Porsche 911 Targa 4S

Lately, I’ve had the chance to test drive the early 991 models quite often. Everyone truly falls in love with this naturally aspirated engine, unanimously praising its thrilling sound and feel.

This time, I drove the early 991 Targa 4S. When it comes to the Targa, its production numbers are even lower than the GT3 variants, making it the rarest 911 grade. On top of that, this particular car is Racing Yellow—a super rare gem among rare cars.

Previously, when the owner asked me, “What do you think about a yellow Targa?” I gave a rather hesitant answer: “Hmm, a yellow Targa? Well, I guess it depends on personal taste…”

At the time, I only pictured the Targa in more subdued colors and thought yellow might be too flashy.

However, seeing the actual car completely changed my mind. In fact, it looks incredibly cool—almost too cool. The silver Targa bar contrasts beautifully with the yellow body, and the vibrant yellow perfectly complements the 911’s body lines, making it a truly eye-catching car.

Besides the color, this car boasts some very attractive options: Sport Chrono, seat ventilation, and PDCC. The only thing missing is the sport exhaust, but I imagine the previous owner prioritized comfort when ordering this car.

The setup clearly reflects the owner’s intentions and concept, which I really appreciate.

Targa’s Feel and PDCC

The engine is a 3.8L naturally aspirated flat-six producing 400 horsepower. Being a Targa, the car weighs over 1600 kg, which is more than 100 kg heavier than my Carrera 4 GTS at 1500 kg. To compensate, the Targa features specially tuned suspension components with different part numbers than the standard Carrera.

The initial driving feel is very mild. Compared to the Carrera 4 GTS’s firm grip on the road, the Targa feels like it’s gently holding the surface with soft paws—very smooth and pleasant.

Even when driving at normal speeds and cornering, the extra weight is hardly noticeable. Just like the 992 Targa, it doesn’t feel harder to turn, nor does it exhibit understeer or oversteer—its behavior is just like a regular 911.

Especially with PDCC equipped, the roll control is exquisite, allowing the car to corner almost flat. This makes the Targa top’s extra weight feel even less significant.

With PDCC, the car moves as if a skilled driver is taking the perfect racing line with an out-in-out technique, minimizing body sway for the occupants. So even if you’re a less confident driver or often have passengers in the front seat, this option is highly recommended as it keeps body movement to a minimum despite rough steering or imperfect lines.

Do You Feel the Weight?

Regarding rigidity, the early 991 Targa feels a bit more solid than the Cabriolet. It’s somewhere between the coupe and cabriolet in stiffness. But this is only noticeable when compared directly; most people wouldn’t notice it when driving alone.

When revving the engine a bit, the relatively quiet normal exhaust starts to sing beautifully around 3000–4000 rpm. It’s definitely a pleasant sound—clear and loud, yet gentle and pure.

This is a sound you won’t hear from today’s turbo engines or GPF-equipped cars. While sport exhausts are louder and have appealing burbling, this normal exhaust still sounds very satisfying.

This impression is the same as what I felt when driving the early 991 Carrera base model before.

When accelerating harder, I finally felt a bit of the ‘weight.’ Indeed, the acceleration is somewhat milder than my Carrera 4 GTS or the Carrera S Cabriolet. Even accounting for the 30 hp difference between the GTS and S, the difference remains. This is probably just due to the difference in vehicle weight.

However, this weight difference is only noticeable at this moment; in other situations, it’s barely perceptible.

In fact, the extra weight contributes to a plush, substantial ride quality. This ‘substantial’ feeling isn’t the solid, road-gripping sensation of the early 991 Carrera 4 GTS or the 992, but more like wearing well-cushioned sneakers firmly planted on the ground—a different kind of solidity.

Targa Is a Four-Wheel Drive for a Reason

Also, all Targa models are four-wheel drive, and this system further enhances the Targa’s driving performance.

In other words, the Targa’s excellent driving dynamics depend on its four-wheel drive. The gearbox and differential unit at the front help balance the front-to-rear weight distribution, offsetting the heavy rear Targa roof system. While driving, torque is sent to the front wheels, reducing pitch and counteracting the handling drawbacks of the rear-heavy layout.

Riding this Targa, I felt I finally understood why Targa models are only available with four-wheel drive.

This is a comfortable and fast 911. As a 911, it can handle any use case more than adequately, but if I had to pick the ideal scenario, it would be perfect for date drives, cruising, and city use.

Lower the Targa top, pull up to a hotel entrance, and casually hand over the keys for valet parking. This urban-friendly 911 suits that kind of scene best. That’s the 911 Targa.