The Porsche 911 Turbo S 2025 uses a T-Hybrid with two e-turbines, a 1.9 kWh (400 V) battery and sends 523 kW (701 hp/711 PS) and 800 Nm (590 lb‑ft) to the top. 0–100 km/h in 2.5 seconds, a top speed of 322 km/h and 7:03.92 on the Nordschleife.
Porsche 911 Turbo S 2025 has always been a hammer. Now it's got a scalpel: electricity. Two e-turbochargers, 400-volt system and 1.9 kWh the battery made his muscles tense up 523 kW (701 hp)The result? Acceleration that blurs the periphery, and 7:03,92 on the Nordschleife. And in a 911 that still has the last “+2”.
T-Hybrid on steroids: a drive that pulls like a pinball
In 992.2 Porsche 911 Turbo S the same concept lives T-Hybrid like in GTS, except here they work two electrically assisted turbines (eTurbos) and electric motor integrated into 8-speed PDK. Compact 1.9 kWh lithium‑ion battery (400 V) moves to the “trunk” in front. The total power is 523 kW (701 hp/711 PS), torque 800 Nm (590 lb‑ft), and the power peak is unusually broad: 6,500–7,000 rpm.
Speed? 0–60 mph in 2.4 seconds, 0-100 km/h 2.5 s, 0–200 km/h in 8.4 seconds, 322 km/h (200 mph) The times are not “PR fog” – there is a newcomer on the Nordschleife about 14 seconds faster than its predecessor (7:03,92). “You don't feel the weight – the car is more agile, with more grip,” says Jörg Bergmeister.
Electric turbines that devour the turbo hole
Every one e-turbo has a motor on the shaft between the turbine and the compressor. This means almost current pressure winding at Porsche 911 Turbo S 2025, less need for a classic waste flap and the possibility energy recovery: the system brakes the turbine if necessary and returns energy to the battery or sends it to the drive electric motor. Turbo hole? Mainly extinct species.
Chassis: ehPDCC, wider tires and the largest PCCB in a two-door
The standard is AWD (PTM), BREEDS, and new electro-hydraulic Porsche Dynamic Chassis Control (ehPDCC), which uses 400‑V network. Less tilt, more support, faster operation – and optional faster front axle lift, because it is integrated into the high-voltage system. At the back are now 325/30 ZR21 (+10 mm), front remains 255/35 ZR20. PCCB gets new brake pad and disc material 420mm front and what 410 mm rear – the largest ceramic kit Porsche has ever installed in a two-door model.
Aerodynamics that thinks for you
In front are Porsche 911 Turbo S 2025 active vertical slats, active diffuser, adjustable front lip and classic retractable/swinging rear spoiler. A combination reduces drag coefficient by up to 10 % (in the most efficient position) and even improves wet braking – in “Wet” mode, the diffuser closes and protects discs from splashing.
Design & Turbonite: A sign of nobility
A new one Turbonite accent color is reserved for Turbo models: emblem, lettering, inserts, also center-lock rimsInside you will find Turbonite belts, seams, instrument trims, and the standard ones are HD Matrix LED and Plus sports seats (18-way). The coupe is standard two-seater, a rear seats you can add no extra charge; Cabriolet stays 2+2If you want more “forum points” in your garage, order carbon wipers – 50 % lighter from serial.
A sound that smells like a boxer's throat
Titanium exhaust Porsche 911 Turbo S 2025 with a new muffler and terminations it is serial and saves 6.8 kg. Engine 3.6-liter boxer works with asymmetric valve timing, so he adds that to his ears rough, “boxer‑authentic” tone – as ordered for the early morning tunnels.
The mass and reality of the wallet
Yes, hybrid parts weigh something. The coupe weighs 3,829 lb (≈1,737 kg), therefore +180 lbs (≈85 kg) against the predecessor – a time on the Ring and the feelings of the developers say that dynamics profitWhat is price concerning: official $270.300 (coupe) and $284.300 (Cabriolet) without duties; with mandatory VAT/delivery $2.350 can handle this $272.650 and $286.650. Very comparable amounts in the EU … So around 300,000 euros. Porsche warns of possible customs duties and additional taxes in different markets, so the final number may still differ.
Technical “TL;DR”: Porsche 911 Turbo S 2025
- Drive: 3.6-liter boxer, two e-turbo + e-motor in PDK, T-Hybrid, 400V; battery 1.9 kWh.
- Power/Torque: 523 kW (701 hp/711 PS) and 800 Nm (590 lb‑ft).
- Performance: 0–60 mph 2.4 sec, 0–100 km/h 2.5 seconds, 0–200 km/h 8.4 seconds, 322 km/h (200 mph); North Loop 7:03.92.
- Chassis: AWD (PTM), BREEDS, ehPDCC (standard), faster front-lift (optional).
- Brakes/Tires: PCCB 420 mm front/410 mm rear, 255/35 ZR20 front, 325/30 ZR21 behind.
- Aerodynamics: active slats, active diffuser, adjustable front “lip” and tilt rear wing; –10 % Cd in the “eco” setting.
- Design: Turbonite accents, center-lock rims; coupe 2-seat (rear bench at no extra charge), Convertible 2+2.
- Mass: 3,829 lb (≈1,737 kg); +180 lbs (≈85 kg) vs. predecessor.
- Price (USA): $272.650 coupe / $286.650 convertible (with delivery); note about possible tariffs.
Conclusion: A turbo that never has a bad day
Porsche 911 Turbo S It's 2025 again reality gaugeThe hybrid didn't take his soul – it gave it to him. response and efficiency, which makes every corner exit feel like a fast-forward. The data speaks for itself: 523 kW (701 hp), 800 Nm, 2.4–2.5 seconds to 100 km/h, 322 km/h and 7:03,92 in the Green Hell. But in daily life ehPDCC smooths out bumps and PCCB they bite like a catalog. “The most complete and versatile form of driving a 911,” they say in Stuttgart, and for once it's hard to argue with them. If you Turbonite doesn't tell everything, they will do it wider tires and titanium exhaust; if it bothers you +85 kg, look again time on the Ring. The price? A big one, yes. But in return you get a car that is also supercar, grand tourer and on-call savior of bad Mondays. 911 Turbo S stays the best all-rounder in the classroom – now also with poco‑electricity that does exactly what it is supposed to: speed up and devours the turbo hole.
