Another innovation is the coasting function. In normal mode, the PDK gearbox opens the clutch when it detects a situation where free inertia is the most economical way to maintain momentum. The car then glides forward, engine idling, preserving momentum rather than feeding the engine to prevent engine breaking.  On fluid but busy freeways, the most noticeable side effect is to have the orange rev needle oscillating in the peripheral field of vision between 1800 and 800 rpm as the system engages and disengages. Things get far more annoying in certain city driving situations, for instance when approaching a round about, when the system clutches while you were counting on engine breaking to adapt your speed just so. Fortunately, the system is not active in manual mode, or in sport/sport plus modes. A stop-start system is also part of standard equipment and does a decent job, even if the flat 6 feels sometimes slightly slow to resume service. A compromise for a theoretical 0.6 L/100km and another few grams of precious CO2 savings. Seventh gear is extremely tall, pulling 2400 rpm at 150 km/h (93mph), adequate for cruising but hopeless should you want to accelerate to extract yourself from traffic. We measured 14.3 L/100km of fuel consumption (14.0 displayed on the on board computer), a figure to put in perspective with a brand new engine and the resulting added friction.

For 100mm in length and 52mm in width, the 991 Carrera is the 911 it should always have been. It preserves its core strength, but adds a crucial new selling point: far superior – and more conventional – handling. The best of both worlds: a rear engine layout providing unmatched interior space and traction, but without the cornering idiosyncrasies that used to be so particular to Porsche’s flagship product. The 991 comes out of this test as a stellar success, a model that will only reinforce its benchmark status in the GT segment. Porsche 911: what else ?

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