Porsche 911 GTS t-Hybrid 2dr PDK

Ten Second Review

You'll either think the 911 Targa offers the best of both worlds when compared to a 911 Coupe or a 911 Cabriolet. Or you'll think it's neither one thing nor the other. This rare glass-roof variant gets the same 992.2 updates as the rest of the range, has AWD and also comes in T-Hybrid form.

Background

It's a hard decision isn't it, when you're choosing a Porsche 911 - Coupe or Cabriolet. And for those who can't decide, Zuffenhausen has another option, this car, the 911 Targa. This car's unusual roof format is part of the brand's history - dating back to a model unveiled in September 1965 at the Frankfurt Motor Show. The name 'Targa' was borrowed from the famous Targa Florio road race and that first car featured a fixed rollover bar, a removable folding roof and a hinged rear window. It evolved over the years, via a pop-out hard top roof panel with a fixed rear glass window, to a full-length sliding glass roof, but the theme was much the same; namely one of 'semi-open' motoring. Porsche knows that amongst 911 customers, the market for this Targa variant will be a small one, so restricts this variant to the 4WD powertrain it thinks likely buyers will want and to the mid-range S and GTS engines. As part of the mid-term changes made to this 992-series car, the GTS model's engine is now a Hybrid. A variety of other small but significant updates have been made too. Let's take a closer look.

Engines and Tech Spec

If you're able to discern any handling changes between the 911 Targa and the Coupe or Cabriolet models it's based on, you're obviously a very dialled-in driver indeed because the differences are vanishingly slight. With a weight penalty of just 20kg over the Cabriolet, you'd expect they would be. The only time you might notice the extra mass is under heavy braking, so it's just as well that this 992-era model is fitted out with the uprated brakes from the 911 Turbo. The Targa comes only with 4WD and there's the choice of either the 480PS engine from the Carrera 4S or the 541PS powertrain from the Carrera GTS. With this 992.2 model, that GTS now uses a T-Hybrid system that bolsters the 3591cc 24v flat six turbocharged engine out back with a 53bhp e-motor. The Targa GTS 0-62mph time is 3.1s en route to 194mph. Compare with the Targa 4S stats - 3.5s and 191mph. The end result of the Hybrid installation is that everything is even more instant as the electric turbo spins at up to 120,000rpm. To the accompaniment of a rather pleasing selection of gurgles, whistles and wines. There are the usual drive modes and the engine is happy to rev out to 7,500rpm to the accompaniment of a satisfyingly loud sports exhaust flare in 'Sport Plus'. Four-wheel steering is now standard, as of course are PASM adaptive dampers (now revised). Plus the braking system's now borrowed from the 911 Turbo. The 400V hybrid tech energises all kinds of drive systems, including the starter, the alternator, the nose-lift set-up and an optional electrohydraulic roll-stabilisation PDCC set-up you'll probably want to pay extra for.

Design and Build

With the roof up, you'd expect the provision of a glass panel above you instead of a fabric top to mean extra weight - and so it proves. The Targa's sliding roof arrangement means a 20kg weight increase over the Cabriolet model, though you'd be unlikely to notice that at the wheel. And you might well think it a negligible penalty for the benefit of far less hair ruffling at speed than you get in the soft top model. There are some more serious downsides to the Targa arrangement though. It entails greater wind noise when open at speed. And, just as annoyingly, you can only operate the roof when stationary, instead of at up to 31mph, as you can in the Cabriolet. It's considerably slower than the Cabrio's canvas roof to operate too. Rear seats aren't standard on any new 911 these days (they're a no cost option) but if they're fitted, they'll be even more uncomfortable in the Targa than they usually are in this Porsche. That's because of the bolt-upright seat backs necessary to accommodate the intricate roof mechanism just behind. Otherwise, it's just as in any other 992.2-series 911. Which means that cabin updates over the original 992 design are few, the main difference being the new 12.6-inch curved driver's display instrument screen. There's also now a start button rather than a twisting dial. As before, infotainment is still taken care of by a 10.9-inch Porsche Communications Management central screen. But this monitor now offers more customisation options for drive modes and driver assistance systems, plus there are lots of new connectivity features, including video streaming. As before, under the bonnet, there's 132-litres of storage space.

Market and Model

Porsche now wants around £138,000 for the Targa 4S - and around £155,000 for the Targa 4 GTS. The asking figures are similar to those needed for the equivalent 911 Cabriolet models - and about £10,000 more than an equivalent Carrera Coupe. That's quite a step up from the pricing applied to the original un-electrified version of this 992-series Targa model. Still, at least you get quite a bit more standard equipment now as part of the deal. There's rear-wheel steering and (for the Hybrid) a GTS-specific sports exhaust system, plus Matrix LED headlamps featuring more than 32,000 light points. Their high performance high beam illuminates the road to a distance of more than 600 metres and offers innovative additional functions such as a driving mode-dependent dynamic cornering light, lane brightening, a construction site and bottleneck light and a non-dazzling high beam that is precise to the pixel. Inside, the car now benefits from a fully digital instrument display. You'll want to consider paying extra for the optional electrohydraulic roll-stabilisation PDCC set-up.

Cost of Ownership

If you were hoping that the installation of T-Hybrid tech here might significantly improve this 911 Targa GTS model's efficiency figures, then you might be disappointed. Actually, they're not all that much different from those of an ordinary 911 Carrera, rated for the Targa at 25.7-26.2mpg on the combined cycle and 250-244g/km of CO2. The Targa 4S manages up to 26.3mpg and up to 244g/km of CO2. What else? Well as with all 911 models, this one is covered by the brand's usual three-year unlimited mileage warranty package. And the 911 also has 12 years of corrosion cover and a three year paint guarantee. Insurance for a car of this power and performance is never going to be cheap; all 911 variants attract a top-of-the-shop group 50 rating. Still, residual value percentages are uber-high - think in the late fifties after three years of ownership - or better. Bear in mind that depreciation will take a hit if you load your car up with too many unnecessary pricey extras. There's a wider dealer network than many rivals can offer and you'll only need to visit your local Porsche centre every two years or every 20,000 miles, whichever comes first. There's no option to buy into a pre-paid servicing package at point of purchase, but the brand does provide a fixed price servicing approach that makes sure you'll know in advance exactly what work will be carried out and what it will cost.

Summary

This 911 Targa will appeal to a vanishingly small number of super sports car customers, but those who want one will think it to be absolutely unique. There's less buffeting than you get roof-down in the Cabriolet, but the main reason people choose this body style tends to be for aesthetics - which of course is a purely personal decision. The 992.2 package of updates made to this car won't be enough to persuade you into one if you weren't already sold on it. But if you are and can afford to, there's now even more reason to indulge yourself.