Recently, I had the opportunity to test drive the 992 Turbo S. I’ve written a test drive report on the 992 Turbo S before, but some time has passed since then, and I believe my experience and impressions have evolved. So, I’d like to share again the true appeal of the Turbo S.

Porsche 911 Turbo S

For Porsche, the “Turbo” grade doesn’t simply mean a turbocharged car.

Proof of this is that even the electric Taycan has a “Turbo” grade, meaning for Porsche, “Turbo” symbolizes the top-tier grade and a special model.

This time, we’re talking about the “Turbo S,” which includes every available performance option.

Specifically, it comes standard with the Sport Chrono Package, PDCC, rear-axle steering, center-lock wheels, and more, with the engine output boosted by 70 hp over the regular Turbo to 650 hp.

In short, the Turbo S is the “fully loaded” 911.

Turbo S Design

From the 992 generation onward, all 911s have a wide body, which was previously reserved for the all-wheel-drive Carrera 4 models in the 991 generation. However, the Turbo models take this even further with a wider “Turbo body.”

As a result, the overall width is 1900 mm, compared to 1852 mm for the standard Carrera models—about 48 mm (roughly 5 cm) wider. Most of this increase is allocated to the rear track, and when looking at the side mirror from the driver’s seat, you can clearly see how much the rear flares out.

The rear features a large, variable rear wing that extends and retracts depending on speed.

Rich Torque Feel

Starting the engine feels much like the regular Carrera models. Compared to the GTS, it’s actually a bit more subdued, and at this point, the “Turbo” charm hasn’t yet revealed itself.

Gently pressing the accelerator to pull out of the parking lot, the sense of ease is completely different from a standard Carrera. It’s not just about having torque or it being “thick.” How the torque comes on feels “dense,” if that’s the right word.

With subtle pressure or release of the right foot, you can control the speed almost as if adjusting it by 1 km/h increments.

Once on the road, accelerating requires only minimal throttle input.

Even without pressing the accelerator much, the Turbo S steadily gains speed. This sensation is hard to experience in the Carrera models.

Approaching a curve, nothing unexpected happens. It’s so stable, and the chassis has such composure, that at a flowing speed you can corner without braking and without any fuss.

Being all-wheel drive, it doesn’t have the sharp, sudden turn-in feel of the two-wheel-drive Carrera. Instead, it turns as much as you steer and accelerates as much as you press the throttle.

It’s precise, unfailing, and reassuring.

Since it shares all-wheel drive with my 991.1 Carrera 4 GTS at home, the feeling is quite similar. There’s very little pitching front to back during acceleration and deceleration, so occupants’ eye level remains steady. Even when pushing it a bit, the 911’s all-wheel-drive advantage of minimizing driver fear is strongly evident.

Unleashing 650 hp

Trying to increase the pace by pressing the accelerator more, the sensation is completely different from the Carrera models, and of course, 180 degrees different from the GT models.

Just a slight increase in throttle pressure is enough. TAKURO, riding shotgun, asks, “Are you pressing the accelerator about halfway?” and I reply, “No, probably around a third, maybe even a quarter.”

That’s how much reserve the Turbo S has.

Then, on a straight stretch, I press the accelerator fully. Bracing my neck for the expected intense acceleration, it surpasses all expectations.

My neck inevitably bends backward and my chin lifts. This acceleration sensation hasn’t been felt since the Taycan Turbo. The 0-100 km/h time of 2.7 seconds is no exaggeration. (As is typical for Porsche, this figure is conservative.)

As I described with the Taycan, it’s truly like a “free fall forward.”

There are very few cars that can surpass this acceleration sensation. I don’t think many supercars around here could compete. The response and traction engagement are on a completely different level.

By the way, this wasn’t even full throttle. What kind of acceleration awaits if I floor it? I’ll save that thrill for when I become an owner.

The Appeal of the Turbo S

Readers who have made it this far might think, “The Turbo S is powerfully stable and basically a GT car within the 911 range, right? Like an AMG?”

The answer is partly yes. It can certainly be used like a GT car and daily-driven like an AMG. But that only captures part of the Turbo S’s character.

The true charm of the Turbo S is that even when casually cruising winding roads at low revs, its dense torque and sharp response provide pure enjoyment. And when you push it, the furious acceleration comes alive. Even deliberately keeping it in 2nd or 3rd gear at higher revs, it remains fully controllable with no hint of danger.

Plus, the sound is wonderful, resonating with a refined, pleasant tone.

The Turbo S is truly “ultra-high performance you can enjoy on public roads.”

While GT3 and other GT models offer “high performance you experience on the track,” the Turbo’s main arena is public roads. Of course, it can more than handle the track, but even at low revs and speeds on public roads, it lets the driver fully appreciate the engine and chassis potential. That’s what makes the Turbo what it is.

If I Buy a 992 Next, It’ll Be a Turbo S

Before experiencing the Turbo S, I worried, “Since you can’t really enjoy such high power on public roads, won’t it just be frustrating in town like the GT models?”

However, the 911 Turbo world offers a perspective where it’s fun even without revving high, accelerating hard, or listening to the engine sound. Of course, everyone’s preferences differ, so this isn’t absolute, but Porsche clearly tunes the “Turbo” grade to be enjoyable on public roads.

I’ve experienced many 992 grades so far, but personally, my recommendations are either the base Carrera (including T) or the Turbo S. Since I still own a base Carrera, this test drive reaffirmed that if I were to buy next, it would be the Turbo S.