First drive: New Porsche Targa goes wide-angle

A SLICKER, lighter and more practical opening glass roof headlines Porsche’s widest, prettiest and most technically advanced 911 Targa ever – one of the last and most exclusive mainstream variants to emerge within the current 997-series 911 model cycle.

Launched in Portugal last week ahead of its Australian release on November 18 – just two weeks after European and Middle East customers take delivery – the redesigned 911 Targa is available exclusively as an all-wheel drive model for the first time.

As the latest in a long line of 911 Targa variants that date back 40 years to 1966, when new US rollover safety regulations required Porsche to supplement its 911 Cabriolet with an occupant-protecting rollbar, the new model further develops the glass roof concept that has evolved from it.

The sixth-generation 911 Targa made its official public debut alongside the super-exclusive 911 GT3 RS at the Paris motor show on September 28, and follows the flagship 911 Turbo that was released in Australia in August.

While the newest Targa will be second only to the racetrack-oriented RS in terms of exclusivity (up to just 40 examples will hit Australia in the next 12 months, while a maximum of about a dozen GT3 RS cars will be sold Down Under from around March), its global launch also leaves the 911 Turbo Cabriolet as the last mainstream 997-series 911 model variant to emerge.

Like other drop-top 911 variants, the Turbo Cabriolet will continue with a fabric soft-top due to the weight penalty associated with a folding metal roof.

Further afield, expect a redesigned version of the Porsche Motorsport-developed turbocharged rear-drive GT2.

The 997-series Targa, a 911 variant named after Sicily’s famed Targa Florio road race, is not the first AWD version produced. That honour went to the 964-series, which was available in both Carrera 2 and Carrera 4 guises, while a Targa Turbo was also available in the 1970s – a model Porsche says will not be repeated because "though it’s technically possible, one Targa is enough". But the 997 is the first Targa to be based exclusively on the all-paw Carrera 4.

According to Porsche, the move followed extensive research that showed Targa buyers wanted it all: performance, practicality, exclusivity and all-seasons safety in a 911 variant that is neither coupe nor cabriolet.

Based on the new 997-series 911 Carrera 4, which is 44mm wider than the regular Carrera and makes the new Targa 82mm wider than its predecessor, the 997 Targa features the same viscous multi-plate AWD system as the C4. Able to direct between five and 40 per cent of torque to the front wheels, it is a lighter but inferior system to the Cayenne’s electronically controlled multi-plate set-up that features on the new 911 Turbo and can direct up to 100 per cent of torque to either axle.

The result is a low-volume niche model that Porsche hopes will attract more than the 5000-odd customers it found annually with the 996-generation globally – about six per cent of all 911 sales.

Surprisingly, however, despite a redesigned roof system supplied by Car Top Systems, the Targa body remains less than half as stiff as its coupe sibling, which offers a high 33,000Nm/degree of torsional rigidity. Though at 15,500Nm/degree, it is still far stiffer than the 997 911 Cabriolet (9800Nm/degree). Porsche says the hardtop’s roof and rear window provide a great deal of twisting resistance, but stresses that bending rigidity is similar on all three body styles.

In line with its grand touring positioning, Targa comes with its own specific suspension tune that is more comfortable than both 911 coupe and cabriolet via slightly softer spring rates, accompanied by bigger anti-roll bars at both ends to keep bodyroll in check.

Like the 997 coupe and cabriolet, 911 Targa is available in both base and S guises. As announced in July, Targa 4 is priced at $233,600 as a six-speed manual and at $239,100 for the five-speed Tiptronic S auto version, representing a $20,300 premium over the corresponding 911 coupe.

Same goes for the Targa 4S, which is priced at $259,900 (manual) and $265,400 (auto). The new 911 Targa is also $30,000 more expensive than its (rear-drive) 996-series forebear, launched Down Under in December 2001.

Between 20 and 40 examples are expected to be sold in Australia in the 12 months following the Targa’s release here in November, half of which should be manuals and two-thirds of which will be the premium S variant.

As with the other 911s, the entry-level Targa is powered by a 3.596-litre flat six that offers 239kW at 6800rpm and 370Nm of torque at 4250rpm, while the S offers a 3.824-litre boxer that delivers 261kW at a less relaxed 6600rpm and 400Nm at a higher 4600rpm. Both engines run on 98-RON premium unleaded and are limited to 7300rpm.

Like other 911s, the biggest visual difference is that the S gets 19 x 8.0-inch front wheels with 235/35 tyres and 19 x 11.0-inch rear wheels with massive 305/30 tyres, while Targa 4 comes with 18-inch wheels of the same width with slightly higher-profile tyres.

Instead of a single exhaust outlet on either side, the S gets twin outboard tailpipes and also adds the Porsche Active Suspension Management adjustable damping system (with 10mm-lower ride height) as standard.

At about 60kg heavier than the coupe and 25kg lighter than the cabriolet, the 911 Targa weighs 1510kg in manual trim and 1550kg as an auto (add 25kg for the S).

Porsche’s official 0-100km/h acceleration claim is 4.9 seconds for the Targa 4S manual (just one-tenth slower than the Carrera 4S released in November 2005) and 5.4 seconds for the 4S auto, with the base Targa 4 fourth-tenths slower at 5.3 and 5.8 seconds respectively.

Similarly, claimed top speed is 275km/h for the Targa 4 auto, 280km/h for the Targa 4 manual and Targa 4S auto, and 288km/h for the flagship Targa 4S manual – although GoAuto saw an indicated 300km/h in the 4S Tiptronic on an unnamed Portuguese freeway with 200rpm remaining.

According to Porsche officials, the Targa 4 manual is good for a best Nurburgring lap time of eight minutes and 20 seconds (the base 911 Carrera does it on 8:02), while the Targa 4S manual circulates the famed Nordschliffe in a best of 8:06.

Privately, Porsche executives say the main aim with the new Targa was to address the quality issues of previous models. Officially, the redesigned (thinner) glass roof is claimed to keep cabin noise levels similar to that of the 911 coupe, as well as reduce rattle and squeak problems.

Apart from featuring a high-gloss polished alloy side window surround that creates a much sharper C-pillar angle than on other 911s, the new Targa’s tinted 1500mm-square glass roof extends from the front roof frame to the large flip-up rear glass hatch, is 1mm thinner than before, as well as 1.9kg lighter.

As with 911 Cabriolet, Targa features an extra 30mm-thick high-strength steel tube in each A-pillar and, like all 911s, six airbags are standard.

Supplied as a module by CTS and fitted to the body online via 16 bolts at Porsche’s Zuffenhausen plant, the roof system weighs 52kg and consists of two 2.6mm layers of laminated security glass separated by two layers of plastic film. Two electric motors open the oversized sunroof up to 500mm to create a maximum opening area of 0.45 square metres – about double the area of the Carrera coupe’s sunroof.

A new wind deflector is said to reduce interior turbulence when the roof is open, while a perforated electric sunblind can be operated independently of the main roof opening.

The rear glass hatch employs gas struts and a multi-link hinge system to open wider than before, and to provide easy access to 230 litres of luggage space (about 25 litres more than the 911 coupe) behind the twin flip-up rear seats.

Like all 911s, there is an extra 105 litres of cargo space available up front. The rear hatch features an auto-locking function and is made from a single 3.8mm-thick glass pane.

Porsche Ceramic Composite Brakes (PCCB) and the Sports Chrono Package Plus will be optional on both Targa 4 and Targa 4S.

Porsche 911 pricing:
911 Carrera Coupe	$198,100
911 Carrera Coupe (a)	$203,600
911 Carrera S Coupe	$224,400
911 Carrera S Coupe (a)	$229,900
911 Carrera Cabriolet	$218,100
911 Carrera Cabriolet (a)	$223,600
911 Carrera S Cabriolet	$244,400
911 Carrera S Cabriolet (a)	$249,900
911 Carrera 4 Coupe	$213,300
911 Carrera 4 Coupe (a)	$218,800
911 Carrera 4 Cabriolet	$233,300
911 Carrera 4 Cabriolet (a)	$238,800
911 Carrera 4S Coupe	$239,600
911 Carrera 4S Coupe (a)	$245,100
911 Carrera 4S Cabriolet	$259,600
911 Carrera 4S Cabriolet (a)	$265,100
911 Targa 4	$233,600
911 Targa 4 (a)	$239,100
911 Targa 4S	$259,900
911 Targa 4S (a)	$265,400
911 Turbo Coupe	$327,000
911 Turbo Coupe (a)	$335,000
911 GT3 Coupe	$253,200
911 GT3 RS Coupe	$299,900

DRIVE IMPRESSIONS:

AS PORSCHE’S first 911 Targa offered exclusively as an all-wheel drive, it was inevitable the new 997-series model would come with a more significant price premium over both its rear-drive predecessor and the current 911 Carrera coupe.

Even so, we weren’t prepared for the $30,000 price hike over the 996-generation Targa, nor the $20,000-plus premium it now commands over the 911 Carrera 4 coupe upon which it’s based – for what is, in essence, a heavier, slower and flimsier stablemate with an overgrown sunroof.

Of course, that sells the new Targa’s clever new roof system far too short, and takes no account of the one thing that sets Porsche apart from most of its rivals: exclusivity.

Less than 40 examples of the new Targa will come to Australia in its first year on sale, making it one of the rarest 911 variants available – more exclusive than even the 911 Turbo flagship and the GT3 racer-for-the-road.

However, at $265,400 for the full-house Targa 4S Tiptronic, only the Turbo and the super-exclusive GT3 RS are more expensive.

Exclusivity aside, what does the extra money buy over the standard 911? The most obvious answer is a lighter, thinner, smarter and stiffer new opening roof system that, even when closed, gives the Targa an identity of its own.

The slightly tinted safety glass remains mostly transparent in direct sunlight and takes on a new personality at night, when the alloy-look upper window surround and the glasshouse’s sharp new C-pillar angle are highlighted to make it appear even more unique.

On the road, with windows closed, the Targa feels open and airy, like the cabriolet but without the buffeting – but at the same time like the coupe, without the hemmed-in feel.

Side and rear vision is vastly improved over the 911 coupe and is a boon for (small) children, who in most Porsche hard-tops will struggle to see more than the front seatbacks.

Porsche admits it focused development of the new Targa on reducing the squeaks and rattles that afflict most open-top cars, including the previous Targa.

A testing 350km global launch drive through Portugal’s southern ranges, comprising everything from rough back-roads and tight, smooth-surface mountain passes to open freeways, revealed it has succeeded, although a couple of minor but persistent creaks proved the new Targa still isn’t as tight as the 911 coupe.

Despite specific (more compliant) suspension tuning and a massive 50 per cent reduction in claimed torsional rigidity, however, to most drivers the Targa will feel neither softer nor flimsier than its coupe siblings.

Yes, if you look and try hard enough, a minute level of A-pillar flex is detectable at speed over the most violent of pot-holes, which the coupe could never been accused of revealing, but for the most part the Targa offers the same overwhelming tight-as-a-drum feel that has become a hallmark for all fixed-roof Porsches.

Indeed, if you’re expecting a far more comfortable ride than in other 911s, you may be disappointed. Tyre roar becomes the overriding sensation at speed on coarse-chip bitumen surfaces, but thankfully this never develops into the sort of steering wheel and seat resonance that afflicts some premium German cars, including many runflat tyre-shod BMWs.

Suspension movement, as in all 911s, is tightly controlled, super-responsive and never what you’d describe as plush. Complimenting the less aggressive spring rates are beefier stabilizer bars at both ends, which seem to have succeeded in keeping bodyroll to the same high standard offered by other 911s.

The Targa offers the same level of steering feel and response as every 911 too, which can only be described as sublime. With the ability to communicate every road camber change and to telegraph the exact amount of grip available at any time, the Targa’s tiller feels as intuitive and vice-free as a steering wheel can ever be. And remember: we’re talking about a four-wheel drive here.

Sure, it would have been a bonus if Targa drivers were afforded the same Cayenne-derived electronic multi-plate clutch-operated all-wheel drive system as the new 911 Turbo, as all future AWD 911s will be.

But its lighter mechanical viscous coupling that’s shared with the Carrera 4 models still has the ability to send 40 per cent of engine torque to the front wheels, and it’s only after sampling the 911 Turbo that you’ll deem it possible to improve upon the Targa 4 AWD system’s level of traction and response.

Not that the Targa’s a slouch. Weighing in just over a trim 1500kg, it’s 60kg heavier than the corresponding coupe and 25kg lighter than the 911 cabrio, which makes it a tenth of a second slower than the equivalent 911 Carrera 4, which is slightly slower than the rear-drive Carrera.

But with 0-100km/h times either side of the supercar benchmark of five seconds for the 3.6-litre Targa 4 and 3.8-litre Targa 4S respectively, both glass-topped 911s are nothing short of exhilarating. As with other 997s, the S is perceptibly faster than the base variant, but both cars offer a banshee-like exhaust wail when the VarioCam Plus cam timing system switches at 5500rpm.

We saw an indicated 300km/h precisely in our automatic Targa 4S on a Portugese freeway we won’t name – with 200rpm remaining before the 7300rpm rev-limiter. Even given Porsche’s notoriously pessimistic claimed performance figures, that’s well above Porsche’s 280km/h claim for the same car, and probably makes the Targa 4S Tiptronic faster than the Targa 4 manual’s official top speed of 288km/h.

Either way, blistering acceleration, an ability to blast to redline in every gear and eye-glazing high-speed capabilities – accompanied by rock-solid stability no matter the road conditions – make the new 911 Targa a Porsche through and through.

But top speed and standing-start figures are not what the Targa’s all about. Developed almost by default for the safety-mad US market in the 1960s, the Targa has become the favourite 911 for owners who like to cruise, tour or just sight-see. The addition of AWD as standard increases its safety credentials and Porsche says will make it appeal to those customers even more.

Targa’s extra rear cargo space, accessed more easily via the huge rear glass hatch, which now opens wider but not as wide as the Cayman coupe’s similar steel item, is the same as that offered by the previous 996-series Targa. It also features a clever multi-link hinge system and a handy self-closing and locking mechanism, which does away with the need for unpleasant door slamming.

With the twin rear seatback folded down, if you really try, you could probably fit two golf bags inside. As with all 911s, there’s enough space for a large (soft) overnight bag under the bonnet.

But it’s the glass roof itself that’s the real highlight here, and in true Porsche fashion it works faultlessly. Quick, quiet and clever, the double-size sunroof opens and closes via the same single console switch, which also controls the perforated black sunblind beneath it.

The latter was enough to limit interior heat levels to a similar level as, say, the 911 coupe - even on a warm southern European day - but we wonder if it will be enough in the 40-degree glare of a mid-summer day in Melbourne. Predictably, it can’t be closed with the roof open, and nor can the main part of the roof, which slides beneath the rear hatch, be opened when the hatch is. And visa-versa.

A clever pop-up wind deflector restricts interior wind buffeting to lower levels than in the cabrio and, even though the over-sized sunroof will be appreciated by passengers more than drivers, really does offer a unique driving experience when open.

Porsche says the Targa is a model that long been close to its heart and we can see why a select few Australians call it their favourite 911. Despite minor shortfalls over the coupe, it remains relatively brilliant.

Apart from the extra money, which is enough to buy a Toyota Corolla, it seems there’s next to no penalty to pay for the Targa’s ability to offer the best of both coupe and cabriolet worlds.