Other upgrades
To handle the 61 PS (45.5 kW) extra power over the previous car, the new Turbo S features 10 mm wider tires at the rear – sticky Pirelli P Zero Rs to be precise. Porsche has also equipped a new form of active suspension for the Turbo S, which uses one of the pumps from the Panamera's new Active Ride suspension to drive actuators in each of the car's four corners.
By increasing or decreasing the pressure, the 911 Turbo S effectively varies the stiffness of the anti-roll bars, resulting in a more comfortable ride for everyday driving and a more aggressive drive in Sport or Sport Plus. The feel of the Turbo S is never exactly soft – those low-profile tires aren't ideal for that – but it's not harsh either. I felt quite comfortable cruising Malaga's broken tarmac, making this an ideal daily driver.
I didn't even mind the soft-top convertible in the Cabriolet, which goes up and down quickly and doesn't add much traffic noise to the equation even at highway speed. Still, if I were to buy something, I'd go for a coupe over a Cabriolet, if only for the extra headroom and sleeker styling.
But I'm not going to buy it because I can't afford it. The 2026 Porsche 911 Turbo S starts at $270,300 for the coupe or $284,300 for the soft-top convertible, plus a $2,350 destination charge. That's for a reasonably well-equipped car, including the new active suspension and carbon-ceramic brakes, but if you dig into the options catalog or consider the extensive palette in Porsche's Paint to Sample lines, you'll quickly find yourself on the painful side of $300,000. That's a huge sum for a 911, a whopping $40,000 MSRP increase over last year's model, but considering the sheer level of engineering required to deliver that much power and responsiveness, it doesn't feel completely out of line.
