The wraps have been taken off the 2026 Porsche 911 Turbo S – or the ‘992.2 Turbo S’ if you’re into Porsche’s model nomenclature. Both coupe and Cabriolet bodies will be offered, though the big news is that the new Turbo S is the most powerful production 911 yet made.

How powerful are we talking?

Peak power is 711hp, up some 61hp on this car’s predecessor, while it’s produced over a relatively wide rev range, from 6,500-7,000rpm. Meanwhile, maximum torque of 800Nm is on tap all the way from 2,300- to 6,000rpm. That’s the same figure as the ‘992.1’ Turbo S put out, but it’s now available over a much wider rev range.

Porsche quotes a 0-100km/h time of 2.5 seconds, thanks in part to the all-wheel-drive system fitted – or Porsche Traction Management (PTM) if you like brand names and acronyms. Interestingly, the new car doesn’t have quite the same top speed as before, but we suspect even regular autobahn users will find the 320km/h v-max acceptable. And anyway, this car is apparently some 14 seconds faster around the Nürburgring.

What’s new under the bonnet?

Well, technically speaking, there’s nothing but luggage space under the bonnet, as the flat-six ‘boxer’ engine is mounted in the back as ever in a 911, but there has been plenty of change to the engine. It’s a 3.6-litre unit now and it still has two turbochargers, but the new Turbo S uses the ‘eTurbo’ idea first launched in the 911 GTS.

The special turbocharger has an electric motor between the turbine and compressor wheels to eliminate lag and allow closer control of the boost pressure, regardless of what the exhaust is doing. It’s part of Porsche’s ‘T-Hybrid’ system, which also includes a 400-volt electrical system, a small lithium-ion battery and an electric motor built into the casing of the eight-speed PDK gearbox. Oh, and where the 911 GTS has one eTurbo, the Turbo S gets two.

Presumably the chassis can cope with all this?

Wider rear tyres are part of the package – at 325/30 ZR 21 (vs. 255/35 ZR 20 at the front) – as are larger-diameter rear brake discs and a new design of brake pad for the standard Porsche Ceramic Composite Brake (PCCB) system.

The 911 Turbo S also makes use of its 400-volt system to power electro-hydraulically controlled Porsche Dynamic Chassis Control (ehPDCC), said to enhance stability, drivability and yet also everyday comfort. On that note, it can be upgraded with an optional nose lift feature.

On the subject of which, any fancy aero bits?

The 911 Turbo S features active aerodynamics and active cooling, the latter identifiable as unusual vertical vanes in the nose, shared with the GTS. There’s also an active front diffuser and variable front spoiler, balanced by the more obvious extendable and tilting rear wing.

Befitting its badge, the Turbo S gets a wider body and track than other 911s, including air intakes ahead of the front wheels. This extra width is emphasised by a new lower rear bumper design with vents and a unique exhaust outlet design.

A partially titanium sports exhaust is fitted as standard, though buyers can change the design of the outlets and finishers as an option. Topping off the list of visual changes is plenty of ‘Turbonite’ grey detailing.

And inside the Turbo S?

More of that Turbonite colour of course, plus a restrained smattering of ‘Turbo S’ reminders dotted around the place – most obviously on the embossed headrests of the Adaptive 18-way Sports Seats Plus.

We really like the new ‘carbon-structured’ trim strips and microfibre headliner. As is now Porsche’s way, the coupe version of the 911 Turbo S is a two-seater unless the buyer ticks the (no-cost) ‘2+2’ option box at time of ordering. The Cabriolet always has four seats.

Irish pricing of the new 911 Turbo S

The price of the 911 Turbo S in Ireland will be released as soon as the car make its public debut at this week’s IAA Mobility motor show in Munich.