Porsche 718 Spyder RS: Exhaust Note and Top-Down Dynamics
The moment you press the starter button on a 718 Spyder RS, you understand that Porsche saved something special for the farewell.
The engine barks into life behind your head. Not ahead of you like a 911. Not muffled by a firewall. Right there, inches from your spine, a 4.0-liter naturally aspirated flat-six clears its throat . You have not even moved yet, and the car is already talking to you. This is not accidental. Porsche designed the Spyder RS to be the most visceral open-top experience in the 718 range — possibly the most visceral Porsche you can buy today. But does the reality match the promise? And more importantly, does the top-down experience justify the compromises?
TL;DR
The Porsche 718 Spyder RS pairs a 493-horsepower 4.0-liter flat-six from the 911 GT3 with a manually operated soft top that weighs just 18.3 kilograms . The engine intakes sit directly behind the headrests, unmuffled by the glass and metal that separate you from them in the Cayman GT4 RS . The result is a sound experience that MotorTrend calls “mesmerizing” and Autoblog describes as something that will have you leaving earplugs in the glovebox for passengers — not an exaggeration . The chassis is retuned softer than the GT4 RS for canyon carving rather than lap records, but it remains sharp, communicative, and deeply engaging . This is the last gas-powered 718 roadster. It is also one of the most thrilling sports cars Porsche has ever built.
Key Takeaways
- The 4.0-liter flat-six produces 493 hp and revs to 9,000 rpm, with intake and exhaust sounds that dominate the cabin .
- The soft top weighs only 18.3 kg — 7.6 kg lighter than the standard 718 Spyder and 16.5 kg lighter than a Boxster .
- Intakes sit behind the headrests, sending engine induction noise directly into the cabin without the GT4 RS’s glass and metal barriers .
- Spring rates are 55% softer at the front and 43% softer at the rear compared to the GT4 RS, with revised damper tuning .
- The car weighs 1,410 kg (DIN), actually 5 kg lighter than the Cayman GT4 RS despite losing its roof .
- Always use performance features responsibly and follow local driving laws.
The Exhaust Note: An Aural Experience Like No Other
Where the Sound Comes From
Most sports cars pipe engine noise into the cabin through a speaker or a tube. The Spyder RS does something different. It places the engine’s air intakes a few inches behind your ears .
In the Cayman GT4 RS, those intakes are separated from the driver by a glass partition and metal bulkhead. In the Spyder RS, that barrier is gone. Autoblog put it simply: “The Spyder RS goes even further by removing the glass and metal that separates your ears from those intakes” .
What does this mean in practice? At low revs, the engine produces a “guttural bassy note.” As the tachometer climbs toward 9,000 rpm, it “transitions into a deafening shriek” . MotorTrend described “a mesmerizing symphony of air swooshing through the intakes just aft of the rollover bars and the wailing flat-six as it approaches 9,000 rpm” .
The exhaust itself almost becomes secondary. Autoblog notes that it is “hard to even hear the dual-note exhaust over the engine” — the intake noise dominates everything .
The Standard Sport Exhaust
Porsche fits the Spyder RS with a lightweight stainless steel sport exhaust system as standard. The exhaust tips are titanium . But as noted, the exhaust provides more of a “bass player adding some deeper background tones to the overall song” rather than the lead melody .
For owners who want more, the aftermarket offers solutions. Valvetronic Designs and SOUL Performance both make titanium and stainless systems for the GT4 RS and Spyder RS that address what they describe as a bottleneck in the factory muffler — tubing under 2.25 inches that restricts the GT3-derived engine’s output . These systems claim 8-10 horsepower gains with a full setup .
But honestly, the stock sound is already overwhelming. MotorTrend noted that the Spyder RS has “few, if any, complaints about the engine note” and that it is “stunningly loud” .
The Drone Question
Here is the honest truth that few reviews mention prominently: the Spyder RS drones at highway speeds.
MotorTrend listed “loud droning at highway speeds” as a con in their test . After a four-hour drive mixing highway, city, and canyon roads, they “walked away wanting more (with less engine drone at highway speeds)” .
This is the trade-off. The same intake placement that makes the engine sing in the canyons also means constant noise on the interstate. If you plan long road trips, this car will test your patience — and your passengers’ earplugs will not be optional.
Top-Down Dynamics: Softer Than a GT4 RS, Sharper Than a Spyder
The Chassis Philosophy
Porsche engineers had one priority when developing the Spyder RS: “maximum driving pleasure on winding roads” . That is a direct quote from Porsche’s own press materials.
This is not a track car first. The GT4 RS is the track car. The Spyder RS is the canyon carver — the one you take on a Sunday morning drive because the road is the destination .
To achieve this, Porsche softened the spring rates significantly compared to the GT4 RS: 55% softer at the front and 43% softer at the rear, with damper tuning revised to match . Car Magazine tested both cars and noted that on “bumps and expansion joints,” the Spyder RS “does feel appreciably softer” and has “less tendency to bounce over a quick succession of bumps” .
The Numbers That Matter
Despite the softer tuning, the Spyder RS is not soft. The body sits 30 mm lower than a standard 718 Boxster. The front track is 7 mm wider and the rear track 8 mm wider than the standard Spyder. Rear camber increased by a quarter-degree to help the rear tires transmit more cornering force .
The front axle borrows heavily from the 991.2-generation 911 GT3 RS, including MacPherson struts with helper springs that maintain tension under deflection . Ball joints connect the chassis at all mounting points for maximum precision .
Porsche Active Suspension Management (PASM) comes standard with sport tuning. In Normal mode, dampers are more comfortable. In Sport mode, they firm up immediately. An additional sports tuning switch makes them firmer still .
What It Feels Like
The steering is the first thing you notice. duPont Registry described it as “chattering with feedback from the surface below” even before you pick up the pace. It is “nicely weighted and loads up well as your speed increases.” The Race-Tex wrapped wheel is small and paired with a quick rack, resulting in “instant response from the front end” .
The chassis balance is “extremely neutral” according to Porsche . The car rotates willingly but never feels nervous. The softer tuning compared to the GT4 RS means it handles imperfect road surfaces — the kind you actually find on real canyon roads — with more composure .
Car Magazine concluded that the difference in sharpness between the Spyder RS and GT4 RS is “incredibly subtle” on the road .
The Roof: A Ritual, Not a Chore
The Spyder RS does not have a power roof. It uses a manually operated, two-piece lightweight soft top that weighs 18.3 kg total — 7.6 kg lighter than the standard 718 Spyder and 16.5 kg lighter than a Boxster .
The roof consists of a sun sail and a weather deflector. You can leave it at home on sunny days, saving another 8 kg . But you will not want to leave it at home if you plan highway driving, because the top can only handle speeds up to 120 mph .
MotorTrend described the process as “a multi-step process that includes clips, latches, and folding” but noted that “some bits, like the spring-loaded tensioner that’s integrated into the air-intake housing, can be considered works of art, making the process feel more like a special occasion than a chore” .
Autoblog was less romantic about the roof, calling it something that takes “a few attempts” to become second nature . But once you master it, the reward is the most direct connection to the engine’s sound that Porsche offers.
Performance Comparison: Spyder RS vs. Key Rivals
| Model | Engine | Power | 0-60 mph | Weight (DIN) | Roof Type | Starting Price (US) |
|---|---|---|---|---|---|---|
| 718 Spyder RS | 4.0L NA Flat-Six | 493 hp | 3.2 s (est.) | 1,410 kg | Manual soft top | ~$160,000 (est.) |
| 718 Cayman GT4 RS | 4.0L NA Flat-Six | 493 hp | 3.2 s (est.) | 1,415 kg | Fixed coupe | ~$160,000 |
| 911 GT3 (992) | 4.0L NA Flat-Six | 502 hp | 3.2 s | 1,418 kg | Fixed coupe | ~$182,900 |
| BMW M4 Competition Convertible | 3.0L Twin-Turbo I6 | 503 hp | 3.6 s | ~1,900 kg | Power soft top | ~$95,000 |
| Audi R8 Spyder V10 | 5.2L NA V10 | 562 hp | 3.5 s | ~1,695 kg | Power soft top | ~$208,000 |
The Spyder RS is lighter than the GT4 RS despite having no fixed roof, thanks to the 718 platform’s roadster-first design .
FAQ
Does the 718 Spyder RS have a manual transmission?
No. The seven-speed PDK is the only option. Porsche’s Andreas Preuninger explained that no manual gearbox exists that can handle the engine’s 9,000 rpm redline and torque output .
How loud is the 718 Spyder RS inside the cabin?
Very loud. Autoblog suggests keeping earplugs in the glovebox for passengers and notes the intake noise dominates over the exhaust . MotorTrend lists highway drone as a con .
Can you drive the 718 Spyder RS with the roof off at high speed?
The soft top can only handle speeds up to 120 mph. For track use or high-speed runs, Porsche recommends removing it entirely .
Is the 718 Spyder RS more comfortable than the Cayman GT4 RS?
Yes. Spring rates are 55% softer at the front and 43% softer at the rear, with revised damper tuning. Car Magazine found the difference “appreciably softer” over bumps .
How much does the roof weigh and does removing it save weight?
The entire roof assembly weighs 18.3 kg. Leaving it at home saves an additional 8 kg .
What is the top speed of the 718 Spyder RS?
308 km/h (191 mph) without the roof. The car accelerates from 0-100 km/h in 3.4 seconds and 0-200 km/h in 10.9 seconds .
Is the 718 Spyder RS the last gas-powered 718?
Yes. The 718 Spyder RS represents the end of the gas-powered 718 Boxster and Cayman line. An electric successor is expected .
Final Thoughts
The Porsche 718 Spyder RS is not a rational purchase. It is loud. It drones on the highway. The roof requires manual labor. There is no manual transmission. It costs as much as a well-equipped 911.
But none of that matters when you find the right road.
The engine sits inches behind your spine. The intakes breathe directly into your ears. The steering talks to your fingertips. The chassis moves with a fluidity that makes every corner feel like a small victory.
This is the last gas-powered 718 roadster Porsche will ever build. It is also one of the purest expressions of what makes a sports car special — not numbers on a spec sheet, but the way it makes you feel every second you are behind the wheel .
As duPont Registry put it: “It is among the most thrilling, best-sounding, and finest-driving sports cars of the last decades. It’s the kind of car you can’t live without after you’ve experienced it” .
Have you experienced the 718 Spyder RS in person? What did the sound do to you? Share your thoughts in the comments.
References:
- MotorTrend — A Damned Loud Goodbye: First Test of the 2024 Porsche 718 Spyder RS
- duPont REGISTRY — Review: The Porsche 718 Spyder RS Is The Ultimate Swan Song
- Car Magazine — Porsche 718 Spyder RS (2023) review
- Autoblog — 2024 Porsche 718 Spyder Review
- Porsche Newsroom — Optimised for driving pleasure and agility on country roads
- Porsche Newsroom — 718 Spyder RS Press Kit
