It might concern you when, having already added turbochargers to its Carrera line-up, Porsche talks about the increased comfort of a new 911 thanks to its revised chassis tuning.

But don’t let that be of the slightest concern: the new 911 both rides and controls its body better than before.

The 911s ride is now more supple despite improved body control

Our test Carrera S already sits 10mm lower on its suspension than the previous model, but this particular example sat a further 20mm lower still thanks to a £558 PASM sports suspension kit.

It also came with the optional active rear-wheel steering, a £1530 option. Yet it rides with far better quality than the just-departed variant, soaking away surface imperfections in a manner better than that of most sports cars this side of a Lotus.

Visibility is good, too, and the 911 remains at the narrower end of the sports car scale, which is always useful in a car you could drive every day – as many owners doubtless will.

Porsche makes no claims about the 911’s steering system beyond the active rear steer (where fitted), but whatever it has done to the ride height and damping seems to have benefited, to a small extent, the slickness and feel of what was already one of the best electrically assisted systems available.

So subtle is the rear-wheel steering that without a back-to-back track test of an otherwise identical 911, we doubt you’d be able to pick out specific differences.

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But be in no doubt: either way, the latest Carrera S has a chassis to die for. A 911 hasn’t been a difficult car to drive for years, but it’s truer now than ever that it’s extremely simple to exploit, with the rear positioning of its engine being usable as an advantage rather than functioning as a potential pendulum of doom.

It stops like all other modern 911s, too, which means exceptionally well in the dry, although, due to the lightly loaded front, it’s less impressive in the wet.

Our track driving was hampered by rain, but we still got a feel for what the 911 is capable of. Fundamentally, the balance is unchanged from that of the old 911, except body movements are kept in even better check, while bumps and kerbs are smoothed out well.

Turn-in is crisp, with that lightly loaded front end introducing a bit more understeer than you’d find in a mid or front-engined car, especially in the wet, although trailing a brake in helps. The balance is then quite exploitable, but it’s also here that the engine first makes itself felt.

The naturally aspirated 911’s rabid throttle response higher up the rev range meant that adjusting a line was simple.

Now, though, more throttle actually introduces more understeer until the turbos spool, at which point the extra power kicks through the understeer and unsettles the rear, ultimately rendering the 911 more adjustable and exploitable than any rear-engined car has a right to be. But natural aspiration is superior, and it’s here that you notice it the most.