Driving: The 2024 Porsche 911 Targa 4S (992.1)

The 190-mph 992.1 Targa 4S. (Photo credit - Porsche Newsroom)

Somehow, it’s been almost six years since Porsche unveiled the first generation of the latest 911 to the world. Yep, the 992.1 was seen for the first time by the public in LA in November 2018. It really doesn’t feel that long ago, does it? Maybe the time has been helped along by the vast amount of special variants that have been released during the time, continuing a trend seen with every other generation of 911 up to now, but the reality is that the 992.1 is now over half a decade old, and facing imminent replacement by the new 992.2. So, how does the outgoing 911 stack up in 2024 – does it hide its age, or can its successor not come soon enough? And where does the model I have been driving – the middle-of-the-pack Targa 4S – fit into the 911 range?

With the 992.1, Porsche have carried on with their tradition of including the Targa within their model range. (Photo Credit - Porsche Newsroom)

Well, starting at £109,000 before recently coming off sale, the Targa 4S has become a very expensive thing, costing more than a 997 GT3 did back in 2010. However, the 4S has the performance to justify the asking price; sharing a powertrain with its rear-wheel-drive sibling, the Targa 2S, the all-wheel-drive 4S is powered by a 3-litre, twin-turbocharged flat six that makes 444 bhp and 390 lb-ft – what results is a claimed 0-60 time of around 3 seconds, and a top speed of 190 mph. Oh, and the one I drove was optioned with the mind-bending 8-speed dual clutch PDK gearbox as opposed to the 7 speed manual.  Therefore, in typical 911 fashion, while the Targa’s power figures make it appear almost underpowered compared to rivals, the performance it can extract from them is incredibly impressive, and in the real world, I’d struggle to see a time when you’d need anything faster. Suddenly, the £109,000 starts to seem like better value, especially when the Targa GTS, that has a mere 30 bhp advantage over the 4S, was priced at almost £20,000 more before options.

Unsurprisingly, the 992.1 Targa 4S feels like a very high quality product, both inside and out. The Targa 4S is one of the least dramatic models within the 911 range visually, missing out on the centre-locking wheels of the GTS, the cavernous air intakes of the Turbo and the skyscraper swan-neck from the GT3. But, what it loses in drama it makes up for in elegance and retro-cool, by gaining the now iconic roll-over bar and massive rear glass portion that harks back to the first models to bear the Targa name in the late 60’s. The roof mechanism is also very cool and massively over-engineered, with the glass canopy completely lifting out of the way to free the fabric roof panel. Even with the unconventional roof though, the 992.1 still retains the eternal 911 silhouette, but emphasises it with modern design cues, such as the now very recognisable LED light bar that spans all the way across the rear of the car – a feature that translates surprisingly well to such a classic, inimitable shape. The Targa 4S is also wide at 1854 mm, which is more than a 997 Turbo – something that has its downsides – but from a design perspective, the width gives it an incredible road presence, and helps to contribute to a very well-proportioned, desirable final product.

The 992.1 retains the iconic 911 shape, while incorporating modern details such as the futuristic rear light bar. (Photo credit - Porsche Newsroom)

So, the Targa 4S still looks great from the outside – and it’s a similar story when you get in, as the interior of the Targa 4S is a very nice place to be. It feels luxurious without being excessive, with plenty of surfaces covered in generous amounts of leather (even the air vents can be leather-wrapped if you so wish), a lovely, thin steering wheel placed in the perfect position in front of you, set in front of a physical central tachometer, which itself is flanked by two digital dials on either side. This setup mimics the 5-dial display that has lived on through every 911 from the sixties onwards, while also bringing it up to date with modern tech – it’s a very effective, very cool solution that still looks great, while also allowing the 992.1 to retain some of its 911 charm – unlike the new 992.2, which has replaced the physical dial with another screen….sad times. Anyway, the car I drove was also equipped with the optional 18-way adjustable sports seats, which were nice and supportive while still being comfortable. The Porsche infotainment system is very quick, intuitive and easy to use, and the various switchgear elements feel tactile and, again, carry an air of quality about them. If I had a criticism, it would be that I think the interior of the 997 generation of 911 is marginally better, both in terms of ergonomics and build quality, but the 992.1 is not far behind at all – which is a big compliment.

The beautifully trimmed cabin of the Targa 4S. (Photo credit - Porsche Newsroom)

What really matters the most though, being a 911, is the driving experience. Now, a quick disclaimer; I was lucky enough to drive the Targa 4S at Porsche’s Silverstone Experience Centre on an ex-Rally GB special stage from the Group A era, which was an awesome experience in itself. However, you’ll have to take my word for it, as there weren’t exactly many photo opportunities for the car I drove on the day, hence the use of Porsche’s press photos for the Targa 4S…sorry. Anyway, where were we? Ah, yes…on the undulating, technical and twisty road course, intended to simulate an exciting British B-road, the Targa 4S was a great companion.

Straight away, a few of my preconceptions about the car were dashed immediately; the first being just how amazing Porsche’s PDK gearbox is. Initially, I was hoping to drive a manual 992.1, as I think it’s the most desirable option for a 911 (even if the ratios are supposedly a bit too long in the 992.1), but the PDK ‘box is such a brilliant alternative – its ability to shift so, so quickly, both up and down the ‘box, and be intelligent enough to respond differently to different levels of throttle response, made driving the Targa 4S quickly completely effortless. In Sport Plus mode, activated through a twist of the drive mode toggle on the steering wheel, the gearbox waits for the revs to rise for longer before shifting even faster, accommodating the higher throttle response unlocked by the setting, as well as making downshifts more aggressive – even though the sound is slightly artificial, I guarantee it will put a smile on your face every single time. Technically, then, the PDK is perfect; I just think it lacks a tiny bit of the emotion and satisfaction afforded by a  manual ‘box. But, if you were to drive your 911 every day, which you probably would do with a Targa 4S, I can’t really fault the convenience that PDK can offer while still being capable of providing true driving thrill when it suits.

The Targa's retro-cool roll-over hoop, which was first seen on a 911 in the late 1960's when convertibles were under fire for being too unsafe in the US - the Targa was Porsche's solution. (Photo credit - Porsche Newsroom)

Similarly, I was surprised by how epic the brakes were. The car I drove was equipped with standard steel brakes, as opposed to the optional upgraded PCCBs (Porsche Carbon Ceramic Brakes), but don’t let Porsche’s marketing department deceive you into spending £9,000 on the ceramics – unless you plan on regular track days in your Targa 4S, and want to avoid brake fade, which you probably don’t, I can’t see any scenario in the real world where you would need PCCBs. The standard steels are astonishing, and capable of stopping the Targa 4S from 60-0 mph in 1.5 seconds, or half as long as it takes to do the opposite and accelerate from 0-60.

However, the most glaring detail about my test car was the fact it was the Targa, which, as a result of the glass canopy and complicated roof mechanism, is the heaviest variant of the 992.1 generation of Porsche 911. Coming in at 1675 kg, the Targa 4S is over 100 kg heavier than the coupe, which is a lot – having not driven the coupe, I can’t comment on whether you feel the difference, but I’d be surprised if you did – the Targa still felt nimble, light on its toes and cornered flat, giving very little away about its weight.

The rear glass portion that is unique to the Targa, that contributes to a 100kg weight gain over the Carrera 4S coupe. (Photo credit - Porsche Newsroom)

Therefore, my main takeaway from driving the Targa 4S was just how much confidence it inspired, whether it through the gearbox, the brakes, or elsewhere; the power delivery from the 3-litre, twin-turbocharged flat six was explosive but very progressive, suffering from minimal amounts of lag, and of course, there was also the very clever four-wheel-drive system working behind the scenes. Most of the time in the C4S, the torque split is 10% front, 90% rear, which allows for a sharp, responsive front-end turn-in with great feel, and also eliminates the common AWD tendency to understeer. But, the system works alongside the traction control to redistribute the torque split, right the way up to a 50/50 front to rear if necessary, if it detects any form of slip, keeping the Targa 4S out of trouble. This provides yet another layer of confidence to the driving experience, as the car quite literally has your back, and is already anticipating a problem – and  how to resolve it – before anything ever happens.

 All of this combines to create a very polished, capable and confident sports car that is so easy to drive quickly, and I thoroughly enjoyed driving it around Porsche’s tight, twisty Silverstone test track. The Targa 4S feels nimble (thanks in part to the optional rear-wheel steer that the car I drove was equipped with, as well as the clever AWD system), beautifully balanced and stable, despite the weight, and very, very fast. Sounded good, too, especially for a turbocharged car burdened with all of 2024’s various emission regulations.

But – and there is a but coming –  there are a few problems with the Targa 4S, really through no fault of its own. In the real world, I have no doubt that it would be a sensational daily driver; it’s practical (for a sports car, at least), quiet when you want it to be, very cool with its historic link back to early 911s through the Targa roof, and incredibly easy to drive. However, I haven’t had the opportunity to drive the Targa 4S on the road – I drove it on track, or at least a road course designed to simulate a fast B-road, and while it was a great driver’s car in its own right, it wasn’t the scenario for which the Targa was intended. Despite how well it was able to hide its weight, I suspect it would feel a touch lazy when driven in anger compared to more athletic 911s like the Carrera T, GTS and Turbo – but of course it will, as the Targa is more GT car than anything else; it was designed to enjoy roads on a sunny afternoon, not attack them on misty, early mornings at the weekend when the rest of the county is asleep.

The 992.1 Targa 4S, thanks to being wider than a 997 Turbo, has incredible presense on the road. (Phot credit - Porsche Newsroom)

Another thing was just how easy the Targa was to drive; the PDK shifted faster than I ever would be able to myself, and the AWD system was already anticipating a mistake before I had the time to make it. This might be exactly what you are looking for from your 911 driving experience, and if so, the Targa 4S, or in fact any of the other 992.1 variants that share the same drivetrain, would be faultless. I just wished a bit more of the traditional, challenging 911 driving experience was still detectable on track. As the legend that is Chris Harris once coined, ‘a great 911 reveals itself over time’ – and with the Targa, I just felt that it was a bit of a shame how quickly I was able to get comfortable with the car, and learn how to drive it quickly and confidently. I can forgive this though, as, at the end of the day though, the Targa isn’t a GT3; and on the day-to-day basis that it’s intended to be used within, such effortless usability will only be a good thing.

Where does that leave the 992.1 Targa 4S, then? Well, to answer the first question, I think the 992.1 still holds up remarkably well, to the point where Porsche could be at the risk of going backwards with the more digital, and to my eyes, uglier 992.2 – I’m going to miss this generation of the 911 when it soon goes away. But, about the Targa 4S – I think, overall, the world is a better place because it exists, and I’ve developed a bit of a soft spot for it. Some may argue it’s a weird half-way-house between coupe and cabriolet, but I think the Targa is infinitely cooler than a convertible and offers a nice link back to the 911’s heritage at the same time. It’s easy to use, could be driven every day of the year with ease, and can be a fast, engaging driver's car whenever you fancy. It just isn’t the most engaging 911 you can buy, and if you are looking for the challenging aspect of the 911 driving experience, you can do a lot better elsewhere – but that really isn’t the point of the Targa. If you instead want a slightly more relaxed 911 that will see the channel tunnel, hotels in the South of France and winding, country roads a lot more frequently than apexes and chicanes, then the Targa is perfect for you.

The Targa 4S drenched in sunshine - it's natural habitat. (Photo Credit - Porsche Newsroom)

Photo Credit: World premiere of the new Porsche 911 Targa - Porsche Newsroom