Electrifying – the more so because the 911 now has six tightly-spaced ratios, a lighter gearchange and a purity of sound unsurpassed in the 911’s history. But the bald performance figures don’t reflect its extra 22bhp (to 272bhp at 6100rpm), though its 5.2sec to 60mph and 13.2sec to 100mph are only a few tenths behind the old car, quicker than a 348 and level with or inside a Honda NSX. Since it was still accelerating strongly at 6200rpm in sixth (156mph) and comfortably bettered Porsche’s claimed acceleration figures, the claimed 168mph seems feasible.No 911 has ever handled as well or been as easy to drive. But don’t think for a moment that the 911’s friendly temperament has compromised its driver appeal. The new rear suspension improves grip and predictability, but the most striking difference is the steering. It has razor-sharp turn-in and sensitivity combined with staggering high-speed stability and new-found security. On the limit the 911 isn’t quite as serene as an NSX but is far more predictable than a 348. All the nastiness has gone – the quick build-up understeer, the careless snap into oversteer. Dive into a corner too quickly and then lift off? Once you’d be ready to apply an armful of opposite lock. Now there’s no need. But the great thing is that the chassis’s personality is still there to be savoured. Huge discs provide stopping power that is nothing short of astounding; only the brakes of the Lotus Carlton and the 911 Turbo match their brilliance.
