With its matte-chrome finish fixed B-pillar hoop, for the first time in a long time, the car reminds us more of classic Targas -- the first prototype was built in '63. The B-pillar hoop extends over the middle of the cabin and helps with torsional rigidity and rollover safety. The convex wrap-around rear window -- two layers of safety glass -- is another nod to the past, but the way the roof works sure isn't. Rather than a hand-removable folding roof panel, the new car has a power top, and its operation is a sight to behold: push a button and the rear bodywork, engine lid and rear window all move back while the fabric roof slides down and stows behind the rear seats. The whole whirring, sliding, pivoting show takes 19 seconds; it won't happen at a roll, though: the car must be stopped.
The new Targa has the other all-wheel drive 911's track and wider rear bodywork. The 3.4-liter flat six produces 350 hp, while the S uses a 400-hp 3.8-liter and adds $14,600 to the base car's sticker. Both models have a seven-speed manual standard with an optional seven-speed PDK. The active AWD system can adjust torque 100 percent to the front wheels and cuts wheel spin further with anti slip software -- it also taps a slipping wheel's brake if needed. The S comes standard with active adjustable suspension; it's optional on the base car.
Zero to 60 times run from 4.2 seconds to 5.0 seconds, depending on engine size and transmission.
The interior is typical 911: five large, round instruments, center-mounted tach and really good materials and build quality. Oh, and fewer center-console buttons than we would've guessed.
A classic silver targa bar graces the latest Porsche 911 Targa.
Mostly like a normal 911 -- a good thing. The Targa is 88 pounds heavier than a 911 convertible (240 pounds more than the coupe), most noticeable at lower speeds and lower rpms. The suspension is tuned for the added weight and in a day's drive in southern Italy, the ride never felt harsh. AWD and 20-inch Pirelli P Zeros meant the car always had plenty of grip and was completely sure footed, secure and well-behaved. Though Targa overseer Erhard Mössle said the coupe is nearly twice as stiff as the Targa, by the proverbial seat of the pants chassis rigidity wasn't an issue with the roof open or closed.
Steering felt near telepathic as one has grown to expect from a 911, as did the stout brakes. It's an easy car to drive hard and fast. Sport mode quickens the PDK's shifts and throttle response, while sport plus does that and adds a stiffer ride.
Get the Sport Chronos package and you get launch control -- just stomp the pedal and let 'er rip. Without driving it back to back with the Coup,e the Targa seemed as quiet with the roof closed.
The 2015 Porsche 911 Targa gets either a seven-speed manual transmission or a PDK.
'Course you do. The Targa isn't quite as dynamic as a standard two-wheel-drive coupe but it's plenty athletic for most (one in 10 911 buyers get a Targa, according to Porsche) and offers a mostly open-air 911 you can drive all year 'round. Porsche loves to pile on the options, though, so consider the $103,000 base price the barest of starting points -- we can easily see stickers around $150,000 for an S. Still, after a day playing with the new Targa, we recommend the experience.
2015 Porsche 911 Targa price and specifications
On sale: JuneBase price: $102,595
Drivetrain: 3.4-liter, 350 hp, 287 lb-ft H6; AWD, seven-speed manual
Curb weight: 3,395 lbs
0-60: 5.0 seconds (4.8 PDK)
Fuel economy: 18 city, 26 hwy (est)
source: autoweek.com
