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Perhaps no other car has the ferocious performance of a Porsche 911 Carrera combined with daily-driver livability.

But that has not always been the case. Go back a decade or more and the potential for massive oversteer was very real. More than one driver suffered the unpleasant reality of a Carrera's rear end coming around and swapping ends with a lift of the throttle at the wrong moment in a corner.

But you can forget all that now. The 2008 Porsche 911 S I just tested is a perfect example of a sports car somehow achieving brilliant results despite an oddball design. I am, of course, talking about that engine hanging out behind the rear axle. What a ridiculous place to put an engine.

Typically, if you want a truly high-performance car you go the route of the current Audi R8. Put the engine in the middle where it allows for superb balance.

But not Porsche, not for decades and decades. The rear-engined 911 defies conventional automotive engineering wisdom while also being completely comfortable as a daily commuter. I remain in awe of the thing.

Likewise for the 911's design. The basic shape today, with its large glass area, slim roof pillars and no-nonsense interior, is completely recognizable as the successor to a car that made its debut in 1964 except no 911 from the 1960s provided such a comfortable and stress-free environment.

The 911 S, starting at $105,800, is a welcoming place. The visibility, because you are not sitting low as if in a bucket, is extraordinary. Add in smooth power delivery, easily modulated strong brakes and responsive steering, and you've got something.

Yes, a Chevrolet Corvette Z06 at $91,685 delivers more performance for less money. But the 'Vette, while well done, lacks the 911's overall build quality. The Audi R8, meanwhile, is a stunning achievement, but the fairest comparison, given the R8 is all-wheel-drive and astonishingly powerful (420 horsepower), is the 911 Turbo AWD with its 480-hp motor.

Personally, among the 911s, I'd opt for the S with its six-speed manual transmission. The five-speed automatic Tiptronic, at $4,790, is not where I'd spend my cash. I am a nothing less than an admirer of the naturally aspirated, 355-hp 911 Carrera S.

Honestly, I do not need or want the fixed wing of pricier Carreras, a wing there to hold down the tail at high speeds. And forget about the gaping side vents to force feed the Turbo's engine. I vote for the clean look of the S.

Porsche, of course, first added the letter "S" to the 911 back in 1967. That was the year the car came with a 180-hp, high-compression version of the original air-cooled, 2.0-litre flat-six. The "S" stood for "Super."

Super may be a bit much today, but certainly the S is better than the base 911 Carrera ($93,200), which uses a 325-hp 3.6-litre version of Porsche's DOHC, 24-valve, flat-six. In the Carrera S, the engine is bored out to 3.8 litres and tricked out further to improve breathing. The result is 355 hp with a generous torque curve. You want power, you got it.

The S also gets larger 19-inch diameter wheels, rear tires that are 30 mm wider, larger disc brakes at all four corners, round instead of oval exhaust pipes and a few interior visual tweaks. Gauge faces finished to appear like aluminum stand out.

All of it adds up to a civilized road machine fully capable of eating up your favourite track — at least when in the right hands. The responses are that sure, the body structure that solid and the steering, suspension and brakes that well done.

Of course it all starts, literally, with the twist of a left-mounted key. The engine whirrs to life with a growl. Once you're on your way, the 911 is an intuitive machine, aside from the finicky stereo controls. Really, this car is very easy to drive.

Dip into the throttle and the S whooshes forward — not with a jump, but a whoosh. The shifter is smooth, the steering properly weighted, the clutch steady and the brakes respond however you need them, but never in a grabby way.

Somehow the S leaps from 0-100 km/h in 4.8 seconds or so, but the whole thing never seems rushed. Sure, the 480-hp Turbo is quicker than that, but it is not as forgiving and not as easy to drive.

Credit at least in part goes to the engine's flexible power band. Thanks in part to Porsche's VarioCam Plus variable intake valve timing and lift, this short-stroke engine's 295 lb-ft of peak torque occurs at a modest 4,600 rpm and produces plenty of grunt just off idle. There's always power to pull through any corner or down any straight. And being so torque-rich, the S is very easygoing around town, say in third gear for most of your city driving.

If you go hard out on the highway, all the responses are what you'd expect. Just in case, there is also Porsche's Stability Management (PSM) system to protect you if you get in over your head.

The S will understeer or push slightly in corners and then bolt out with applied throttle, yet if the back end wants to step out, PSM puts you back between the line.

Yes, it is possible to turn off PSM and dive into corners hard, brake late, turn hard and accelerate harder like the pros. But you need to be good to exploit the car's unusual rear-weight bias — if you are a beginner, the best advice is to keep PSM working for your safety.

As for the purely practical part of this equation, well, storage space in the S is limited but not punishing. There is a small forward trunk and behind the front seats is a useless-for-humans backseat that is perfect for a couple of grocery bags or a briefcase.

That said, two people can be comfortable in this car. The seats adjust to any body, the driving position is perfect and the supple leather upholstery moulds nicely around your body. And the instrumentation is easily understood.

The downside of the whole thing: The 911's radio and navigation system controls are confusing to say the least.

Porsche remains the most profitable car company in the world, on a per-unit basis, and the S is an example of why. Porsche continues to make well-built supercars suitable for daily use. Go figure.

2008 PORSCHE 911 CARRERA S

• Type: Super sports car
• Base Price: $105,800
• Engine: 3.8-litre, H-6, DOHC
• Horsepower/torque: 355 hp/295 lb-ft
• Transmission: Six-speed manual and five-speed automatic
• Drive: Rear-wheel-drive
• Fuel economy (litres/100 km): 12.5 city/8.1 highway; premium gas
• Alternatives: Chevrolet Corvette, Jaguar XK, BMW 650i

Like:

• Smooth power
• Comfortable going fast or in your daily commute
• Well-evolved design

Don't like:

• Absurdly long and confusing options list
• Incomprehensible sound system controls