► 992.2 brings in T-Hybrid tech from GTS
► New suspension & additional active aero
► Slashes 14 seconds off N’ring time
Porsche certainly hasn’t held back on the facelift version of its flagship 911 Turbo S. The new model, which has just been unveiled at the 2025 Munich motor show, may look almost identical to the previous model, but this 992.2 has had a thorough overall under the skin with a brand-new powertrain, suspension and aero package.
The result is the most powerful production 911 ever and a truly astonishing 14-second improvement on its Nurburgring time, posting a 7:03:92 at the hands of Porsche ambassador and general helm Jorg Bergmeister.
It’s the sort of leap forward that usually takes generations, but the introduction of hybrid tech has enabled Porsche to take a shortcut. No doubt many saw it coming – the T-Hybrid 992.2 911 GTS set the stage – but the Turbo S version is the inevitable follow on with even more eye-catching results.
The lightweight 1.9kWh battery carries over, but this time there’s two smaller electric turbochargers (eTurbos) rather than a single larger one. As a result, they can spin faster – up to 145,000rpm vs 125,000rpm on the GTS. Together with the battery and small electric motor in the eight-speed PDK gearbox, they make up the additional electric elements that complement the (slightly) downsized 3.6-litre flat-six.
The hybrid system alone delivers 81bhp and 139lb ft of torque making 701bhp and 590lb ft in total. That’s a 60bhp leap over the previous Turbo S and what’s also worth noting is the far broader peak power and torque windows. The former is now spread between 6,500 and 7,000rpm (it was 6,750rpm in the 992.1) while the latter ranges all the way from 2,300 to 6,000rpm (an improvement from 2,500 to 4,000).
As a result, 0-62mph takes just 2.5 seconds (0.2 seconds quicker) and 0-124mph is done in a mere 8.4 seconds (0.5 seconds quicker). Top speed, meanwhile, is 200mph. However, Porsche reckons that the headline figures are just part of the story. Owing to the far greater responses from the eTurbos, the powertrain is supposed to be far more flexible with the responses of a naturally aspirated unit.
The 3.6-litre flat-six itself has also had a thorough going over with a new dual-flow titanium exhaust system, new compression ratio and pistons, friction and weight reduction, an upgrade cooling system and an all-round improvement in the combustion process.
Of course, the big question for many will be how much the 911 Turbo S weighs with all of its hybrid components. The answer is 1,725kg – 85kg more than the previous car. It’s undoubtedly a noticeable amount, yet equally it would have been far higher should Porsche have opted for a plug-in hybrid system. Rough estimates for the latter were easily double the amount extra.
Weight reduction has taken place in a number of different places with the new titanium exhaust 6.8kg lighter than equivalent stainless steel as well as optional carbon wiper blades and savings in the crankcase and valve train.
Helping to handle that additional weight is a new suspension setup that utilises the 400V system. Called electro-hydraulic Porsche Dynamic Chassis Control (or ePDCC), it utilises cross-connected active coupling rods whereby pressure is built up by the volume of oil flow within.
This works to stabilise the vehicle during cornering and – thanks to the electric element – means responses are much quicker. Another benefit is the front axle lift system is able raise faster, while there’s also an improvement in ramp angle by 2.4 degrees.
Further upgrades have been made to the brakes (the pads are more robust and designed to give better feel) while the rear discs are now 410mm in diameter (just 10mm off the front discs). This means the braking distance from 62mph to a stop is reduced by one metre.
A new tyre compound (either from Goodyear or Pirelli) is also said to give much improved dry-weather performance and slightly better wet weather ability. This also includes a 10mm increase in width of the rear rubber. Subtle changes to the steering are promised, too.
Finally, Porsche has also been to town on the Turbo S’ active aero. Whereas the previous Turbo S had an active front and rear spoiler, the 992.2 adds to this with vertical slats and a diffuser at the front end. Said slats can also shut when the car is in wet mode in order to prevent excess water spray from coating the brake discs.
Styling changes, meanwhile, are subtle but include the new active vertical slats at the front, dark Turbonite detailing on the Porsche crest, centre locks and model designation, refreshed rear light strip and new titanium exhaust with rear lower section.
Should you wish, the Turbo S will also be available as convertible. The Coupe comes in at £199,100 while the Cabriolet is £10,000 dearer and – naturally – a little slower. Curiously, there’s no sign of a regular Turbo model for the 992.2 but Porsche hasn’t ruled out seeing the name in future. For now, both the Coupe and Cabriolet are currently available to order with Porsche stating first deliveries should occur before the end of 2025.
James heads up our automotive video activities in the UK and is responsible for video on CAR magazine. Usually found in front of camera, he is also an amateur race driver and has tested most of the supercars that matter over the last few years. James also contributes reviews, videos, news and advice across our sister website Parkers.co.uk.
By James Dennison
Head of automotive video for CAR magazine, its sister website Parkers.co.uk and Motorcyle News.
