This is turbocharging done sensitively, with a small ‘t’, and it doesn’t harm the 911’s driver appeal in any serious or lasting way.
The normal audible tell-tales have been skilfully handled here, so that once that 3.0-litre motor is spinning, you really wouldn’t know it was force-fed. Not from the cabin, anyway. Listen to the car from the kerb and you can hear some whistles and hisses.
But from the driver’s seat, the delicious and inimitable flat-six combustion howl is all you really perceive – albeit in more muffled, less spiky form than before, as if the car’s engine has had a thick blanket wrapped around it.
Throttle response is, if not quite pin-sharp, as near as makes very little difference. Performance can be poured on in luscious, fizzing, splattery doses through the mid-range in time-honoured Porsche 911 mode, but while having 332lb ft available from less than 2000rpm gives the long-travel accelerator more authority in the higher gears, there’s still real freedom for the crankshaft to spin well beyond 6500rpm.
You don’t quite get the dramatic crescendo with which Porsche has spoilt us in the past, and there’s just a hint of gathering breathlessness above 7000rpm, but there are old-fashioned, big-bore, flat-six fireworks here all the same.
The facelifted 911’s ride and handling has undergone a makeover, too. New-generation PASM adaptive dampers are now fitted as standard on both Carrera and Carrera S models, 19in wheels are up to 11.5in in width at the rear axle and there are retuned main suspension springs, new rebound springs, new anti-roll bars and a nominal 10mm drop in ride height compared with the old, passively damped Carrera.
The car’s ride now feels tauter, flatter and more cleverly damped than it used to. While old 911s would gently bob over their front axle when disturbed by a bump, in turn disrupting the consistency of the steering, the pre-facelift ‘991’ had a slight tendency to pogo over its rear wheels when deflected vertically.
But this new one has much more responsive close body control. Its suspension handles sudden crests and dips all of a piece, with just enough amplitude over the driven axle to remind you where the engine’s sitting.
Porsche’s electric power steering is medium-weighted and expertly paced, adding directness gradually off-centre and filtering back just enough contact patch feedback to let you gauge the all-important grip level under those lightly loaded front wheels.
Handling is, if anything, a bit crisper than it was, and steady-state cornering balance is excellent, with the 911’s rearward weight bias continuing to give you options for enlivening the car’s attitude on a trailing throttle but never threatening to destabilise the car in broader terms.
The other main update to the 911 is its new infotainment system, which looks much more sophisticated, responds much more quickly and cleverly to touchscreen inputs and is easier to navigate than before. Apple CarPlay smartphone mirroring functionality has been added, while inductive wireless phone charging is also an option.