GTS stands for grand touring sport, which means making a sexy and fast car sexier and faster. The extra power is especially appealing in the Targa, since the mechanics that open and close the roof make it a bit pudgy. The curb weight of the Targa GTS is roughly 3,500 pounds, about 400 more than than a 911 Carrera GTS. But it’s got a 3.8-liter boxer six instead of the 3.4, which is good for 430 horsepower if you’re willing to rev it to 7,500 RPM—which you should be, because few things sound so glorious as a flat six at full song.
You’ll really want the seven-speed manual transmission, which comes standard as God and Ferdinand Porsche intended. But if you can’t handle three pedals, get the PDK (Porsche Doppelkupplung) double-clutch gearbox that changes gears in milliseconds. Letting the computer do the shifting for you shaves your zero to sixty time another three-tenths to a mere 4.1 seconds. You won’t be able to go quite that fast with the top down, but it’ll feel a heck of a lot faster when you can hear the air molecules bum rushing each other to get out of your way.
The rear engine layout leaves just 4.4 cubic feet of trunk space at the front of the car. That’s just enough room for an overnight bag and a few essentials, which sorta belies the “grand touring” part of the equation. But with a car like this, who cares? It’s all about having fun. Porsche hasn’t released MPG numbers for the car, but the regular Targa 4 gets just 18 mpg in the city and 26 on the highway. If you’re driving this car the way you should, you’ll be well south of those numbers.
The GTS package also tacks on 20-inch center wheel locks, a sportier front end design, piles of black Alcantara, and GTS logos (of course) on the doors, rear, and Targa bar. All of this boosts the Targa 4’s base price from $101,600 to $132,800, though Porsche promises an “extensive package of standard features.” The car hits American dealers in late April, so start saving up.