Porsche’s first “true” Targa in two
decades has a roof that’s unashamedly retro in design, but everything else
about the car is undoubtedly modern
The story of the 911 Targa semi-convertible
began in the late 1960s, as a hedge against the possibility that full-fledged
soft-top cars would be banned from sale in the US. The career of automobile
safety activist Ralph Nader was gathering pace at the time, and his landmark
publication, Unsafe At Any Speed, slammed convertibles for being terribly
dangerous, especially in the event of a roll-over.
This, naturally, got Porsche a little
worried, because the US was (and remains) a key market. So, the German carmaker
worked feverishly to make a “safer” open-top 911 – it did so by taking a 911
Cabriolet and welding a “hoop” to where the B-pillars would be, as a safety
measure in case of a roll-over. By happy coincidence, the roll-over bar also
looked good, so Porsche made it a design feature, and deliberately left the
stainless steel structure unpainted.
The
Targa features the same range of naturally aspirated flat six engines as other
911 models
The convertible “apocalypse” in the US
didn’t come to pass, but still, the 911 Targa (which made its debut in 1967)
continued to be sold alongside the 911 Cabriolet. A major redesign for the
Targa came in 1996, when the 993-generation model ditched the iconic B-pillar
hoop for a full-length glass roof, something that would persist for the next
two model generations.
Now, Porsche has resurrected the original
roof configuration (along with its distinctive appearance) for the current
991-series 911, ostensibly to better differentiate it from the coupe, which
already has a panoramic glass roof option. The reborn Targa also broadens
today’s 911 model range.
Unlike the original roof, which requires
manual labour to stow or deploy, the new car employs an adaptation of the
electric mechanism used on the Cabriolet. Also unlike the original is the
middle section of the latest Targa top, which is made from fabric instead of
hard metal. Best of all, its roof folds away in a flourish of over-engineered
mechanical drama – its rear deck opens up (with wraparound rear windscreen in
tow) to “swallow” the fabric roof in 20 seconds.
Once
ensconced in the Targa's interior, you feel secure and only partially exposed
to the elements
The bad news is, while the Cabriolet can
perform this “ballet” at speeds of up to 50km/h, the Targa needs to be
completely stationary while doing so, because when the roof tips downwards, it
partially blocks the tail-lights and thus contravenes European Union safety
regulations for “on-the-move” convertible operations. Bad news, too, is the
extra 160kg in weight compared to the equivalent-engined 911 coupe.
That said, the new 911 Targa, even in its
most basic guise equipped with a 350bhp 3.4-litre flat-6, could hardly be
called tardy – it completes the century sprint in 4.8 seconds. The
range-topping Targa 4S, with its 400bhp 3.8-litre flat-6, does the zero-to-100km/h
dash in 4.4 seconds.
As for performance on twisty Italian
tarmac, this car acquits itself well, thanks to its “4” four-wheel-drive system
that comes as standard. It can apportion up to 100 percent of available torque
to the front or rear wheels as and when, in order to deliver secure handling
under all conditions, even on slippery roads and in unpredictable weather.
Rollover
hoop removes 10mm of rear headroom so best not to put adults here. You can
carry bags instead but you can’t just drop them in as you do in the cabrio
Helping that along is the PDCC active
anti-roll system, which gives the Targa an amazingly flat cornering attitude,
despite the softer spring rates relative to hard-top 911s. The only hint that
this is a “lesser” sports car against the coupe is a little more sluggishness
on turn-in.
It’s pretty accomplished in the handling
department, but that’s probably not the main reason why you would want a Targa.
You probably want one to feel the wind in your hair, the sun on your face, and
the hairs on the nape of your neck tingle as the engine sings, while you
“ignore” the admiring glances cast by pedestrians and other motorists as you
cruise down Orchard Road.
While
the original Targa's roof panel had to be removed manually, the latest version
can be operated at the press of a button
And leisurely cruising is where this car
really shines – the relatively soft suspension is exceptionally compliant, even
over the poorly maintained roads in southern Italy where we spent much of our
time in the test cars. Even big potholes resulted in just an audible thud
(versus being jolted out of my seat), which speaks volumes of the vehicle’s
suspension pliancy and chassis rigidity.
All in all, the Targa is nowhere near as
nice to drive as the coupe, but that’s not really the point. Blessed with
handsome, delectably retro styling, the new model is easily the best-looking
car in the 911 range right now. It’s a standout Porsche in its own right. If
dynamics are second to aesthetics in your book, I suggest skipping the 911
Cabriolet and going straight for the 911 Targa.
