2026 Porsche 911 Turbo S: This 701-HP Hybrid Does 0-60 in 2.4 Seconds

The new 911 Turbo S starts at $272,650 including destination

• The Turbo S is Porsche’s range-topping 911 sports car.
• This new version uses a hybrid system to produce 701 horsepower, making it the most powerful production 911 ever.
• Pricing starts at $272,650; the Turbo S hits dealers next spring.

The current Porsche 911 Turbo S is a heroic, brain-melting sports car that redefines the word “fast.” How do you improve on that? Add electrification. Meet the new 2026 Turbo S hybrid — the most powerful road-going Porsche 911 yet.

Yep, it’s a hybrid

Porsche’s new range-topping 911 builds on the T-Hybrid engine first introduced in the Carrera GTS. But where the GTS’ hybrid system uses one turbocharger, the 911 Turbo S uses two. This twin-turbo setup feeds a 3.6-liter flat-six engine, and a 1.9-kWh battery pack feeds a motor that adds supplemental electric thrust for initial acceleration and to fill in power gaps at speed.

What’s it all mean? The 2026 Porsche 911 Turbo S produces 701 horsepower — a 61-hp increase over its predecessor. Torque output is unchanged, at 590 lb-ft. According to Porsche, the new 911 Turbo S will sprint to 60 mph in just 2.4 seconds, an 0.2-second improvement over the current car. And considering Porsche’s acceleration numbers are often conservative, we won’t be surprised to see a number closer to 2 seconds flat when the Turbo S makes its way to our track for instrumented testing.

Quick and fast

Because of its larger-displacement engine and hybrid battery, the new Turbo S tips the scales at 3,829 pounds, though that’s only 180 pounds heavier than the current model. This doesn’t seem to faze the 911; not only is it quicker from 0 to 60 mph, Porsche says a Turbo S prototype completed a lap of Germany’s infamous Nürburgring Nordschleife in 7 minutes and 3.92 seconds, a full 14 seconds quicker than its predecessor. That’s hot.

Up front, the 911 Turbo S rides on 20-inch wheels wrapped in 255/35-series tires, but the rear 21-inch wheels now use wider 325/30 tires. Behind those, you’ll find the largest carbon-ceramic brake system Porsche has ever installed on a 911. Air flaps in the front of the car keep those big brakes cool, and active front and rear spoilers aid in providing extra downforce. Considering this car will do 200 mph, high-speed stability is key. A sport exhaust system also comes standard, as does Porsche’s Dynamic Chassis Control tech that uses the car’s 400-volt electrical system to quell body roll.

A well-appointed interior

The Turbo S’ interior isn’t terribly different from other 911 models. Like the new Carreras, a two-seat configuration is standard with small rear seats available as an option. (The 911 Turbo S convertible only comes with four seats, however.) Regardless of body style, the front occupants get standard 18-way power-adjustable sport seats, and the Turbo S is fitted with all of Porsche’s latest infotainment tech. The 911 Turbo models have always been more comfy and grand touring-focused than hardcore variants like the 911 GT3, and we expect that to continue with this latest generation.

Why I Bought a Subaru BRZ After Years of Driving Supercars

And not just any BRZ — this one is purple

• My new BRZ is one of 500 Series Purple cars.
• It’s got rear-wheel drive and a six-speed manual transmission.
• I’ll be using this BRZ to build my ideal dual-purpose backroad and track car.

In 2015, after scoring my first college job, I decided it would be a good idea to spend what little money I earned on a brand-new sports car — ah, the joys of living at home. So I dragged my dad down to the local Subaru dealership because, as you can imagine, a part-time paycheck, me being 19 years old, and my general lack of funds didn’t exactly make me eligible for strong lines of credit. But I was determined, and after a few hours of signing our lives away, we were headed home in an Ice Silver Metallic BRZ. I was riding high. 

Until I crashed it, that is. I made it to just over 700 miles of ownership before my shiny new Subaru found itself facing backward on a two-lane highway, with its rear end hanging off a median. And while my late-night street drifting outing hadn’t dealt a fatal blow, I’d managed to destroy its rear subframe, control arms and at least one of its wheels — all before I’d even completed the engine’s break-in period. Ouch. 

Thankfully, I had the foresight to avoid damaging any body panels, so with a long list of parts ordered, I was soon back on the road. Contrary to what you might expect, the next 20,000 miles of BRZ motoring were flawless. It all ended when I decided to sell it in search of horsepower, kicking off yet another stream of bad financial decisions, but that’s a story for another day.

Flash-forward a decade, and quite a bit has changed. I started a career in automotive media and spent the last four years covering the supercar and luxury car space exclusively until I joined Edmunds’ vehicle testing team earlier this year. But after all that, 10 years later, I still found myself in a Subaru dealer with a fresh set of BRZ keys in my hand. 

The dull modern sports car problem

Buying a second Subaru BRZ was never part of the plan. Instead, I set out to get something considerably more vintage. The more modern sports cars I drive for work, the less excited I get about them. Lifeless electric power steering systems, overly isolated cabins, and weights that balloon with each new generation all take away from the sports car fundamentals. It’s how you get machines with tons of power that still feel dull to drive.

Things don’t get much better as you move up in price. Even as I focused on the supercar space exclusively, I found myself enjoying fewer and fewer of the cars I covered. Big speed doesn’t always translate to big thrills, especially when you don’t get a sense of connectedness with the vehicle you’re driving. Less so if you have to move at tremendous speeds just to get a hint of feedback and personality. More often than not, the driving experience ends up feeling artificial. 

It’s why I’ve always kept a palate-cleanser at home, a car that clearly reminds me of what excellent steering, handling and driver inputs should feel like. For the last eight years, my late-1980s Porsche 911 filled the role, but due to ballooning ownership costs, including an engine rebuild that cost more than an entire Subaru BRZ, it was time to move on. 

An unexpected reunion

My search took me everywhere you can imagine. At times, the Lotus Elise, a Porsche Cayman GT4 and even a supercharged Chevrolet Corvette were on the list, but the problem with testing new cars day to day is that you also become unbelievably picky. I know, I know. Boo-hoo me.

Things changed rather unexpectedly a few weeks ago. Right as I was about to put down a deposit on a high-mileage BMW Z4 M Coupe, a World Rally Blue BRZ tS showed up at the office.

The following morning, I charged up my favorite mountain road in the tS. It took all of 10 minutes to know it was the one. Even as I later drove a Mazda MX-5 Miata to compare, I couldn’t shake just how right the BRZ felt. It’s light, small and engaging to drive, exactly what a sports car should be. Its inputs have a decent amount of weight and take some finessing to get every up- and downshift just right. And thanks to its upsized engine, it isn’t as painfully slow as its predecessor. I had to have one.

I got the purple one

No more than a week later, I was driving out of a Subaru dealership with a new BRZ for the second time in 10 years. Why a Series Purple and not a tS, you ask? Unlike my first round of BRZ ownership, modifications will play a significant role this time. So instead of buying a tS and just eventually replacing all of its tS bits, I opted to start with the Series Purple, as it’s based on the midtier Limited trim. 

Finished in Galaxy Purple Pearl, this limited-edition BRZ gets a short-throw shifter and upgraded strut tower braces. It’s sold only with a six-speed manual transmission. More importantly for me, the Series Purple deletes the BRZ’s bright red interior accents and replaces them with a more toned-down gray hue, giving its cabin slightly less of a boy-racer look. 

Here’s the plan

While the BRZ is fun in stock form, there’s room for improvement in performance and reliability. Over the next few months, I’ll be transforming this little purple sports car into an ideal dual-purpose backroad and track car — and I’ll tell you all about it on the pages of Edmunds. I’ll cover everything from the modifications you need to the ones you can skip and the costs associated with this build.

For now, I’m starting my second BRZ journey with a clean slate. And don’t worry — I made it through the break-in period with my subframe intact this time.

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Gabriel Vega Cortés has worked in the automotive industry since 2018. In that time, he’s tested hundreds of vehicles, covering them in online and print articles, videos and podcasts. He’s previously worked at duPont REGISTRY Magazine, Motor1 and Univision Autos. When he’s not testing new vehicles, he’s either driving his 1987 Porsche 911 on twisty mountain roads or in the garage, ensuring it runs.

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Steven Ewing has worked in the automotive industry since 2003. In that time, he’s written thousands of articles and tested just as many vehicles. Steven is Edmunds’ director of editorial content and has previously been on staff at Winding Road magazine, Autoblog, Motor1.com, CNET, and was the U.S. correspondent for Top Gear magazine. Steven has also contributed to Automobile magazine, Car and Driver, The Drive, Jalopnik, Porsche Panorama, and dozens of other publications. In his spare time, Steven loves to play the drums, cook, and drive his 2000 BMW M Roadster.

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