This time, I’d like to review the 992 Targa 4 GTS that I happened to test drive during my recent Kyushu tour.

992 Targa 4 GTS

The Porsche 992 Targa 4 GTS is a unique model within the GTS lineup.

The reason is that, unlike other GTS models, it does not come standard with the PASM sport suspension, but only the regular PASM suspension. This is related to the fact that the Targa model, having the heavy Targa roof, has a suspension setup exclusive to the Targa.

This Targa 4 GTS features an Agate Grey exterior and Bordeaux Red interior. It looks incredibly stylish, and especially the rear has the Exclusive Design taillights with clear lenses, which is fantastic. I think the 992 is a 911 that really suits clear taillights.

Since this test car is a GTS, the engine is even more powerful than the S. It produces 480 PS, with a maximum power rpm of 6,500 and a redline at 7,500 rpm. Maximum torque is 570 Nm, delivered between 2,300 and 5,000 rpm, which shares the same torque characteristics as the S.

The weight difference is notable: while the Carrera GTS weighs 1,530 kg, the Targa 4 GTS comes in at 1,700 kg—a 170 kg difference. How does this feel? I kept this in mind as I started the test drive.

Test Drive Impressions

Driving Performance and Feel

When starting the engine, the startup sound is not much different from the Targa 4 or Carrera. Shifting the PDK lever to D and driving in Normal mode, the feel is similar to the base Targa 4 or Carrera Cabriolet. There’s no significant difference in sensation here.

The suspension feels similar to the Carrera Cabriolet—moderately firm like a typical 992, with a slight crispness. It might be my imagination, but it felt a bit firmer than the Targa 4 I drove previously.

On the winding section of the Ibusuki Skyline, as I increased the pace and took corners, the front-end response felt a bit milder compared to other 911s. It’s not a car that darts aggressively into corners, but of course, it’s still fast.

Just before this, I had been driving my own Boxster GTS (981), so I honestly felt the weight of the Targa, especially its higher center of gravity. Compared to the Carrera Cabriolet, it’s a bit more subdued in agility. However, as I continued driving, that sensation gradually faded, which was interesting.

The hallmark of the Targa remains its exceptional stability, especially with minimal pitch motion. This is because the Targa is all-wheel drive, showing behavior similar to my Carrera 4 GTS. It grips the road firmly and carves through corners with minimal body movement, clearly different from a rear-engine, rear-wheel-drive car.

Switching to Sport mode and revving the engine, it feels quick enough at 4,000 rpm, easily handling the uphill curves of the Ibusuki Skyline. It accelerates smoothly in high gears, but if you want to enjoy revving the engine, you need to be intentional with your inputs.

High RPMs in Manual Mode

I switched to manual mode to test the high rev range.

When pushing the throttle in lower gears in manual mode, the GTS really shows its difference from the Carrera engine. The engine’s power delivery sharpens as the revs climb. The sound is also excellent. The owner mentioned it sounds like a GT3, and that’s exactly right—it offers a very race-inspired sound and revving feel. This is where the true essence of the GTS lies.

Braking Performance

One major difference I noticed driving the GTS was the brakes. Not only is the stopping power impressive, but the pedal feel is distinctly different.

The brakes feel very solid, almost like those on a GT3 or Porsche Ceramic Composite Brakes (PCCB). They’re highly controllable and inspire confidence when pressing. Looking at the brakes later, even though they’re not PCCB, they are huge—408 mm front and 380 mm rear. Both are larger than the 350 mm brakes on the Carrera S. These brakes aren’t even available as an option on the S, so this is a brake setup exclusive to the GTS.

Low-Speed Drivability

Finally, I tested drivability at low speeds. Around 2,000 rpm and 30–40 km/h, I lightly blipped the throttle to check engine response. It still falls a bit short of the base Carrera’s extremely minimal turbo lag and sharp response. The Carrera’s torque curve peaks between 1,950 and 5,000 rpm with a smaller turbo, so it moves forward more instantly at low speeds. This difference remains even in the GTS.

However, it seems improved compared to the S. Turbo lag feels less than the S, or more precisely, the torque delivery is smoother than the S. This was also mentioned by TAKURO, who also test drove the car, so it’s likely accurate.

Summary of the 992 Targa 4 GTS

The Targa 4 GTS, true to its Targa heritage, prioritizes stability and versatility. It’s a 911 that can confidently cruise at high speeds or elegantly enjoy city driving while showing off its design.

The engine, handling, and braking performance are all exquisitely balanced, and I feel Porsche has carefully tuned this model to emphasize its all-around character.

The test drive on the Ibusuki Skyline was the perfect stage to assess the Targa 4 GTS’s capabilities. Its stability, power, and the clear differentiation between grades reaffirm Porsche’s meticulous craftsmanship.

The Targa 4 GTS is even rarer than the GT models, making it very difficult to acquire. But for those attracted to this elegant and versatile 911, it’s definitely a must-have.