2007 Porsche 911 Targa Review

Specifications

Back in 2003, I dubbed Porsche’s 911 Targa “the perfect combination of coupe and convertible.” Four years later, after a most enjoyable week behind the wheel of the totally revised version, I found myself agreeing with me once again. This is indeed the best blend of coupe and roadster that money can buy. In 4S trim, mind you, it’s even more enticing with a full-blooded 355 horsepower on tap, more than the old 320 horsepower Targa that I previously tested and again more than the new “base” Targa 4 which makes due with 325 horsepower.

The entire car, while similar in shape and function, is altogether different than the machine I drove back then. Nothing remains the same, actually, with all available engines having been upgraded, all-new body panels giving it a much more attractive and more classic appearance, and a completely revised interior that finally lives up to its six-figure price tag.

The Targa’s roof system hasn’t changed, which is a good thing as it’s so critically important to its character. For those not familiar with the idea of the Targa roof, read on. Otherwise, skip a paragraph down. The modern day Targa roof bridges the gap between coupe and convertible, just like it did in 1967 when the first Targa debuted. Actually, the new roof operates in a way that’s not totally unlike the T-top style panel that car initiated, although it’s much more sophisticated now. In place of the removable metal roof the old car employed, the Targa’s roof is a large panel of glass that slides backwards and underneath the revised rear window at the touch of a button. Think of it as a giant panoramic power-operated sunroof. Being that the Targa maintains the Carrera Coupe’s front and center pillars, it more or less looks like a regular 911 coupe, although keen eyes will notice the rear quarter window is triangular in shape rather than rounded, and the rear glass is squarer at its bottom and blends into the glass roof at its topmost point. Due to the size of the opening when fully retracted, it offers plenty of fresh air, especially if the side windows are open.

What’s new for this latest generation of Targa? In principle, not much. Porsche has basically kept the roof mechanism from the 996-generation car, but has improved on it ever so slightly. The big, 4.85 square foot glass roof is now more thermally efficient in that it is capable of filtering out more of the sun’s infrared energy than before (up to 83-percent). More importantly, Porsche’s engineers have found a way to shave nearly two kilograms off of the glass panel’s weight, which improves the Targa’s center of gravity. Oh, and to cap it all off the roof is speedier when opening and closing, taking just seven seconds. That’s faster than any standard Porsche convertible, not to mention that the operation is not limited by the vehicle’s speed. Whereas the standard Cabriolet can open and shut its roof at low speeds to prevent stoplight embarrassment, the Targa can open and shut its glass panel even if it’s traveling at top speed. Doing so, mind you, is not recommended, not only for the safety considerations of doing anything that distracts from driving at 179 mph, but also because driving that fast anywhere in North America could be a rather costly proposition.

And with regards to money, at $87,000 the new Targa is pretty well priced when factoring in just how good it is, and then comparing its performance, prestige, quality and price to rivals, which is probably why it, and its entire 911 family sells so well here in the U.S. The Targa 4S, at $97,300 is quite a bit pricier for good reason. Thinking back, there wasn’t anything in the 911 family to compare it to back in 2003 when I tested the old Targa, as an equivalent model simply didn’t exist. The performance upgrade is so astonishing, it makes the $10,000 price gap seem insignificant.

For similar reasons I’m not even going to talk about how much the Targa’s price grows when adding options. Fortunately it doesn’t need that expensive interior leather package anymore to cover up the previous car’s cheap plastics, although a full leather package is still available and looks fabulous when installed. The kind of customization you can do with any 911 is outrageous, so it’s important to disregard the high pricing on much of the extras because no other car company would allow you to even pay for so many interesting and odd little additions. You can get all-red colored taillights, for instance, or wheel caps colored in the company livery. There’s a number of seating options, steering wheels and interior color combos, plus even the seatbelts can be color coordinated. The list of options is almost endless.

Should 355 horsepower be insufficient, Porsche offers a variety of performance packages to improve the car’s get up and go. I was OK with the stock S, however, as it already goes much quicker than my license can afford. If you’re not familiar with Porsche’s flat six, especially in 3.8-liter form, its power comes on immediately with a significant portion of its magnanimous torque available way down low in the rev range. Even more amazing is that the engine is so tractable, yet so lively at higher revs, with surges of power at around 5,500 and 6,500 rpm that make every drive thrilling. All this torque combined with its all-wheel drivetrain translates into a neck-snapping jump off the line if your right foot is not kept in check, with 0 to 60 needing only 4.7 seconds, yet smooth take-offs are easily accomplished via the easily modulated clutch and progressive throttle. Porsche’s shifters just get better and better with each generation too, and the six-speed fitted to this Targa made swapping gears a fulfilling engagement.

Oddly, Porsche curbed its “million permutation” attitude when configuring the Targa … sort of. Porsche has simplified things by offering the Targa only with all-wheel drive. Just why the German company chose to do this is anyone’s guess, although considering it’s a year-round convertible, or coupster as I like to call it, I shouldn’t complain too much. Americans who live in the Snowbelt will take confidence in the Targa’s all-weather grip, and no doubt Canadians and Northern Europeans feel the same way. I, for one, would be happier with a rear drive car as that’s the way I like my 911s, especially since Porsche introduced its extraordinarily competent traction and stability control system, PASM, which just might be the most capable of its type in existence, as it keeps an overzealous driver out of trouble without ruining the driving experience.

All wheel drive issues aside, this is by far my favorite 911. I love the way it looks and I love its airy ambience inside provided by its all-glass roof. The ability to pull back that glass at the touch of a button and open it up al fresco is a real bonus here in Lotus land (and I’m not referring to the little British sports car builder but rather Vancouver), as amidst all the rain showers we also enjoy some spectacularly warm and sunny days, year round. And while the Targa roof ruffles the coif in the open air, it also excels in wind management. With the roof back and the air deflector up, it allows for buffeting-free ventilation. The pop-up rear hatch makes it the most user friendly 911 Porsche offers, ideal for a couple of grocery bags or dropping in the briefcase on the way to a meeting, although no Porsche review should leave a journalist’s desk without mention of its commendable front-trunk storage and the fact that its rear seats can be folded forward for even more weekend getaway luggage, or when upright can fit a couple of grinning kids inside … try that in a Corvette, R8 or F430.

And that really sums up the 911 Targa 4S. It’s a practical car that a person can live with every day, providing general ease of use, reasonable storage space and commendable reliability, all important for a person’s emotional well-being, topped off with performance that’s better for clearing the head than a trip to the psychoanalyst … and a heck of a lot cheaper! And really, that makes it priceless.