We can all agree that the Porsche 911 is a sports car legend of the highest order. A car that defined its segment spawned many generations and won all relevant championships along the way. Not to mention the hearts of millions of fans all over the world. Such a powerful automotive symbol means that its sub-variants are also recognizable and cherished. Modern-day fans lust after GT2s and GT3s (amongst other versions), but today we will remember one of the rarest standard models that demand a premium over more mainstream cars – the 964 Targa.
Produced for just four years and in two distinctive versions, the 964 Targa remained as one of the enthusiast’s choices in the 964 range. With a combination of elegantly implemented Targa top and without compromising the recognizable overall design, the 964 Targa remained a very elegant proposal for 911 connoisseurs looking for an analog feel, characteristic and raspy flat-six engine note, as well as open-air driving feel. The 911 fans will mention that during the 964 generation, Porsche did offer a proper convertible version. Still, as always, convertibles are known for their lack of torsional rigidity, which ultimately affects the driving characteristics. The 911 convertible was present in Porsche’s lineup from the 1983 model year. However, people who want their steering sharp and are always looking for that perfect line through the apex choose the Targa since it provides all the advantages of a convertible but with the stiffness of the Carrera coupe.
The Porsche 911 964 generation was introduced in 1989 as a significantly improved model. The company stated that 85% of the car was all-new, with a design that was an evolution rather than a revolution of style. The first model was the Carrera 4, an all-wheel-drive version, which was interesting. The Carrera 2, a standard, rear-wheel-drive model, entered the lineup quickly after in 1990. Porsche immediately offered two body styles – coupe and convertible. The Targa was introduced in 1990 along with the Carrera 2 version. This model was especially interesting since it featured a removable center section of the roof (as its predecessors), a massive B pillar with the “Targa” script, and standard, panoramic, and heated rear glass. Interestingly, the 964 Targa is the last 911 that features a removable center section. All subsequent Targa models had automatically removable glass or roof section. Today, this is considered to be a cool, analog touch and requires an extra layer of owner engagement. The operating Targa top is relatively easy, and the driver first needs to release two leavers that are located in the glove box. This mechanism unlocks latches above the windshield, and then the driver can remove the whole section, making sure that the latches in the rear are freed, as well. The exact process should be repeated when putting the top back in place. Once removed, the central section of the roof can be stored in the front trunk of the 964, slotting in carefully designed space. Critics say that the 964 Targa without the roof section is as rigid as the convertible, but this isn’t true. However, with the roof up, it is as stiff as the standard coupe.
The 964 Targa was available with a 3.6-liter, flat-six engine, which delivered 250 hp and 310 Nm of torque. The engine was an evolution of the existing design with an aluminum block and heads, and fuel injection. The buyers had a choice of two transmissions – a 5-speed manual and a 4-speed Tiptronic automatic gearbox. The Tiptronic was a very advanced system and could be considered a predecessor of modern automatics, mainly Porsche’s PDK. It could perform as a standard automatic gearbox, but the driver could change their own gears using the + or – pattern. The Tiptronic proved popular on the markets typically more inclined towards the automatics, like America, although the additional weight of the system slightly robbed the 964 Targa of performance. Talking about the performance, the standard 964 Targa C2 could sprint to 60 mph in just 5.5 seconds and top 165 mph, making it a very competent performer compared to the likes of the Corvette C4, Nissan 300 ZX Turbo, and other sports cars in the segment. The Tiptronic-equipped models had slightly slower acceleration figures, and those 964 Targas were capable of seeing 60 mph in 6.2 seconds and had 159 mph top speed, still very respectable numbers. Even though the Porsche produced several performance versions of the 964 range, like Carrera RS or Turbo, the Targa body style was available only with the standard 3.6-liter, naturally-aspirated engine.
Although the all-wheel-drive is a common component on modern Porsche models today, in the late ‘80s, it was a very advanced technical novelty, and the 964 was the first 911 to have such an option. The AWD debuted on Carrera 4 model, and it could be had as a Targa. Combining the safety and stability of the capable all-wheel-drive system, good breaks with ABS, and a bit wider track than the standard, the 964 Targa Carrera 4 introduced new levels of grip and road holding to an already competent package. The base Carrera model in 1989 cost just over $30,000, while Targa added several thousand dollars to the price. The 964 Targa had the same price tag on most markets as the convertible. The self-rising rear spoiler was a standard feature, as well as ABS and the driver’s airbag.
The Porsche 911 964 was on the market for only a brief period of time, between 1989 and 1993. Before the model was replaced by a sleeker but mechanically similar 993 generation, this was quite a short life span. That is why the overall number of cars made is somewhat modes compared to other 911 models. In just over four years, Porsche produced over 60,000 examples of the 964 (all versions, engines, models, and body styles). However, during that time, Porsche released just over 4,800 Targas, making it by far the rarest body style in the 964 range. Most of the Targas made were Carrera 2 models, but just 1,800 cars had an optional Carrera 4 package. This makes the 964 Targa a highly sought-after version of one of the 911’s most iconic generations.
