So, at last the silhouette of the soft top matches that of the coupe, and Porsche have achieved this without resorting to one of those silly folding hard-top devices which double the weight of the car.

The Cabriolet’s new roof mechanism features an innovative, intelligent lightweight design to reduce weight (I do wish the Germans would stop using the word ‘intelligent’ in their product titles, as if implying that other car makers aren’t), including the use of magnesium in the hood frame.

There are no details as yet on the weight penalty, but usually Porsche manage to keep the Cabriolet within 40-50 kg of its sibling, with a lower centre of gravity due to most of that weight being added when strengthening the body frame. As is the case with the Coupe model, the new 911 Cabriolet is significantly lighter overall than its predecessor.

Combined with lower weight, the new 911 Cabriolet models share the longer wheelbase, wider front track and the new electro-mechanical power steering of their Coupe siblings, ensuring the open-roofed models offer the same sporting driving characteristics, greater precision and agility compared to the previous 997 variant.

Likewise, front and rear overhangs are shorter, maintaining the compact footprint that has been a longstanding 911 attribute. In addition, there are further standard or optional active control systems available that further enhance the driving dynamics.

The same charismatic line-up of rear-mounted, flat-six engines are on offer in the Cabriolet as were introduced in the Coupe a few months ago. The entry-level Carrera Cabriolet features a 3.4-litre engine generating 345 bhp, driving the rear wheels through a seven-speed manual transmission.

The Carrera S Cabriolet offers a 3.8-litre engine developing 394 bhp, also coupled to a seven-speed manual transmission as standard. The 991′s outstanding fuel efficiency is carried forwards into the Cabriolet, with both models returning over 28.0 mpg (combined).

Porsche’s seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch transmission is available as an option, delivering even lower fuel consumption and shorter acceleration times.

The 911 Carrera Cabriolet models go on sale in the UK on March 3 2012, priced from £79,947 for the base 3.4-litre model and from £89,740 for the 911 Carrera S Cabriolet.

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You would do exactly what I did a few months ago – get your skinny behind into the nearest bucket seat and start evaluating as many car/tyre combos as you could fit into the day.

We were spoilt for choice. Literally.

The track; Circuit Estoril in Portugal. Our hosts; Michelin. The tyres; Michelin’s Pilot Sport Cup, Pilot Super Sports, PS2 and Pilot racing slicks.

And the cars? How about, every major Porsche 997 variant, Audi’s V8 and V10 R8, Audi TTRS, BMW M3, Ferrari’s 458 Italia, KTM X-Bow, Nissan GT-R, Gumpert Apollo.. You get the picture.

From track to street

Back-to-back testing provided the opportunity to evaluate the different characteristics of the tyres and how the technologies developed for the track have been passed on to the road.

Our main focus of the day was to learn about the relationship between Michelin’s race tyres and those which you or I can buy for our road cars.

I’ve been a customer for many years and yet I hadn’t realised just how seriously Michelin takes its racing. Rather than being a platform to show off their brand, racing is at the core of the company’s research and development programme, working closely with partners such as Porsche, Audi, Citroen and BMW.

Michelin treat all racing teams in a fair and equal way, collecting data, mixing it together and then advising teams on the most appropriate tyre choice, without actually sharing any identifiable data from a specific team.

But it’s not just global car manufacturers that Michelin works closely with, the tuning industry provides an important source of insight, blurring the boundary between road tyres and those best suited for the latest Nurburgring lap record.

We’re told that Michelin are the biggest spender within their industry on R&D, committing over 500 million Euros to the task of keeping their tyres at the very top.

So committed to the purpose of racing as their primary means of R&D, that the company says it has no plans to compete against Pirelli to supply tyres to Formula 1. Competing against other tyre makers is at the core of Michelin’s philosophy, and it believes that achieving high-performance over distance with consistent performance is better earned through competition.

Michelin’s Pilot Super Sport

Before travelling down to Estoril, we asked what you’d like to know more about and in fact during the day I was in constant contact with you via Twitter.

The most common question concerned Michelin’s latest high-performance tyre, the Pilot Super Sport, which will eventually supersede the well-respected PS2, which we got to compare it against out on track.

If you’re familiar with Michelin’s established track-day tyre, the Pilot Sport Cup+, then you’ll be aware of its benefits but also some of its disadvantages.

Cup tyres behave in a pseudo-slick-tyre way, benefiting from some heat-cycling before hard use and providing chewing-gum levels of grip and consistency at the limit.

Inside the 458 Italia during a fast lap of Estoril circuit. You can see how well suited the Pilot Super Sport is to such treatment.

The downside is, they don’t last very long – not if you’re used to the lifespan of a typical high-performance road tyre – and they’re ultra-tricky to drive on in the wet or when temperatures drop below 7 degrees C.

I’ve worn through a set of new £1,000+ Pilot Sport Cups in just a single weekend, which can bring a tear to the eye of even the most hardened track-day junkie.

Swap a set of Cup tyres for the more conventional PS2s and on track you’ll wonder where all the fun has gone. At the limit, the PS2s squeal like pig, give up their grip more abruptly and are more likely to lock-up under braking for slower corners.

As road tyres go, they’re one of the best, but out on track it was quickly evident how ill-suited they are to the task of consistent high-speed lapping.

Porsche 911 GT3 Cup on a similarly fast lap of Estoril circuit. This time the GT3 Cup is wearing a set of Pilot Slicks.

The new Pilot Super Sports represent a ‘step change’ in the capabilities of road-based performance tyres – equivalent to the alchemist’s trick of turning lead into gold. They’re a road tyre, but not as we have previously defined the breed.

On track they behave similarly to the Cup tyres, plenty of grip and consistency and none of the squealing so evident in the PS2s, whilst on the road they feel docile, reassuring and a fitting replacement for the PS2.

Whilst they’re not quite as quick on track as the Cups, they offer the same consistency which enables you to concentrate on trimming your lines and carrying more speed, without concerning yourself with the performance drop-off of an overheating road tyre.

The Super Sports are more stable under heavy braking, with less understeer a more positive steering response and a wonderfully wide slip-angle to play within on the limit.

Ferrari 458 Italia on Michelin Pilot Super Sports. These tyres were tortured for ‘research purposes’ shortly after this photograph..

If it’s credentials weren’t already solid enough, Pilot Super Sports last ‘twice’ as long as PS2s out on track, with around the same lifespan on the road.

When fitted to our Porsche 911 and Audi R8 test mules, the differences out on track were immediately apparent. Whilst nothing can match the purity, grip and response of Michelin’s racing slicks, we all agreed that the tyre we would choose to smuggle into our hand luggage for the return flight home, would be the Super Sport.

The two-wheel drive MTM Audi R8, awaiting a fresh set of rubber.

If there’s a downside of such a tyre innovation, it’s the question of whether owners are able to fit them to their latest purchase. Although Michelin has worked with manufacturers such as Porsche, BMW M and Ferrari in developing the Pilot Super Sport, Porsche in particular must put the tyre through their own homologation processes before approving the tyre for fitment to their range of cars.

This N-rated classification, which you will find on the sidewalls of all Porsche approved tyres, is the result of their independent testing for dry handling and braking, wet handling, hydroplaning, rolling circumference, high-speed running, wear, rolling resistance, noise and comfort – all of which is then optimised to deliver the desired levels of Porsche-ness.

Whilst the Pilot Super Sports felt ideally suited to the 997′s we drove around the dry Estoril track, they must also suit other road conditions and the abilities of a wide range of drivers, so frustrating as it might seem, the Pilot Super Sports are unlikely to be homologated for Porsche cars until late Summer 2012 at the earliest.

Porsche’s 911 and Michelin’s Pilot Super Sport – a marriage made in heaven. But unfortunately you can’t chose them on your Porsche yet, until they are officially homologated. Big shame.

The consequence of fitting a non N-rated tyre to your Porsche is purely one of insurance, both when claiming on Porsche’s warranty and if the worst happens and you’re involved in a road accident. It’s a grey-ish area and one which I have frequently crossed with the Porsche’s I’ve owned myself, but it’s a risk you should be aware of should you decide to take the plunge early.

Fear not though, if you really must wear the latest and greatest footwear on your Porsche, then we’re reliably informed Porsche’s new 991 model will be available with them as an OEM fitment when shipments begin.

Interestingly, we learned from our time with Michelin that even though the Pilot Super Sport is normally quicker than PS2 and Cup+ is generally quicker than both on track, this is not always the situation for every car.

For instance, the Michelin PS3 is a better tyre on the KTM X-Bow than the Super Sport, and Michelin often advise a less sporty tyre for its tuner customers, depending on the unique dynamics and balance of their cars.

So, bear that in mind the next time you go tyre shopping – the widest and stickiest aren’t necessarily the fastest – and with very few exceptions, you can’t go far wrong with Michelin’s latest Pilot Super Sport.

The “Maria”, in this case, is not, needless to say, a guitar-toting, child-mentoring, folk-singing nun, but rather, the Porsche 911 GT3 Cup (Type 997), as used globally by Porsche in the Carrera Cup and F1-supporting Supercup.

For the last few months, I’ve toiled with this subject. Even now, in the full flow of final composition, I find myself questioning the validity, even the existence of the argument, yet the proof is there for us all to see. To understand the issue, you have to understand the psyche.

You see, just as Maria is the embodiment of human virtue, so the 997 represents such levels of Teutonic perfection that as a one-make race car, within the framework of current regulations, it has become fundamentally flawed.

To give Porsche the credit they deserve, they work relentlessly at their motorsport programmes and can now boast 20 stand-alone championships worldwide, and over 2,200 911 GT3 Cup units sold since 1998. And of course, if you hadn’t noticed, they continue to do rather well in multi-marque racing as well. To emphasize this point, I attended the latest VLN meeting at the Nurburgring where, from a 168-car entry, 14 of the top 20 finishers were Porsche 911s.

So where’s the problem?

Precision engineering

Put very simply, Porsche have engineered a car to such precision that it has become ballistically sterile. Add to this an infusion of performance debilitating regulations and both the Carrera Cup and Supercup now, often, and at best, create a visual spectacle more congenial than enlivened. From the cockpit, the experience is, of course, very, different.

Drivers work hard to push through the inevitable understeer, using all their might to manage weight-transfer and gain traction but whereas previously, skill would be rewarded and errors punished, now, the wider track, grippier rubber and more effective aero all combine to compensate and deliver a car that forgives all but the wildest of moments.

The irony is, the 997 is a beautiful car to drive and a sensational car to race, but it’s the contradictory nature of the beast that, in amongst a pack of other 997s, makes it almost flaccid. Why Porsche have allowed this to happen, I can only speculate on, but what is for certain is that it is not an accident of birth.

The first of my concerns came with the re-design. Clearly there is more power but there’s also far greater stability and less “edge”. To me, this is more akin to perfecting a track day car than a thoroughbred one-make racer, and I can’t help but suspect that this is a fundamental aim from the manufacturer.

After all, even with almost 200 race units per annum being sold, programmes of the nature that Porsche deliver require sustainable funding and this can only be achieved by building sales volumes from road and track users.

Influx of the refugees

Next, there’s the influence of regulations, and in particular, the reduction in the minimum weight (car plus driver). For 2011, the Carrera Cup car is 20kg heavier than its predecessor yet the minimum weight allowance has been reduced by 10kg. This is an obvious benefit to the more diminutive ex-single seater drivers, but reduces the competitiveness of some of the older stalwarts (think Tim Harvey and Michael Caine).

Additionally, the continued constraints on adjustments to both suspension and aero components removes the potential for experienced teams and drivers to push the handling limits and so gain the traditional advantage that longevity often brings.

Finally, it’s also worth looking at the way Porsche support and promote their racing. Again, it’s to their credit that they invest heavily in format, paddock presence and prize structure, but however well intentioned this might appear, the emphasis of the last few years appears to combine with other factors to be aimed squarely at encouraging refugees from Formula Series’, rather than the more traditional “gentlemen drivers”.

In the hazy light of this October day, I can see the merit in Porsche’s plan. The globalisation of Formula One has widened the gene pool and the harsh reality for many talented young chargers is that even with an increase in seat numbers, it is nationality and market appeal that counts.

By offering a car that can make an effective transition from one seat to two; racing on nationally and internationally recognised packages; with opportunities for both progression and careers; racing against your peers in one of the Carrera Cups looks like a wise choice.

For Porsche the brand, it introduces them to a wealth of potential owners across trans-continental markets who see the cars taking to the track with a new generation of racers; not just the same old class of yesteryear.

The annihilation of risk

So returning to “understanding the psyche”, we have to understand that in their mind, only by offering the perfect car within controlled environments can Porsche roll-out their strategy. Risk is not a word that warrants mention.

Cars must appear brutish, yet reliable; sophisticated, yet manageable. And this is exactly what they are. And with a host of meritorious young drivers such as Mike Meadows, James Sutton, Nick Tandy, Sam Edwards, Euan Hankey and Stephen Jelly, all now challenging for domestic and international honours, and full grids across both hemispheres, it looks like the plan is working.

Cast your mind back only a couple of years and Carrera Cup GB was finding it difficult to maintain double-figure entries. That was with a car that was light and edgy and needed a level of understanding that only time and experience could give. And the Supercup was so inimical that even the best of our emerging drivers would struggle for presence – remember those fierce battles between Richard Westbrook and Barry Horne?

So which do we prefer? As spectators, we obviously want to see close racing with plenty of overtaking but not at the expense of depleted grids and an exclusion of incoming talent.

The issue is not unique. F1 went through the same only a few years ago but this isn’t a call for DRS. It is, however, a call for Porsche to consider what they will compromise to allow cars to be individually more competitive.

Ultimately, the answer may actually lie in a change of platform to the 991, but this is unlikely to happen until at least 2014 and so for the time being, other solutions need to be sought. A reduction in the size of the rear wing, combined with greater scope for adjustment might be one consideration? Or a change in rear tyre size / compound?

All I ask is that having rebuilt their championships, Porsche now open into dialogue with teams and drivers to best understand how they can maintain standards yet improve the spectacle before competitors and fans around the world start to sing “so long, farewell, auf wiedersehen and goodbye”.

The power increase of the rear-mounted, 4-litre flat six engine was achieved through optimisation of the intake system. The gearing of the sequential six-speed dog-type gearbox was adapted to the increased power. In order to improve traction, the 911 GT3 R has featured a sophisticated ex-works traction control system since the 2010 model year.

If you’re confused about the hierarchy of Porsche’s customer racing vehicles, the 911 GT3 R represents the ‘mid-range’ model. The 911 GT3 Cup, as used in the many Porsche Carrera Cup series around the world is the ‘entry level model. Then ranking above the 911 GT3 R is the 911 GT3 RSR, built for GT2 racing, which competes in series like the American Le Mans Series, the Le Mans Series and at the Le Mans 24 hour race.

The new Porsche 911 GT3 R will be delivered to teams from November 2011 and will cost 304,500 Euro plus the value added tax of respective countries. The Porsche 911 GT3 R from the 2010 and 2011 model years can be upgraded to the 2012-spec and an upgrade kit is available from Porsche Motorsport for 43,100 Euro.

So when Porsche released details of its new 911 earlier this week, you can imagine the attention it must have received in the boardrooms of Maranello, Gaydon, Munich and Stuttgart.

The salient points which will have gained most attention from their rivals include:

Porsche have also developed new active control systems such as the Porsche Dynamic Chassis Control (PDCC) active roll stabilisation system, which is available for the first time on the 911 Carrera S.

Despite these improvements Porsche have chosen to price the new 911 at a 3-4 % increase over the outgoing 997, although they have not as yet confirmed the new car’s standard level of specification. In Germany this translates to 88,038 euro for the 911 Carrera and 102,436 euro for the 911 Carrera S (incl. VAT), which is bound to give Aston Martin plenty to worry about.

So is the new 911 the best car in the world? Well I can’t think of another car which balances the seemingly contradictory elements of performance, emissions, dynamics and usability within such a well honed package. It’s certainly not cheap, but this might just be all the car you’ll ever need.

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The all new Porsche 911 – codenamed 991 – will debut at the Frankfurt motor show next month and reach customers by the end of 2011.

The 991′s styling is evolutionary but significant changes have been applied under the skin. First and foremost the 991 is 56mm longer, 65mm wider and 11m lower than the 997, with most of the extra length being added to the wheelbase.

As with every 911 model since its inception in 1963, the 991 continues to be propelled by a rear-mounted flat-six engine powering the rear wheels (with 4WD versions of higher-powered models, as with the 997).

S models will be powered by an updated 400 bhp version of today’s 3.8-litre engine found in the Carrera S, but the entry-level 991 will receive a 3.4-litre engine, downgraded from the 3.6-litre powerplant currently found in the 997 Carrera. Despite the reduction in capacity, power is said to have risen by almost 10 bhp to 350 bhp. A Hybrid powered version will also join the range.

The 991 draws many of the styling cues from the Panamera, most notably within the interior where it receives the inclined centre tunnel and Panamera style switches. But it’s still clearly a 911 and although larger than the 997 is substantially lighter.

Most of the visible changes to the 991 focus on its rear-end – with a narrow strip of lights blending into a prominent body-width panel containing the retractable rear spoiler.

No doubt we’ll soon receive the full technical details together with a sassy promo video, so keep an eye on our Twitter feed @DriversRepublic for further news.

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The 911 Carrera 4 GTS power unit has its origins in the 3.8-litre, six-cylinder from the Carrera S and has received a comprehensive redesign of the intake duct adding 23 bhp, taking the peak power output to 402 bhp at 7,300 rpm.

The improvement in the engine’s breathing not only increases peak power output but also its flexibility thanks to a more generous torque curve in the lower and middle engine speed range. For example, 320 Nm is available from as low as 1,500 rpm; overall, the six-cylinder engine delivers its peak torque of 420 Nm across a broad engine speed range from 4,200 – 5,600 rpm.

Complimenting the uprated engine is a sports exhaust system which produces a distinctly sporty sound – the new Carrera 4 GTS has an unmistakable acoustic signature, and this unique character is enhanced by exhaust tailpipes finished in a distinctive black surface design.

While the engine is identical to that used in the two-wheel drive Carrera GTS, the four-wheel drive version features Porsche Traction Management (PTM) to offer even more driving stability and traction. The PTM achieves this by directing the optimal proportion of the engine torque to the front wheels via a multiple-plate clutch. Furthermore, the Carrera 4 GTS features a limited-slip rear differential as standard which contributes to the dynamic performance of the electronically-controlled all-wheel drive system, and underlines the driving focus of this new model.

The Carrera 4 GTS is fitted as standard with a six-speed manual transmission, and the Coupé model sprints from 0-62 mph in 4.6 seconds, the Cabriolet in 4.8 seconds. If equipped with the optional Porsche-Doppelkupplungsgetriebe (PDK) seven-speed double-clutch transmission, which helps trim an additional 0.2 seconds from its acceleration times.

As with all of the latest Porsche models the Carrera 4 GTS is a product of the Porsche Intelligent Performance process, thus the fuel economy of these new all-wheel 911 models is identical to that of the equivalent 380 bhp 911 Carrera 4S models. For example, the Carrera 4 GTS Coupé returns 26.9 mpg with CO2 emissions of 247 g/km.

Visually, the new Carrera 4 GTS model receives the usual all-wheel drive 911 styling features – the designation on the doors and rear lid, plus an additional reflective stripe between the tail lights. As well as the characteristic all-wheel drive wide body style, increased rear track width is added, a specification that is unique to all GTS models.

In numerous other details, the GTS models differ both visually and technically from the other Carrera models. For example, they run on 19 inch RS Spyder alloy wheels in black with a central wheel bolt and gloss-finished rims, whilst 305/30 ZR 19 tyres are fitted on the rear axle.

Additional visual features include the Sport-Design front apron with black painted spoiler lip and special side skirts, also in black. Inside, there are sports seats for driver and passenger. The GTS comes fitted with black Alcantara trim on seat centre panels, steering wheel rim, gearshift and handbrake lever, door handles and door storage box lid. Porsche Communication Management offering touch-screen controls for the audio system is a further highlight.

The 911 Carrera 4 GTS Coupé and Cabriolet goes on sale in the UK in July 2011, priced from £83,145 for the Coupé and £90,024 as a Cabriolet.

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Limited to just 600 vehicles worldwide, the 911 GT3 RS 4.0 takes all the attributes that have made the Porsche 911 GT3 a winner on the race track and turns the performance dial up to 111% – quite literally, since the GT3 RS 4.0 offers an 11% increase in power over the regular 444 bhp GT3 RS, resulting in the first ever 500 bhp (or thereabouts) naturally aspirated 911.

But being a GT3, the new limited edition RS 4.0 doesn’t just make the headlines due to the power of its engine – the engineers at Porsche have sought to make this the fastest ever GT3 on the track, as ably demonstrated by an official Nürburgring-Nordschleife lap time of 7:27 minutes.

The new model transmits thoroughbred motorsport technology through to its innermost core. The flat engine’s crankshaft has been lifted unchanged from the 911 GT3 RSR racing car’s six cylinder engine and the forged pistons’ connecting rods are made of titanium.

The flat six 4.0-litre engine, the biggest 911 engine ever, is also the most powerful naturally aspirated engine with 123 bhp/litre. It achieves its maximum power of 493 bhp (500 PS) at 8,250 revs per minute and delivers its maximum torque of 460 Nm at 5,750 rpm.

The 911 GT3 RS 4.0, available exclusively with a six-speed manual sports transmission, sprints to 62 mph from a standing start in 3.9 seconds and, with its gearing designed for the racing circuit, takes it to the 124 mph (200 km/h) mark in under 12 seconds.

The driving dynamics of the 911 GT3 RS 4.0 are the result of a meticulously set of upgrades. In order to best exploit the increased power, the chassis settings of the new car have been revised. This includes the set-up of the Porsche Active Suspension Management (PASM), an electronic damper adjustment system that actively and continuously controls the individual damping forces for each wheel and the rear axle and which now features additional ball-joints for greater adaptability.

In addition to using suspension components from the 911 GT3 RSR racing car, weight reduction has also been an important target for Porsche’s development engineers. Equipped as standard with light weight components such as bucket seats, bonnet and front wings made of carbon fibre, plastic rear windows and weight-optimised carpets, the two-seater’s ready-for-road weight is just 1,360 kg, delivering a power-to-weight ratio of 363 bhp/tonne.

Despite the rumour of ‘several’ unique colours, the limited edition RS 4.0 comes painted in Carrara White as standard, emphasising its proximity to the functional purity of its motor racing roots.

Trademark characteristics are the wide track, the low ride height, the large rear wing with adapted side plates, the typical central twin tailpipe and the aerodynamically optimised body. The lateral front air deflection vanes, so-called ‘flics’, making their first appearance on a production Porsche, testify to the precision of the RS 4.0′s aerodynamic engineering. They create increased downforce on the front axle and, together with the steeply inclined rear wing, bring the vehicle into aerodynamic equilibrium. As a result, aerodynamic forces exert an additional 190kg at top speed, literally pushing the 911 GT3 RS 4.0 onto the road.

Inside, the 911 GT3 RS 4.0 features lightweight sports bucket seats in carbon fibre covered in black leather/red Alcantara with ‘RS 4.0’ in red on the headrests.

The steering wheel and gear shift lever are also trimmed in Alcantara with red stitching. Carbon fibre door entry guards with ‘RS 4.0’ logos are fitted to each sill and a dashboard trim strip in carbon fibre with a ‘RS 4.0’ logo runs across the inside of the car above the glovebox lid. As is characteristic of the 911 GT3 RS, the Clubsport package – comprising half roll cage, seat belt harnesses, fire extinguisher, battery cut-off switch – is a standard feature of the 4.0 model.

The 911 GT3 RS 4.0 is limited to 600 examples worldwide and will go on sale in July 2011 priced from £128,466.

At a Glance

Audio Samples

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  Porsche 911 GT3 RS 4.0 – Opening the throttle
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  Porsche 911 GT3 RS 4.0 – Accelerate away from standing start
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  Porsche 911 GT3 RS 4.0 – Drive Past
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  Porsche 911 GT3 RS 4.0 – Cornering

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The 911 GT3 RS 4.0 is a special edition model, to be produced in a limited run of just 500 units, and will feature a full roll cage, lightweight headlights and a 90-litre fuel tank. The big news however is its naturally aspirated GT3 RS 4.0-litre engine, which will offer the same amount of power as the standard 911 Turbo (368Kw/500bhp) and around 50 bhp more than the current 3.8-litre GT3 RS.

The GT3 RS 4.0 is likely to become the final 997 variant, before production of the new 998 version of the 911 begins later in the year. The GT3 RS 4.0 will receive new graphics, several exclusive paint options, a newly developed aerodynamic package including that monster rear-wing, a two-tone Alcantara/Leather interior, plus some suspension modifications to take advantage of its lighter weight and higher power output. The price in Germany will be Euro 179,880, around the same as a 911 Turbo S and 20% up on the standard GT3 RS.

Porsche are due to reveal the car in full during May, so look out for more news during the next week.

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The answer is quite a lot of people actually, and that’s a shame. See I won’t hide my prejudices here; I’ve never ‘got’ the whole contemporary Mini styling/brand thing. For me it represents the typical new-build-estate 2-car-household whose concept of ‘making it’ means a pointless, insipid marketing role and the ability to watch Big Brother on a 55-inch plasma screen. The Countryman is just a further extension of a more-money-than-sense culture.

I won’t lie, I haven’t read any reviews and don’t really intend to. Even if it’s as agile and well-sorted as an Elise with the off-road nous of a Disco, I’d still want to slap its rotund Prescott face for being so expensive and so prosaically ‘cool’.

It seems Mini and the monster that is BMW can get away with producing the most futile designs in modern car-making. X1, X3 – they have no purpose, they’re just a sub-niche of a sub-niche. Imagine the mockery that Renault, for example, would receive should they want to raise the ride-height of a Clio by 6-inches and then attach 4 acres of plastic to the front and rear bumpers.

I’m in the minority, I know, but will history look back on Mini iterations like the Countryman with any degree of fondness? Will they achieve classical status? I suspect not. They represent a period where we threw money at a fashion item and forgot about practical, graceful design.