Instrumented Test
arrow
Porsche’;s newest Targa demands little in the way of compromise.
It was never Porsche’s initial selection to construct the original 911 Targa. Porsche planned to create an open-air 911, but back in the 1960s, the future of the convertible was below threat by impending U.S. regulations, so the business came out with the Targa, an virtually-convertible with a permanent roll bar.
With no droptop to compete with in the 911 lineup, the Targa gained a following regardless of its slightly awkward appears. A glass rear window soon replaced the original, zip-out plastic version. The stainless-steel roll hoop was sooner or later painted black. Even after Porsche released a true convertible 911 in 1983, Targa sales continued.
It wasn’t till September of 1993 that Porsche stopped developing the basket-handle Targa with the lift-off prime. The name continued, but subsequent versions had what was basically a giant glass sunroof. These glass-topped Targas are now gone—and the new Targa appears a lot like the old Targa.
 |
Retro Appears, Contemporary Mechanicals
Primarily based on the latest 911, recognized amongst Porsche-philes as the 991, the new Targa is a clear homage to the original design and style, with a brushed-aluminum roll bar and that distinctive, curved-glass rear window. The roof’s operation, nevertheless, is completely modern. With the push of a button, the rear glass lifts and glides backward along with what appears to be the whole rear finish of the vehicle. The trim at the leading of the bar opens, the black-fabric-covered roof panel moves up and then back, nestling behind the rear seats, and the rear window whirs back into location. This automated metamorphosis takes 19 seconds. In the original Targa, this process required tools to release the best, obtaining out of the car, lifting the vinyl-covered best off the auto, and then awkwardly folding the accordion-like roof to get it to match in the front trunk. With a bit of practice, you might get it accomplished in significantly less than 2 minutes. For very first-timers, it was closer to 5.
The new Targa comes normal with 4-wheel drive and can be had with either a 3.4-liter flat-6 with 350 horsepower or the 4S’s 3.8-liter flat-6 with 400 ponies. There’s no 2-wheel-drive Targa, which makes us believe that the Targa is the “convertible” for folks whose pants are stained with salt for 5 months of the year.
Testing the Targa
Despite the fact that removing the best might not take as long as ahead of, in 4S guise, the Targa proved to be a bit slower than the Carrera 4S. Our Targa 4S, which was equipped with the 6-speed dual-clutch automatic, hit 60 mph in 4.2 seconds and 25 mph in 9.7 The quarter-mile comes up in 12.6 seconds at 113 mph. As noted, these numbers are a couple of ticks behind those of a PDK-equipped Carrera 4S we previously tested. We’d surmise that the difference is largely due to the further 144 pounds the Targa carries. The rear glass and its integral lid weighs 55 pounds, and Targas also start life with the additional bracing identified in the convertible 911. At 3630 pounds, the Targa 4S is the heaviest 991 we’ve tested it’s even 42 pounds heavier than the Turbo S. On the plus side, we didn’t notice any structural quivers.
 |
In spite of carrying the equivalent of an additional passenger, the Targa 4S nevertheless grips to the tune of .99 g and stops from 70 mph in a extremely sturdy 148 feet. When pressed, it’s extremely steady and secure. There’s virtually no physique roll, and Porsche’s optional Dynamic Chassis Control ($ 3160) keeps the eventual loss of grip neutral and secure. It is tough to think that 61 % of the mass presses on the rear wheels. Now, a fast whine about the continued development of the 911 species: Some of the toylike character and liveliness we’ve come to enjoy in 911s is gone in the newest version. That said, the 991 nonetheless feels smaller sized than its rivals such as the Nissan GT-R and the Chevrolet Corvette.
With the top in location, the Targa acts much like the coupe. There’s no extra wind noise and the sound-level meter registers 71 decibels at 70 mph—actually quieter than the aforementioned 4S coupe. In our earlier first drive of the Targa, we noticed some squeaks exactly where the roof seals meet the windshield frame. Porsche must have addressed the difficulty, as our test car didn’t utter a peep. Opening the best brings in the wind and noise, but at decrease speeds the raspy sound of the flat-6 playing via the $ 2950 Sport exhaust is all you will remember.
That louder exhaust was but one particular of the several choices on our test automobile. Costs start at $ 117,195, but our car came equipped with $ 29,815 in extras. How is that attainable? The biggies are the 2-tone leather interior that adds $ 4120, the dual-clutch automatic charges $ 4080, LED headlights are $ 3110, the Premium Package Plus commands $ 2330, 14-way Sport seats with memory are $ 2120, and the Sport Chrono Package boosts the value by $ 2370. If these numbers sound ridiculous, bear in mind that, like the appear of the new Targa, the high value of the 911 is also a tradition at Porsche.
View Photo Gallery
Other Stories You May possibly Like
2014 Porsche 911 Targa 4S Test: Laughing in the Face of Compromise
Hiç yorum yok:
Yorum Gönder