Porsche 718 Spyder Review: The Best Open-Top Driving Machine Money Can Buy
There is a moment — usually somewhere between the first corner and the second — when you stop thinking about the Porsche 718 Spyder RS as a car and start thinking about it as a living thing. The way it responds to your inputs. The way it communicates through the steering wheel. The way the flat-six engine howls behind your head, climbing eagerly toward its 9,000 rpm redline with an enthusiasm that borders on emotional.
This is not a car that asks you to drive it. It begs you to.
Before Porsche inevitably transitions everything to electric propulsion, before the natural-breathing engine becomes a relic, the company built something extraordinary: a roadster so focused, so capable, and so exhilarating that it might just be the greatest driver’s car the brand has ever produced for public roads.
Whether you’re a lifelong enthusiast or someone who simply appreciates the idea that some cars exist purely to deliver joy, the Porsche 718 Spyder deserves your attention. And probably some of your money, if you can afford the $170,000-plus asking price.
What Exactly Is the Porsche 718 Spyder?
The Porsche 718 Spyder sits at the very top of the 718 family tree. It’s the convertible sibling of the Cayman GT4 RS — the hardtop track weapon that enthusiasts adore. But where the Cayman GT4 RS is about lap times and outright speed, the Spyder is about something more intangible: freedom.
“Spyder” has been Porsche’s designation for open-top sports cars since the 550 Spyder of the 1950s. The 718 Spyder continues this tradition, but unlike previous Spyders, this generation exists only as a convertible. There is no fixed-roof version with the RS badge. If you want the RS’s engine and chassis in a car you can experience with the wind in your hair, the Spyder RS is your only option.
And what an option it is.
The Heart of the Machine: That Flat-Six Engine
Let’s talk about the engine, because it’s the reason the 718 Spyder RS exists in the form it does.
Underneath that low-slung bonnet lies a 4.0-litre naturally aspirated flat-six — the same engine you’ll find in the 911 GT3 and the Cayman GT4 RS. In the Spyder RS tune, it produces 493 horsepower at 8,400 rpm and 331 lb-ft of torque at 6,250 rpm.
This is not a turbocharged engine. There are no laggy turbines masking the power delivery. The Spyder RS builds speed the old-fashioned way: with piston velocity, airflow, and an exhaust note that will make your spine tingle.
The redline sits at 9,000 rpm. Let that sink in. In an era when most performance cars are switching to turbocharging and electric motors, Porsche built an engine that screams toward nine thousand revolutions per minute, pulling hard all the way to the limiter with a soundtrack that belongs in a GT3 race car.
Power reaches the rear wheels through a seven-speed PDK dual-clutch gearbox. Notably, there is no manual option — Porsche decided the PDK’s ability to execute flawless gear changes in milliseconds was more appropriate for a car this fast. Some will mourn the absence of a clutch pedal. Nobody who drives the Spyder RS quickly forgets about it.
Performance Numbers That Matter
The Spyder RS is not slow by any metric. Porsche claims 0-60 mph in 3.2 seconds. Independent testing by Car and Driver pushed that figure to 2.8 seconds in their testing. The quarter-mile arrives in approximately 10.9 seconds at 127 mph.
Top speed is 191 mph. The car will happily sit at triple-digit speeds all day if you have the road and the courage.
But numbers only tell part of the story. The Spyder RS’s party trick isn’t straight-line speed — it’s the way the engine responds at any rpm, in any gear. Roll onto the throttle at 2,000 rpm and the car pulls cleanly, without hesitation. Spin past 5,000 rpm and the acceleration intensity increases like someone strapped a rocket to your back. This is an engine that rewards revving, that encourages you to explore every last horsepower.
Fuel economy? Expect around 16-17 mpg in mixed driving. Who cares.
How It Drives: A Chassis Built for the Track
The Spyder RS isn’t just about the engine. The chassis is borrowed heavily from the Cayman GT4 RS, which itself uses technology derived from the 911 GT3.
The suspension uses a struts at both ends layout — simpler than the multi-link rear suspension found in standard 718 models, but lighter and more direct. Adaptive dampers are standard, allowing you to toggle between comfort and sport settings depending on the road.
The steering is conventionally powered but feels almost hydraulic in its weighting and feedback. Turn the wheel and the car responds instantly, accurately, and without drama. There’s no artificial isolation, no disconnection between your hands and the front tyres. You always know exactly what the front end is doing.
Under hard cornering, the Spyder RS exhibits mild understeer at the limit — predictable and easily managed with throttle input. The rear end can be rotated with aggressive driving, though stability control intervenes if you get too ambitious. For a car this fast, the balance is remarkable.
Carbon-ceramic brakes are standard. The 16.1-inch front rotors and four-piston calipers provide staggering stopping power with minimal fade, even after repeated hard use. In Car and Driver’s testing, the Spyder RS stopped from 70 mph in just 147 feet.
The Open-Top Experience
Here’s what separates the Spyder RS from the Cayman GT4 RS: the sky.
The manual soft top folds in seconds, exposing the cabin to the elements. With the roof down, the flat-six engine’s voice floods the cabin. There’s no隔音 between you and the machinery. Every gear change, every upshift clatter, every rev-match from the overrun arrives unfiltered and magnificent.
Porsche recommends keeping the top up at speeds above 124 mph, but with it down, you can experience the full 191 mph capability. At those speeds, the wind is obviously substantial — this is not a car for people who care about their hair. But for pure sensory immersion, nothing else in the Porsche lineup comes close.
The cabin is spartan by modern standards. There’s no touchscreen infotainment excess, no unnecessary weight-adding options. The focus is on driving, not on玩手机. Carbon-fibre bucket seats hold you firmly in place, though they’re not exactly comfortable for long highway journeys. The optional Weissach Package adds more carbon fibre, lighter wheels, and a titanium roll bar — but it also adds about $15,000 to the price.
Practicality: Not the Point
Let’s be clear: the 718 Spyder RS is not a practical car.
It has two seats. The trunk space is minimal — about 4 cubic feet in the front trunk, with a further 5 cubic feet accessible from behind the seats. You can fit a weekend bag and not much else.
Visibility is compromised by the high rear deck. The view aft relies heavily on the standard backup camera. The carbon-ceramic brakes can produce squeal at low speeds. And that stiff track-tuned suspension translates every pebble on the road surface into cabin vibration.
This is a car built for enthusiasts who understand that practicality is a compromise they choose not to make.
The Competition: What Else Should You Consider?
At around $170,000, the Spyder RS occupies a peculiar space. It’s faster than most supercars from a decade ago, yet it costs less than a new 911 GT3.
The Chevrolet Corvette Z06 offers similar performance for significantly less money, but the driving experience is fundamentally different — American V8 muscle versus German precision.
The Lamborghini Huracán Evo Spyder provides more drama and exclusivity, but at considerably higher cost.
The BMW Z4 M40i is a comfortable cruiser but nowhere near as focused.
Ultimately, the Spyder RS competes with itself. If you want this combination of mid-engine layout, naturally aspirated six-cylinder power, and convertible top, there simply isn’t anything else on the market.
Pros and Cons
Pros:
- Exceptional flat-six engine — The 493 hp mill is a masterpiece of naturally aspirated engineering
- Incredible chassis balance — Point-and-shoot handling with genuine track capability
- Open-top theatre — No other Porsche delivers this level of sensory immersion
- Surprisingly tractable — Comfortable enough for daily driving with the roof up
- Exclusivity — Production numbers are limited, making ownership feel special
- Investment potential — Values have held remarkably well for enthusiast models
Cons:
- No manual gearbox — Purists will mourn the missing third pedal
- Stiff ride quality — Every road imperfection makes its presence known
- Limited practicality — Two seats, minimal storage, no storage for anything really
- Expensive — $170,000+ before options, and options add up quickly
- Diesel-feel of turbo lag — With EVs coming, natural aspiration feels increasingly precious and rare
- The noise — That glorious flat-six howl becomes tiring on long journeys
Tips for Prospective Buyers
If you’re considering a 718 Spyder RS, here are some things worth knowing:
- Buy new if possible — Limited production and enthusiast demand mean used prices rarely drop far below new
- The Weissach Package is worth it — The weight savings and additional carbon fibre genuinely improve the car
- Specify your wheels carefully — The forged magnesium wheels save significant unsprung weight but cost $15,000+
- Consider insurance costs — A $170,000 sports car with 493 hp will cost substantially to insure
- Drive it regularly — These cars are meant to be driven, not stored. Low-mileage examples don’t command the premiums they once did
- Join the community — The 718 community is active and knowledgeable; PCA events and track days offer excellent ownership experiences
For more automotive news, reviews, and enthusiast content, visit Cars at Next Apps Zone.
Frequently Asked Questions
What engine does the Porsche 718 Spyder RS have?
The 718 Spyder RS uses a 4.0-litre naturally aspirated flat-six engine producing 493 horsepower at 8,400 rpm and 331 lb-ft of torque at 6,250 rpm. The engine revs to 9,000 rpm and is shared with the 911 GT3 and Cayman GT4 RS.
How fast is the Porsche 718 Spyder RS?
The Spyder RS accelerates from 0-60 mph in approximately 2.8 to 3.2 seconds depending on testing conditions. Its top speed is 191 mph. The seven-speed PDK gearbox delivers gear changes faster than any human can manage manually.
Is the Porsche 718 Spyder RS a good daily driver?
The Spyder RS can serve as a daily driver with the roof up, but its stiff suspension, firm seats, and loud exhaust make it better suited as a weekend toy or track-day car. It is genuinely comfortable enough for everyday use if you prioritise driving engagement over comfort.
How much does the Porsche 718 Spyder RS cost?
The base price for a 2025 Porsche 718 Spyder RS starts at approximately $166,000 to $172,000, depending on the source. With popular options like the Weissach Package ($15,000+), carbon-ceramic wheels ($15,000+), and additional carbon fibre trim, as-tested prices routinely exceed $200,000.
What’s the difference between the Spyder RS and the Cayman GT4 RS?
The Spyder RS is the convertible version of the Cayman GT4 RS. Both share the same engine, chassis, and most mechanical components. The Spyder RS lacks the fixed roof but gains the open-top driving experience. Both are only available with the PDK gearbox.
The Final Word
The Porsche 718 Spyder RS represents something increasingly rare in the automotive landscape: a car built by engineers who understand that driving is about more than getting from A to B.
It is loud, firm, impractical, and expensive. It will scare you slightly every time you push it hard, because the speed arrives so effortlessly and the grip seems endless. It will make you feel things — joy, excitement, maybe a little bit of fear — that you haven’t felt in a car for years.
And when Porsche eventually electrifies its sports car lineup, when the naturally aspirated flat-six joins the V8 and the manual gearbox in the history books, the 718 Spyder RS will be remembered as one of the last great examples of what internal combustion can achieve in a road car.
If you can afford one, buy it. Drive it. Rev it to nine thousand rpm with the roof down on a warm evening.
Your future self will thank you.
