As usual, the 992 is a ground up redevelopment from the predecessor, but wearing that iconic silhouette. Casual observers may not be able to tell you the difference between a 997 and 991, but it doesn’t take an enthusiast to identify a Porsche 911 on the road.

What the enthusiast will be able to identify upon laying eyes on the 992, will be the styling cues on the new car that hark back to its much older air-cooled ancestors. For the first time in a water-cooled 911, the entire headlight assembly is contained within the front fender panel.

As a whole, Porsche’s reimagination of a classic architecture with modern amenities is a successful one, and the overall construction can only be described as faultless. Fit and finish gives the impression that this cabin will take plenty of abuse without creaking, and that’s an achievement given its need to feel plush as well.

Indeed, so assured and accomplished was the Carrera 4S in all conditions, and we saw a fair bit of rain during our day with it, there is a niggling suspicion that the rear-wheel driven Carrera S might offer a little more playfulness and entertainment. But that’s a question we can only hope to answer post-CMCO.

Even more impressive than the Carrera 4S’ rapid pace is its sheer effectiveness; an assuring sense of control than encourages the driver to push it as hard as one fancies. Gun it around a corner, it just grips and goes, very clinical, very precise, a sharp contrast of the widow-making tendencies that older school 911s were once infamous for.

“Yes, it’s fast, but it also feels safe..” - Thana

Einstein famously defined insanity as doing the same thing over and over again expecting different results. With the 911, Porsche has indeed stuck to the same formula over and over again for nearly six decades; the difference here is, they kept making each one better, refining the outcome closer and closer to perfection.

For a car that has stuck rigidly for decades to the same template, the 911 has come an amazingly long way. It continues the original’s concept of being a sports car for all occasions, but the execution has been sharpened dramatically.

“Dari segi handling, siapa boleh pertikaikan kehebatan Porsche?” - Nazz

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Specifications: Porsche 911 Carrera 4S (992)

Engine: 3.0-litre flat-six twin turbo

Max Power: 450PS @ 6,500rpm

Max Torque: 530Nm @ 2,300 – 5,000rpm

Top Speed: 306 km/h

0-100km/h: 3.4 seconds (Sport Chrono package)

Fuel Consumption: 9.7 l/100km

Transmission: 8-speed dual clutch auto

Kerb Weight: 1,640kg

Astern, vents atop the rear hood gain greater prominence with third brake light flushed into the louvres, whilst the wide-spanning tail light is at once a representation of present-day Porsche design language and throwback the prominent red reflectors that once adorned 911s right up to the 996 generation.

One tradition is being broken, however, and it is that all variants will now have widened rear wheel arches as standard. This cue that was previously reserved for higher performance models of the 911 is now being democratized across the range.

Inside, the theme of classic design modernization continues. The dashboard stands upright in traditional 911 fashion, but with crisp colour touchscreens now taking centre stage. An analog rev counter still takes prominence ahead of the driver, but it is flanked by a pair of screens that will alternate between mimicking more analog dials, full colour navigation display, or other fancy driving info.

“What a nice sound. Ini macam NA wei!” - Bobby

There’s nothing old school about the new 911, however, where speed is concerned. Because this thing is fast. Even though 450PS and 530Nm hardly sounds like much on paper, 3.4 seconds from 0 to 100km/h is enough pace to outrun the Ferrari Enzo and Lamborghini Huracan. And this is just the Carrera 4S, the Turbo S cuts it further to just 2.7 seconds. Scary to think how much faster they can push the GT3s, GT2s and what not after this.