liter six-cylinder. For the Turbo S, Porsche lowered the compression ratio slightly and improved the piston shape to increase power, but it’s essentially the same engine. The eight-speed PDK with integrated electric motor is identical to the GTS, but due to twin turbos and enhanced energy recovery, the e-motor produces 80 hp, compared to 54 hp in the GTS. The T-Hybrid system first stores the turbines, then sends power to the PDK-mounted electric motor.

For all that effort, the 992.2 Turbo S gains 187 pounds over the 991.1, which is frankly significant. It’s not as impressive as the GTS’s 110-pound penalty, but the Turbo S gets more standard equipment, including a PDCC system. For the GTS, it’s only optional.

The result of Porsche’s efforts is astonishing as always. Driving the new Turbo S on some of Spain’s best back roads (and the Ascari Circuit) reveals a lot about its sporty and touring character. Compared to 992.1, it looks functionally similar but is much louder. What the 992.2 does best is balance sports car handling with comfort while traveling.

Cons: Heavier than before, more expensive than before, PDK is not as good

While the 992.1 was downright ballistic in a straight line, the 992.2 was extremely fast. Where the old 3.7-liter six-cylinder had huge midrange torque and nose at the top end, the T-Hybrid simply never stops producing power. It’s a joy to review and also a bit terrifying. On paper, 60 horsepower doesn’t sound like a lot, but the new engine gets it above 4,200 rpm, and tapers off more forcefully to peak power at 6,500 rpm. There’s also no turbo lag.

Then there is the dealing. I couldn’t believe what the spec sheet looked like—it simply couldn’t handle its 3,829 pounds. That’s an amount of mass that would normally invite ridicule in the sports car world, and yet the Turbo S, with its clever chassis systems, hides it more effectively than my mind can compute. Rear steering, PDCC and all-wheel drive all work in harmony to make the Turbo S linear, easy and responsive.

If anything, it’s a return to form for Porsche’s non-GT chassis team – the latest Carreras had slightly overactive rear steering and were over-damping. The Turbo S rode beautifully, with supple dampers that dampen bumps but respond to mid-corner inputs. The steering is linear and weighty, but perhaps lacks some raw feel compared to the rear-drive 911.

The previous Turbo S had only a few drawbacks – a harsher ride than expected, a bit of road noise, and perhaps a touch unsentimental. The new Turbo S addresses these shortcomings well, with some new Turbo Spool sounds adding to the emotional theater. Plus, it combines everything beautifully into one seamless, mixed setup.

The only real catch here is the price: about $270,000 to start. This is a huge amount and opens up the market significantly. Realistically, a well-equipped Turbo S would run close to supercar money. As always, the Turbo S delivers supercar performance and excellent driving feel, but there’s no supercar wow factor.

However, we all learned that Porsche knew how to create a hybrid with the 911 GTS. The Turbo S is further proof that “Hybrid” doesn’t have to be a dirty word. It may just be too expensive.