You Won’t Believe How the 2024 Porsche 718 Spyder RS Will Blow Your Mind!

ÖDENWALDSTETTEN, Germany – Someday, when all New cars floating quietly on electricity, high up on the list of internal combustion cars we’ll really miss will be the Porsche 718 Spyder RS. Its naturally aspirated 4.0-liter boxer-six keeps revving and revving and revving until the center-mounted tach reads 9,000. It’s already produced 493 horsepower in that time, summoned by throttle response virtually unmatched in an era dominated by forced induction.

Then there is the sound. Good pain, the sound. Mounting an engine inches from your kidneys is one thing, as is the case with every 718. Fitting an extra set of air intakes inches from your ears is quite another, but that’s also the case on the Cayman GT4 RS. The Spyder RS ​​goes even further by doing away with the glass and metal that separates the ears from the GT4 RS’s inlets. Even with the top of the Spyder RS, you can still there’s nothing between those shots and your fragile cochlea… but we’ll talk about that unique ceiling later.

Many cars sound better on the outside than behind the wheel thanks to lush exhausts and abundant soundproofing. The Spyder RS? It’s hard to even hear the double note exhaust over the engine. The shrill howl that will have you leaving a pack of earplugs in your glove compartment for passengers (not an exaggeration, definitely a good idea), is so raw, invigorating, and unique that the exhaust sounds more like a bassist adding some deeper undertones for the overall song.

The noise is also the reason you buy the 718 spider RS. If you want to go really fast and take full advantage of the 718’s mid-engine layout, the Alligator GT4 RS is the sharpest tool. if you want a experienceNo matter where you’re going or how fast you’re traveling, the Spyder is the choice. Top on, top off, top on and off… there’s even a lot of versatility to that experience. But again, more on that ceiling later.

The engine that makes all the fuss is shared with the GT4 RS as well as the 911 GT3 Cup race car: a naturally aspirated 4.0-liter six-cylinder that screams with 493 hp, 331 pound-feet of torque and a Acceleration time from 0 to 60. 3.2 seconds. While that output is slightly less than the 911 version, it’s only due to the difference in exhaust length due to mid-engine placement. The seven-speed PDK automatic is a must, and you’re already asking.

“No, it doesn’t come with a manual,” said Andreas Preuninger, director of Porsche GT model line. “Why not? Because there’s no manual available that we can mount to the (718) platform that can handle the RPM and torque of the engine. It’s not that we don’t want to, it’s just that there’s nothing there.”

Fortunately, PDK apparently runs some sort of mind-reading device, because it so expertly narrows down exactly when and how many you’d do that the lovely paddle shifters are basically ornamental.

However, there’s more to it than just a rock concert with the noise of angry six-cylinders. Compared to the GT4 RS, the Spyder has a slightly softer suspension setting thanks to lower spring and damping rates. Porsche says that’s because of the grander nature of convertibles, but one might imagine it’s also because softer suspension tuning is often an engineering necessity when cutting an entire roof off. Not that anyone calls the Spyder RS’s ride “smooth.” Even on the lovely roads of southern Germany, the odd blemish or manhole cover revealed firm reactions that could become tedious during a long drive on American pavement. I honestly wouldn’t care for this powertrain with everything else less intense.

What is everything else? Well, the GT4 and Spyder RS ​​receive a specific suspension system that is adjustable and whose various parts are connected to the body via ball joints – a feature, like much of this. car sharing with the new GT3 and Porsche race cars. The standard adaptive suspension has two settings, both of which, as described above, are firm. That suspension is lowered a full 1.2 inches compared to the 718 BoxsterAnd while the front axle lift system is a $3,040 option, the Spyder benefits from a two-inch shorter lift system. carbon fiber More splitter than the GT4 RS and therefore slightly better clearance. The shorter splitter is to counteract not having the GT4’s gooseneck wing at the rear and balance front/rear downforce. In fact, total downforce is less, but it’s still added a lot thanks to the Spyder RS’s unique dovetail (woo-hoo).

Then there’s the weight savings. The RS weighs a whopping 59 pounds less than the regular Spyder, already light that, like the standard GT4, It has been discontinued. It’s also 13 pounds lighter than the GT4 (or 26 if you leave the roof at home), but then, a Boxster it’s lighter than a Cayman, too. The body panels are carbon fiber, there are lightweight carpeting, lighter engines for the interior items, and the engine is even 11 pounds lighter. The unique roof sheds nearly 17 pounds off the regular Spyder’s lightweight roof, which itself was 19 pounds lighter than the standard electric-operated Boxster roof. And if you’re in the mood to cut weight even further, Porsche offers a Weissach package with magnesium wheels, titanium exhaust pipes, and exposed carbon-fiber elements throughout the exterior.

All of the unique suspension work results in a degree of balance, precision and any number of other superlatives that describe a car more capable of cornering than virtually any other car on the road while communicating with its driver better than virtually any other. car on the road. path. The direction? Chef’s kiss. The thing about the Spyder RS, though, is that you don’t actually have to drive that fast to fully appreciate the experience. There’s so much communication, so much sensation, and yes, so much noise, that you can have a memorable time without going near its limits. This car is a feast for the senses regardless of what the speedometer says.

Which is good, since we were told that the local polizei intends to keep the 100 km/h speed limit applied as a general rule throughout this part of southern Germany. That goes for mountain roads where you could definitely go faster, as well as mountain roads that make you go, “100, are you crazy?” In the United States, the limits on similar roads would be half. Either way, the roads gave us a good idea of ​​the Spyder RS’s heightened performance capabilities, as well as its superior roadster talents for navigating a scenic spot with the windows down and the system up. And by system I mean the engine, because although the car theoretically has a stereo, I sure didn’t use it. With 103 decibels pumping behind my left ear at full throttle, I wouldn’t have heard it anyway. That volume, by the way, is labeled “Dangerous” in my decibel reading app. After a solid minute of hard mountain riding, our 96 dB average is labeled “May Be Harmful.” Again, ear plugs.

Which, finally, brings us to what makes those earplugs necessary. In fact, the “roof” consists of two pieces that must be manually installed on the car: the “bimini” top, which is basically a sun visor that extends from the head of the windshield to the trunk lid through the anti-roll rings , and a “weather shield” that fills the space. between the side windows and behind the roll bars. Instead of explaining how it works, here’s a video of me in Germany putting it up.

Well, that seems like a pain in the ass, right? Of course it is, especially when the instructions for the roof of the normal Boxster are as follows: push button. However, there are benefits. In addition to shaving 35 pounds off the Boxster’s normal roof (or 48 if you leave the roof at home), this roof design was necessary for those glorious extra intakes, which effectively raise the height of the engine and encroach on the space normally occupied by the roof. Even the regular Spyder’s lightweight roof, which was less of a hassle but still a matter of getting out of the car, didn’t fit. So if you want that engine and all that noise (and trust me, you do), you have to live with the ceiling. Also, a suggested speed limit of 122 mph since the roof is not reinforced; after all, it’s just a piece of fabric secured with tension. Off the roof you can go to 191 so bring a fitted hat.

But you know what? I love this ceiling. It’s actually better. We spent pretty much all day with the bimini portion in place and the weather shield in the trunk, thus achieving the best situation for extra air and all that noise without getting sun-baked and wind-swept. We even drove in a steady drizzle without a drop getting into the cabin. If you live in a place where the sun always shines (like me, in Southern California), this roof is perfect. Being a pain to put it all the way in is something you’d rarely have to deal with, and there’s plenty of security present as long as you roll up the windows.

If the regular Boxster offered this roof option, I’d check that box. And if you could enjoy this engine and all its noise without all the extra fast gear, I think Porsche would have some takers in that as well. The company isn’t shy about mixing and matching like that, as the 911 S/T most recently illustrates, so who knows, maybe I’ll get away with it. Of course, I’ll have to start saving since the Spyder RS ​​starts at $162,150 including destination. You could have two Boxster S for that. So yes, this car is as overwhelming to your wallet as it is to your ears.