When I drove the GTS 4.0, I was surprised and impressed by its ride comfort. So I imagined the Spider would be harder and more race-oriented.
However, the ride was actually very comfortable. It’s a bit firmer and has a slightly more noticeable bumpiness than the GTS 4.0, but compared to the GT3, it doesn’t sway or shake much under heavy inputs.
Rather, it feels supple and comfortable enough to be used as a grand touring car. Despite the low ride height, I think it’s perfectly suitable for driving around town with a passenger in the front seat.
It was unfortunately rainy on the day of the test, and the tires were the stock Dunlop SPORT MAXX Race 2, so I had to drive very cautiously.
Even so, the chassis is excellent—very solid and sturdy. From the 981 to the 718, the biggest surprise for me was the chassis evolution. I remembered the suspension becoming much more robust, and the Spider takes that further with a firmer, more precise feel.
You could call it an evolution to the 718.2 generation.
This chassis is one that open-top skeptics who worry about rigidity should definitely experience.
When you turn the steering wheel, there’s a very slight “pause” before the gain builds naturally. The handling is very sporty but never abrupt, allowing you to hold the wheel with confidence—this is quintessential Porsche.
Driving it brings a smile to your face. This trait, found in every Porsche except the 911, is one of the brand’s defining features.
Stability is outstanding. I didn’t get to test it on the highway, but I believe the chassis can easily handle high-speed cruising.
It’s not as razor-sharp as a GT3, so it’s not tuned primarily for cutting lap times on a circuit. Instead, it’s set up for top-tier handling on winding roads. Truly a street-focused powerhouse.
By the way, I later let the owner drive my 992 Cabriolet.
His reaction was, “The 992 feels sportier, especially the front-end grip is insane!” I also drove my 992 again and agreed—the front-end grip and stability are impressive.
To put it bluntly, the Spider feels like a rear-engine car, and the 992 feels almost mid-engine, which is the opposite of reality. But the 992’s newer chassis design and engineering explain this difference. (Still, many might find the Spider more fun to drive.)
That said, the Spider’s chassis performance is noticeably different from a standard 718. It sits 30mm lower than the base model, but the real difference lies in unseen reinforcements and tuning that deliver this precise handling. I doubt many would find fault with this chassis.
A few days after this test, I also drove another 718 Spider (right-hand drive manual with PCCB) on dry roads, so I’ll share that impression too.
Another 718 Spider I drove later, featuring the rare PCCB option.
Basically, the suspension and chassis are tuned for street use—firm but very comfortable with a solid core feel. This firmness is common to all 718s: comfortable ride yet strong cornering grip.
Again, the 718’s chassis performance is remarkable.
Even at a fairly quick pace on public roads, it’s rock solid. If I had to mention a downside, it might be that the suspension is so stable and resists roll so well that it can feel a bit “tall” or disconnected from subtle feedback. I wish it gave more “give” or feedback through the suspension and tires to the driver—that would make it even more fun.
Regarding PCCB, the difference is most noticeable in ride comfort at high speeds, with a flatter feel. Also, the brake pedal feel is completely different. Having driven both cars around the same time, I can say with confidence that PCCB offers a firmer pedal with incredible modulation, allowing you to scrub speed with minimal effort. The braking G-force feels like the opposite of acceleration G, which is thrilling.
On dry roads, I revved the engine high; while it’s not as high-pitched as the 981 generation, the volume is ample, and the revs climb more sharply near the redline than the 981. In this respect, the 718 feels better.
Previously, I described the GTS 4.0 as more of an “S+” than a GTS, but after driving the Spider, I’d describe this car simply as a “GTS.”
Of course, it’s generally harder and higher performing than a regular 718 GTS, but it also balances everyday usability and comfort for street driving. The ride quality reminded me of a 991.2 GTS with PASM Sport.
So, if you want sharper, more aggressive handling and don’t mind a higher entry barrier, the GT3 or GT4 might be better choices. The Spider’s true home isn’t the circuit but winding roads.
Thanks to its low inertia, light weight, and low center of gravity from being roofless, it really shines on tight corners.
If you love big-displacement engine sounds, mostly drive solo, and prefer enjoying winding roads over circuits, this is almost a perfect car with hardly any drawbacks.
If I were to advise prospective buyers, I’d recommend skipping the standard Cup 2 or SPORT MAXX Race 2 tires designed for the track and instead choosing the free option “20-inch 718 Spider wheels with summer tires” fitted with street-oriented high-performance tires like PZERO.
That setup better suits the character of this car.
The 718 Spider is a Porsche that aims to combine the fastest street and winding road performance with pure driving pleasure.
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