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2015 PORSCHE 911 Targa Review

OUR TEST CAR: 2015 PORSCHE 911 Targa 4S PDK

 
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While a GT3 winks at you with its clever wing and a Turbo S has the potential to make Ferraris cry, the 911 Targa is more of a hidden treasure. This is a Porsche you need to experience in order to fully understand. Nevertheless, once you get to know each other, the risk of addiction is incredibly high.

Porsche is well aware of this and for the new Targa they’ve pulled out the retro card. After three generations of 911 Targa that offered a sliding glass panel the size of America as a roof, the model now returns to the look of its 1960s family tree leader. The aluminium-finished rollover hoop is back. Since we are in 2014, the rest of the removable top is a mechanism that could easily look you in the eye every morning and say “I am robot”.

Before we move on to talk about the manifestation of engineering fetish the new Targa’s roof represents, we want to remind you the Targa as a model kind of started out as a bug, not a feature.

Consider this a gift from the American market. Back in 1967, safety concerns in the US determined Porsche to come up with this confidence-inspiring design, with its elegant form transforming function into form.

We’re feeling the vibrant fragrance of the 60s’ right now, as we approach our 2015 911 Targa test car. The Guards Red hue of the body and the Black-painted wheels add to the appearance of the thing. At least for now, Targa models only come in four-wheel drive guise, so you also get the extra wide shoulders at the back (+22 mm / 0.9 inches) on each side.

As we entered the vehicle, we wanted to complain about the lack of the optional keyless feature on our test car. Then again, the habit of inserting the key fob on the left (Le Mans-style) is nice.

It only took us about ten minutes to notice that the Targa has a stunning wow factor. It was pretty amusing - at a certain point, there were a few cases of people who walked by it on the street, talking on the phone. We saw them reading the badges and then telling the person at the other end of the line stuff like “I’ve just seen a Porsche 911 Targa 4S and it’s the coolest thing ever!”

It’s amazing how much difference a roof can make. Then again, this is not exactly your average top. The 19 seconds required to operate it in either direction are nothing short of a spectacle.
Porsche engineers have been working on this majestic roof ever since the 997 generation was around.

In spite of the fact that, when you’re driving, the aural insulation of the Targa brings it closer to the Coupe than to the Cabriolet, the retro model is actually based on the latter. Underneath the brushed aluminum finish of the new “B-pillar”,we find a steel bar that merges into the chassis on both sides. As rigid as this may sound, passengers won’t have a clue, since the interior of the element is finished in Alcantara.

The gills on the sides of the bar are not functional, only linking the car to its spiritual predecessor. Don’t worry though, this safety element gets its fair share of action - the two sides of its top part move about when the Targa roof panel has to go from one residence to another.

To tell you the truth, the Porsche 911 Targa has not one, but two pieces of roof. The first is the wraparound rear glass, which also replaces the C-pillar. In turn, this is comprised of laminated safety glass with the thinnest defrost hardware we’ve ever seen, as well as an aluminum base. As for the second, we have the canvas-covered roof, which conceals magnesium work. In case this sounds familiar, it’s because the roof is partially borrowed from the 911 Cabriolet’s panel bow top. Like the latter, the 911 Targa’s top folds into a Z configuration when stowed.

Alas, your 911 has to be stationary in order for you to operate the roof. While the electro-hydaulic mechanism could handle the job on the move, the initial sin (read: safety concerns) has determined Porsche to set up the car in such a manner. That’s such a pity though - driving with the rear element tilted backawardwould’ve allowed us to say this is a mid-engined 911...

For the sake of comparison, we’ll mention the canvas roof of the 911 Cabriolet can be operated at speeds up to 30 mph (50 km/h), requiring 13 seconds for a transition.

With the roof still in place, we entered the cabin to find exactly the same layout as in the 911 Cabriolet. Even the little console that controls the roof is identical. Still, there's a hefty bar on the side, which, by the way, does not affect visibility.

Speaking of visibility, we have to mention what was our greatest concern with the new Targa. The massive glass panel that was supposed to sit above us is now a mere option on the 911 Coupe and while the new roof is a piece of engineering art, we though we’d still miss the... transparency. As it turns out, the uber-engaging nature of the 911 means that, at least as a driver, you never really care about what’s on the ceiling.

Perhaps the passenger could be bothered about this, but the 911-ness of the car once again comes to the rescue. Like the Coupe and the Cabriolet, the Targa’s interior treats its occupants very nicely. In fact, the girls who ride on the passenger seats of the 911s must be some of the happiest girlfriends/wives of guys driving cars with this level of performance.

Our test car was even ready to accept that one could get bored in the passenger seat, offering no less that four 12V sockets for recharging your everything.

Where the Targa’s cabin differs from that of other 911s though is in the area behind the rear seats. Here is where we find a decent storage space that comes to complete the 125-liter (4.4 cubic feet) boot up front. The two luggage compartments were an important advantage of the Cayman / Boxster, but not anymore.

We’re exploring the city right now, a place where you can easily drive in top-stowed mode. Up to about 55 mph (90 km/h), the Targa configuration keeps most of the wind outside the cabin. You’ll find a two-position air deflector at the top of the windshield, so don’t be afraid to use it. If you’re planning to drive slower though, you can leave this in the lower position, since there’s less noise this way.


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Porsche’s 911 Targa feels at home in the city. There’s none of the hassle many sports cars make you go through. You can fully enjoy this car as a daily driver.

We have to elaborate on that wow factor we mentioned earlier. When, for instance, a Lamborghini Aventador Roadster shows up, the audience is split between those who adore it and those who hate its owner. With the Targa, most people simply admire the car and move on. Just make sure you remember to pull over on the side when operating the roof. By the way, the rear parking sensors also cover this, so when something stands in the way of the rear assembly tilting backwards, you will be warned.

We drove a PDK-equipped Targa 4S and that gearbox has gotten devilishly good - even with a moderate driving style, as required by the urban conditions, it’s almost like the rev counter struggles to keep up when a shift is performed.

We are amused at the moment, as this is the feeling you get when coasting along a boulevard in total silence. Previous versions of the PDK were a bit brutal when you came back on the power, but that that issue has been solved.

The PDK also deserves some credit for the car’s efficiency. For instance, its coasting function helps a lot if you use it properly. By the way, you can engage this manually, all you have to do is to insist on feeding the gearbox with a higher ratio when the engine is already at low revs. And if, for some reason, you want to bring the gearbox in neutral without using the stick, you can just hit both paddles at once.

During the urban part of our drive, we got an average of 18 mpg (13 l/100 km). If your right foot starts dancing though, don’t expect anything else than a gas station visit to follow. As for the highway fuel efficiency, the legal driving way brought this to 26.1 mpg (9l/100 km). Of course, you can't cruise at 80 mph (130 km/h) all day long, but, unlike the 997.2 Targa, this new one rewards you for being gentle with the throttle.

As for the overall fuel efficiency throughout our drive, this stood at 19.2 mpg (12.2 l/100 km).

The 350 hp non-S Targa will do just fine inside the city, but once you cross the urban borders, it’s the 400 hp S model that offers the complete experience.

Weighing in at 3,472 lbs (1,575 kg), the Targa 4S is 88 lbs (40 kg) heavier than the Cabriolet and 242 lbs (110 kg) heavier compared to the Coupe. For this reason, we recommend the S version - those 50 horses over the Targa 4 keep things perfectly in check.

One of the Targa’s hidden party tricks is that the new layout brings more of the engine sound inside the cabin. With the roof above you, the sound of the other cars is muted. Thus, you are left alone to enjoy the flat six audio system of the car.

Our tester was fitted with the optional sports exhaust. While we wouldn’t want a Coupe without this, the extra decibels in the Targa mean this is a truly optional feature. Nonetheless, when you have it and you mash the throttle, the sound moves towards the supercar area.

We are in third gear right now and as we head towards the red line, all of Porsche’s motorsport victories echo through the unmistakable soundtrack of the car. A few moments later we downshift into second and the sports exhaust proves popping is included in its repertory. This is why the sports exhaust goes well with the paddle-gifted steering wheel. Opting for the latter does mean you loose the heating and the buttons on the multifunctional wheel - perhaps the upcoming facelift will bring the 911 a steering wheel that can offer both, just like that on the Macan.

Right now we’re doing about 80 mph (130 km/h) and while the wind and road noise are kept outside the cabin, we still get a good perception of our speed.
While the 911 Turbo can perform well at lower speeds for the sake of its driver, the Targa 4S doesn’t do this out of obligation.

This is a car that genuinely feels good whether you’re doing the aforementioned speed or double that value.

The Targa turns any trip into a roadtrip and the really nice part is that you can do this for hours without any strain. And when you heat things up, you are treated with Porsche’s legendary balance.

Before we go on to talk about this, we have to mention our tester was fitted with the PDCC (Porsche Dynamic Chassis Control) active stabilizer bars. An optional feature that (artificially) distinguishes the 911 from the Cayman / Boxster, these hydaulically-actuated stabilizer bars can be as firm as a Russian military leader through the bends. On the straights, they can be decoupled altogether.

An expensive option they may be, but it makes just as much difference as the PASM (Porsche Active Suspension Management) does compared to the passive dampers. We’ll start with the drive-fast bits.

Despite not having the rear-wheel steering of the Turbo and GT3, the PDCC-fitted Targa is superbly direct on the road. We’ve heard certain people complain that the reduction in body roll brought by the PDCC eliminates the feedback that tells a driver when the car is about to break traction. We beg to differ.

There’s still enough body roll for the car-to-driver communication here. Besides, there’re still an extra layer when it comes to eliminating roll and it’s called the PASM Sport. Our Targa 4S wasn’t fitted with this, but we wouldn’t recommend it on a model such as the Targa anyway. That’s because the PASM Sport brings the ride height from 99 mm (3.9 inches) to 89 mm (3.5 inches), limiting the practicality that makes the 911 so special. By the way, the passive suspension models have a ride height of 109 mm (4.3 inches).

As for the steering, the all-wheel drive adds a bit of feel to the electromechanical setup, which was already a very good one. You can see how much of the power goes to each axle via a dedicated monitor shown on the dash. This way, the rear-wheel drive bias of the car becomes more than obvious.

The Porsche Sport Chrono Package on our tester is an option you really want. The pack sharpens up all the systems on the car, for instance shaving 0.2s off the Targa 4S’ 0 to 60 mph (97 km/h) time. It also includes dynamic engine mounts, making the boxer at the back part of the car’s dynamic kit. In terms of performance, you can consider the Targa on the same level with the 911 Cabriolet.

Carving the canyons proves extremely rewarding, as the responsiveness of the car means you can mentally set up your own track. Superb.

As for how the PDCC adds to the already compliant PASM ride of the 911 Targa, the effect is just as impressive as the one in the handling area. Light and moderate pothole escapades will go unpunished and even the bigger holes won’t bring that kind of effect that makes you think you’ve had a crash or something of that sort.


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Speaking of the suspension, the Targa comes with dedicated damping. Ride was especially targeted here, given the nature of the car.

When you do manage to feed the suspension with more than it can handle, you’ll feel the rigidity of the chassis - while the 911 Cabriolet loses about 50 percent of the Coupe’s rigidity, the Targa bests the open-top model by around 10 percent.

The only issue in this area is that there are minor squeaks coming from the roof, but only when the road gets seriously broken. This is inevitable with any kind of hardtop. The Ferrari 458 Spider is an example as good as any.

During our drive, a monster traffic jam caused by cycling challenge determined us to tackle some back roads that were like a sting through hazard land. The Targa was perfectly relaxed, getting us out of trouble briefly.

Before we decided to take on this unforeseen adventure though, we had a bit of time to think about the options and gadgets. We may adore Porsche’s short-throw seven-speed manual, but the PDK is the winner. It offers so many advantages. When you drive this car at the limit, its response beats yours, so you’ll need all the concentration you can get. Moreover, PDK models replace the mechanical LSD on the manual vehicles with an electronically-controlled locking diff.

When you eventually turn the audio system on, you can be very happy with the optional Bose hardware. The difference to the more expensive Burmester system doesn’t seem to justify the price premium, at least to our ears. Interestingly enough, the pricing difference between the two is enough to tick that PDCC box on the list of options.

You must also pay close attention to the seats. Many aim for the 18-way adjustable units, but while these do offer some extra support, they come with a price in terms of comfort. Especially for a Targa, the also-optional 14-way adjustable power seats are the way to go.

Regardless of the options chosen, we see the Targa as an excellent replacement for both the Coupe and the Cabriolet. This means we’ve taken the liberty of comparing it to the Corvette Stingray. The American idol can keep up with the 911 if we analyze its assets separately. However, the 911 has that kind of early education personality that gives it an organic feel, whereas the ‘Vette is the guy that works hard to achieve what he wants.

Then there’s the Jaguar F-Type. This is closer to the 911 as far as the aforementioned matter goes. Still, the Jag’s tail-happy nature is pretty much the opposite of the 911’s hyperbalanced character. Plus, the British sportscar feels a bit fragile, whereas the Porsche is as dependable as sportscars get.
The Targa accentuates the Porsche 911’s GT Grand Tourer side, turning this into a delightful all-rounder.

As long as there isn’t too much snow opposing you, the Targa can dance with you all year long. In case you are wondering why we’re thinking about this in the middle of the summer, it’s because this is the kind of vehicle you don’t want to shelve for any reason whatsoever. And yes, this is the best part of it.

If you are looking for the ultimate performance though, the 911 Targa is not for you. That role is split between the GT3 and the Turbo S, depending on what flavor of going fast floats your boat.

As far as the pricing is concerned, while the 911 Carrera 4S starts at US$105,630, a Targa 4S like has a MSRP of US$116,200. Still, that's a bit under the Cabriolet 4S, which begins at US$117,530. As for the Targa 4, this has a MSRP of US$ 101,600.

We find a similar pricing in Europe, where the Targa 4S has a starting price of EUR 124,100, including 19 percent VAT. The Targa 4 begins at EUR 109,340 - both prices include 19 percent VAT.

Svelte. This is the way to describe Porsche’s 911 Targa in one word. Here is a car that deeply resembles a gymnast who impresses by her sheer posture, a hint on how well she performs when she decides to enter the arena.
80user rating 62 votes
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autoevolution Jun 2014
92
Value for money: 8/10
History
10
Exterior
10
Interior
9
In the city
8
Open road
9
Comfort
8
Tech facts
10
Gadgets
9
Safety
10
Conclusion
10
80user rating 62 votes
Rate this car!
 
Key Specs
USEU
Engine
3800 cm3 6-cylinder boxer
Fuel
Petrol
Power kw
298
Power hp
400
Power rpm
7400
Torque val
325
Torque rpm
5600
Transmission
7-speed PDK dual-clutch
Traction
AWD
Acceleration
4.4
Top speed
182 mph
Length
176.8 in
Width
72.9 in
Height
50.8 in
Wheelbase
96.5 in
Ground clearance
3.9 in
Cargo volume
4.4 CuFT
Weight
3472 lbs
Seating
2+2
Power
298 KW/400 BHP @ 7400 RPM
Torque
325 Lb-Ft @ 5600 RPM
Engine
3800 cm3 6-cylinder boxer
Fuel
Petrol
Power kw
298
Power hp
400
Power rpm
7400
Torque val
440
Torque rpm
5600
Transmission
7-speed PDK dual-clutch
Traction
AWD
Acceleration
4.6
Top speed
294 km/h
Length
4491 mm
Width
1852 mm
Height
1290 mm
Wheelbase
2451 mm
Ground clearance
99 mm
Cargo volume
125 L
Weight
1575 Kg
Seating
2+2
Power
298 KW/400 HP @ 7400 RPM
Torque
440 Nm @ 5600 RPM
fuel efficiency
mpgOfficialOurs
City1818
Highway2526.1
Combined21.519.3
fuel efficiency
l/100kmOfficialOurs
City12.513
Highway7.19
Combined9.212.2
base price
$
116,200
base price
124,100
Photo gallery (54)
2015 PORSCHE 911 Targa taillights at night2015 PORSCHE 911 Targa dashboard instruments at night2015 PORSCHE 911 Targa dashboard illumination2015 PORSCHE 911 Targa chronograph2015 PORSCHE 911 Targa 2015 PORSCHE 911 Targa 2015 PORSCHE 911 Targa 4S driving2015 PORSCHE 911 Targa Targa badge on 2015 PORSCHE 911 Targa 2015 PORSCHE 911 Targa 4S city driving2015 PORSCHE 911 Targa driving in city2015 PORSCHE 911 Targa city driving2015 PORSCHE 911 Targa in the sun2015 PORSCHE 911 Targa highway driving2015 PORSCHE 911 Targa driving2015 PORSCHE 911 Targa at speed2015 PORSCHE 911 Targa open-top driving2015 PORSCHE 911 Targa front2015 PORSCHE 911 Targa 2015 PORSCHE 911 Targa PORSCHE LED headlights (PDLS) on 911 Targa 2015 PORSCHE 911 Targa side view2015 PORSCHE 911 Targa 2015 PORSCHE 911 Targa front wheel2015 PORSCHE 911 Targa 20-inch black wheels2015 PORSCHE 911 Targa aluminum safety bar2015 PORSCHE 911 Targa side view2015 PORSCHE 911 Targa rear2015 PORSCHE 911 Targa rear window2015 PORSCHE 911 Targa driving with top down2015 PORSCHE 911 Targa 4S open road driving2015 PORSCHE 911 Targa 4S acceleration2015 PORSCHE 911 Targa 4S driving2015 PORSCHE 911 Targa luggage compartment2015 PORSCHE 911 Targa brakes2015 PORSCHE 911 Targa cross-drilled brake discPORSCHE 911 Targa interior2015 PORSCHE 911 Targa brushed aluminum trim2015 PORSCHE 911 Targa center consolePORSCHE badge on 911 Targa headrest2015 PORSCHE 911 Targa 14-way adjustable seats2015 PORSCHE 911 Targa rear seat access2015 PORSCHE 911 Targa seat heating and ventilation2015 PORSCHE 911 Targa 4S dashboard instruments2015 PORSCHE 911 Targa door card2015 PORSCHE 911 Targa PDK pedals2015 PORSCHE 911 Targa interior2015 PORSCHE 911 Targa rear seats2015 PORSCHE 911 Targa top stowed2015 PORSCHE 911 Targa 4S engine cover2015 PORSCHE 911 Targa rear storage compartment2015 PORSCHE 911 Targa interior2015 PORSCHE 911 Targa 2015 PORSCHE 911 Targa at dusk