I’m guessing you’re like me in at least one respect – you have a different relationship with different marques of car, and trucks, buses and bikes, aircraft as well too. My personal (and this all purely personal, not scientific or for anyone else) relationships and therefore preferences reflect my European and Curbivore tastes and include, in no specific order, Alfa Romeo rather than BMW, Jaguar rather than Lexus, Land Rover rather than Land Cruiser, French cars rather than cars with contrived French names (Lincoln Versailles, Holden Calais?), classic Bentley rather than contemporary Bentley, Lancia rather than Audi, SAAB rather than Volvo, a front engined Porsche rather than a rear engined Porsche.
Of course, not all these pairings are direct comparisons, and having a down on the 911 can be a pretty harsh reaction. After all, a modern 911 is one of the most accomplished engineering products you can buy.
But is it also a triumph of engineering development over physics? So, this 1978 911SC Targa got me thinking, wondering. But can it get me saving?
The 911SC (officially Super Carrera) was the last major evolution of the original series 911, which ran from 1964 to 1989, although in 1984 the models were again substantially revised.
Early Targas had a flexible and folding rear window but to me the glass bubble back is visually distinctive and removable roof panel enough.
Some reports identify the 911SC as being intended to be Porsche’s final salute for the 911, as the front engine 924 and 928 ranges became available, and the 944 was being readied in the wings. Alternatively, it could be seen as piece of tidying up by Porsche, moving all contemporary 911s to a 3.0 litre format using the then new type 930 engine, with 180 bhp in 1978 which rose to 204bhp by 1980.
Either way, when presented as a Targa, and especially with the 1978 only brushed steel rather than black targa hoop, the result is a striking looking car, unmistakably a 911. This car has an optional whale tail spoiler and, I suspect, a later interior trim added in. Still, on looks and visual appeal, there’s little to criticise.
The engine in the 911SC was the Type 930, and is seen as evidence that Porsche intended this car to appeal to a wider market, being more focussed on dependability, flexibility and torque. And it had the 911’s first brake servo. Sportomatic, Porsche’s semi-automatic 4 speed gearbox, was an option though this is not considered an asset now, at least by enthusiasts.
The Targa lid itself was a bit of a mixed blessing – almost as good as the Coupe when it was on, even better when it was off.
Ideally, you had to have somewhere to put it though, but it would fit in the front boot (frunk?).
The driving position and ergonomics showed the age of this 911 as much as anything else – the pedals were pushed across to the centre of the car by the wheel arch, the gear lever and driver’s left leg (in RHD) were in almost contact when cruising, and the gear change was not great either. The heater controls were grouped in about three places, there were two switches controlling the electric mirrors – one on the driver’s door and one hidden under the instruments…, the front brakes could lock easily in the wet, the rear was still lively in the wet as well.
Performance was 140mph, 0-60 in under 7 seconds, figures you can now get from a Mazda MX-5 or Fiord Fiesta ST.
I’ve long said that when I get a 911, it will be a Targa, not a Turbo. Hearing the boxer 6 from the rear has got to be worth it, and all the Cabriolet versions seem to have a big rear end thing going on. The latest Targas hide their roof panel under the rear window, and still have the delectable rear window shape and roll hoop. Visually, the best 911s, surely?
For a Monday to Friday supercar, the 911 is probably the best option. Maybe, just maybe, it cannot quite do it for the weekend only supercar in the way that, say, a Ferrari or McLaren can, but if you have to choose one to use everyday the Porsche would take a lot of beating. Spec it carefully, and you’ll have a very loyal servant and friend.
However, and I will probably have to break this to myself gently one day, I am very unlikely ever to be in the position of specifying a Porsche 911 of my own.
So, perhaps, the 911SC Targa is the way to go. And I could easily use it to go to the supermarket – after all, the boot is much bigger than the Ferrari 308GTS, which is still my favourite Ferrari, even now.
I’d save that for the next weekend.
Roger – I like the looks of these too but I have wondered if the rear glass creates a wind situation that causes buffeting in the cabin? Modern Mercedes roadsters have had a “wind blocker” to address any discomfort for the passengers. Are there wind issues, or, more specifically, irritating buffeting with this Porsche body style with the roof panel removed?
I’ve got my preferences too: ’60s to ’90s Mercedes over modern ones; Ford over Chevrolet; BMW motorcycles over Harley; Toyota over anything else new.
I was curious after reading your question, so off to Google I went. Several comments indicate the taller you are the more pronounced it is (in relation to the seat and how close your ear is to the targa bar). It’s nearly uniform opinion, however, that the targa is MUCH louder with the top on at legal speeds, and has worse turbulence when the windows are
down. That was unexpected.
What color is this Porsche? Any ideas about what tire and wheel sizes those are?
Thanks.
Joey21,
I was lucky to grow up in the 70s with a number of 911s in my family circle. This colour looks to be Gemini blue. The wheels on this example are the standard “cookie cutters” which are 15×6 front, 15×7 rear. Sixteen inch wheels were optional.
I like everything on this example except the non-original whale tail.
If it’s factory paint on a ‘78 it’s Caribe Blue Metallic, extra cost.
Thanks to both of you. I had a Gemini Blue Beetle. Looks very similar. Caribe Blue isn’t very far off either.
Wheels are most likely 15″, I don’t believe they went to 16’s until the ’80’s and the return of the Fuchs although it looks to me like the rear tires are a bit oversize on this one. I’m one of the few that admits to liking the “cookie-cutter” wheel style. And even enjoy the “telephone dial” style that followed this one.
The Targa tends to be one of the more affordable options when pre-owned, along with the convertible, although both cost more than the coupe when new.
It’s quite nice, although when the SC bumpers and such come into play I tend to prefer the later all black trim on these. The chrome trim needs to be with chrome bumpers etc. The engine is plenty hear-able even in a coupe with everything closed (or open). 🙂
The orange Miata RF in the background presents an interesting juxtaposition to this car though!
I love the wheels too and own a set. Mine are 15″ x 7″ from a 944.
Cookie Cutters I mean.
From my recollection the ATS Pressure Cast (cookie cutters) were not available in 16 inch. The FUCHS would be 16 inch.
perhaps ferry porsche was diminutive and not subject to the buffetting issue. the adcopy in the “no convertible should be without it” tells that the targa top for that year model does fit inside the trunk. and that with the top stowed, conversations can be held in normal tones while at speed.
The title to this posting offers up an interesting question (at least to me) that was somewhat addressed by the article, but perhaps not directly so. And that is, how long does one hold out for exactly what one is looking for, and how does one determine what it is that one specifically wants in the first place?
In my youth, the car magazines were wish books of sorts, and the spec pages contained endless information on the minutae of the various choices of car. Now, in my dotage, the Internet and places like this serve that purpose.
What I have learned, over time, is that if I don’t have any first hand experience with a car and I want one, then to just jump in. But if I am familiar with the make and model, and know a bit about the quirks, joys, and sorrows of the various iterations of the car, first hand, then I realize that I have become extremely picky about what I want.
As the Porsche 911 family offers an endless variety of choices, with quite distinct looks and vehicle dynamics, it is an interesting car to frame this question around. Does one pick up what is available, or does one carefully and deliberately seek out a specific year, model, and features? Given that the preferences are often highly subjective with a 911, how does one make a choice from the outside, without having intimate knowledge of the cars?
If the aim is to drive it and live with it and enjoy it, then the (excellent) advice has always been to just get the newest and best condition one can afford and worry less about the particular generation, format, etc.
If the aim is to have the automotive equivalent of arm candy, then you have to dive into the history and decide which particular one would look best in the garage or on the lawn on Sunday afternoon and be able to defend that decision against equally valid opinions otherwise.
The average member of the general public (i.e. non-automotive folk) can’t readily tell the difference between a 1965 and a 2005. People who follow cars can generally tell the major generations apart within about a decade or so. Porsche “fans” will fall into two camps, those that insist any real Porsche doesn’t have a radiator and the other camp consists of those that have figured out that the watercooled ones do pretty much everything better and generally need less expensive maintenance than the older ones. 🙂
if I don’t have any first hand experience with a car and I want one, then to just jump in
Frank, what was the song title? I think you said it’s “Fools Rush In”. If time (research) is money, this is a prime example of the opposite.
Dutch – easy answer, if you find a car you like then buy it.
Most collector car buyers tend to fall into one of two categories: “unicorn” seekers who will spend years if necessary finding EXACTLY what they want; and “condition” buyers who are more interested in the overall condition of the car, but are more flexible on specifics like color, model year or options.
911 owners tend to be quite persnickety. Most are very specific about what they want in terms of generation, body style, model, color combo, and perhaps certain specific options. Between the different generations, options, body styles, colors, etc, it certainly can be a bewildering process to sort it all out. But it’s not that difficult to do and “the hunt” for the right car and the research around it can be a lot of fun. For some, it’s most of the fun.
Not to sound trite, but all the information you may seek is but a Google search away. Multiple sources, sites, Youtube channels, etc cover every detail you’d care to learn about classic 911s, and then some. If you’re seriously interested in acquiring one, I’d start with the Porsche Club of America (PCA) and your local area PCA affiliate club. The expertise you’ll find there can be invaluable to helping you gain knowledge and sort out “what’s real and what’s Memorex.”
It’s been said before, but I’ll say it again here…there is nothing like an air-cooled 911. I’ve had five of them (currently have two, a ’70 and a ’95). IMO, looked at in total, they are the world’s greatest sports car of all time. Every serious car nut should experience one at least once in their lifetime.
Finally, as with any classic car, once you’ve zeroed in on what you want, look for the very best one you can find for the price you can afford. Happy hunting!
Cool car! What a great vehicle for attracting ladies! I am long beyond that stage. Somehow I managed in my halcyon days to meet the ladies in my International Travelalls!
From the wording in the title, I thought you’d found a Porsche that you used to own. I think my Porsche would be a 912, preferably an E 2.0 with the L-Jetronic fuel injection.