What is a company that already makes the fastest combustion-engined car a mere mortal could dream of buying to do when it comes time for a mid-life facelift?
In Porsche’s case, there’s only one answer: make it faster. The new, ‘992.2’ 911 Turbo S goes about this by swapping powertrains. It ditches the old 3.7-litre twin-turbo flat-six for a new, 3.6-litre item related to the fantastic GTS’s engine.
Turbo count doubles to two for the Turbo S and, like the T-Hybrid GTS, they are electrically powered to bring the compressor wheel up to speed near-instantly. There’s also an e-motor in the transmission which can contribute 60kW and 188Nm to proceedings.
The result is a peak power output of 523kW (45kW more than the old Turbo S) making this the most-powerful production 911 ever. Those trick turbos mean response should be better too, and the claimed 0-100km/h sprint time drops two tenths to 2.5 seconds.
There has to be some trade-off, of course, and that is top speed. The new Turbo S tops out at 322km/h, says Porsche — 8km/h slower than the pre-facelift Turbo S. Boohoo.
You’ll pay a pretty penny for the Turbo S as well, at $577,300 before on-road costs and options it is the most expensive 911 in the range, sitting above even the track-focused GT3.
It’s dearer than the, admittedly slower, McLaren Artura (from $422,560) but as always, a 911 looks mighty good value next to a Ferrari 296 (from $668,106) or Lamborghini Temerario (from $613,885).
How does the 911 Turbo S drive?
Considering this new Turbo S is the most powerful mass-produced Porsche 911 ever, and the Turbo name carries ‘Widowmaker’ weight from the original 930, you might expect it to be a handful.
Truth is, though, since the 993 generation debuted all-wheel drive, the Turbo has only become more approachable with each new model — the Turbo S’s electrified turbochargers only help here.
There’s no turbo lag. And I’m not saying barely any, there genuinely is no turbo lag. It feels more like a 6.0-litre V8 than a boosty ’six below 3000rpm, yet it revs with the urgency of a frenetic four-banger up top.
The result is a total pussycat in town. The weighty, long-travel floor-mounted throttle pedal lets you schmooze through traffic. Just a flex of the big toe commands enough grunt — 800Nm is spread from 2300-6000rpm — to slice into another lane to dispatch a slow-moving foe.
Ride quality is well judged, as you would expect. Standard ‘PDCC’ (Porsche speak for adaptive dampers with active roll stabilisation) in Normal is surprisingly absorbent of large hits and the body stays dead flat at 110km/h on the motorway.
You can’t get away from some harshness as the huge 325-section 21-inch rear Pirelli P Zero Rs slap over expansion joints, but it is a sports car after all. Optional front-end lift ($4950), standard rear-axle steer, clear 360-degree camera and the signature 911 glasshouse make the Turbo S a doddle to park.
The eight-speed PDK automatic is smooth yet shifts are perceptible enough to make the Turbo S feel special. A similar story for the subtle, clattery growl of the flat-six which can be amplified with a touch of a button.
Compared to the GTS, Porsche has clearly worked on sound insulation. The Turbo S is still 911-loud but never cacophonous on patchy tarmac like its lesser hybrid sibling.
Two places the Turbo S blows you away. The obvious one is launch control. Spin the drive dial to Sport Plus — menacingly deploying the rear spoiler and front apron — enable Sport mode for the ESC, bury the brake and accelerator at the same time as you wait for the revs and boost to build, then release.
The all-wheel-drive system sucks the Turbo S to 100km/h effortlessly; not head-smacking like an EV, it’s a more satisfying whole-body compression into supple leather seats. Classy.
Second, though, is effortless overtaking. You can pluck a few gears on the cool, metal paddles to impress your passenger, but left in automatic the way the lag-free Turbo S swells speed is subtly gobsmacking.
The standard Matrix LED headlights are sublime as well, illuminating around lesser cars in front when it’s inky outside.
What about when the road gets twisty, though? There’s no doubting the confidence the Turbo S gives the driver. That sturdy, motorsport-heavy brake pedal is placed well for left-foot use and commands mega, ‘PCCB’ carbon ceramic brakes with 10-piston front and four-piston rear calipers.
Meaty is the best way to describe the steering in the Turbo S, which serves to remind you of the seriousness of this car and considerable 1725kg heft.
It’s best driven with precision and deference on the road, especially in the wet. Guide the nose in, let it settle and unleash as much power as you can bear between here and the next braking point.
Can you tell it’s faster and more ferocious than a GTS? Absolutely. You probably won’t spend much time at full throttle in either but the Turbo S gives you an extra bout of disbelief.
Due to the poise and lack of roll from the semi-active suspension, you can feel a little removed from driving the Turbo S. It is very different, in that sense, to the involving GT3 Touring and even Carrera T which feel more inherently rear-engined than the sublimely accurate Turbo S.
It’s still crazy agile, though, changing direction like a mouse that’s stumbled into a bag of white powder. As an everyday, all-weather, Swiss army sports car that’ll embarrass most supercars in a straight line, the 911 Turbo S is a deeply satisfying proposition.
How is the 911 Turbo S’s interior?
Whoever specified our Coupe test car in the Porsche configurator clearly understands the Turbo S customer.
Nobody looks at this car. It isn’t like the shouty GT3, let alone a lewd Ferrari. It fades into the background as one who was able to flex their foot and break the speed enough to end up in prison would appreciate.
The colour is Vanadium Grey and is one of the few no-cost extras along with the centrelock 20/21-inch wheels, plus colour-matched rear side intakes in exterior colour and side skirts. What makes this car especially suave in a very Tony Stark way are the Turbo S’s desaturated ‘Turbonite’ crests outside paired with black model designation and logos.
Inside this theme continues with Two-tone Slate Grey/Crayon leather ($1250) upholstery complemented again by Turbonite seat belts. The whole set-up feels elegant, classy and oh-so 911 Turbo.
Technology is pretty sharp, the digital drivers display a highlight. You can choose various screens including three dials, mapping that plays nice with Apple CarPlay mapping software, or the classic five-dial set-up that shows a Turbo S logo.
We’ve complained before about some common 992-gen 91 bugbears, which are the clunky retractable door handles, apologetic automatic gear selector and very VW-Group feeling plastic start/stop button. We had a few wireless Apple CarPlay glitches on test as well.
Additionally, while the ability to tailor a car to your preference is appreciated with options like a sunroof ($4720, and our car’s was rattly), there are extras such as seat ventilation ($2220), Burmester surround sound ($6700), and adaptive cruise control ($2190) that ought to be included for circa-$600,000. All up, the car was wearing $44,770 worth of optional extras.
But then you get back to the well-built cabin with its luxury appointments and gorgeous view out. Vision is epic. Look over at your passenger and they’re framed like a painting in a passing landscape.
The heated and ventilated 18-way Adaptive sports seats are deeply comfortable as well. Firm, supportive, appointed in fine-smelling leather and with generous adjustment.
For those emergencies, the second row of seats work for adults in a pinch. If you put your kids back there for a long time, though, they may grow to resent you. Better place to store a week’s worth of groceries for a couple.
Like an electric car, the 911 also has a generous storage compartment under the bonnet — again, perfect for the shopping bags. It’s remarkably practical for its pace.
What are the 911 Turbo S’s ownership costs?
Don’t look at the ‘hybrid’ bit of the 911 Turbo S’s brochure and expect frugality. Deploying 523kW to all four wheels takes a fair bit of 98RON unleaded.
The combined rating, according to Porsche, is 11.8L/100km and if you achieve that you’re driving too slowly. Over a typical week of driving including a weekend rural escape, we average 13.5L/100km.
Porsche service pricing depends on the use of the vehicle, with costs outlined on its website. Servicing is due every 12 months or 15,000km at a minimum.
Unfortunately, Porsche is one of few manufacturers still backing their cars with a three-year unlimited kilometre warranty. Warranty extensions are available via Porsche dealers and are popular with customers.
The honest verdict
With the hybrid-boosted ‘992.2’ 911 Turbo S, Porsche has created a monstrously capable yet eminently approachable sports car.
Think of the Turbo S as a house-trained leopard — a wild ball of muscle, speed and murderous thoughts that’s happy to snuggle up on the couch and play gently with a live mouse.
Expensive, yes, but worth it over a still-bloody-quick GTS? Potentially. It depends on what value you put on knowing you are, in all likelihood, driving the fastest car within a 100km radius at any given time. That certainly feels good.
