BEHIND THE WHEEL: Porsche 911 Targa 4 GTS
MONDAY AUGUST 11, 2025
The 992-incarnation 911 has grown in size and presence. It is no small car. In terms of length, it may not be obvious but in width, it is very noticeable. I can no longer reach the passenger door without stretching awkwardly across the cabin. The current Porsche 911 feels substantial and nearly filling the entire width of the road. You need only glance at the door mirrors or admire those pronounced rear haunches to understand what I mean. Billingham Weekender in the rear seats, a cabin size luggage in the frunk and off I went.
PRO
Incredible dynamics
Seamless gearbox
911 experience ampified
CON
Creaks, rattles and more creaks
SPECIFICATION
3-litre flat-six
480hp 570Nm
8-speed PDK
0-100 km/h: 3.5s
Top speed: 309 km/h
From A$ 377,700
The Targa first appeared in 1965, developed as a solution to concerns around convertible safety. Over time, the model seemed to lose its way, becoming more of a curiosity than a standout. However, when the Targa concept returned in proper form with the 991 generation, it felt like a true return to form. It was, in my eyes, a work of art. I promised myself I would own one someday.
This is the ideal compromise for those who are not quite comfortable with a full convertible but still want to experience open-air motoring. There is also something uniquely elegant about the design. Targa models, in their current form, are effortlessly beautiful. There is a visual poetry in that silver hoop, the curved glass, and the mechanical choreography of the roof. The GTS treatment has blacked many things out which is why a different choice of paint would be the way to go.
The GTS model now produces 480 horsepower. That is a serious number in any car, particularly one with only two doors. Personally, I prefer rear-wheel drive for its purity but on this particular day in Victoria, where the roads were damp and the temperature had dropped below ten degrees Celsius, I was grateful for the all-wheel drive system. The “4” in the name is not just a number. It is a promise of composure and security. That combined with rear-axle steering made me a driving god.
Once I found a quiet stretch of road, I removed the roof and activated launch control. The result was instant. The Targa surged from a standstill to 100 kilometres per hour in just over three seconds. The process involved no drama and no hesitation. Sport Plus mode, placed my left foot on the brake and my right on the accelerator. The car did the rest. As with most modern Porsches, the drivetrain felt unburdened and reliable. It could do this all day. The transmission, a dual clutch was so seamless that it felt like the car only had one gear. Only in stop-start traffic did I even notice the gearbox was working.
On tighter, twistier roads, I rotated the Porsche Drive Mode selector to Sport and let the engine sing. In this setting, the exhaust comes alive with the signature character of the flat-six. Throttle lift-offs are met with cracks and pops. It is immature and completely wonderful. I assumed the novelty would wear thin after a few hours. It did not. Not even close. Considering the car is fitted with a particulate filter to meet modern emissions standards, I do not know how Porsche managed to make it sound this good but they did. This is the most musical use of burning 98 RON I can imagine.
Earlier in the day, I had been cruising the freeway. Now I was tackling Eildon–Jamieson Road like a man possessed. You might assume that something this capable and accessible would become boring. The opposite is true. Just when you think you have discovered all it has to give, it offers more. The GTS does not just flatter the novice. It encourages learning. It sharpens skills. It engages. The feedback from the steering, brakes and chassis inspires confidence. The real joy is not in the straight-line performance but in throwing the car into a corner at 80 to 100 kilometres per hour and powering out with precision.
This 911 Targa 4 GTS eats up technical roads like a proper driver’s car. You will likely arrive long before Google Maps predicted. Despite a hard push through mountain passes, the brakes remained fade-free, the power delivery never dipped and at no point did the car suggest I should back off. There was never a fear of ending up stranded somewhere remote and out of reception range.
After 400 kilometres of spirited driving, I arrived in Bright with enough fuel to travel another 200. That is rare in performance cars. Typically, they beg for fuel stops along the way but the GTS proves efficient when it needs to be. The following day I did not refuel. I simply continued the journey toward Falls Creek. Tawonga Gap Road, though short, was an unforgettable experience. Roof down, sun above, wind on my face and the mechanical symphony playing behind me. It was one of those moments where I am reminded of the joys of being alive.
Porsche’s engineers have continued to amaze me since 2012. In 2025, they still manage to redefine what is possible. An open-roof sports car can handle like this is incredible. Even with the roof down, the structure felt solid. There was no flex in the chassis while carving spaghetti stripe roads. Only when I reminded myself that this does not have a roof did I feel the additional weight during extreme cornering. At nearly 1,700 kilograms, the GTS has no right to change direction this quickly, yet it does.
The steering is heavier than necessary at slower speeds. Fortunately, this disappears as you begin to drive with intent. That is forgivable. What is harder to ignore is the road noise. Tyre roar becomes deafening on many surfaces. If you decide to play music, your phone might warn you of potential hearing damage. This is with the excellent Michelin Pilot Sport 4S tyres. Fitting anything else would be a noisier mistake.
Build quality is also less than perfect. There were persistent rattles from the dashboard and the air conditioning vents in surround format. My particular car did not have electrically adjustable steering and every time I yanked the wheel, new creaks joined the chorus. The only real way to enjoy the car in silence was to remove the roof and drown it all out with the sounds of the engine and the wind. That should not be necessary in a car that commands this kind of money.
The list goes on. Paddle shifts are far from reach making it a stretch. They feel and sound good but need to extend or move close to the 3 and 9 o' clock of the steering wheel. Another aspect that can be done better is the stiffness of the suspension. Yes it is sprung this way to combat all that mass and handle this well in corners but it doesn't need to. Make the stiffer setting this harsh and the normal damping mode softer. Surely then every Targa 4 GTS owner will thank Porsche for making this car more accommodating to use.
The surround camera resolution could be higher to make parking easier, or perhaps the centre screen is making it look worse. It might be both. As for the $6,000 HD-Matrix LED main headlights, they look nice but Porsche has not done as good a job as Audi did in 2017. And where's my heads up display?
One more concern is the driving position. Historically, Porsche has been praised for the best seating position in the industry. This time, something feels slightly off. The steering wheel appears to sit too far to the right in the cabin. Either the right-hand-drive conversion has not been executed perfectly or the seat mounts are not ideally positioned. It is not a major fault but it is one that we car people will notice.
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This car has a front lifting system which is very useful to get into service stations and shops as I have no clue as to why the government makes kerbs so high and uneven. Downside? An additional 5 kilograms of weight and $5000. That apart, these highly adjustable seats are $6000. Pricey options to ponder upon while configuring your 911.
Despite these drawbacks, I found myself turning back for a second look every time I parked the car. It delivers happiness even at urban speeds. This is a machine that blends beauty, performance and usability. It sounds fantastic, looks understated and can return fuel consumption figures as low as 8 litres per 100 kilometres. If all the rattles were resolved, I would say buy this car. It does everything.
After 1,100 kilometres with the 2024 Porsche 911 Targa 4 GTS, I can confidently say the honeymoon is far from over. Through sun, rain and even a touch of frost, this car was an outstanding companion. There is no better machine to accompany you through sweeping landscapes, fast corners and changing weather. It is almost unbelievable that a car like this still exists in today’s regulatory environment. The fact that Porsche continues to produce such experiences in the face of tightening safety and emissions standards is cause for celebration. If I were to die tomorrow, I would do so knowing that I have truly lived.