Does it matter? I’d be lying if I said it didn’t, just a bit. If there’s a missing part of the puzzle, it’s a third pedal. That said, the PDK is its usual blistering self and this firecracker roadster makes up elsewhere. Chiefly with its ride and handling balance, which, more than the open body, is where the Spyder RS deviates from its tin-top counterpart.
The truth is the GT4 RS can be punishing company on the road. Meagre wheel travel results in skittishness and the front can struggle for purchase in non-ideal conditions. Porsche knows this, so for the Spyder RS the spring rates have plummeted from 110Nm per millimetre to 45Nm at the front axle and 140Nm to 80Nm at the back.
The reduction in spring rate has benefits beyond heightened comfort and cruise-ability. One is that you have more confidence scaling those flat-six heights. The car just sits on the road more resolutely. Another is that, in the real world of tepid tyres and damp patches, the Spyder RS hooks up better than the Cayman GT4 RS on turn-in. The knock-on effect is that you can really steer it on the throttle on the way out. It will be interesting to see whether all this translates well to the UK.
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