Let’s slide into those bucket seats. The rear ones were replaced by a roll-cage. As soon as the car is in motion, all hell breaks loose. The engine is the same 3.0-l. boxer powerplant with 353kW as in the GTS, so is the glorious sound emitting from the black end pipes. And from 0 to 100km/h the off-roader is only 0.1 seconds ‘slower’ than the regular street GTS.

So let’s leave the tarmac behind to see what happens. Inside the cockpit it feels 100% 911, while outside the gravel is spraying in all directions, clicking against the underride protection. The suspension of Porsche’s first ever two-door, two-seater 4x4 is 50mm higher than in the 911 Carrera with sports suspension, resulting in a SUV-common ground clearance of 191mm. The wheelbase is much shorter as in the Cayenne, enabling great approach and departure angles.

Two new driving modes, previously never seen in a 911 before, allow maximum off-road performance. ‘Rallye’ for loose, bumpy terrain, ideal for gravel roads, wet grass and muddy tracks. The focus in this mode is on traction in the rear, allowing glorious drifts. While sand-surfing in the dunes the driving mode of choice is ‘Offroad’, with optimal traction. We lower the tyre pressure to 1.5bar and hit the sand. I can’t fathom the fact, that I am doing all this in a 911 sportscar. Phenomenal.

Unfortunately Porsche only produced a limited run of 2500 911 Dakar units. And they were sold out immediately. Used ones are already fetching fantasy prices.

As mentioned before the concept of the tall 911 is inspired by the first overall victory of the iconic Porsche sportscar in the gruelling, legendary Paris-Dakar Rally. In 1984 a Porsche 911 Carrera 3.2-l. (953) 4x4 took the honours and the new 911 Dakar pays homage to this particular car.