Not a bit of it from the GT4-shared flat-six. The turn-in point … otherwise known as bliss point.īefore the four-pot turbopetrols of the 718 Spyder came along, it was easy to forget how the old 3,4-litre six-cylinder Boxster felt like the handbrake had been left on below 4 500 r/min. The 718 Spyder is fast in anyone’s book and with launch control engaged, we matched the claimed 3,90-second zero to 100 km/h sprint time, and intractability terms, it was only a few tenths off the times of the GT3 RS we tested in October 2020. Its noise is denser, more intense, particularly in lift-off situations, like a classical Steinway plugged into the base of your spine. This happens at a very high threshold in the Spyder.Īll the while, a stirring naturally aspirated six-cylinder symphony is being conducted behind you 309 kW and 430 N.m of purebred, naturally aspirated punch bellows and howls for your driving pleasure. If you do pick up a hint of untoward handling in the form of understeer, you simply trail off the gas, loosen the steering angle and the whole shooting match pulls back into line with thrilling precision. All your efforts are translated into searing speed, time after time. The Spyder’s gutsier 4,0-litre gives itself to a bit of manhandling and when provoked by working the rear axle with a toying right foot on the throttle, it still doesn’t let go. Unwinding the steering and opening up the throttle is a zero-drama process with no squirm or protest from the rear tyres. You revel in clipping cat’s-eyes at the entry, apex and exit, arcing through turns like a guided missile. The transference of weight front to back and side to side is almost telepathic. Nothing to distract from the act of driving. Look at that, a buttonless steering wheel. A mountain road is best tackled with flow and precision and as you build up confidence and connection with the machine, it becomes a test of your skill to see how much corner speed you can carry. Another 718 Spyder signature, the front wheel arches are raised so the driver can place the front flanks of the car inch perfectly. As a result, it is lithe and nimble and feels like it has all the physical hindrances of a flea. This reduces the centre of gravity and the roll centre seems at about hip height. Look at the vehicle in profile and you appreciate that the 4,0-litre flat-six engine is mounted impossibly low down between the cabin and rear wheels. In that regard, it is an utterly sublime machine. Considering this, the 718 Spyder is more of a weekend toy for perfect weather, rather than an everyday conveyance. You might find yourself on the side of the road if the weather changes quickly. Once you’ve got the hang of it, the finger presses, pulls, and prods to operate the roof mechanism are easy enough, but the downside is you lose the convenience of being able to put the roof up or down on a whim at a set of traffic lights. However, in a bid to save weight, the Spyder’s soft-top roof is not electronically operated. Courtesy of a 150-litre front trunk, or “frunk”, as well as an additional 120-litre rear boot, it is a cinch to pack a couple of overnight bags and head away for the weekend. That said, it is still one of the most cleverly packaged and well-thought-out vehicles of its type. Finely bolstered seats sit low on the deck, your backside below your knees with your legs straight out ahead of you. You drop down into the cockpit and from there it is textbook Porsche. In terms of practicality, of course, the Spyder is a small, two-seater sportscar.
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