Porsche tuning and parts. Boca Raton.
We're building the Porsche side of the shop. It isn't open yet.
This page is what we know so far — including the parts most shops won't put in writing — and a way to be first in line when it opens.
Get first accessWhere this actually stands
We calibrate BMW and MINI out of Boca Raton. 300+ tunes delivered. Porsche is the next platform we're building for, and we're doing the groundwork before we take anyone's money.
So that there's no ambiguity:
- We are not taking Porsche calibration work yet.
- We are not quoting Porsche parts yet.
- We have not run a Porsche on our own dyno.
There's no launch date on this page because we don't have one worth printing. It opens when the work is right, not when a calendar says so. The list below hears before the site changes.
Platforms we're building for
| Chassis | Engine | What calibration realistically does |
|---|---|---|
| 718 Cayman / Boxster982 | 2.0T / 2.5T flat four | Real gains. Published Stage 1 on 93: base 2.0T around +45 whp. The 2.5T S gains less peak — roughly +17 whp — but around +42 lb-ft. On the S, torque is the product, not horsepower; the turbo is already close to its limit. |
| 718 GTS 4.0 / GT4 / Spyder982 | NA 4.0 flat six | Drivability and rev range, not power. Throttle mapping, PDK logic, and a rev limit that moves from 7,800 to 8,000 on the GTS. Anyone selling you a large horsepower number here is selling you a rev limiter. |
| 911 Carrera / S / GTS991.2 | 3.0T flat six | The best gains in the range. Published Stage 1 on 93: Carrera around +68 whp and +124 lb-ft; GTS around +83 whp. |
| 911 Turbo / Turbo S991.2 | 3.8T flat six | Published Stage 1 around +70 whp and +96 lb-ft on the Turbo S. |
| 911 Carrera992.1 | 3.0T flat six | Supported over the OBD port across the industry. Comparable territory to the 991.2. |
| 911992.2, 2025 on | 3.0T / T-Hybrid | Currently bench work industry-wide — the DME comes out and goes in the mail. We'll say something specific here when we can do it properly, and not before. |
| 911 GT3 / GT3 RS991, 992 | NA 4.0 flat six | Small. The most-quoted figure on the 992 GT3 is about +30 hp, and that's the vendor's own number, on an engine that already runs close to optimal from Weissach. |
| 911 Carrera / Turbo997.2 / 997 | DFI / 3.8TT | Still very much on the table. The 997 Turbo responds properly; the NA 997.2 does not. |
| Chassis | Engine | What calibration realistically does |
|---|---|---|
| Macan95B / 95B.2 / 95B.3 | 2.0T four | Well-supported. Shares its architecture with a great deal of the VW Group, which is why coverage is mature. |
| Macan S / GTS / Turbo95B | 3.0T / 2.9TT V6 | Significant — and worth understanding why. These engines are deliberately separated from their siblings in software. A Macan S 3.0TT is meaningfully detuned against the same engine in a Panamera. |
| Cayenne9YA / 9YB | 3.0T V6 / 4.0TT V8 | The largest published gains available on any current Porsche. Stage 1 on 93: Turbo around +116 hp and +155 lb-ft; GTS around +136 hp and +185 lb-ft. |
| Panamera971 | 2.9TT / 4.0TT | Supported, largely as bench work. |
Not on our list, and here's why
Taycan. There is no meaningful performance aftermarket — wheels, springs, cosmetics. We're not going to pretend otherwise to look complete.
Air-cooled and early water-cooled. That's a restoration-parts business, and Pelican and Stoddard have owned it for forty years with catalog depth we won't match. Go to them.
Every figure above is somebody else's published number, measured on somebody else's dyno. We haven't verified a single one ourselves.
When we do, our own before-and-after plots go on this page — same car, same dyno, back to back, with the datalogs available. That comparison does not currently exist anywhere in the Porsche world. We intend to be the ones who publish it.
What a Porsche flash actually exposes
Most shops won't write this down. You probably know most of it already from Rennlist. Here it is in one place, in plain language, before you spend anything.
Your powertrain warranty is the exposure. Not the whole car.
A flashed DME puts engine and transmission claims at risk. Windows, seats, PCM, HVAC, suspension, infotainment, electronics — those are not in the blast radius. Anyone who tells you a tune "voids your warranty" without qualifying it is being imprecise in a direction that happens to suit them.
Magnuson-Moss is real, and it is not a shield.
The Act stops a manufacturer voiding your warranty outright because you modified the car. It does not stop them denying a specific claim if they believe the modification caused that failure. And when they deny it, the burden of proof falls on you. You'll be arguing with PCNA, funding the repair while you argue, and the statute will not cover either.
We are not going to put "won't void your warranty" on this page. You'd be right not to believe it.
Assume it's detectable.
Flashing through anything other than PIWIS doesn't increment the DME's programming counter. That is not the same thing as invisible.
Reflashing can leave entries behind. Adaptation values, over-rev ranges — those are read at every dealer visit and by every serious buyer at PPI. The practical version, which matches what dealer service people will tell you directly: on a routine service, nobody goes looking. On a failed engine or gearbox, they go looking, and what they're looking for is evidence of abuse.
Returning to stock removes the calibration. It does not rewind the car's memory.
Resale costs more on a Porsche than on a BMW.
Three separate mechanisms, and they stack:
A modified car generally can't be CPO'd, which removes a dealer's best exit and pushes their offer toward wholesale. The buyer pool contracts — a significant number of Porsche buyers treat any aftermarket part as a flag, including genuinely good ones. And at the collectible end, originality carries a premium that essentially no modern BMW has to think about.
This is why the standard move among Porsche owners is to keep every OEM part and restore the car before selling. It's the correct move. See the next section.
Emissions hardware is a different category from calibration.
Sport cats, competition pipes, OPF and GPF removal — those are off-road-only parts. They are not street legal, they will fail an emissions test where one is required, and we will label them that way every time. We won't sell you a filter delete described as a street part.
What we'll do about it
Return to stock, included. Always.
Not an upcharge and not a favor. Your original file is read, saved, and handed to you before anything is written.
Your OEM parts crated, labeled, and stored.
You were going to do this yourself anyway. We'll do it properly — hardware bagged, boxes marked, so the car can go back to standard in an afternoon when you sell it.
Numbers we measured, or no numbers at all.
If a figure appears on this site with our name on it, it came off our dyno and the logs are available. Anything else gets attributed to whoever published it, as above.
One out-the-door number.
Parts, labor, calibration, alignment, tax, freight. Quoted before you commit, in a single figure with a date on it. An online-only catalog structurally cannot do this. We can, because the car is in our building.
Fitment checked against your actual car, not your model year.
PSE or not. PASM or not. PDCC. PCCB. 991.1 against 991.2. 992.1 against 992.2 — and the 992.2 GTS is a different exhaust entirely. Those option codes change the part number. Getting them wrong costs you a restocking fee and three weeks.
What we won't do
First access
When Porsche opens, this list hears before the site does. Tell us what you drive and we'll only send you things that actually apply to it.
We'll email when there's something worth reading about your car. Not before.
Questions
Do you work on Porsches right now?
No. We calibrate BMW and MINI. Porsche is in development and this page will change when that changes.
Will an ECU tune void my Porsche warranty?
It puts your powertrain coverage at risk — engine and transmission. It does not affect the rest of the car. Magnuson-Moss prevents a blanket void but does not prevent a specific denial, and the burden of proof would be yours. Anyone who tells you otherwise is selling.
Can the dealer tell my car has been flashed?
Assume yes. Flashing outside PIWIS doesn't move the programming counter, but reflashing can leave entries, and adaptation and over-rev data are read routinely. On a normal service nobody digs. On a failed engine, they dig.
Will a tune hurt my resale value?
Usually, yes — more than it would on a BMW. Modified cars generally can't be CPO'd, the buyer pool narrows, and originality carries a premium on Porsches. Keeping the OEM parts and returning the car to standard before sale is the standard answer and it's the right one.
How much power will I actually gain?
Depends entirely on whether the engine is turbocharged. On the turbo cars it's substantial. On the naturally aspirated cars — GT3, GT4, GTS 4.0 — calibration alone is worth very little, and most of what's sold as a "gain" there is a raised rev limit and a sharper throttle map. For reference, a published dyno on a 981 GT4 showed software alone worth about 11 hp; headers, a plenum and a throttle body did another 39.
Do you do Macan and Cayenne, or only the sports cars?
Both, equally. The Cayenne currently carries the largest published gains of any Porsche, and the Macan four-cylinder is one of the best-supported engines in the group.
Do you tune the Taycan?
No. There's nothing meaningful to do.
Where are you, and how far do you cover?
Boca Raton. We regularly see cars from Delray Beach, Boynton Beach, Deerfield Beach, Pompano Beach, Fort Lauderdale, West Palm Beach and Miami.