As always, acquisition depends on the size of your bank account, assets gold mines and stuff like that. For most of us mortals this car is pretty irrelevant, but somewhere out there is a successful entrepreneur, investor or professional that has earned the right to pick between the ultra-exclusive models of the 911 range. Do it. Buy it. It is worth every penny, even with $15,000 in options taking it to $186K, it’s not a car you’re likely to regret. It is what it is. Whether it be the status, the quality, the unrivalled driving experience or the acceleration that a customer is after, this thing has it.

The 911 profile, round headlights and big wheels never fail to attract attention, even in this low-key agate grey metallic. It’s a mature colour combo, with a reserved all black interior that focuses more attention on the steering wheel and what’s going on ahead of the car rather than inside it. Personally, I don’t find the layout and aesthetics of the console very appealing, and the ergonomics and usability of the stereo and climate controls could use some streamlining. Specifically, the fan switch, which is the only way to turn the climate control off, can be hard to reach around the shifter, and radio tuning and presets are cumbersome to switch between with a tightly bunched group of buttons, lack of hard button presets and slowly menu load times on the touchscreen.

Beyond functionality, the quality is exquisite, and the look outside the console is inviting yet modern, a fair marriage between traditional and technical.

Unlike the touchscreen, the transmission experiences very little delay in gear changes, Porsche’s superb seven-speed dual clutch PDK capable of providing reasonably smooth characteristics for commuting, or millisecond-quick swaps up or down the gear ratios. The shifter itself is even an artfully milled metal wrapped in leather, as are the paddles behind the steering wheel for complete driver control or when you just want to drop a gear or two on the highway for a burst of insanity speed turbo.

The other controls in the vehicle interface are even more rewarding. Throttle and brake are clear and precise, with the throttle progressively sharpened in sport and sport plus modes, as are the transmission and suspension. The brakes are internally vented cross-drilled rotors measuring 380 mm front and rear. Skip the carbon ceramic brakes option if you only plan to drive on public roads – they are unnecessarily violent and hard to modulate, with the reward being all-day durability and performance on track. These brakes were just right.

2014 Porsche 911 Turbo steering wheel, gauges, shifter, centre console controls. Click image to enlarge

The steering, as in any current 991-generation 911, is sublime. The “SportDesign” steering wheel itself is beautifully unadorned, with silver spars on the spokes and a perfect size and shape for your primary point of contact with the car. Your secondary point of contact is the Power Sports Seat, adjustable in 14 ways to suit a variety of lengths, though limited width – if they had been any narrower I would have skipped my usual burger run that week. And getting into them is its own special test of faith.