Other upgrades
To handle the 61 hp (45.5 kW) of additional power over the outgoing car, the new Turbo S features 10 mm wider tires at the rear—sticky Pirelli P Zero Rs to be exact. Porsche also outfitted a new form of active suspension to the Turbo S, which uses one of the pumps from the Panamera’s trick new Active Ride suspension to drive actuators at each of the car’s four corners.
By raising or lowering pressure, the 911 Turbo S effectively varies the stiffness of its anti-rollbars, resulting in a cushier ride for daily driving and a more aggressive one in Sport or Sport Plus. The feeling of the Turbo S is never exactly plush—those low-profile tires aren’t ideal for that—but neither is it harsh. I felt quite comfortable cruising over the broken Malagan asphalt, making this an ideal daily driver.
I didn’t even mind the soft-top convertible in the Cabriolet, which raises and lowers quickly and, even at highway speed, doesn’t add much road noise to the equation. Still, if I were buying, I’d go coupe instead of Cabriolet, if only for the extra headroom and cleaner styling.
I won’t be buying, though, because I can’t afford one. The 2026 Porsche 911 Turbo S starts at $270,300 for the coupe or $284,300 for the soft-top Cabriolet, plus a $2,350 destination fee. That’s for a reasonably well-equipped car, including the new active suspension and carbon-ceramic brakes, but start digging into the options catalogue or ponder the expanded palette in Porsche’s Paint to Sample lines, and you’ll quickly find yourself on the painful side of $300,000. That’s a mighty amount of money for a 911, a whopping $40,000 MSRP increase over last year’s model, but given the wild level of engineering required to deliver this much power and responsiveness, it doesn’t feel completely out of line.
