Test Car Specifications
Model: 2024 Porsche 911 992.2 Targa 4 GTS
Price: From £149,100
Engine: 3.6-litre turbocharged six-cylinder mild-hybrid petrol
Transmission: eight-speed automatic, all-wheel drive
Power: 541hp
Torque: 610Nm
Emissions: 244-250g/km
Economy: 25.7-26.2mpg
0-62mph: 3.1 seconds
Top speed: 194mph
Boot space: 135 litres
Styling
The 911 Cabriolet has always looked a bit hunch-backed, but the Targa has managed to fix that somewhat with the rear glasshouse and the roll hoop. It still has the funny gills from the Coupe, and they look a bit odd, but otherwise it's a very attractive thing. In fact, it's arguably the best-looking of the 992.2-generation GTS models, marrying the standard dark alloy wheels with a dark roll hoop (although both can be swapped for brighter alloys if you'd rather) and the sporty bumpers. It has intent, but it doesn't look too angry.
Interior
Like the Coupe version of the GTS, the Targa comes with the new 992.2-generation 911's digital instrument display, which is the main upgrade compared with the old model. An improvement because you can actually see it, and it's more configurable than before, we have to conclude that it's a decent addition, but it doesn't have the charm of the old analogue rev counter.
That aside, the 911's cabin hasn't changed all that much, so it's still the same conservatively styled but beautifully made space as before. Porsche's attention to detail has always been good, but the new 911 gets a new drive mode selector on the steering wheel that's now even more tactile than before. It looks a bit odd, with the red Sport Response button in the middle, but it moves nicely and it feels more premium than before.
That button is part of the Sport Chrono Package that comes as standard on the new 911 GTS, alongside a cabin adorned with motorsport-inspired Race-Tex upholstery and dark trim. You can specify other colours if you want a bit more light in the cabin, though, because it gets quite dark when the roof is up.
Practicality
In truth, the Targa is arguably one of the less practical 911s. The glasshouse over the back seats means they're only really usable for kids, and Porsche may well have been better served putting a parcel shelf back there, rather than proper seats. It has done that in the Coupe (where back seats are a no-cost option), but it has stuck with chairs in the Targa.
Use those back seats as luggage storage, though, and you can carry plenty in the Targa. Combined with the 135-litre cargo bay under the bonnet, which is more spacious than it sounds, there's enough space to carry luggage for a weekend away for two. You might even manage a week if you pack sensibly and you stick with soft bags such as holdalls...
Performance
The headline for the new 911 — the 992.2 — has been the T-Hybrid powertrain, which is offered solely on GTS versions of the 911. So far, all the other versions are more conventionally powered.
But the T-Hybrid is controversial, combining a 41kW electric motor with the 3.6-litre flat-six engine, as well as a twin-clutch automatic gearbox and an electrically assisted turbocharger. The result, according to Porsche, is not only a more efficient engine, but a more powerful and more responsive one.
Not that the difference in economy is all that marked. The GTS is still less economical than the basic Carrera, achieving around 26mpg on the official economy test. And we defy anyone to achieve that in the real world. The acceleration and the sound of that flat-six engine are just too much of a lure.
Both, as it happens, are epic. Where the old 992.1 GTS could get from 0-62mph in 3.4 seconds, the new model cuts that to three seconds flat, and though the Targa 4 GTS is a tenth slower than the coupe (at 3.1 seconds) it’s still pretty quick. And the all-wheel-drive system just means that traction is accessible at any time. And because the electrical system spools up the turbocharger so there’s no lag, the time between your foot moving and the car accelerating is next to nothing. This thing is brutally fast.
And it sounds like a caged beast. You might expect a hybrid to be more refined than a 3.0-litre turbocharged petrol car such as the basic Carrera, but the T-Hybrid system is made from stern stuff, and it lets you know about it. The car snorts and snuffles as the turbo does its stuff, and at the top of the rev range it roars as though it’s stuck in a trap. It’s much more characterful than we expected it to be.
Ride & Handling
The Targa body shape and GTS trim level are not necessarily natural bedfellows, but they have more in common than you might realise at first. The former is a compromise, a halfway house between the Coupe and the Cabriolet, while the latter is also designed to bridge a gap in the range. It’s just that the gap is between the GT3 versions of the 911 and the basic Carreras.
As such, the GTS is designed to provide thrills on occasional track days, but those really likely to take their car on a circuit are more likely to choose the Coupe. Perhaps with that in mind, Porsche hasn’t quite given the Targa the same upgrades as the Coupe.
Both cars get the same steering tuning, the same four-wheel steering and, in the case of the Carrera 4, at least, the same all-wheel-drive system. But the suspension isn’t quite the same. Although both the Coupe and the Targa are designed to be sharper than a standard Carrera, and they get the option of roll stabilisation tech that keeps them almost completely level, the Coupe sits 10mm lower than the base model, whereas the Targa does not.
It sounds like a small difference, and in terms of handling, the change isn’t immediately obvious. But when you start hurling the car into corners, you might notice the Targa is slightly less keen to follow your hands, and there’s a bit more movement in that body. Realistically, though, it only makes a big difference on a track.
What you will notice is that the Targa is much more pliant than the Coupe on the road, with better absorption of bumps and potholes. Neither car is exactly a magic carpet, but the Targa is definitely the more comfortable of the two.
And despite being a fraction less dynamic than the Coupe, it’s still majestic to drive. It corners almost completely flat thanks to the roll stabilisation, and it has utterly glorious steering. Yes, it feels heavy alongside the Coupe — partly because it is heavier — but the traction is enormous and the cornering capabilities are sensational. You can thank the four-wheel steering for that.
The only real complaint is that the cabin can get a bit blustery thanks to that massive roll hoop, especially if the side windows are lowered. Keep them up, though, and the Targa is more than refined enough. And you get to hear that noise…
Value
With basic 911 Carrera Coupes costing just under £100,000, it's no surprise that the T-Hybrid-powered GTS is a costly thing, with even the Coupe commanding a price tag of more than £130,000. But the Targa is more expensive again, at almost £150,000. That's a lot of money, although the Targa does come with all-wheel drive as standard, so it's only £10,000 more than the equivalent Coupe. But with no more standard equipment (save for the folding roof), you have to ask whether it represents good value. Fortunately for Porsche, most of its customers won't worry too much about trivialities like that.
Verdict
Surprisingly, given the Targa is a bit of a compromise, it's actually the sweet spot in the GTS range. The comparative shortfall in sharpness compared with the Coupe is barely noticeable, but the increase in comfort makes it more appealing more of the time, while the ability to open the roof brings you closer to the animalistic T-Hybrid powertrain and the standard all-wheel-drive system makes it usable in all weathers. As an everyday sports car, this is tough to beat.
