of head­room). The S we drove is good for 331kW – which, iron­i­cally, is the out­put of the cur­rent-gen GTS. You also have the choice of a new eight-speed PDK or a re­vised ver­sion of the seven-speed man­ual.

The twin-turbo unit red­lines at 7500rpm, max­i­mum torque is a healthy 550Nm (S) and the fuel-con­sump­tion hasn’t in­creased de­spite the ad­di­tion of an en­ergy-sap­ping par­tic­u­late fil­ter. It’s all point­ing to­wards the Carrera S be­ing no slouch. And it isn’t. With launch con­trol ac­ti­vated, the PDK ver­sion can ac­cel­er­ate to 100km/h in a brisk 3.7 sec­onds and re­mem­ber, this isn’t a ‘fast one’. It’ll also go on to a top speed of 309km/h, which should be plenty for most oc­ca­sions. In a nut­shell, the new Carrera S per­forms as well as the out­go­ing GTS, that’s how far the 992 shifts its per­for­mance game.

At a glance, the 992 is ev­ery­thing but a head-turner. Sure, all the tra­di­tional cues are there – this is a 911 after all – yet there are de­lights to be found in the de­tails. If you look closely you can spot the con­trast­ing black bumper in­serts front and rear, the ex­tra dose of Bo­tox and filler for the guards and wider rims. Then there’s the new, fancier three-part pop-up rear spoiler – thanks, Panam­era. More cool­ing is now be­ing chan­nelled to the brakes and the ra­di­a­tors via slim, hor­i­zon­tal in­takes that can se­lec­tively block off cer­tain lou­vres. And then there’s the ful­l­length tail-light, which de­lights as many as it an­noys. OP­PO­SITE

Fi­nal styling is yet to be fully re­vealed, but the pre-pro­duc­tion car we drove leaves lit­tle to the imag­i­na­tion. As usual, it’s small tweaks ABOVE

Those who worry about brake dust and dirty wheels can opt for the PSCB tech­nol­ogy in­tro­duced in the new Cayenne BE­LOW

The 992 of­fers LED head­lamps with cor­ner­ing lights and a pair of adap­tive multi­beam ma­trix eyes (cost op­tions)

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