1973 Porsche 911 Targa: History, Specs, Ownership Guide

The 1973 Porsche 911 Targa stands as a pivotal chapter in automotive history, merging the thrill of open-top motoring with the precision engineering synonymous with Porsche. Introduced as a response to potential convertible bans, this model featured a unique roll-bar design and removable roof panel, offering coupe-like rigidity while allowing drivers to enjoy the breeze. With its rear-engine layout and flat-six powerplant, it delivered exhilarating performance that captivated enthusiasts worldwide.

Evolution of the Targa Concept

Porsche unveiled the Targa body style in 1967 to circumvent fears of a U.S. convertible ban that never fully materialized. By 1973, it had evolved into a bestseller, sometimes comprising over half of 911 sales in America. The design retained structural integrity through a sturdy roll hoop, distinguishing it from traditional drop-tops and providing superior safety and weather protection.

The 1973 model year marked refinements to the platform, including a longer wheelbase for better stability and the introduction of the 2.4-liter engine across variants like the T, E, and S. This displacement increase from prior 2.2-liter units boosted power while maintaining the car’s signature handling balance.

Powertrain and Mechanical Excellence

At the heart of the 1973 911 Targa lies the air-cooled flat-six engine, a marvel of engineering with dry-sump lubrication and chain-driven SOHC valvetrain. Depending on the trim:

• 911 T: Approximately 130-150 hp from Bosch K-Jetronic fuel injection, tuned for everyday usability.
• 911 E: Around 165 hp, balancing performance and refinement.
• 911 S: Peak output of 190 hp at 6,500 rpm, with 159 lb-ft of torque at 5,200 rpm.

Paired with a robust 915 transaxle—available in 4- or 5-speed manual—these cars shifted smoothly under higher torque loads compared to earlier units. Vented disc brakes with vacuum assist ensured confident stopping power, while rack-and-pinion steering provided razor-sharp response.

These figures positioned the Targa competitively against contemporaries, accelerating to 60 mph in under 8 seconds and quarter-miles in the low 15s—remarkable amid 1970s emissions regulations sapping power from rivals.

Design and Chassis Dynamics

Visually, the 1973 Targa featured a subtle front chin spoiler on S models, wider Fuchs wheels, and compact dimensions: 164 inches long, 63 inches wide, and just 52 inches tall. The rear-engine, rear-wheel-drive setup demanded respect, with a long 89.4-inch wheelbase mitigating lift-off oversteer tendencies through careful throttle modulation.

Owners praise its solidity; doors shut with a satisfying thud, and the chassis feels planted despite the open roof. Minor highway wind noise with the top up is noted, but aftermarket shifters like Wevo enhance precision without altering character. Contemporary tests highlighted improved drivability over earlier 911s, blending speed with usability.

Driving Impressions and Real-World Performance

Firing up a 1973 911 Targa reveals a smooth cold-start idle, the flat-six humming with mechanical sympathy. Acceleration builds progressively, rewarding heel-toe downshifts in the slick 5-speed. Road tests from the era clocked T coupes at 0-60 in 6.9 seconds, quarter-mile in 15.1 at 91.7 mph, and top speeds near 122 mph—faster than many muscle cars despite smaller displacement.

Right-hand-drive UK examples are rare gems, with gold-painted E variants among only 11 survivors, showcasing pristine interiors and addictive exhaust notes. Video reviews capture the visceral joy: precise steering, communicative feedback, and that rear weight bias turning corners into dances.

Challenges include vigilance against snap oversteer, though the Targa’s higher roll hoop adds slight stiffness. Modern owners mitigate this with suspension tweaks, preserving the analog thrill.

Ownership Costs and Reliability

Reliability shines through anecdotes: one North American Targa owner called it “the best road-going sports car ever built,” citing only minor issues like an airbox failure and clock repairs over decades. Common upkeep involves valve adjustments, oil changes for the dry-sump system, and Targa top maintenance—seals degrade, but replacements abound.

Values vary wildly by condition. Low-mileage, original U.S. T models fetch $130k-$160k at auction; matching-numbers S Tarags have sold for $176k. Yard finds might start at $20k, but restoration escalates costs. Fuel economy hovers at 18-22 mpg, reasonable for performance.

Market Trends and Collectibility

The 1973 Targa represents the last of the ‘early’ 911s before the 2.7-liter era, blending purity with refinements like the 915 gearbox. U.S.-spec cars, about 1,300 Targas built, command premiums for rarity and options like A/C, stereos, and Comfort packages—new price around $11,000.

Today, pristine examples appreciate steadily, appealing to purists valuing air-cooling and Targa uniqueness. Compared to coupes, Tarags offer better value for open-air Porsche ownership, though top-end restorations approach six figures.

Comparisons with Contemporaries

The 911 Targa outshone in handling and build quality, justifying its premium.

Restoration and Modern Modifications

Restorers prioritize matching numbers, original paint, and rust-free bodies—check battery boxes and battery trays. Upgrades like short shifters, modern fuels, and electronic ignitions extend usability without compromising authenticity.

UK survivors underscore global appeal, with RHD models ultra-rare.

FAQs

What makes the 1973 Porsche 911 Targa unique?

Its patented roll-bar roof combines open-air driving with structural strength, pioneered amid convertible ban fears.

How reliable is the 1973 911 Targa?

Exceptionally so for a classic; owners report minimal issues beyond routine maintenance.

What is the value of a 1973 911 Targa today?

From $20k for projects to $176k+ for concours examples.

Is the Targa as fast as the coupe?

Nearly; slight weight penalty yields 7.8s 0-60 vs. coupe’s 6.9s.

Can you daily drive a 1973 911 Targa?

With care, yes—smooth shifts and strong performance suit modern roads.