Spyder spotlight – which one is right for you?

What a sight these four cars together are. If there’s one factor that’s immediately apparent, whatever the generation of Porsche’s new-era Spyder, it’s that their presence is unquestionably several times greater than the equivalent Boxsters. That’s not to diminish the talents or appeal of Porsche’s core roadster; just to say that, with their twin hoop, elongated rear decks and more aggressive designs, you’d never mistake these cars for anything other than the more potent, exotic and expensive machines that they are. 
 
What exactly are they, though? Apart from the rare 991 Speedster, these cars are nothing less than the most focused open-air Porsches since the Carrera GT, yet it’s only more recently that their star has truly begun to ascend and a devoted, passionate following has really formed around them. That’s why we decided to get one of each Spyder model together to answer two straightforward questions: how do they compare now and why might you buy one over the other?
 
Looking at the group as a whole, there is one fundamental point of difference over all others. It’s not that the RS has a full-house GT motor in it (although it’s a valid point), but rather that three of them are based on essentially the same ‘base’ car and one of them isn’t. The interloper is the original: the 987-based Boxster Spyder. 
 


This original Spyder appeared in 2010 and marked an important milestone for the Cayman/Boxster twins. Along with its Cayman R sibling, the Spyder heralded the first time Porsche had dared to extend the model’s performance abilities and showroom appeal into a territory that risked direct comparison with the 911. There had been specials before, such as the Cayman Sport and Boxster RS60 released at the end of the 987 Gen 1’s lifecycle. These are rare and desirable models in their own right, and well worth seeking out, but they were a small step above the regular models they were based on. Only once the Gen 2 987 got into its stride did Porsche push things further. In the Cayman R, it explored the idea of a more focused mid-engined coupé at last. As for the Boxster, here came a car with its own personality, formed around the idea of a back-to-basics convertible with unique styling and considerably more performance achieved largely through a reduction in mass. 
 
Simon Rowley’s black 987 Spyder has an unusual history. Not long after the model’s launch, the original (white) Porsche GB press fleet Spyder was written off in an unfortunate incident at a test track and ‘LTE’ was seconded from the marketing fleet for press duties. As such, it’s a veteran of numerous articles, tests and road trips – and, indeed, I was fortunate enough to drive it numerous times all those years ago. He bought it directly from its first private owner, after it was defleeted by Porsche some nine months before that and has owned it ever since, intending to never part with it. In black with silver stripes and wheels, with a manual gearbox and the lightweight bucket seats, it’s a perfect spec in my view. 
 
With aluminium doors, rear deck, lightweight wheels and the omission of various equipment items in base spec, the 987 Spyder is up to 80kg lighter than the Boxster S it’s based on. The roof is entirely manual and could perhaps be described as a little ‘eccentric’, being more in the mould of the great British sports car than a product of Zuffenhausen. It consists of two parts, with a rear section and a shower cap, the cap being able to be fitted independently if desired. 


 
As for the engine, it was brought up to full Cayman S spec (the Cayman had a power edge in-period and the Cayman R extended that further), so that means 316bhp at 7,200rpm, with 273lb/ft at 4,750rpm. The weight drop and extra horses led to a 0.2-second reduction in the 0-60mph time, while the top speed was quoted as 166mph but with the proviso that 124mph shouldn’t be exceeded with the roof on. Complementing these changes was a significant reworking of the chassis set-up, with a 20mm ride height drop thanks to shorter, firmer springs and firmer dampers, and revised front and rear anti-roll bars. Porsche quoted a 25mm lower centre of gravity at the time. 
 
What’s it like? Wonderful – that’s the word that immediately comes to mind. The weather has been most un-Spyder-like for days but, when I sink into the 987’s bucket seat, the clouds part and there’s a rare splash of autumnal sunshine. Roof stowed (it’s a noisy and not an especially cosy experience with it on), the Spyder is primed for action.

Straight away, there’s an urgency to how it accelerates. It might not have the bigger lungs of the later cars, but snappier gearing and significantly lighter weight means that it feels far from inferior in a straight line – against the other two regular Spyders, at least. The exhaust note is a little less raucous than the other cars but, with the sports exhaust ‘open’, it emits a particularly sweet and satisfying howl at higher revs, stoked by a wonderfully slick gearshift mechanism with pedals perfectly weighted for heel-and-toe down changes. 


 
Everything in the 987 feels a little more intimate. The simpler dashboard is more upright and the cockpit less of a cocoon than in the later cars. That more delicate feel extends to the handling, where the most noticeable initial sensation is of a slight imprecision to the steering at times – a legacy of less rigidity in the structure. It’s only the smallest of impressions but, if you drive it back-to-back with a Cayman of the same period, it betrays its open monocoque. On the plus side, though, the hydraulically assisted steering is more authentic than any of the later cars, letting you know exactly what’s happening at the road’s surface. This slight sense of ‘give’ and of more malleable feedback is at odds with the 718’s laser focus, but it makes for a joyous sports car that, once you start driving, you won’t want to stop. 
 
The 981 Spyder of 2015 is a very different car. Obviously, it’s based on the then-new 981 Boxster, a subtly larger, more grown up and, as soon becomes clear, stiffer platform with which to work. Heavier too, and this time there’s a smaller reduction in weight compared to a Boxster S (30kg), which equates to a lightest kerb weight of 1,315kg for the Spyder. Nevertheless, there’s an extra 400cc of displacement to offset that mass, with the fitment of the MA1 3.8-litre engine direct from the 991 Carrera S. That means an extra 45bhp over a Boxster GTS (but 15bhp less than the identically engined GT4; the Spyder still knew its place!) at 370bhp and an additional 37lb/ft, meaning 310lb/ft. It’s slightly longer and lower than a Boxster and, from the aggressive front, there’s no mistaking it as a car with a determined sense of purpose. Once again, the roof is a flimsier affair than the regular car, but there’s at least a bit of electric assistance to elevate it above the one on the older car. The suspension is effectively the passive sports setup optional on the Boxster GTS and does without the GT3 front end as fitted to the Cayman GT4, but there’s a mechanical LSD and torque vectoring on the rear axle. The Spyder also uses the steering rack from the 991 Turbo, along with the 360mm sports steering wheel from the GT3 RS.
 
This particular example, owned by PCGB’s Head of Communications Richard Gotch, is especially attractive in its GT Silver with its Spyder Classic interior package (Bordeaux full leather with Alcantara). As if to reinforce the car’s credentials, Richard is fresh from a pan-European tour in which the Spyder excelled.


 
It is a roomier, sturdier sort of car than the old 987. You’re immediately aware of how much stiffer the structure feels, there being very little difference in feel between this car and a Cayman. Once again, the roof is a more basic affair than the Boxster. You feel much more ensconced in the car, as though you’re part of a more serious, grown-up machine. The 3.8-litre motor has a lovely dry rasp and is vocal on the move, always letting you know there’s a hearty engine pushing a relatively small car. It wants to rev out too, and the performance feels strong – the ‘0-60mph in 4.3 seconds’ type of strong. The top speed of 180mph feels entirely believable. 
 
Perhaps most satisfying of all, it’s a very easy and expressive but capable sort of car to drive. There’s genuine precision to the steering and more than enough outright grip for sensationally fast progress on the public road, but it’s also got a playful balance and sense of fun about it. While the ride is firm, it isn’t overly harsh. I can instantly see why tours in the 981 Spyder are such a joy. 
 
Analysing the differences with the 718 requires even more concentration. Naturally, it’s a very similar car, the 718 being a typically thorough update of the 981, but there are fundamental differences such as the fitment of the MA2-based 4-litre flat six that’s unique to this car and its GT4 twin, plus the respective GTS models. An engine that fell victim to COVID-19 and emissions legislation, it’s forever destined to be a tiny cameo appearance in the history of the marque and that’s a great shame because it has so much to offer. For starters, it revs to 8,000rpm and makes 414bhp, figures that push the Spyder up another league. No longer is the concept for a lightweight car, given that it weighs 1,420kg. That’s largely due to the huge exhaust system with GPF required to meet the new rules, but there’s the knowledge that it’ll hit 100mph from rest in nine seconds dead and nearly reach 190mph. A PDK was an option, although Dominic Benoist’s car here is a manual. 


 
There’s one other key point of difference about the 718. This time, it really is comparable with the equivalent GT4, receiving the same GT3-inspired chassis, suspension, steering and brakes. There’s less aero than a GT4 at both the front and rear, obviously, but it still has great presence thanks to that aggressive front end and ducktail rear. 

Predictably, this technology makes for a very different car again. The 718 is instantly more serious. It has better body control and relishes being pushed hard, offering even more precision in everything it does. The downside might be that, at saner speeds, it lacks the vivacity of character that exudes from the 981. It’s a matter of personal preference in many ways; the 981 is the cheeky but ultimately less capable twin, while the 718 is the cool athlete that could sometimes do with loosening up just a little bit. 
 
Complaints about the car’s gearing really came to the fore with this model. It does feel long; you’ll hit 85mph in second gear. Some might say ‘Why is this a problem?’, but the issue is that the 4-litre loves to rev and, to experience this sensation in anything other than first gear, you need to be driving illegally – making it a frustratingly forbidden fruit. Checking Porsche’s documents reveals that both the ratios and the final drive are the same for 981 and 718, but I think the delivery of the 4-litre, including its higher redline, exaggerates the feeling and the 4.0 motor hits its power peak nearly 1,000rpm higher than the 3.8. You can mitigate this by opting for the PDK transmission – a first for the Spyder – but the appeal of the manual is strong in cars of this type. 



Finally, we come to the superstar: the Spyder RS. Kindly lent to us on the day by Ian Trapp, this car is utterly spectacular and, in many ways, more of an alternative supercar than something related to a 718 Boxster. It uses the 4-litre Motorsport engine from the GT3, making 493bhp, and weighs as little as 1,410kg. It’s a GT4 RS in a slightly saner set of clothes, with a milder front splitter, a ducktail in place of a park bench and no underbody vanes. The bonnet and the seats are carbon fibre, the vents cut into the front wheel wells are simply wild and the roof is another manual contraption that’s not much more sophisticated than the one found on the old 987. Available with only the PDK gearbox, it hits 62mph from rest in just 3.4 seconds. As tragic as it is to say, if this really is the last of the internal combustion-engined Boxsters, then it’s one hell of a way to go. 
 
This is a deeply exciting car. If you’ve never experienced it before, you simply won’t believe the aggression and volume of the engine’s intakes right behind your shoulders. It’s a conversation stopper, an instant focuser of the mind, the most glorious noise imaginable. You’ll play tunes with the throttle, just because you can. 

However, the real ace card of the RS is not actually its engine, but the fact that its softer chassis compared to a GT4 RS includes spring rates 50% lower. Compared to its coupé twin, it is more than capable of dealing with anything on a typical B road and doesn’t batter the occupants into submission. It’s just so driveable – ludicrously quick, yes, but amazingly engaging at any speed and, most of all, a total event from the very first moment you set eyes on it to the point you remove the key from the ignition. 



This is one of those stories that’s both tricky and easy to write. It’s tricky because, to understand the real essence of each car, you have to frame their individual characters very precisely in your mind and, while they’re all Porsche Spyders, they’re also all profoundly different too. It’s easy because all are in many ways equally fabulous and, above all else, there’s a clear-cut case to be made for owning any of them. Much like 911 GT3s, the only answer is to own all or most of them, with the obvious pain in one’s wallet. Me? I love the involvement and sweet character of the 987, but then I’m in complete awe of a Spyder with a GT3 motor right behind the shoulder blades. Err, but can the 981 be beaten as a blend of all four? Then again, that ‘GT department’ feel of the 718 is quite special… oh dear. This could get expensive. 
 
Most of all, from low-key beginnings, the Spyder lineage has become one of the real jewels in Porsche’s history. It’s not hard to see why they have such a dedicated following.
  
987 Boxster Spyder
 
When it was announced, I saw pictures and thought ‘that looks like the perfect car for me’. I’ve taken it to France a couple of times and it’s noisy on the autoroute with the roof on or off but, once you get onto those great roads, it’s brilliant. Even at 14-and-a-half years old, it’s still everything I could hope for. It’s not going anywhere, whatever money I have or what else I have in the garage.


 Simon Rowley
 
981 Spyder
 
When a new 718 4.0 GTS arrived on the drive, I thought it would be my forever car. But we didn’t bond; there was something missing in the relationship that technical ability couldn’t replace. It was just too sophisticated. That’s why my forever car is now the 981 Spyder you see here. It’s a modern sportscar that somehow condenses everything we love about classic supercars into one useable, delightful, engaging machine. She’s going away for the winter now, and I’ll miss her.
 

Richard Gotch
 
718 Spyder
 
It started when my wife bought a 718 Boxster and, when I drove it, I thought ‘this is amazing’. The economy was good, it was really nice to cruise with the roof off, it was comfortable and it was really fast too – we were keeping up with friends in 991s and 992s. So I bought this blue Spyder from Porsche Centre Swindon and we’ve done 24,000 miles in two years now. I just love it and I love getting the roof down. It’s got everything: brilliant acceleration, road holding and the size as well. If you enjoy driving on B-roads, it’s ideal for that – you can really exploit it.

Dominic Benoist
 

 
Spyder RS
 
I love it. It has really lived up to my high expectations. All the great bits of the 718 Spyder are there, and then there’s the GT engine too. And the sound… it’s superb. I think it’s a super road car and the 50 per cent softer spring rates over the GT4 RS really help here. I like to drive it with the rear screen off, where it makes a useful sunshade on hot days. All in, it’s an all-time great.
 
Craig Varty

This feature was written by Adam Towler and first appeared in the November issue of our monthly Club magazine, Porsche Post. Join today to receive your first copy in the New Year as well as enjoying a host of exclusive member benefits and savings.