► GTS-only 992.2 Targa driven in the UK
► Hybrid powertrain good for 536bhp
► The heaviest 911 at 1745kg
Depending on your point of view, the new 992.2 Porsche 911 Targa is either one of the most desirable models in the range, or the most pointless. The original concept of a safer convertible was a good one when a-pillars were like matchsticks and chassis stiffness less of a pressing concern, but these days its style more than self-preservation that separates the Targa from other sports cars out there.
It explains why this press car wears a very different suit to the other GTS models on fleet. Rather than leaning into its sporting intent with black centre-lock wheels and a black interior like the Coupe and Convertible, the Targa wears silver wheels with conventional wheelnuts, deep blue paint and truffle brown leather everywhere inside. Sumptuous.
Rivals include Porsche’s own 992.2 Cabriolet, the Aston Martin Vantage Roadster and Mercedes-AMG SL. To find out if the 911 is still the one to beat, I headed to Porsche’s UK HQ to spend a couple of hours with a right-hand drive UK car. If you want to know how we test cars here at CAR, we’ve got a page dedicated to explaining our processes.
At a glance
Pros: Exciting hybrid powertrain, chassis doesn’t feel that compromised, looks cooler than the Cabrio
Cons: Loud at speed roof down, roof can’t be operated on the move, even heavier than the Cabrio
What’s new?
GTS-only Targa gets a new single-turbo 3.6-litre flat-six with electric motors on the turbine shaft and in the gearbox to reduce lag and boost performance respectively. It can’t run on electricity alone, and this is very much a system set up for performance, not efficiency gains.
The brakes are larger and new adaptive dampers giver a wider spread of available damping force. A small, black starter button replaces the faux key, and twin screens flanking an analog revcounter are replaced by a 12.6-inch curved display with a variety of layouts available.
The handy mode dial on the steering wheel is now fitted to all 911s, although as you get the Sports Chrono pack as standard on the GTS, you might not notice. That means standard launch control and the Sports Response button that primes the engine and gearbox for maximum acceleration. Naturally, there are also new bumpers, wheels and colours.
What are the specs?
The new 3.6-litre engine is good for 478bhp on its own, with the electrical assistance bringing the total to 536bhp, significantly more than a GT3. It’s only available with four-wheel drive in the Targa, and takes 3.1 seconds to get from 0-62mph in ideal conditions.
It weighs 1745kg before options, making it the heaviest 911 in the range at 20kg more than the Cabriolet, if still less than most rivals. According to the WLTP figures, it’ll do around 26mpg and emits 244g/km before options. Don’t be surprised to see over 30mpg if you’re gentle on the motorway, or teens if you’re enjoying yourself.
What’s it like to drive?
Somewhere between the Coupe and Cabriolet, perhaps unsurprisingly. The rear-view mirror still trembles on occasion, if not as much as the Cabrio and there’s an even bigger weight penalty over the Coupe, not that you’re likely to notice the extra 20kg over the full soft-top.
This is still a proper sports car though, and one that’ll ruffle your hair less than the Cabrio. However, it is much, much louder with the roof down at speed which always puts me off the Targa. Other annoyances include a roof that you can only operate when stationary instead of up to 31mph in the Cabriolet, and naturally your rear seat passengers will never be able to fully appreciate the sun, or gain additional headroom with the roof down. The Cabriolet is the better open-topped car.
Nothing can detract from how good a sports car the Targa GTS is, though. It starts with the powertrain which has a more linear, less boosty delivery than the old GTS and current Carrera. Spooling the turbo with an electric motor lessens lag, and there’s no wastegate. Instead, the motor is called into service as a generator that slows the turbine to bring boost down whilst also generating electricity.
Additional torque is added to the driveline via the gearbox-mounted e-motor, improving response further with its instant delivery and increasing outright power. Despite the hybrid system being geared heavily towards performance, standard four-wheel drive, and the engine being around 600cc larger than a 2WD Carrera Cabriolet’s, the GTS only emits 9g/km of CO2 more.
The Targa GTS hooks up from a standstill exceedingly well most of the time, although it is capable of spinning all four wheels on the move on particularly cold, wet roads if you try ESC Sport mode. The PDK ‘box is smooth in normal use, changes gear rapidly and the manual override does as its told. Any worries about hybrid clunkiness and hesitation disappear rapidly, never to return.
As with all 911s, the rear-mounted motor gives terrific traction, although I found the four-wheel drive GTS more likely to push into early understeer at times in inclement conditions than two-wheel drive models. Oversteer is available if you’re more patient on corner entry, and more aggressive on corner exit. Good steering and feel ensures I know what’s going on beneath me, with the confidence-inspiring brakes allowing me to cover ground rapidly.
Perfectly judged damping makes stiff springs liveable when you’re not attacking the road. Vicious bumps are rounded off and body control is impeccable, with Sport bringing more control without the ride falling to pieces.
What’s it like inside?
You get no rear seats as standard in any new 911, although adding them is a no-cost option. As ever, they’re best suited to smaller individuals who won’t mind the bolt upright seat backs needed to package the intricate roof mechanism. Front space is plentiful for a sports car with loads of adjustment for the seats and steering wheel so you can find your perfect driving position.
You’ll find a good mix of physical controls for stuff like the drive modes and heating, with crisp and responsive screens. The new driver’s display’s graphics are sharp, and information presented clearly, while purists will appreciate the option of a central rev counter with the redline at 12 o’clock.
It’s controlled by the mercifully touchpad-free steering wheel, the spokes retaining proper buttons and scroll wheels. The cruise control stalk is also retained and has a button that easily disables the lane keep assist.
Before you buy
If you want a Targa, it’s going to be a 4 GTS. It costs exactly the same as the Cabriolet version, although the full soft-top is available with all engine variants bar the GT3’s 4.0-litre naturally aspirated motor.
Verdict
I’m still in a bit of a quandary about the Targa. On the one hand it’s a highly desirable sports car with a cracking engine and chassis, not to mention a great interior. On the other, it’s unquestionably the least convincing of all the 911s bodystyles.
There’s certainly no issue with the roof in place, but the hurricane you hear at motorway speeds with the roof down is less pleasant than the quieter but more buffeting Cabriolet. I also prefer the more open feel to the Cabriolet over the Targa’s big sunroof vibes.
However, I’d argue the Targa’s shape is far more appealing than the slipper bath styling of the Cabrio’s profile, and for some, that’s enough. No 911 is a sensible choice, so why have a sensible roof?