Driver's Notebook: Safety Cabrio

Christian Gulliksen

02/01/2007

If the U.S. government had not noticed that convertibles sometimes flipped over in accidents, there might never have been a Porsche Targa. Proposed safety regulations, which began to emerge in the 1960s, threatened to outlaw American-market drop-tops altogether, and there existed the very real possibility that convertibles would be banished from dealer showrooms. Uncertainty lingered well into the 1970s, and manufacturers who counted on U.S. sales began to restrict or abandon convertible development, turning instead to alternatives that anticipated higher standards of occupant protection.

Porsche led the charge. At the 1965 Frankfurt Motor Show it unveiled the first 911 Targa, for which it created the odd but reassuringly named category “Safety Cabriolet.” The name Targa came from the Italian Targa Florio race, and the new model featured a removable roof panel and a soft rear window that folded away. The design preserved most of a convertible’s open-air benefits, but with the added protection of a thick B-pillar roll bar. (The Targa’s fixed rear window—the form most familiar to the general public—appeared in 1969.) The design proved appealing enough that Porsche patented the concept. Other manufacturers who got in on roofless action in the 1970s did so primarily with the Targa’s close relative—the T-top—which appeared on everything from the Pontiac Firebird to the Datsun 280ZX. Nothing, however, matched the feeling of speeding down a back lane in a Porsche 911 sans the full-width Targa top. (Click images to enlarge)

As it happened, the United States never banned convertibles, and a completely topless model joined the 911 range in the 1980s. This had little impact on Porschephiles’ affection for Targas. Instead of regarding the semiconvertible as the next-best thing to the real deal—a vehicle to be abandoned as soon as an actual convertible became available—Porsche cognoscenti saw the Targa as a quintessential 911 model. Though conceived as a pragmatic compromise, the Targa had earned a dedicated following of its own, and it remained on sale alongside the newer convertibles.

Beginning in 1996, the Targa concept made a significant evolutionary step forward with the Porsche 993. Instead of the familiar opaque roof panel that owners stowed in the trunk, the new design featured a large glass panel—essentially an enormous sunroof—that slid backward, just beneath the rear window. The setup preserved the car’s coupe profile, and, unlike the traditional Targa top, allowed light into the cabin even when closed. The revised Targa design also provided new functionality: The rear window could be opened like a hatch for exterior access to the backseat/storage area. A further refinement of the hatch appeared at the end of 2001 on the 996 Targa.

Porsche recently launched the Targa’s fourth iteration—the 911 Targa 4 and the 911 Targa 4S—in Faro, Portugal. The Iberian nation’s southern coastline might lack the panache of the neighboring Spanish Costa del Sol and the French Riviera, but from a driver’s perspective, none of that matters. An entertaining network of back roads and autostradas crisscross the hilly landscape, and—even better—the police possess a decidedly laissez-faire attitude toward speed-limit enforcement. The Porsche-friendly environment provided an ideal venue in which to appreciate both variants’ dynamic and sun-worshiping capabilities.

The 911 has spent the last four decades in development, and it shows—either version delivers the model’s familiar polished performance. With a 3.6-liter flat-six engine, the 325 hp Targa 4 reaches 60 mph in a claimed 5.1 seconds; a Targa 4S equipped with the 355 hp 3.8-liter mill takes a briefer 4.7 seconds. Under most conditions, though, the sensory difference between available power in the two cars is negligible, as you might expect from the 30 hp gap and the even slighter torque spread. (The larger engine puts out 295 ft lbs at 4,600 rpm, while the smaller unit is good for 273 ft lbs at a lower 4,250 rpm.) A 6-speed manual transmission comes standard; optional is a 5-speed Tiptronic S automatic transmission that enables manual shifts via paddles mounted on the steering wheel.

The Targa is easily distinguished from its Carrera cousin by the retractable glass top, which operates at the touch of a button. (Click image to enlarge) 

According to Porsche, Targa buyers prefer relaxed touring to envelope-pushing track days. These 911s, therefore, come with slightly softer suspension tuning than the coupes and convertibles. All things being relative, only drivers who push their cars hard will likely notice the handling differential between these cars and their more aggressively tuned siblings; neither Targa could be described as anything but taut. As indicated by both models’ “4” designation, these upmarket vehicles are offered exclusively with permanent all-wheel drive. The Targa 4 rides on 18-inch wheels, while those on the Targa 4S measure 19 inches.The design of post-1996 Targas presents both positive and negative changes when compared to the original. On the plus side, it provides increased structural integrity, the convenience of opening and closing the roof without having to stop the car, and a view of the sky at all times. (A retractable perforated screen shields occupants from strong sun and may be used even when the glass panel is open.) Those accustomed to the classic Targa, however, might find the current version more restricting—closer in feel to a coupe with a sunroof than to a convertible. Additionally, when the open roof is tucked beneath the window, the double layer of glass hinders rearward visibility.

Most surprising, though, is that even at fairly moderate speeds—say, 60 mph—the new Targas exhibit a significant degree of buffeting, enough to make conversation at normal volumes a challenge. If a calm cabin atmosphere is your primary criterion for choosing a Targa over a convertible, try both before making a final decision; the Targa might not offer a significant advantage. If, however, you want the safety and security of a closed coupe with maximum open-air fun available on demand, look no further. The Targa 4 sells for $85,700, while the tariff for the Targa 4S is $95,900.

Porsche, www.porsche.com/usa