Porsche 911 Carrera
The lyrical has been well and truly waxed about the new Porsche 911. This is understandable. The 997 series - as the sixth-generation 911 is called - puts some meanness back into a machine which was a touch timid in its previous incarnation, the 996 from 1997 to 2004.
Porsche's signature car has regained that animism and wilfulness which makes it such a unique and thrilling thing to drive.
The 997 has two engine options, both in the horizontally opposed six-cylinder configuration, with dry-sump lubrication and variable inlet valve-timing and lift.
The 239kW/370Nm 3.6-litre engine, carried over from the previous model, is fitted to the $195,225 Carrera. A larger-bored 3.8-litre, which produces 261kW/400Nm, drives the $221,100 Carrera S.
A new short-throw six-speed manual gearbox is standard. A five-speed Tiptronic sequential automatic adds $8000 to both variants. Stability control is fitted.
The Macpherson strut front/five-link rear suspension is carried over, with some weight-saving gains. The S rides 10mm lower than the Carrera. Wheel tracks at both ends have been widened, hence the reappearance of the 911's traditional tense, ready to pounce rear flank contours on the wider, stiffer body.
Adaptive dampers are now standard on the Carrera S. It also runs 19-inch alloy wheels with 235/35 (front) and 295/30 (rear) tyres. The Carrera gets 18-inchers - 235/40 (front) and 265/40 (rear).
A new steering rack and larger, more powerful brakes complete the chassis upgrade.
Inside, the 997 has become a luxury car, with higher-quality materials, an efficient control layout and tighter fit and finish detail. That said, the second of our two test cars - a manual S - had a few sizzles and squeaks in the cabin.
Turn the key and the 3.6-litre bursts into a smooth, busy idle. Around town it drones along with reasonable tractability below 4000rpm and smooth, crisp shifts from the Tiptronic.
Once past 4000rpm things get much more frantic. The 3.6 has an aggressive, sinewy quality from here to the 7200rpm redline, responding immediately to small accelerator inputs. The 0-100kmh trip takes 6.1 seconds.
The S is more flexible and responsive in its delivery, with a killer punch from 5500rpm, where it also develops a beastly, howling note which sends a shiver up your spine. The manual S takes 5.3 seconds to reach 100kmh.
Tiptronic makes life easy on the daily commute but it's neither as efficient nor enjoyable as the superb six-speed gearbox.
The introduction of multilink rear suspension on the last air-cooled model in 1993, stability control on its 1997 successor and improvements in tyre technology have rendered the once unforgiving 911 relatively idiotproof.
However, the location of the engine behind the back axles still gives the 911 a unique and, until you get used to it, weird feel, as though you're dragging a big rock on the end of a short rope. In tighter corners, the front end can feel light and flighty, as though it's going to be shoved off the road by all the mass behind it.
The trick is to trust the car and drive through this characteristic. As speeds rise, the 977 points into corners with greater precision and obedience. The rear-end weight bias/drive/grip combination also permits an amazing level of car control with the accelerator.
Adaptive dampers usually fall into the gimmick category but Porsche's actually work. The S has noticeably more disciplined control over body movement, superior road-holding and stability under brakes and acceleration.
On the Normal setting, they also produce a surprisingly comfortable, compliant ride, in contrast to the conventionally suspended Carrera, which is hard and tiresome over any decent distance on our third-world roads. Sport mode is only going to deliver tangible dynamic benefits on a racetrack.
The steering is scalpel sharp and motorcycle communicative at speed. It's quicker at most wheel angles and requires less effort when parking. It is also less hyperactive than previously, particularly in the straight-ahead position. Your hands actually remain still on the wheel for brief periods.
The brakes have monstrous power. Pedal feel is dull around town but like most other aspects of the 911, it improves under pressure.
The new driver's seat hugs you from the thighs to the shoulder blades and though still firm, the long, supportive cushion is easier on the derriere.
A deep footwell and long seat travel are now complemented by a height/reach adjustable steering wheel. The dash retains the familiar slim, straight-edged transverse profile. Five round, siamesed instruments have the tachometer in the centre, with a big, bright digital speed display to supplement the conventional 330kmh speedo on the left. Luxury accoutrements such as satellite navigation, 13-speaker Bose sound with six-stacker CD, automatic air-conditioning, a sunroof and - yes, it's true - two cupholders are a far cry from early 911s, where all you got was the go-fast bits.
It's still pretty noisy in the cabin, though. You have paid to hear the engine, of course, however when cruising it is almost drowned out by the racket from the tyres.
Porsche's desire that the driver should be able to concentrate on the road is evident in the functionality of the dash and control layout. The screen-based audio/sat nav/trip computer/telephone system is intuitive and logical.
The two back seats are useless for people with legs. The seat backs fold down to make a largeish space but the idea of carrying anything heavier than a pillow immediately behind you, with no protective barrier, is not appealing.
The storage area up front will hold a few soft bags. There's no spare tyre - only a compressor, a can of sealant and hope.
You either fall in love with the 911 on your first drive, or dismiss it as a ridiculously expensive piece of automotive eccentricity. Both responses are valid. It is and hopefully always will be, one of a kind.