718 Cayman & Boxster tune. Nashville.
The 718's turbo flat-fours leave more on the table than almost anything else we flash - Porsche sandbagged them hard to protect the 911. Stage 1 on 93 octane typically wakes up 50-70 whp on the 2.0T and 2.5T, and the GTS 4.0 and GT4 get honest, modest NA gains we scope with you up front. Same building, same dyno, same crew that handles the 911s - 1035 3rd Ave S, Nashville.
Every Carma tune includes.
Real prices, no dyno-number runaround. Here's what comes with every flash — at no extra charge.
What we do for the 718.
Stage 1 is a $999 flash, same-day on cars we can reach through the OBD port. Later 718s shipped with locked DMEs that need bench access - we open those in-house as part of the project, nothing gets mailed anywhere, and we give you a straight timeline once we identify your DME. Every tune comes with free re-flashes when you add hardware and a free return-to-stock whenever you want it, and booking holds are fully refundable for 48 hours.
On the 2.0T and 2.5T we raise boost targets and timing into the margin Porsche left behind, then lift the torque limiters that would otherwise clip the result - and on PDK cars we scope the transmission calibration too, because the factory trans torque caps will strangle an engine tune left alone. The GTS 4.0 and GT4 are a different conversation: no turbo margin means modest flash gains, so we map throttle, top-end fueling, and the exhaust flaps honestly and tell you whether it's worth your money before you spend it. The 718 is rear-wheel drive, so it fits our in-house chassis dyno for baseline and post-tune verification, and if you want to go past bolt-ons we do CNC head porting and full engine builds under the same roof.
- Same-day Stage 1 flash - $999
- Locked late-model DMEs opened in-house, bench access included in the project
- PDK calibration scoped with every turbo-four tune
- Free re-flash when you add hardware
- Free return-to-stock, any time
- Dyno verification available - $349 session
Pricing for the porsche 718 cayman & boxster.
Mods we pair with this tune.
Stage 1 stands on its own for the turbo cars, but the 718 responds hard to supporting hardware - and every re-flash after you add parts is free.
- High-flow intake — More airflow for the mid-mounted turbo four - and you finally get to hear the car work.
- Upgraded intercoolers — The factory side-mounted cores heat-soak under sustained load; bigger cores keep boost consistent on track.
- Valved cat-back exhaust — The turbo fours are too quiet from the factory - a valved system fixes that without droning on the interstate.
- Turbo upgrade — The ceiling for the 2.0T and 2.5T - scoped as a Stage 2 conversation, priced by call.
- Headers for the 4.0 — The honest way to make GTS 4.0 and GT4 gains worth it - headers plus a custom dyno-mapped tune at $1499+.
No dyno-number games, no hard sell. Drive it, and if the tune isn't for you, we revert to stock at no charge. That's how confident we are in the map.
Common questions.
Which 718s can you tune?
All 982-generation cars - the base 2.0T, the S and GTS 2.5T, the T, and the GTS 4.0 and GT4 flat-six. Later cars shipped with locked DMEs that need bench access, and we handle that opening in-house as part of the project. We identify which DME you have before anything is booked, so there are no surprises.
Why do the turbo fours pick up so much from a flash alone?
Porsche calibrated the 2.0T and 2.5T conservatively to keep them below the 911 in the lineup, so real boost and timing margin sits unused from the factory. On 93 octane a Stage 1 flash typically finds 50-70 whp with zero hardware. That's one of the biggest stock-margin jumps of anything we tune.
Is tuning my GTS 4.0 or GT4 actually worth it?
Straight answer: a naturally aspirated 4.0 has no turbo margin to unlock, so flash-only gains are modest - typically 10-20 whp with sharper throttle and cleaner top-end fueling. Where the 4.0 gets interesting is headers plus a custom dyno map, or going deeper with our in-house CNC head porting. If a flash alone isn't worth your money, we'll tell you before you spend it.
Do you touch the PDK?
Yes - on PDK cars the transmission calibration matters as much as the engine map, because the factory trans torque limiters will clip a Stage 1 tune if they're left alone. We scope PDK calibration into every turbo-four project so the gearbox actually passes the torque the engine now makes. Manual cars skip this step entirely.
I heard late-model 718 ECUs are locked - can you still tune mine?
Yes. Later DMEs can't be flashed through the OBD port and need bench access, and we do that work in-house at our Nashville shop rather than mailing your ECU out. It adds time versus a same-day OBD flash, so we'll give you an honest timeline the moment we identify your DME.
Can you verify the gains on your dyno?
Yes - the 718 is rear-wheel drive, so it straps to our in-house chassis dyno with no drama. A $349 session gets you baseline and post-tune pulls, so you see exactly what your car picked up instead of what a forum promised. It's optional on Stage 1, but we recommend it on the turbo cars because the gains are worth documenting.
Will a Stage 1 718 hold up on track days?
The calibration itself stays inside safe knock and temperature margins, but the 718's side-mounted intercoolers heat-soak in sustained track use and the DME will pull boost to protect itself - that's the car being smart, not the tune failing. If you track regularly, upgraded intercoolers are the first hardware conversation. Street and canyon driving, no caveats.
Book your Porsche 718 Cayman & Boxster tune.
Drop it off in the morning, drive it home tuned by end of day. 1035 3rd Ave S, Nashville, TN 37210 · Mon–Fri 8 to 5.