In the case of my 997, the waiting bit was heightened and lengthened by the fact that I ordered the car long before Porsche had even acknowledged its existence, meaning that I had to endure months of press speculation and then the general frenzy that always seems to accompany the launch of a new 911. Finally the big day arrived and, because I decided to go for factory collection, when I drove the car out of the Chunnel it was the first customer car on the loose in the UK - albeit on German plates - which made it feel even more exciting.

Biggest first impressions were of major controls all interfacing in that balanced and positive way that seems to be almost unique to Porsche, and an overall build quality way up on a 996.

Although in reality creamy-smooth in operation, the 3.8 flat-six sounded harsh and gargling at tick-over from day one, a trait that seemed to increase over time, as did the volume of its hollow barks and howls at higher revs - which was fine by me. As ever, Porsche bhp seemed particularly fat, producing poke that in the 997's case would have you guessing at 400 rather than the quoted 350bhp.

Porsche's new PASM suspension system, standard on the 'S', was very impressive and spot- on for day-to-day use on standard settings. On its stiffer settings the whole car assumed a very 'GT3- esque' demeanour but was probably a bit too harsh for prolonged use anywhere other than the track. The ΂£500 Sport Chrono Pack option with its tacky add-on dial could have seemed a pointless option save for the fact that, in sport mode, it knocked back the PSM by 50 per cent, in which state the 'S' was sooooo easy to slide around.

Overall, then, handling and grip were awesome but the more familiar I became with the car - i.e. the faster I drove - the more I wondered about that front end. At the limit on undulating roads, it pattered, nodded, twitched and pitched like a hyperactive piglet looking for truffles. I don't know about you, but I'd much rather fight the tail of a car than the front. The prospect of disappearing through a hedge forwards always seems so much more final than backwards somehow.
Apart from a graunching driver's door and a dicky heated seat (΂£270 option), both sorted efficiently by Porsche Centre Reading, nothing went wrong. The lack of a wash facility with the rear wiper always niggled, particularly as said wiper was a ΂£198 option.

This 180+mph junior supercar was a totally useable everyday car which was nevertheless happy to do 50 hard laps in a morning at a Goodwood trackday, braking from over 140mph lap after lap with only the tiniest grumble from its brakes for the last handful of laps. Try that in a BMW. On second thoughts don't. The standard seats were comfortable on long trips, supportive when pressing on, and the cabin was generally a good place to be, if a bit lacking occasion. The satnav system (΂£1300) was one of the best I've used.

Financially the 997 performed flawlessly. Apart from fuel - consumed at an amazingly parsimonious 22.9mpg overall - and a drop of oil, it cost me nothing to run. And the ΂£3500 that it dropped on the original full (including options) price at trade-in represents just 5 per cent.

So why did she go? Mainly because I missed having a soft top. A 997 cabrio then? No thanks, it's a bit Quasimodo to my eyes, and the thick end of another ΂£8000. A drive in the new PASM-equipped Boxster 'S' confirmed just what an amazing chassis that car now has and made the 997 feel a bit, well, dated. So, a Boxster S it is. Now I just need the rain to stop...