{"id":37264,"date":"2021-09-08T05:00:43","date_gmt":"2021-09-07T20:00:43","guid":{"rendered":"https:\/\/www.panamera-life.com\/?p=37264"},"modified":"2021-09-08T06:09:32","modified_gmt":"2021-09-07T21:09:32","slug":"718-spyder-202109","status":"publish","type":"post","link":"https:\/\/www.panamera-life.com\/en\/entry\/718-spyder-202109\/","title":{"rendered":"Test Drive of the New 718 Spider: How Does It Sound? Ride Comfort? Handling?"},"content":{"rendered":"

Test Drive of the New 718 Spider<\/h3>\n

Since its release, the 718 Spider has gradually started appearing here and there on the streets. This time, I finally had the opportunity to take it for a test drive.<\/p>\n

\"718<\/p>\n

The 718 Spider I drove this time featured a Crayon body color with a red soft top and the Spider Classic interior package<\/strong>\u2014a truly classic and irresistible combination. Personally, this design alone makes me want one. It\u2019s simply stunning. Among current Porsches, this is my favorite design.<\/p>\n

This particular model was a 6MT right-hand drive with a GPF (Gasoline Particulate Filter) installed<\/strong>.<\/p>\n

Starting the Engine and Taking Off<\/h4>\n

The engine start-up sound is quite powerful. The naturally aspirated 4.0-liter engine roars to life with a “Vroom!” The idle sound closely resembles that of the 992.<\/strong> This makes sense since the engine block is shared; the 992\u2019s engine has had its turbo removed and displacement increased to create this engine.<\/p>\n

This 420PS engine shares displacement with the GT3\u2019s but its characteristics are completely different.<\/strong><\/p>\n

It delivers strong torque even in practical driving ranges, and for the manual version, the maximum torque of 420Nm is available in a flat torque curve from 5,000 to 6,800 rpm. (The PDK version produces 430Nm at 5,500 rpm.)<\/p>\n

\"718<\/p>\n

This makes the feeling from launch to building speed very easy to handle. I wrote in my GTS 4.0 test drive review<\/a> that this engine is very easy to drive, and the Spider is no exception\u2014there\u2019s no peakiness or difficulty in handling.<\/p>\n

It\u2019s truly an engine characteristic suited for everyday use.<\/p>\n

Shift Feel<\/h4>\n

Combined with the practical torque characteristics, the shift feel is excellent. The short-throw shifter, shared with the GT3 and GT4, engages smoothly with just a flick of the wrist.<\/strong> There\u2019s no stiffness or difficulty selecting gears at any point.<\/p>\n

You can always select the desired gear perfectly and stress-free.<\/p>\n

\"718<\/p>\n

Just like with the GTS 4.0, it feels almost impossible to stall.<\/strong> Clutch and shift operations are so easy that once you engage the clutch and start moving, you only need to apply a slight pressure with your right foot to smoothly build speed.<\/p>\n

I later compared it with my own 981 Boxster GTS, and the ease of launch is completely different. With the 981, you consciously have to add throttle after engaging the clutch, but with the 718 Spider and GTS 4.0, you can build speed effortlessly without really thinking about the accelerator.<\/strong><\/p>\n

Also, shifting from 1st to 2nd gear produces no shift shock even without consciously modulating the throttle. With the 981, you need to gently add throttle to smoothly transition, but the 718 Spider requires no such technique.<\/p>\n

The dense torque and smarter engine management assist the driver.<\/strong><\/p>\n

Having experienced many manual cars, both domestic and imported, I believe the 718 Spider and GTS 4.0 manuals are among the most approachable, even for beginners. So if you\u2019re not confident with manuals, rest assured.<\/p>\n

Practice is needed, but you\u2019ll likely master it fairly quickly.<\/p>\n

What About the Engine Sound?<\/h4>\n

Now, this is probably the biggest concern for many\u2014myself included.<\/strong> Many online reviews barely touch on this, so I\u2019m sure many want to know the truth.<\/p>\n

To start with the conclusion: it\u2019s surprisingly quiet once you start driving.<\/strong> The engine sounds fierce when started, but once you engage the clutch and move off, the Spider becomes almost silent.<\/p>\n

You might even wonder, \u201cWhat happened?\u201d as the sound volume drops to a mild level,<\/strong> and shifting up through 2nd, 3rd, and 4th gears around 2,000 rpm produces a quiet sound typical of a sports coupe.<\/p>\n

Unlike the GT3, the Spider has no engine modes like Sport or Sport Plus; it\u2019s essentially a car that\u2019s always in Sport Plus mode.<\/strong><\/p>\n

So, there\u2019s no change in sound depending on mode.<\/p>\n

\"718<\/p>\n

However, when you drop down one or two gears and rev the engine, the Spider\u2019s exhaust note transforms dramatically. Around 4,000 rpm, the valves open, and it instantly becomes a loud beast.<\/p>\n

The exhaust and engine sound at this point are magnificent.<\/p>\n

While similar to the 992\u2019s sound, possibly due to the larger displacement, it has a slightly deeper, richer bass tone.<\/strong> It\u2019s different from the 718 four-cylinder models and lacks the four-cylinder or V8-like pulse; it\u2019s a well-balanced six-cylinder sound. Also, there\u2019s very little popping or burbling on throttle lift-off.<\/p>\n

It\u2019s hard to describe the sound quality in words, so I recommend checking out videos on YouTube. If I were to rank recent Porsches by sound depth, it would be:<\/p>\n

718 (4-cylinder) > 718 Spider & GTS 4.0 > 992 > 991 GT3 low revs > 981 > 991 GT3 high revs<\/p>\n

Sound preference is highly personal, so this isn\u2019t a judgment of good or bad\u2014just a reference for choosing your preferred Porsche sound.<\/p>\n

\"718<\/p>\n

Incidentally, this car\u2019s owner had installed a remote-controlled valve controller on the exhaust<\/strong>, so I was able to try it with the valves open.<\/p>\n

The difference was huge. Even at low speeds, the exhaust sounded sporty and truly enjoyable from behind.<\/strong> It was a revelation how satisfying it is when the sound matches the throttle input.<\/p>\n

Yet, it\u2019s never too loud\u2014conversations with passengers remain easy, and there\u2019s no unpleasant cabin resonance.<\/p>\n

It\u2019s pleasant even without pushing hard. I felt the same with the GT3: when the valves are closed at low revs, you tend to push beyond 4,000 rpm to hear the sound, which is bad for the environment and can be dangerous. Having a valve controller actually encourages gentler driving,<\/strong> which is quite ironic.<\/p>\n

As a side note, the owner had also driven a GPF-free model (an early import with a different part number).<\/p>\n

He said the sound was clearer and much louder.<\/p>\n

GPF-equipped models inevitably sound a bit muffled.<\/strong><\/p>\n\n\n\n
Next page \u2192 Handling, Ride Comfort Compared to GTS 4.0, and Chassis<\/a><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

<\/p>\n

Ride Comfort Compared to the GTS 4.0?<\/h4>\n

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.<\/p>\n

\"718<\/p>\n

However, the ride was actually very comfortable. It\u2019s a bit firmer and has a slightly more noticeable bumpiness than the GTS 4.0,<\/strong> but compared to the GT3, it doesn\u2019t sway or shake much under heavy inputs.<\/p>\n

Rather, it feels supple and comfortable enough to be used as a grand touring car. Despite the low ride height, I think it\u2019s perfectly suitable for driving around town with a passenger in the front seat.<\/strong><\/p>\n

Handling and Chassis Performance?<\/h4>\n

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.<\/p>\n

Even so, the chassis is excellent\u2014very solid and sturdy. From the 981 to the 718, the biggest surprise for me was the chassis evolution.<\/strong> I remembered the suspension becoming much more robust, and the Spider takes that further with a firmer, more precise feel.<\/p>\n

You could call it an evolution to the 718.2 generation.<\/p>\n

This chassis is one that open-top skeptics who worry about rigidity should definitely experience.<\/strong><\/p>\n

\"718<\/p>\n

\"718<\/p>\n

\"718<\/p>\n

When you turn the steering wheel, there\u2019s a very slight \u201cpause\u201d before the gain builds naturally. The handling is very sporty but never abrupt, allowing you to hold the wheel with confidence\u2014this is quintessential Porsche.<\/strong><\/p>\n

Driving it brings a smile to your face. This trait, found in every Porsche except the 911, is one of the brand\u2019s defining features.<\/p>\n

Stability is outstanding. I didn\u2019t get to test it on the highway, but I believe the chassis can easily handle high-speed cruising.<\/p>\n

It\u2019s not as razor-sharp as a GT3, so it\u2019s not tuned primarily for cutting lap times on a circuit. Instead, it\u2019s set up for top-tier handling on winding roads.<\/strong> Truly a street-focused powerhouse.<\/p>\n

By the way, I later let the owner drive my 992 Cabriolet.<\/p>\n

His reaction was, \u201cThe 992 feels sportier, especially the front-end grip is insane!<\/strong>\u201d I also drove my 992 again and agreed\u2014the front-end grip and stability are impressive.<\/p>\n

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\u2019s newer chassis design and engineering explain this difference.<\/strong> (Still, many might find the Spider more fun to drive.)<\/p>\n

That said, the Spider\u2019s chassis performance is noticeably different from a standard 718.<\/strong> 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.<\/p>\n

A few days after this test, I also drove another 718 Spider (right-hand drive manual with PCCB) on dry roads, so I\u2019ll share that impression too.<\/p>\n

\"718

Another 718 Spider I drove later, featuring the rare PCCB option.<\/p><\/div>\n

Basically, the suspension and chassis are tuned for street use\u2014firm but very comfortable with a solid core feel. This firmness is common to all 718s: comfortable ride yet strong cornering grip.<\/p>\n

Again, the 718\u2019s chassis performance is remarkable.<\/strong><\/p>\n

Even at a fairly quick pace on public roads, it\u2019s 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 \u201ctall\u201d or disconnected from subtle feedback. I wish it gave more \u201cgive\u201d or feedback through the suspension and tires to the driver\u2014that would make it even more fun.<\/strong><\/p>\n

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.<\/strong> 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.<\/p>\n

On dry roads, I revved the engine high; while it\u2019s 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.<\/p>\n

Summary<\/h4>\n

Previously, I described the GTS 4.0 as more of an \u201cS+\u201d than a GTS, but after driving the Spider, I\u2019d describe this car simply as a \u201cGTS.\u201d<\/strong><\/p>\n

Of course, it\u2019s generally harder and higher performing than a regular 718 GTS, but it also balances everyday usability and comfort for street driving<\/strong>. The ride quality reminded me of a 991.2 GTS with PASM Sport.<\/p>\n

So, if you want sharper, more aggressive handling and don\u2019t mind a higher entry barrier, the GT3 or GT4 might be better choices.<\/strong> The Spider\u2019s true home isn\u2019t the circuit but winding roads.<\/p>\n

Thanks to its low inertia, light weight, and low center of gravity from being roofless, it really shines on tight corners.<\/p>\n

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.<\/p>\n

\"718<\/p>\n

If I were to advise prospective buyers, I\u2019d recommend skipping the standard Cup 2 or SPORT MAXX Race 2 tires designed for the track and instead choosing the free option \u201c20-inch 718 Spider wheels with summer tires\u201d fitted with street-oriented high-performance tires like PZERO.<\/strong><\/p>\n

That setup better suits the character of this car.<\/p>\n

The 718 Spider is a Porsche that aims to combine the fastest street and winding road performance with pure driving pleasure.<\/p>\n","protected":false},"excerpt":{"rendered":"Test Drive of the New 718 Spider Since its release, the 718 Spider has gradually started appearing here and there on the streets. This time, I finally had the opportunity to take it for a test drive. The 718 Spider I drove this time featured a Crayon body color with a red soft top and the Spider Classic interior package\u2014a truly classic and irresistible combination. Personally, this design alone makes me want one. It\u2019s simply...","protected":false},"author":0,"featured_media":25264,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":"","_locale":"en_US","_original_post":"https:\/\/www.panamera-life.com\/?p=25258"},"categories":[72,32],"tags":[195,219],"yoast_head":"Test Drive of the New 718 Spider: How Does It Sound? Ride Comfort? 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