Bosch European Motors

I've watched the electro-hydraulic roof panel open and closeabout 73 times in the past hour, but its fascinatingly complicated operation still has me mesmerized. The 2014 Porsche 911 Targa is a near-perfect modern interpretation of the automaker's 1965 911 Targa, a semi-convertible bodystyle that represents nearly 13 percent of all 911 models sold since production started 50 years ago. After studying the Targa's elaborate roof operation at its launch at the Detroit Auto Show earlier this year, I was sufficiently intrigued. To that end, I traveled one-third of the way around the planet to southern Italy, hoping that the Mediterranean climate would reveal a bit more about the reintroduction of the automaker's iconic sports car. The last time Porsche offered a traditional Targa model with a removable opaque roof panel was in 1992, on its 964 platform. Subsequent 993, 996 and 997 Targa models were all fitted with a retractable glass roof that slid beneath the rear window as it opened the sky to its occupants, a clever arrangement that nevertheless caused some annoying rearview distortions. Even from a hundred yards, it doesn't take a trained eye to spot the new Targa.

Even from a hundred yards, it doesn't take a trained eye to spot the new model from the side. The two-door features a very thick and distinctive bright aluminum "wide bar" B-pillar. Those approaching from the rear will note the absence of a C-pillar, as the Targa utilizes an innovative one-piece wraparound backlight in its place. 1,330 less expensive than the Carrera 4 Cabriolet. Plus, the Targa shares some commonality with the Cabriolet, helping to keep pricing below its sibling. As my primary objective was to review the Targa roof, and not its outright acceleration potential, I was undeterred by the half-dozen Targa 4S PDK models parked at the rendezvous spot. Before playing with the intriguing ceiling, I took a quick look around. The view out the Targa's front windshield remains identical to that from the Coupe and Cabriolet, but a slight turn of the head to either side reveals the thick B-pillar that defines this model. While most won't find it interfering, my six-foot, two-inch height required me to slide the driver's seat nearly all the way to the rear on its tracks, which meant the pillars block quite a bit of my peripheral vision.

Thankfully, the two side mirrors and interior rearview mirror fill in the gaps. As the Targa "hoop" technically replaces the C-pillar on the Coupe and the pop-up roll bars on the Cabriolet as rollover protection, its construction is understandably robust. Buried within the panel is a steel roll bar that reaches all the way to the floorpan on each side. It's finished on the exterior with painted die-cast aluminum and on the interior in soft Alcantara. The three gills visible on the outside of the bar are not functional; they pay tribute to the original 1965 Targa. Porsche's engineers have split the roof into two movable components. The largest piece is the rear glass and its surrounding deck lid, which combines thin laminated safety glass molded in a compound curve with an apron of aluminum that's painted body color. The other part is the Targa panel, which is a two-section magnesium roof bow covered in a fabric hood that folds into a Z-shape when stowed.

In addition to the aforementioned components, there are two cable-actuated flaps, on each side of the rollover hoop that open to allow the arms of the roof to pass through. The full automatic Targa roof, powered by a single hydraulic pump (as on the Cabriolet), only operates when the vehicle is stationary. Not only must the Porsche be stopped, a finger needs to be held on the roof button for the duration of the opening or closing operation, which lasts just under 20 seconds. There is no limit to the number of times the electro-hydraulic system may run through its open/close sequence. It may be run continuously, back-to-back, as often as the owner wishes - this is helpful when showing off at a local Cars 'n Coffee show. The standard Targa 4 doesn't have the low-end punch of the S model, but spinning the engine around the tachometer still delivers brisk acceleration.

Porsche quotes a curb weight of 3,395 pounds, 242 pounds heavier than the Carrera 4 Coupe (but only 88 pounds heavier than the Carrera 4 Cabriolet), making this the heaviest of the three bodystyles. The standard Targa 4 doesn't have the low-end punch of the S model, but still delivers brisk acceleration. Few cars are as enjoyable to drive as today's Porsche 911, as the rear-engine sports car obeys steering, braking and acceleration commands almost telepathically. The engineers worked to keep the Targa's additional mass low in the chassis, with meticulous attention paid to selecting lightweight materials, so handling isn't compromised. Engineering a Targa roof for a late-model vehicle, with a low drag coefficient, is more difficult than it was in the 1960s when steeply angled windshields blew the air far over the cabin. Plus, the "jump" (the distance between the windshield surround and Targa hoop) is much greater, which contributes to the problem.