Unlike its coupe and convertible counterparts, the GTS in Targa form retains the more forgiving suspension setup of the lesser 911s.
www.caranddriver.com
"PUBLISHED: NOV 3, 2022
This may be news to our nation's political leaders, but "compromise" is not a dirty word. In fact, the notion of give-and-take can create something genuinely compelling. In the automotive arena, the 2022 Porsche 911 Targa 4 GTS stands as proof.
The 911's Targa body style already exemplifies compromise. Its top effectively combines the characteristics of the rear-engine sports car's coupe and convertible body styles while mastering the nature of neither. The Targa's retractable roof panel and giant glass rear window sacrifice some of the chassis rigidity and lighter curb weight of the Carrera coupe, as well as a measure of the immersive open-air experience that the Carrera convertible's folding top affords. On the upside, the Targa offers more wind-in-your-hair excitement than the coupe and superior closed-roof visibility to the convertible. The conjugated qualities of the 911 Targa may dissatisfy both the coupe and convertible orthodoxies but will appeal to many. In other words, the body style has the hallmarks of a good compromise.
Dynamic Compromises
The 911 Targa 4 GTS takes this notion even further. Whereas the Carrera GTS coupe and convertible have a 911 Turbo-derived suspension setup replete with rear helper springs, the Targa 4 GTS uses an arrangement from the lesser 911 Targa 4S. (This setup is also a no-cost option on Carrera GTS coupe and convertible models.) Along with an additional 0.4 inch of ride height compared to the coupe and convertible, the Targa 4 GTS comes with more lenient adaptive dampers and anti-roll bars. The result is a GTS-badged 911 with a firm but forgiving ride, something we cannot say about the overly stiff Carrera GTS.
HIGHS: Pleasantly compliant ride, still insanely quick, as enjoyable to drive as it is to look at.
Predictably, the softer suspension of the Targa 4 GTS takes a toll on lateral dynamics, with the additional weight of the Targa's power-folding roof panel and standard all-wheel-drive system exacerbating this. Body roll is ever so slightly more prevalent, and understeer rears its head just a wee bit earlier relative to the rear-drive Carrera GTS models we've tested. If the Carrera emphasizes the "S" in "GTS", then the Targa plays up the "GT" side of the equation.
A Choice of Transmissions
Although our Targa 4 GTS was equipped with the PDK automatic, a seven-speed manual is also available across the GTS line. This no-cost option likely would add a tenth or two to the mile-a-minute dash, but that's still plenty quick and a small price to pay to enjoy the thrill of rowing your own gears. Yet there's no shame in ditching the clutch pedal. Porsche's automated gearbox possesses the polish and agility of an Oxford-educated professional gymnast, operating with refinement worthy of a luxury vehicle, yet able to swap cogs with a speed no human can match. Paddle shifters allow the driver to take control of gear changes, with the transmission responding near-instantaneously to each satisfying pull of the steering-wheel-mounted triggers.
C/D TEST RESULTS
60 mph: 2.9 sec
100 mph: 7.1 sec
1/4-Mile: 11.1 sec @ 125 mph
130 mph: 12.2 sec
150 mph: 17.3 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.2 sec
Top Gear, 30–50 mph: 2.2 sec
Top Gear, 50–70 mph: 2.7 sec
Top Speed (mfr's claim): 190 mph
Braking, 70–0 mph: 142 ft
Braking, 100–0 mph: 285 ft
Roadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 19/17/22 mpg."
Etc. Continues in the link. Full metrics attached within.
