If you want a flat six in your Porsche, as we most certainly do, the price of entry into a new one now starts well over £70,000. Today’s pick is the baby cayman from the late noughties (the 987.2 in Porsche speak). Insofar as a 165mph Porsche with a howling flat six can be modest this is it. The wonderful 3.4 litre Cayman S is certainly faster, but for us the 2.9 is the better choice. If you think you could get more enjoyment on the road with more power, you’re likely not thinking of a road in the UK or you might (I’d politely suggest) be overestimating your ability to safely use it.

The quality of the steering in Porsches of this generation has yet to be equaled by their modern electric racks (impressive as they are). The 2.9 is a robust and melodious power plant, the smallest capacity version of the MA1 engine introduced in the 997.2 generation 911 and this generation of Cayman and Boxster. By this time Porsche had expelled past engine demons, doing away with IMS bearings (a perennial but overhyped concern) and improving oiling. The base engine lacks the fancy DFI of it’s larger siblings and feels at all times like a living old school engine. It also avoids the most penal UK road tax rates (sneaking into Band K).

The 981 generation of mid engined Porsches that followed have their own crackerjack atmospheric MA1 engines (as do 991.1 generation 911s), but with electronic power steering and a little more refinement these cars offer less engagement than their predecessors. If you climb out of an Elise and into a 987 expecting the same level of mechanical immersion you will be disappointed, but if you want daily usability that’s still enriched with full fat sports car sensations (so often lacking in modern equivalents), in our opinion the 987.2 is close to the perfect balance. Especially so when equipped with the smaller wheels and a sports exhaust.

The only real criticism we’d make of the 2.9 is the long gearing (although it is geared slightly shorter than the 3.4), 2nd takes you to 70mph, a Porsche characteristic. Having said that there is a wonderful array of mechanical and induction noise (as well as more than sufficient torque) to enjoy in the mid-range. Combine all this with first-rate mid engined dynamics and you have proper Porsche thrills available at sensible speeds. However if you don’t like the idea of owning the slowest coupe Porsche had to offer, this isn’t the car for you. A splendid choice for the self-assured enthusiast, we think these will mature well.

When whizzing about on EV magic carpets becomes truly commonplace, the palpable passing of an internal combustion engine may be a unwelcome event for many. Heralded by an antiquated noise, proceeded by an archaic stench and met with judgement. The preserve of irresponsible exhibitionists and those who can’t afford to embrace the EV future. I fear this reality may not be too far away, at least in the areas people live and work.

Whilst legislation continues to drive the decline of pure ICE cars, uncharitable perceptions may be enough to deter many from enjoying those left behind. Don’t get me wrong, the noxious presence of idling diesels and particulate heavy air in our urban environments will certainly not be missed, and for most if us EVs will work wonderfully (if you can charge at home). But regardless, motoring has a joyless and insipid future if battery powered vehicles are all we can drive.

So will we still be able to enjoy a little induction roar in public? It’s hard to imagine a future here in the UK, where an occasional petrol powered country drive becomes impossible, but what about using your favourite petrol powered fun car for all your comings and goings this summer, I suspect that will not always be as easy as it is now. Owners of classic cars over 40 years old currently enjoy very lenient treatment in the UK, here’s hoping these rolling exemptions continue. Ultimately enthusiast cars are about experiences, so if you’re fortunate enough to have the option, why not take the chance to enjoy yours this summer whilst you can.