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My neck hurts. My forehead is red. My hair is fussy, I am satisfied to accept all this, because I just jumped from a Porsche 911 Targa 4S 2021.
Perhaps Porsche is so smart in those days that in addition to making sports cars with eminent capabilities, the company also dominated the best climate control, as my 8 hours with this new variant of the 911 were complete with 80 degree sun and happiness. You’ll fall Targa. La the highest stiffness and W8’s small gains are doomed. Driving with the blue sky unobstructed and the squeak of the six-cylinder Porsche that resonates from the trees is a natural driving pleasure.
Those who expect Porsche to deliver the Targa edition of the redesigned 992 generation of the 911 will also not have to wait long to see their smiles, which came only a year after the new 911 came to market, much faster than with the previous 911 (a three-year wait). Although it accounts for only 15% of 911 sales, not counting Turbo or GT models, the unique frame flavor remains popular enough for Porsche to recover.
There is a lot of wear and tear of the last Targa, which represented a general replacement in the way Porsche approached the Targa model. Instead of the glorified sunroof it used to be (or the exclusive ceiling panel under which it had begun), the current Targa roof design is a complex device consisting of a more sensitive padding that rises and swallows through a reclining rear bezel. It’s a smart thing for photographs to exist, because they’re hard to describe.
A notable addition to the 992 Targa’s roof operation is its new cooperation with rear parking sensors. If you stumble upon something within 1. 6 feet of the bumper, cancel the operation and prevent the valve from colliding with anything less than 1. 6 feet from you. As before, the opening or ending takes 19 seconds and you’ll have to be absolutely standing for the duration.
The Targa’s raison d’ech has not changed. It’s an outdoor driving pleasure similar to cabriolet (the frame itself is the same as the Cabriolet to the window line), but adds a glass rear bezel and an old-fashioned style. Porsche, however, has certain limitations.
The main one is our biggest complaint with the Targa: it only comes with all-wheel drive. Porsche says Targa consumers have a tendency to prefer all-wheel drive, which has been the case since the glorified days of the sunroof. However, a sports car with a detachable roof still screams a summer car. Assuming the summer car doesn’t slide over the snow, there are few reasons for all-wheel drive. A 911 Rear-wheel drive race isn’t exactly a sinister beast moving. his tail.
Another compromise is its higher vacuum weight. The Four Targa weighs 198 pounds more than a Race Four (cut) and four and four pounds more than the Race Four Cabriolet. Blame the motorized roof formula for this weight gain. All parts related to the cell ceiling (fabric roof, glass panel, reinforcements and more) constitute 187 pounds of weight, which raises the center of gravity by 10 mm and causes a slight change in the weight distribution backwards. Porsche lightened the magnesium reinforcements of the ceiling for the hood and the laminated glass “optimised the weight” for the rear bezel. it’s not as inflexible as the coupe, but at least it’s stiffer than the Cabriolet.
Both versions of Targa are supplied with the same engines as their counterparts. The Targa four has a six-cylinder, 3. 0-liter double-flat turbocharger with 379 horsepower and 331 pound-feet of torque. Ft of torque thanks to its advanced six-cylinder engine with 3. 0 liters and 3. 0 liters with double turbocharger. Porsche’s conservative estimates of 0-60 have increased by a few tenths due to the extra weight. A fundamental Targa four without the release of the Sport Chrono package is ranked to succeed on target in 4. 2 seconds, while a fourS base makes the act at 3. 6. The launch subtracts two tenths of those twice.
Porsche says the Targa is the same as the Cabriolet from a hardware point of view, however, surprise dampers and the dynamic formula of the Porsche chassis are set using Targa-specific software.
After spending an afternoon walking through the Michigan countryside in a Racing Yellow Targa 4S with a black Targa bar, my wallet was full of exclamations about the mobility quality of this car to drive fast. Porsche’s chassis engineers were, in fact, mere wizards of their powers to make fast cars.
It’s also more satisfying than the popular coupe in many ways. The loss of the roof allows an inherently greater sense of intimacy between the driving force and the outside environment. The feeling of speed of the 911 is enhanced through the wind passing through the cabin and the higher exhaust volume. Yes, the engine is less difficult to hear than it is in the coupe, and the creak and creak of the game’s exhaust is also more apparent. Even though the coupe is technically faster, the 911 doesn’t feel slower when the roof is open.
A lot of things are the same as the coupe. The 911’s brilliant driving and handling balance is provided and fully accounted for. It adheres resolutely to smooth and glassy asphalt, but is tolerant and flexible on wavy pavements. Other sports cars simply do not offer the duality of magnitude that the 911 The best fit of the pedals and the master guide are excellent. Getting into the rhythm and connecting with the 911 on a winding road couldn’t be easier. It’s just unperturbable.
Now, the Targa would be compromised compared to the coupe on a race track, however, no one will safely place those limitations on public roads. I also believe that the Treated Targa affects larger and especially horrible sidewalks than coupe.
The release of a Targa 4S is the same as in any other 911. The eight-speed dual-clutch transmission (the seven-speed manual is on the 4S) lowers the release hammer from 5000 rpm. the chest with a dumbbell as he releases the brakes, while the car tears the road as if Satan himself were chasing him.
Putting the roof in place seemed wrong, but we had to see what it looked like. Turns out it might be better. On bad roads, the Targa makes a good percentage of squeaks. No one expects a Bentley, however, the roof has made enough noise to be annoying. Michigan’s terrible roads don’t help moans and crevices, but the elegant pavement calms things down. the sides get hit due to the thick Targa bar only the driver’s head, however, it is a small compromise. Porsche’s giant wraparound rear bezel almost makes up for it.
The noise you hear from the engine with the load is also strangely different for the Targa model. With fewer things between the driving force and the engine, a zinguous metallic sound comes into play in the higher rev ranges. It’s sharp, and if you hear it. Quite a lot, it’s a little squeaky in the brain. Porsche knew it as the belt drive. Interestingly, the sound disappears when the most sensitive one is lowered. The sound of the wind was neither intrusive nor annoying with the recharge.
Friction will slide over you when the roof retracts, however, it may have been avoided at all legal speeds by opening the windows or deploying the integrated wind deflector as a component of the hood panel. Back to the fully convertible convertible to see how the two compare, however, other publishers have reported that it was incredibly serene and quiet when their retractable wind deflector unfolded behind the back seat. However, for 911 homeless models, driving them with the most sensible removed is the most productive way to serve them. The selection between the two only depends on the number of more sensible ones you need to eliminate and whether you appreciate the uniqueness provided through the Targa. Don’t plan to lower the roof too much, just get hold of the Coupe Race. It is more economical, gives a more subtle delight to the cabin and has a merit in terms of weight and stiffness.
Price is another hurdle you’ll have to overcome: a Four Targa starts at $120,650, with the fourS at $136550. Race four and Race fourS charge $12,800 less than their counterparts; a Targa four and a Cabriolet four have exactly the same prices; all the functionality features you may need are also available for the Targa. Important functionality elements like $8,970 carbon-ceramic brakes and $2,090 rear axle guide are not required to make it great, but they need the Sport Chrono organization at $2790 and the game’s escape formula at $2950. Targa bar. The black bar blends with the maximum sensitive black and cuts the maximum vital design element.
We may start comparing and comparing the 911 with convertible sports cars, but when you’re in that value range, the topics of excitement are much more than anything you can put on a spreadsheet. And in the case of the 911 Targa 2021, we left the seat of the driving force in the frame just because Porsche was coming back to take the car. A heavier vacuum weight and a complex roof did not ruin the 911. A experience unless lap times and numbers from 0 to 100 km/h are your priority, Targa’s Benefits are the value of the extra piece. It looks more exotic than the Cabriolet, goes like hell and is habitable enough for everyday use. Again, the 911 Targa is an open master class.
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