Porsche revealed the new 911 Turbo S at the 2025 Munich Motor Show — the most powerful version of the model ever built, against the Mercedes-AMG GT 63, Lamborghini Temerario and McLaren Artura.
Two electric turbochargers
The 992.2 Turbo S develops the T-Hybrid system introduced on the GTS, the first electrified 911.
Two electric "eTurbos" draw from a 1.9 kWh battery, with a further electric motor integrated with the eight-speed PDK. The engine is a twin-turbocharged 3.6-litre flat-six producing 701 hp and 800 Nm — up from 641 hp in the previous Turbo S — driving all four wheels.
0–100 km/h takes 2.5 seconds, with a top speed of 320 km/h.
The number that says more: electrification adds only 85 kg, and the car is 14 seconds faster round the Nurburgring than its predecessor.
"The 911 Turbo S is the most complete and versatile way to drive a Porsche 911," said Frank Moser, Vice President of the 911 model line. "Whether you're commuting, embarking on long-distance journeys, or conquering the racetrack, we've enhanced the Turbo S to be more comfortable, customisable, and significantly faster than its predecessor."
Chassis and body
The 400V hybrid system powers electro-hydraulic Dynamic Chassis Control, which manages body movement through corners. The optional nose lift operates faster than before. Brakes grow to 420 mm front and 410 mm rear, with a lightweight sports exhaust developed for this model.
Bodywork is based on the facelifted 992.2 with new bumpers and skirts, vertical cooling flaps, an active front lip and rear spoiler. Drag is down ten percent. Aerodynamically optimised centre-lock wheels are fitted.
Pricing
Manufacturer pricing starts at approximately €276,500 for the coupé and €290,800 for the Cabriolet. Registration costs in Cyprus are calculated separately and should be established before committing.
For context, well-maintained two- and three-year-old 911 GTS models start around €126,000 — less than half the Turbo S, on the same T-Hybrid architecture in its first form.
That comparison is the interesting one. The GTS introduced the electrified flat-six; the Turbo S develops it. A buyer choosing between them is not choosing between old and new technology, but between the first and second implementation of the same idea.
What this means for a buyer in Cyprus
A hybrid 911 lands in a lower CO₂ band than its output suggests. Cyprus taxes on emissions rather than power, and the T-Hybrid system reduces the official figure relative to the previous Turbo S. It will not be a low band — but the gap against the outgoing car is real money each year. Run the figure before deciding between generations.
The nose lift is not a luxury here. Speed bumps, older car park ramps and coastal access roads are exactly what removes front lips from cars with this ground clearance. The faster-acting system is a practical specification choice on this island, not a box to tick.
Right-hand drive comes from the UK. Cyprus drives on the left, and Porsche builds the 911 in right-hand drive for the British market. A UK import is the practical route, and it determines which options and colours are obtainable.
Heat is the condition this car will actually be tested by. A 1.9 kWh battery working hard in traffic in August is a thermal management question, not a performance one. Porsche engineers for hot markets, but it is worth asking about battery cooling and sustained-load behaviour rather than assuming the Nurburgring figure describes a Cyprus summer.
Specification decides resale. In a market this size, the configuration matters more than in a large one — a car built to a considered specification finds a buyer, an unusual one waits. Worth thinking about at the order stage rather than at the sale.
We commission Porsche to specification from the UK, Japan and Australia.
