It’s been every week now since I drove the 2024 Porsche 718 Spyder RS within the rolling hills of the Swabian Alps in Germany. Usually I don’t get this a lot time to mirror on a day of driving a brand new automotive earlier than writing about it, however I’m glad that on this case, I did. See, the 718 Spyder RS is a comparatively easy automotive, nevertheless it generates some complicated emotions in me, not the least of which is remorse as a result of this would be the final mid-engine inside combustion car to come back from Zuffenhausen. With that weight on its shoulders, the Spyder RS must make an announcement. However does it succeed?

To start out, the simplest option to describe the 718 Spyder RS is because the roofless sibling of the Cayman GT4 RS. They share a drivetrain – the 911 GT3’s 4.0-liter 9,000-rpm 500-hp flat-six and that automotive’s seven-speed PDK dual-clutch gearbox, solely – they usually share some physique panels, too, plus an inside (minus the roof, obvs). The place they differ is of their supposed function and the tuning that Porsche GT czar Andy Preuninger has given them to realize that function.

The place the Cayman GT4 RS is a hardcore track-rat’s dream, with unflinching suspension and an enormous adjustable wing out again, the 718 Spyder RS is supposed as a automotive for the highway and for driving engagement. It’s a softer, extra comfy automotive (although given the standard of German roads, it’s onerous to say by how a lot that’s noticeable) with much less aero due to a shorter entrance lip and the change to a ducktail spoiler with Gurney flap (or wicker invoice in case you’re a Corvette engineer studying this).

In the event you’re pondering that it’s bizarre {that a} Porsche product with an enormous fats RS on the finish of its mannequin title being arrange for quick, enjoyable highway driving is bizarre, you’re not incorrect. When in comparison with one thing like the completely bananas 911 GT3 RS, it nearly doesn’t make since that Porsche didn’t name it one thing else. Nonetheless, I’ll affirm to you now that this automotive continues to be razor sharp and impossibly fast down a curvy highway – doubtless faster and sharper than you might be as a driver, if we’re being sincere. Fortunately, it’s nonetheless a reasonably forgiving automotive, and Porsche’s digital security techniques are among the many greatest within the enterprise, so that you’re not prone to want your brown pants in case you take the automotive out for an actual rip.

The suspension setup is mechanically nearly similar to what you’d discover on the GT4 RS, simply with considerably lowered spring charges. It’s nonetheless heim-jointed and ultra-adjustable, and whilst you’d usually really feel and listen to all of the vibrations, clunks, creaks and rattles {that a} hard-mounted suspension brings with it, on this automotive, you don’t, and that brings me to the following neatest thing concerning the Spyder RS: the intakes.

In the event you’ve learn something concerning the GT4 RS, then you definitely’ve doubtless heard folks wax on concerning the automotive’s epic, all-consuming consumption noise. With that air-hungry GT3 motor spinning at 9,000 rpm, these facet window-mounted air scoops make for one hell of a racket, and within the Spyder, that racket is even wilder as a result of the intakes are open and mounted just about proper by your head.

In the course of the press drive, my co-driver used a telephone app to measure the quantity of that consumption honk beneath full throttle. He noticed a excessive of 106 dB. After all, a telephone app isn’t that correct, however even when it’s off by 5 decibels, that’s nonetheless loud sufficient to trigger everlasting listening to harm after half-hour. That is the primary time I’ve needed a pair of earplugs in a inventory highway automotive and whereas that’s undoubtedly gnarly, it’s additionally fairly fucking rock-and-roll in case you ask me.

Every little thing else concerning the automotive and the way it drives is kind of unbelievable, however that shouldn’t come as a shock. The 718 platform is now fairly outdated and intensely well-sorted. The drivetrain is a recognized amount and top-of-the-line ever created, although I do lament the dearth of a handbook transmission possibility. The explanation it doesn’t have one is two-fold. First, the six-speed from the 911 wouldn’t match (the axles are within the incorrect place) and redeveloping it to work with a mid-engine platform simply wasn’t cost-effective. Secondly, Porsche maintains that RS fashions needs to be dual-clutch solely because it’s sooner.

The 718 Spyder’s different trick is its comparatively mild (at the least by at present’s requirements) curb weight of three,109 lbs (in European trim). That makes the automotive a whopping 88 kilos lighter than the PDK Boxster Spyder and 11 kilos lighter even than the Cayman GT4 RS. That delta will increase in case you buck up for the Weissach package deal which provides a bunch of carbon fiber bits and a titanium exhaust and you may spend much more ($15,650, to be particular) on magnesium wheels, which drop a complete of twenty-two lbs of unsprung and rotating mass.

The opposite large change from the 718 Boxster and Boxster Spyder is the transfer to a totally handbook roof. The one energy element is you popping the rear clamshell to entry the roof and most of its fixings. As handbook roofs go, this one feels a little bit bit too DIY, nevertheless it’s not unmanageable, it affords two extra methods to expertise the automotive and it appears dope when its up. It’s a single layer of material, and the onerous components are principally carbon fiber, so it’s depraved mild. How mild? Strive 40 kilos, all in, and you may simply go away most of that 40 lbs at residence in case you’re satisfied it gained’t rain. Bonus!

Right here’s a telephone video of me attempting to place it up after having achieved it for follow just a few instances. I apologize for the wind noise and for being a spaz, nevertheless it was actually windy.

The halfway place with the principle a part of the highest up, however no wind deflector/rear window could be my favourite option to drive the automotive. It acts like a solar sail and affords up loads of climate safety however doesn’t curb any of that giggle-inducing and ear-splitting consumption sound. One main annoyance with the highest is that if it’s put in, you may not open the rear clamshell. You need to unbuckle the 2 rear tensioning flaps (manually, on both sides of the automotive) earlier than you may entry the rear trunk. Is it a dealbreaker? No. Does it form of suck? Yeah, however that’s why you’ve got an enormous entrance trunk to make use of, proper?

So, we’ve to this point established that the 2024 Porsche 718 Spyder RS is a depraved quick and tremendous agile mid-engine sports activities automotive that’s approach much less handy to have and use than an everyday ol’ 718 Boxster. We’ve established too that this isn’t the automotive for you in case you’re attempting to exit and chase lap instances. Lastly, we’ve established that this automotive will most likely break your listening to completely however that it’s value it. With all that, does the 718 Spyder RS make a sufficiently big assertion to justify its lofty $162,350 beginning worth (together with a $1,650 vacation spot cost)?

Hell sure, it does. It feels just like the GT division’s love letter to the outgoing mid-engine chassis, and it additionally seems like Andy and his crew letting free a little bit bit and making the form of automotive that they’d wish to drive quite than one which’s out to set Nurburgring lap instances. It’s particular, and for thus many causes, it’s a simple automotive to like. I can’t wait to spend extra time in it on my residence roads, the place my spouse and I can share a pair of earplugs (left for me, proper for her) and let that stunning flat-six yowl its guts out.

The 2024 718 Spyder RS is ready to hit the US market in early 2024, however the always-absurdly-granular Porsche configurator is stay now, so present me your excellent spec. Right here’s how I’d have mine: