Porsche Korea has launched the new 911 Turbo S, which pushes the technical limits of the flagship 911 to the extreme. This 911 Turbo S is a facelifted version of the 911 Turbo S unveiled in 2020, featuring enhanced performance, a robust design, and an intelligent active aerodynamics system. Offered in two versions, a coupe and an open-top cabriolet, we test-drove the 911 Turbo S on the 3.908-kilometer track at Inje Speedium in Gangwon.
On both the coupe and the cabriolet, the most striking exterior feature is the large air flaps at both ends of the front. Depending on the airflow, the vertical flaps close and open, reducing air resistance by 10% compared with the previous version. The thin, long front lip attached at the very bottom of the front bumper is also made variable. At high speed, it deploys downward to add front downforce; in everyday driving, it retracts for efficient travel. Another hallmark of the 911 Turbo S is that the headlamps integrate all functions, including daytime running lights and turn signals.
Its status as the top trim is evident throughout the body. The Turbo-only dark gray "Turbonite" color is applied to the crest (logo) on the hood and the rear "Turbo S" lettering. A gear-shaped center-lock wheel nut in Turbonite color is also fitted at the center of each wheel.
The rear air intakes are made of titanium, cutting the vehicle's weight by 6.8 kilograms from the previous version. Compared with the road-legal 911 Carrera GTS, the length and wheelbase are similar, but it is 48 millimeters wider. The 911 Turbo S measures 4,551 millimeters long, 1,900 millimeters wide, and 1,305 millimeters high.
Sitting in the driver's seat, the seat firmly hugged the torso and lower body. In the 911 GT3 Touring Package, the seats are very deep and hard like those in a pro race car, and the backrest does not adjust. But the 911 Turbo S seats are softer and allow 18-way adjustment for a more comfortable drive. From the center display to the console, the entire axis is driver-oriented, making operation convenient.
The 911 Turbo S offers three drive modes: Normal (basic), Sport, and Sport Plus. We set it to Sport mode and began our track run. The condition of the road surface was transmitted directly to the body. The rear wheels wear 21-inch tires typically used on large sport utility vehicles (SUVs), with a tread width of 325 millimeters—10 millimeters wider than before—contributing to this. The front tires are 20 inches with the same 255-millimeter width as before.
Thanks to the compliant dampers, it did not strain the body. Even over bouncy sections, impacts were well absorbed, keeping body shake to a minimum. However, switching to Sport Plus increases the sensation of reading the surface, which can raise fatigue.
As speed built, the exhaust note came through to the hands and toes. Compared with the 911 Carrera GTS and the GT3 Touring Package, the exhaust is rather smooth than gravelly. Those expecting the roar of the top 911 may find it a bit underwhelming. The "pop" when shifting gears, however, doubles the fun of driving.
Grip was excellent. Even in a sharp corner taken at nearly 90 kilometers per hour, there was no lift or body roll to unsettle the driver. Credit goes to the electrohydraulic Dynamic Chassis Control (ehPDCC), which keeps the car's stance stable in any situation. Under hard braking, it stopped even more nimbly than the 911 Carrera GTS.
At high speed, it feels like sitting atop a power-brimming "monster." The 911 Turbo S is equipped with a lightweight 400-volt T-hybrid system. It pairs a newly developed 3.6-liter flat-six engine with two electric motors (e-turbos). When there is surplus power at high rpm, the e-turbo switches roles to act as a generator to recharge additional power. This boost assists the engine to deliver a high output of 711 horsepower—an increase of 61 horsepower over the previous version.
The 911 Turbo S also stands out for its quick response. On the straight sections of the track, it shot up to 150 kilometers per hour in an instant without even pressing the accelerator deeply. A brief glance away could put the car ahead right in front of you in a flash, so caution is needed. It delivers stable burst acceleration up to a maximum of 81.6 kilogram-meters over a broad range from 2,300 to 6,000 rpm. It takes just 2.5 seconds to reach 100 kilometers per hour from a standstill. That zero-to-100 time is 0.2 seconds quicker than the previous version.
Because the track environment did not allow opening the roof, it was hard to fully appreciate the difference between the cabriolet and the coupe, but the cabriolet felt smoother in vibration and noise. This appears due to lower body rigidity than the coupe and the added weight of the opening roof. In fact, the time to reach 100 kilometers per hour from a standstill is 2.6 seconds for the cabriolet, 0.1 second slower than the coupe (2.5 seconds). Curb weight is also 55 kilograms heavier than the coupe.
Matthias Büsse, head of Porsche Korea who attended the event, said, "The 911 Turbo S is the model that represents the pinnacle of the 911 lineup," adding, "What makes this model special is that, while it delivers powerful performance, it also offers usability that anyone can enjoy in everyday driving." Deliveries of the 911 Turbo S begin in May. The coupe starts at 342.7 million won, and the cabriolet starts at 358.9 million won.