Porsche has been reluctant in adding electron motivation into its flagship sportscar, and rightfully so. Hybrids get flak for being heavy, clunky, and cumbersome—adjectives you don’t associate with high-performance vehicles. Still, lessons learned from the racetrack, through Le Mans and Formula E, and on the road with the Taycan EV has helped Porsche develop an innovative solution: the T-Hybrid system. And after rolling it out in the 911 Carrera GTS, Porsche honed it even further. From a technological breakthrough, it’s now the foundation of high-performance.

Talking about numbers, the latest 911 Turbo S is the most powerful series-production 911 ever with 711 horsepower and 800 Nm of torque. What the numbers fail to convey is that these peak outputs occur sooner and stay longer. The secret here is the eTurbo which uses electric motors to drive the turbo’s turbine. This means peak pressure is available regardless of engine load and is available within a very short time frame. And here, it’s got two of them. Even more ingenious is that excess boost pressure isn’t blown off, but is used to generate power that can be deployed by the electric motor (housed in the transmission) or stored in a lightweight high-voltage battery.

The performance is nothing short of spectacular. With launch control engaged, 100 km/h is done in just 2.5 seconds and 200 km/h takes just 8.4 seconds—truly within supercar territory. In that short, fleeting moment, it’s a guarantee that your insides will get rearranged. Such is the raw, visceral display of the 911 Turbo S’s power. Yet, it never forgets its design ethos of being a supreme all-rounder among sportscars. It’s approachable, tame even, for as long as you’re disciplined with your right foot. It’s happy not just attacking Circuito Ascari, but adept at cruising on the center lane of Spain’s Autovías. If anything, it’s the lack of a sonorous exhaust note that’s troubling. Yes, it’s far too quiet considering its performance.

This is deliberate, however, due to the 911 Turbo S’s requirement of being unrestricted in its everyday practicality and long-distance comfort. Through a region of Spain known as Costa del Sol (Coast of the Sun), it rides extremely well. NVH is well-controlled. It’s comfortable, never jarring or unsettled, when going through badly cracked roads. Even during the occasional wrong turn, where asphalt turns to loose gravel roads, it manages with surprising poise.

Yet, for drivers who’re able and willing to extract the most of the 911 Turbo S’s performance, they’ll find it far reaching. Through Circuito Ascari, a racetrack composed of the world’s most recognizable (and most challenging) corners, it exhibits a level of precise control and predictability. Again, it’s only possible thanks to electrification, and more specifically the electro-hydraulic controlled Porsche Dynamic Chassis Control (ehPDCC). Because it’s now integrated into the 400-volt system, it actuates faster—softening or stiffening the stabilizer bars as needed. This is on top of an engine that’s mounted lower for improved center of gravity thanks to the absence of a belt drive.

In the hands of more capable drivers, such as Jörg Bergmeister, the 911 Turbo S laps the Nürburgring Nordschleife in 7 minutes 3.92 seconds—14 seconds faster than its predecessor. And that’s despite the 85 kilogram weight penalty of the T-Hybrid system.

Perhaps the most evolutionary aspect of this 911 Turbo S generation is its looks. The lines and design cues can be traced back to the “OG”—the 964 Turbo S. It’s all about a function follows form design. The extra thick rear is there to fit wider tires—for grip. A larger rear spoiler has been placed on the back—for reduced lift. The circular headlights now integrate all front lighting functions to free up more space on the front bumper for cooling. However, things go decidedly sci-fi for 2026. There’s a deployable front chin spoiler that reduces drag, active under flaps that open to cool the brakes or closes when it rains to protect them, and even the rear wing’s rake adjusts to provide optimal aerodynamics based on power demand, driving situation, and even ambient temperature.

And interestingly, despite “Turbo” now being used across the entire Porsche range to designate performance, this is the first time the characteristic anthracite-colored “Turbonite” accents is used on a 911. Here, it’s found on the slats of the rear wing, side window surrounds, as well as the Porsche crests at the front and the wheel center caps. The same shade is found adorning the door panels, steering wheel, control switches, and gear lever.

Perhaps the most superfluous design feature of the 911 Turbo S would be the new exhaust system which sees its tips pushed more to the sides to make the rear look visually wider than it is. Yet, because it’s made of titanium, it manages to serve a purpose: cutting 6.8 kilograms of weight.

Porsche set out to make the all-weather, all-scenario sportscar in the 911 Turbo S—a goal they’ve managed to hit once more. Turbo, in their parlance, represents luxury, comfort, performance, and technological leadership. No doubt then that this is the most complete and most versatile form of the venerable sportscar thus far. Whether for everyday use, on long cruises on the expressway, or on the racetrack—the new 911 Turbo S is not only significantly faster and more capable than its predecessor, but it’s also much more comfortable than ever. At the same time, it’s meant to demonstrate that limits are meant to be broken and redrawn; something the 911 Turbo S has done for more than 30 years and it does so yet again.