Porsche 911 Targa tops hard‑tops

The Porsche 911 Targa usually gets filed under “pretty one.” That’s the version you buy with your eyes, not your stopwatch. But the interesting part of Evo’s new May 6 review is that it basically flips that script. The claim isn’t just that the latest Targa looks great — everyone knew that — but that the current car is good enough dynamically to embarrass a lot of fixed-roof sports cars. ### Why is that a big deal? Because the Targa has always carried baggage. It sits between the 911 coupe and the Cabriolet, and that clever roof mechanism adds weight, complexity, and a little bit of “lifestyle car” stigma. For years, the default enthusiast take was simple: if you care most about driving, buy the coupe. If you want open air, accept the compromise. Evo’s review says the latest Targa doesn’t fit that neat hierarchy anymore. (evo.co.uk) ### What actually changed on this generation? A lot of this comes down to the 992.2 update. Porsche has kept refining the 911’s base platform to the point where even the heavier, more complicated body styles inherit a huge amount of the coupe’s control and precision. The current Targa lineup also sits in stronger trims than before, and Porsche added the updated Targa 4S for the 2026 model year with 473 hp — 30 hp more than its predecessor — plus upgraded brakes and more standard equipment. (evo.co.uk) ### So is Evo saying it beats the 911 coupe? Not exactly. The sharper, lighter coupe still has the cleaner purist case. That part hasn’t changed. But the gap sounds smaller than the old stereotype suggests. What Car still says the coupe is dynamically better, mainly because it’s lighter and less top-heavy, but also says the difference is slight enough that you’d mostly notice it at the limit. Evo pushes the argument harder by saying the Targa is better to drive than most hard-top sports cars — which is a stronger claim than “pretty good for a convertible-adjacent 911.” (newsroom.porsche.com) ### Why does the Targa feel different at all? Because it is a different kind of 911. The Targa keeps the fixed rear glass and signature rollover bar, then removes only the roof panel. That gives it some coupe-like visibility and structure, but also a more dramatic sense of occasion than the Cabriolet. Basically, it’s less about stripped-back purity and more about combining speed, theater, and everyday usability in one object. That mix has always been the Targa’s pitch. (whatcar.com) The new twist is that the driving no longer sounds like the excuse you make for the design. ### Where does price fit into this? The catch is that none of this comes cheap. Evo lists the current Targa from £137,597, and broader 2026-market pricing puts the model well into six-figure territory depending on trim and market. That means the Targa is not winning on value. It’s winning on the idea that you no longer have to sacrifice much to get the roof, the silhouette, and the extra sense of event. ### Why are enthusiasts reacting so strongly? (whatcar.com) Because this hits a nerve in car culture. People love categories — coupe for drivers, convertible for cruisers, Targa for posers. A review that blurs those lines gets attention fast. And Porsche is one of the few brands that can make that argument stick, because the 911 platform is so mature that even the “less pure” variants often start from an absurdly high baseline. (evo.co.uk) ### Does this mean the Targa is the one to buy? If your goal is the most clinical 911, probably not. If your goal is the most complete-feeling 911 — fast, usable, special-looking, and now apparently far less compromised than people assume — the Targa suddenly has a very strong case. That’s the real story here. The Targa used to win the beauty contest and lose the enthusiast argument. On this generation, it may be doing both. (evo.co.uk)