If any area of the 996 needed massaging it was the cabin. The new dash is functional, and ergonomically superior to its predecessor’s. It’s a fundamentally clean design marred by a slight fussiness here and there.
It doesn’t afflict the major controls. Already close to perfect, the driving position is now even better thanks to a 20mm lower seat and a steering wheel that adjusts not just for reach, but rake, too.
Leg- and headroom are plentiful and though the front-mounted boot offers just 130 litres of storage, some creative packing enables much to be stashed away. The rear seats still fold down to create an additional luggage area.
Road noise has long been a 911 bugbear and, while still the S’s fat rear tyres do generate a fair degree of hum, there’s a greater air of refinement to the way the new car tackles coarse motorway surfaces which makes it a quieter long-distance companion.
The 911’s famed usability comes not just from its relative practicality but also the near-guarantee of pain-free ownership. The 996’s residual values (70 per cent retained after three years) were among the best in the business and we’d expect the 997 to at least match that performance.
Porsche has worked hard to reduce other running costs, extending the intervals between oil services from 12,000 to 18,000 miles, while a major service isn’t now needed until 36,000 miles, up from 24,000.
Our 25.3mpg touring figure is impressive enough but we wouldn’t be surprised to see parsimonious owners getting nearer 30mpg. The fuel tank holds the same 64 litres as before which should allow the 911 to easily pass the 300-mile barrier between fills on longer trips.