After over a year of development on Porsche’s newest DFI engine offerings, TPC Racing has reach a massive milestone. Our first DFI Turbo Kits have come to life in the form of two Boxster Spyders. The first car was 6-speed, built at TPC Racing dealer, Accumoto Motorsport in Wisconsin.

A few weeks later, the very first TPC Racing Boxster Spyder Turbo roared to life here at TPC. But this car was just little special, as it is the first car equipped with Porsche’s new PDK transmission to receive the turbo kit. We are extremely excited to experience the power of the TPC Racing 987.2 Turbo Kit in conjunction with the lightning fast performance of Porsche’s dual clutch gearbox! We just started up this car for the first time and are going to be getting some dyno numbers for this non-intercooled car very soon.

The UK’s premier Porsche specialists, PARR, have been featured in 911&Porsche World Magazine with their client’s modified Boxster S. The center piece modification on this car is the addition of a TPC Racing Boxster Turbo Kit. Producing over 100whp, over stock, this Boxster is ready to move!

CLICK HERE to read the entire article from the September 2010 issue of 911&Porsche World Magazine.

CLICK HERE for more information about the TPC Racing 987 Cayman/Boxster Turbo Kit.

OR

CLICK HERE to learn more about the TPC Racing 986 Boxster Turbo Kit.

After many months of R&D, the TPCRacing Single Turbo System for the Porsche 997, is ready to hit the dyno. Drawing from our hugely successful Cayman Turbo Kit, we decided to move on to Porsche’s flagship model, the 911. Designed to work on vehicles with both the 3.6L and 3.8L engines, the TPCRacing 997 Single Turbo Kit will provide more power than our previous Supercharger system as well as providing an easier installation and a lower cost to the customer. In addition, this brand new turbo conversion will provide customers many options for performance upgrades for those seeking more than 500hp. We are currently adapting this system for 996 models featuring the 3.4L and 3.6L engines as well.

On its first run on the dyno, the TPCRacing 997 Single Turbo Produced very promising numbers. On pump fuel, pushing a mere 4.5lbs of boost, the Turbo put down 406hp to the rear tires.

When Porsche introduced the Cayman in 2006, one thing was abundantly clear: Porsche had muzzled its midship coupe to prevent cannibalizing 911 sales. Despite a more favorable weight distribution and an unflappable chassis, the Cayman lacked the power to exploit its excellent underpinnings, even in “S” guise. So like its Boxster sibling, the Cayman was destined to play second fiddle to Porsche’s iconic rear-engine flagship. From a business perspective, Porsche’s decision made sense. For enthusiasts, it was yet another bitter pill from Zuffenhausen.

When the Cayman underwent a refresh, there was always hope that a turbocharged variant would be included in the line-up. Predictably, that never happened. So the Cayman continued to stand on the lower/middle rung of the Porsche ladder, offering less power and a lower price than the 911. The Cayman could dance. It just needed an extra bit of oomph.

That’s where Mike Levitas comes in. Mike is the brains behind TPCRacing of Jessup, MD. Born of a family of automotive tinkerers, Mike spent most of his formative years learning about turbos and turning that knowledge to race cars – fast, reliable race cars that won championships. Like most other Porsche enthusiasts, Mike thought the Cayman could use more power. Turbocharged power. But unlike most of the marque’s devotees, Mike made it happen.

Levitas began producing race cars back in the late Eightes, and over the course of the next decade and a half he managed the turbocharger programs for the Nissan 300ZX, Mazda RX7, Lotus Esprit and Consulier GTPs in the IMSA Supercar Series. Mike’s background and advanced aeronautical training eventually led him to build some of the best Porsche race cars around. Porsche Club racing, Motorola Cup action, and a brief dip into Mercedes sedans eventually led him to the Grand American Rolex Sports Car Series.

In 2000, TPCRacing began racing under its own banner, racking up more than 20 class wins (including one at Daytona in 2006) and an unprecedented 1-2-3-4 sweep of the driver’s championship. The team was so dominant that the lead car during that championship season never missed a podium. With all of that race history as a test bed, TPC thought it was time to offer some of its accumulated wisdom to the masses.

TPCRacing is now known as one of the premier outlets for readying your Porsche for track duty. Turbochargers, suspension upgrades and computer reflashing are all available to professional and club racers. And for those who’d like a little more performance out of their daily drivers, TPCRacing has you covered in spades. While most of the company’s work is devoted to 911s, TPC thought the Cayman needed a little something extra as well. They picked up a Guards Red 2006 Porsche Cayman S a couple of years ago and went to work. The result is the TPCRacing Cayman S Turbo Kit. Producing around 485 horsepower, it’s packing more ponies than – until recently – nearly any vehicle in Porsche’s lineup, save the GT2. And that’s only with 5.5-pounds of boost. With such a low amount of pressure, the turbo kit puts barely any additional stress on the stock internals of the 3.4-liter flat-six.

TPCRacing sells its Cayman Turbo Kit (with intercooler) for a buck less than ten grand. It includes nearly everything needed for installation: a cat-back exhaust, turbocharger, liquid-to-air intercooler, new intake plenum, all brackets/plumbing/fitting/hardware/clamps, upgraded injectors and custom silicone piping. The ECU needs to be shipped to TPC for reprogramming, but anyone with a fair amount of mechanical aptitude can do the installation. The total tab for our tester was about $12,000 according to the owner. Of course, he also went nuts with suspension, brakes, wheels, tires and body mods that more than doubled that figure.

A few extra bits are recommended by TPC, although they’re not included in the kit. Pop for a set of GT3 spark plugs as well as the factory Porsche front-center radiator and associated ducting and brackets, and it will add around $750 to the tab. Tiptronic cars can skip that last item, as they’re already equipped with the front-center radiator. The downside for Tiptronic owners is that the installation requires modifications to the transmission mounting brackets as well as relocating the transmission oil cooler.

TPC is also working on a non-intercooled Turbo Kit that eliminates the need for the liquid-to-air intercooler as well as the front center radiator and all the additional plumbing and water pump. Boost levels are a bit lower, but so is the price – an estimated $7,490.

We got a chance to sample the full-on intercooled turbo kit and, needless to say, it’s like no Cayman we’ve met before. It’s a mid-engine Jekyll and Hyde. In normal commuter duty the TPC drives exactly like any other Cayman on the road. That’s to say it has near perfect handling, with some of the best brakes and most precise steering ever engineered into a road-going vehicle. But dip into that throttle a bit deeper and… whoosh! As if a giant hand dropped down from the sky and gave you a gentle shove, you’re hurtled along into extra-legal speeds in seconds.

There’s no drama, only a throatier roar from the exhaust that fades as the RPMs drop. Although not quite as transparent as the factory turbo setup in the 997 Turbo, it feels just as fast. The power is available at seemingly any RPM too. There’s a progressive feel rather than the expected lag and burst of traditional tuner turbos – further proof that Mike and his crew know more than a thing or two about balancing linear performance and potent thrust.

Our seat time was all too brief, but it was more than enlightening. Levitas is a manic bit of energy, equal parts mad scientist and grassroots racer. Two of his customers, David and Kevin, happened to be computer engineers and even they were hard pressed to keep up with Mike’s constant stream of technical babbling. The one thing they definitely picked up is Mike’s passion for his work and ability to build an impeccably well-thought out and professional turbo kit.

Our sentiments and disappointments were echoed by several of Mike’s customers. While most would prefer a factory Cayman Turbo, Porsche didn’t build one. That left the door wide open for tuners and TPC happily stepped in to fill the void. For around $12,000 over the price of a Cayman, customers can have a unique, track-friendly daily-driver that’s ready to trounce its rear-engine grandfather, while still costing less and retaining its reliability. That’s a 400-hp formula we can get behind. Now we just need to start trolling Craigslist for used Caymans…

Story and Photos by: Frank Filipponio

Get the full Autoblog story here.

Check out the TPCRacing Cayman Turbo Kit here.

We were halfway across the Nevada desert when the brakes began to take hold. The cabin filled with the rush of cool desert morning air as owner Larry Dye put his Cayman through its paces. Although we weren’t equipped with timing gear, the run from 0 to 100 went by in around the time it takes to read this sentence. Getting up to the nasty side of 120 wouldn’t have taken much longer had our high-speed antics not been immediately taken down to speed after a nasty grating sound erupted on the rear underside of the car.

We originally spotted this incredibly savage Cayman at the SEMA show only a day earlier. While the minor glitches in this monumental (or maybe just mental) project have since been sorted out, that wasn’t the case right before the show. Like many cars featured in the hallowed halls of the Las Vegas Convention center, it was completed under a fairly suffocating schedule. Various glitches in the buildup ensured that turbo and suspension installers TPC in Baltimore, Md., only had one day to tune it before Dye had to get the car on a trailer and haul it cross country.

When he originally acquired the car in May 2007, he had no idea that the project would grow to this magnitude. “I originally tried just upgrading the exhaust, headers and suspension,” he says. “But I was left wanting more power. Lots more.”

While the Cayman S is no slouch, especially compared to its older hairdresser sister the Boxster, Dye had to wonder what the mid-engine track attacker could do with 911 power. To make his vision a reality, he took the car to Stephen Kaspar at Imagine Auto in Kansas to swap in a 3.8-liter X51 Carrera S crate motor with the intent of putting a supercharger on it later. The engine actually had to be installed lower in the bay than normal using a hodgepodge of Porsche parts–mounts, bushings, and so on–to accommodate the new powerplant’s higher intake profile.

Like a father expecting octuplets, with more power on the way Dye knew he would need more room–for wider tires, that is. So he began scouting around for a widebody conversion. The search led him first to TechArt, then to Atlanta, Ga., where Patrick Patritti has acquired a reputation for making widebody conversions to 996 911s and 986 Boxsters. Dye convinced Patritti to fabricate a completely new kit based on the Cayman in carbon and Kevlar.

With the bodywork complete, every exterior panel except the aluminum bonnet has been modified or replaced entirely. Overall, the dimensions are approximately 7 inches wider in the rear and 3 inches wider up front. The front bumper was modeled after that of the 997 GT2, the rear modeled after that of the 997 GT3. Patritti also included a custom carbon undertray and rear diffuser to reduce turbulence beneath the car and reduce lift at speed.

“After the body conversion, I took it to Michael Levitas at TPC in Baltimore to have their 987 turbo kit installed,” Dye says. “Right now, TPC is getting roughly 545 hp from one of their 987 3.4s running just 6.6 psi of boost. I’m looking forward to what they come up with from the 3.8. I’ve been very lucky to have chosen what seems to be just the right mix of extremely talented people to work with.”

When Larry Dye wanted a mid-engine Porsche, and all the inherent capabilities that come along with it but bigger power, he went and acquired just that. And while the impromptu test and tune from a ride along with an ec contributor caused a ripped-off diffuser, it resulted in a superior replacement design that represents this entire widebody phenomenon.

You should have seen his face,’ exclaims the owner of our featured Cayman. ‘There we were behind this fully wrung-out RS4; he pulled to the left, and we just blew past him. Poor guy couldn’t understand what was going on…’

You’re looking at a small, orange menace to the Porsche establishment’s pecking order. What Mr Audi driver had no way of knowing is that beneath the oh-so-subtle body modifications to this Cayman lies the best part of 500 turbocharged horses.

Developed for the UK market by renowned Porsche road and racing specialists Parr, this series 1 Cayman Sport is the first recipient of their turbo conversion. It’s a light pressure set-up, with a large, single turbine boosting at around 0.35 bar and fed air via a water-to-air intercooler, which itself is cooled with the aid of a third central radiator in the nose.

There are also larger fuel injectors to squirt in the higher volumes required, a new intake plenum and air filter and a redesigned air box, plus a different exhaust from the headers back. What there isn’t, perhaps somewhat surprisingly, is any change to the internals. Eyebrows may well be raised, but Parr claims that converted examples overseas have clocked up over 30,000 miles without mishap.

Part of their confidence also stems from the less stressed, light pressure nature of the conversion. This car has been rolling roaded at 480bhp at 7400rpm with a little more still to come, a figure entirely comparable with a 997 Turbo. But whereas the 911 makes 501lb ft of torque, this Cayman makes do with 370lb ft, and with a far more conventional torque curve than the 997T’s freakishly flat plateau from 2100 all the way to 4000rpm.

So, as the figures suggest, in reality this engine has a completely different character from the boosted 911. No, there isn’t the same ferocious kick of torque, but then the lighter weight of the Cayman negates some of that disadvantage. Once the blower is spinning past 2500rpm you’re very much aware of its assistance, and it goes on providing that storming urge all the way to the newly raised 7800rpm cut-off, whereas a 997T is running out of puff far earlier. In effect, it’s similar to the standard Cayman S in delivery, and you can revel in revs just as you would in that car, albeit with the added option to surf almost ridiculous levels of mid-range grunt that make overtaking an easy and less gear-dependent task.

And you need to know about the sublime noise it makes. At about 3000rpm it starts to howl with a savage intensity and the sound when you lift briskly off the throttle is of air being slashed with a giant meat cleaver.

This car also has a load of Car Graphic tuning parts fitted, including the front splitter and rear diffuser, plus the ducktail wing on the rear lid, 20mm lower progressive-rate springs, larger anti-roll bars and larger cross-drilled and grooved discs. There’s also a Quaife LSD, GT3 nose vent and Parr’s own geometry settings. The result is no discernable loss of comfort compared with the standard car, and a Cayman that feels supremely well balanced and alert. Even on wet roads, the diff and the easily modulated power delivery mean it’s very exploitable.

Right from the start, the guys at Parr were keen that the costs involved didn’t place the car in direct competition with a 911 Turbo, and at £11,240 fully fitted for the engine mods they have to a large part succeeded. Factoring in the current market value of a used Cayman S, you could be holding the keys to a turbocharged near-500bhp mid-engined Porsche for around £35,000. This car is as outrageously exciting as that prospect sounds.

Adam Fowler

I know there’s a wide array of feelings in regard to naming one’s car and/or applying a gender to it. Personally I’ve never been able to find a suitable name for mine. It just seems weird to me, to personify a machine with a name. But I do imagine my Cayman S is female. Considering the amazing curves and sexy hips that Porsche has provided, it’s hard for me to imagine it any other way. A feminine identity also matches the personality of the car. The Cayman is strong, but not brutal. It’s flexible and capable of carving turns the way a skilled ballerina works a dance floor. It’s light on its feet with agility, stamina and endurance. It’s undeniable to me. The Cayman is definitely female. My Cayman S has always been a docile and easy going female. This weekend I met one that was bipolar. I rode in a Cayman S that was equipped with a TPC Turbo kit, and believe me when I tell you, that car was seriously pissed off.

At the controls was none other than Mike Levitas, owner of TPC Racing and winning Grand Am race team owner/driver. At first he showed me how normal and docile the TPC Cayman S could be. We proceeded up a small incline as though we were driving to work or running an errand. He showed me how quiet the exhaust note was, how normal the car felt when driven easily. From the passenger seat it didn’t feel any different than any other Cayman except for the fact that it sounded a little different. The tone was deep and muted. As the car’s creator, Mike knew just how to push her buttons. He dropped the go pedal and the car instantly bursts into a rage and lost its temper. It screamed out loud and protested by lighting up the rear wheels. Mike held on as the powertrain tried to rip its way through the rest of the car. The tail hung out 5 degrees or so and I could feel the back tires delivering a perfectly smooth power slide. The pavement was screaming for mercy as the tires abused it into submission, but Mike didn’t back off. He taunted her for a few seconds longer, which results in some rather stunning acelleration.

I’ve been in a few very powerful cars, and I expected the Turbo charged CS to be strong. I didn’t expect 5 psi of boost to do that….! The car was as fast as some late model 996/997 Turbos I’d been in, but far more raw and visceral. Where a modern day 911 Turbo delivers a smooth rush of torque without drama, the TPC Turbo Cayman S reminded me more of a mid 80’s 911 Turbo, only with a lot more power. At some point the car crosses a line that would make most drivers suddenly doubt their abilities. It delivers brute force acceleration that forces you to pay real close attention to gear selection and steering angle.

I asked Mike if the car had an LSD inside, and he told me that he did in fact install a custom Guard Transmission LSD. He began telling me all about clutch packs, acceleration/deceleration ratios, foot pounds, and so on. He went super geek on me, which I love, and which also confirmed to me that Mike knows the Cayman platform like few people I’ve met.

We also had a chance to speak about suspension. That’s when Mike’s Race experience becomes really clear. I haven’t met anyone who’s displayed more knowledge about the Cayman’s suspension and how it should be setup. In a few short minutes he spit out all sorts of knowledge about alignment, differentials, spring rates, roll bars, and so on. This guy instantly earned my respect. I wish I lived closer to TPC because I’d love to pick his brain more. If you live close by, consider yourself lucky and do yourself a favor; stop by and meet Mike for yourself. I think you’ll come to a similar conclusion.

You guys know I’m a skeptic. I put a lot of thought into every mod I try, and I’d be the first to tell you that every mod brings drawbacks. In regard to Turbo kits, I’ve always worried about reliability and longevity. There’s a lot of added heat and mechanical stress to deal with when you boost an engine’s torque output by 50%. Mike told me they’ve delivered more than a few Turbo kits (I was actually stunned by the number). Many of these cars are used extensively on the track, which is the ultimate proving ground because of the frequent long durations of full throttle. That suggests to me that the Cayman engine is stronger than I had previously thought. Perhaps more time is needed to convince guys like me. But let me tell you this. If you’d like to have one bad *** Cayman, if you’d like a Cayman that’s bipolar and has a short temper, if you appreciate being scared when the pedal meets the carpet, then you might like a TPC Turbo Cayman S. But proceed with caution and bring a permission slip from your wife. My visit to TPC ended up costing me a $1,000.

First a little background….

In the past 2.5 years, I went through a series of cars after selling my much loved E46 M3(track prepped on Motons). E46M3 => 996Turbo => E60M5 => 997C2S => …

I currently own a 2006 Cayman S (manual), purchased from the dealership as a CPO vehicle early in 2008, 100% stock at the time. The wheels/tires combination were recently replaced with factory (Carrera Classics) 19’s wrapped in Continentals. The car came equipped with every option in the book minus the PCCB option.

Stock to RS350

The car was dyno-ed before the RS350 kit to obtain a baseline, and put down a respectable 277rwhp and 254rwtq. (refer to the RS350 review thread for specifics). With the RS350 kit, the car put down 300rwhp with significant gains in the mid range, completely removing the “dip” early in the RPM range that the car suffered from in stock form, and dyno-ed at 300rwhp and 264rwtq.

summary from the RS350 review – “the car pushes you forward like a 996TT down low, and extremely very eager to rev to redline like the 997C2S up top.”

RS350 to TPC TURBO

The TPC Turbo kit arrived and few weeks later, the installation was underway. The entire installation time took from start to finish, just over 2 weeks. Yesterday, I took delivery of my new car. The reason why I say I took delivery of my NEW car, is because that’s exactly, a completely different beast. An absolute ANIMAL trapped inside a “hard top boxter’s” shell.

Initial Impression

Without looking underneath the car, or have the engine cover off, there’s no sign of change to the car. The car idles like stock, drives like stock, feels like stock and handles like stock. I put the same junky 91 octane gas in the tank, I putt the car around town, and commute in and out of traffic.

That’s of course, only until the car hits operating temperature and you put your lead foot to the floor. Between 3.5k to 4k RPM, the car takes on a whole new persona. The first hint of force induction comes in with the high pitch whine of the turbo creeping up from behind. At 4k, the RPM needle starts to pick up speed and like a volume knob being dialed up, the turbo whine gets louder. While you’re busy admiring the symphony happening behind your right ear, you’re pegging redline. But wait, that wasn’t in 1st gear, that was third. The freakin’ car just revved to redline in third gear like it did in first… clutch in, shift, and the wastegate gives you a reminder that it’s ready to go again.

If that doesn’t paint the picture of awesomeness in your head, I dunno how else to describe it.

In its current 91 octane setup, the car is no slouch. Easily faster than my previous 996Turbo. How fast? Scary fast, like the first time i floored the V10 M5. Surprisingly, the car has plenty of traction, even with the slim 265 width Continentals in the rear, I didn’t have problems easing off the line and immediately stomping on the gas. Instead of chirping tires between shifts, the car snaps your head back with each succession.

Exhaust Sound

When Mike and TPC said there’s no drone in the exhaust, they REALLY mean it! In fact, around town while driving conservatively, it’s quieter than my Milltek, and very similar to the noise pitch of the Porsche Sports Exhaust. It’s extremely pleasant for my commute cruising 65-70mph in 6th gear and have absolutely no drone whatsoever.

Get on it and above 4000rpm, the exhaust note climbs, perfectly matching the sound of the Turbo as it spools up. It gives you the bark you need without drowning out just about the coolest sound you can hear inside a car. At its peak, I would guess that it’s a little bit louder than the Milltek exhaust it replaced, but definitely not enough to piss off any neighbors.

What next?

Once the initial test and check period is over and my underbody panels are reinstalled along with oil change, data logged via Durametric will be sent back to Mike @ TPC to further refine the 91 octane tune. All you California Cayman owners itching the pull the trigger, you now have the perfect excuse. A trustworthy, highly competent installer (check out the installation thread), and perfected 91 octane tune will be readily available.

My butt dyno is reading conservatively under 400rwhp with a bit more after Mike works his magic. I originally planned to dyno the car this weekend, I think I will push it back until after Mike gets a chance to check out the Durametric logs.

I will post in this thread overlay graphs and dyno charts as they are done along with video comparisons when available.

Special Thanks

TPC Racing

I would like to thank Tom/Casey/Josh/Mike (not in any particular order) from TPC for the incredible support they’ve provided over the course of the installation process. We’re not talking about a company that ships you a box and you’re on your own. These are a bunch of guys that loves cars, races cars, and wants to share their enjoyment with everyone else.

EuroAutoSpot, San Diego (www.euroautosport.com)

I honestly can’t thank Shane/Chris/Bobby/Linh over at EuroAutoSpot enough for the amount of care and attention that went into the install. For anyone reading this, you HAVE TO check out the Installation Thread. Shane literally prevented my car from burning to the ground with absolutely no chance in hell anyone would cover the damage. This is the same guy that’s worked on maybe 5 porsches EVER, with his first go at the Cayman being this Turbo install. Since they’re not a sponsor on the board, I don’t want to seem like I’m giving them free advertising, so if anyone is interested in getting this kit installed in California or nearby states, contact me in private and I’ll get you in touch with them.

As always…

I’m not a mechanic, not a race car driver, and don’t do this for a living. But like you all, I’m an enthusiast first, and would be more than happy to take anyone out for a spin in the car, or answer any questions you may have about the TPC kit, the RS350 kit, or just anything in general. I’d like to extend that same invitation to anyone that may be out of state, or not in San Diego, CA but happen to be in town. I’m sure TPC would be happy to sell you the kit, and EuroAutoSpot would be happy to schedule you in for the install, but even if you have no intentions on making the upgrade to your own car and just want to go for a spin, let me know.

Anyone with a stock Cayman, or have some sort of performance modification you’re interested in comparing to the standard TPC kit, please feel free to get in touch with me.

TPCRacing would like to give our CONGRATULATIONS to MARK SOTOMAYOR. Last weekend at the Loring Land Speed Race, Mark made a pass of 184.660MPH in his TPCRacing Cayman Turbo. The Loring Land Speed event was run on Loring Airbase, a former heavy-bomber airbase. This made for the perfect scene for this high speed challenge. Drivers were given a 1.5mile distance to make their top speed with a 1mile slow down. The event saw several cars and motorcycles surpassed 200mph. It seems that the speed bug has bitten Mark. Plans are already being made for the next event in which Mark hopes to break the 200mph barrier! GREAT JOB MARK! AND GOOD LUCK WITH 200MPH!!!!

In our never-ending quest to produce more power with better products, TPC Racing has developed the TPC Racing Cayman Turbo Kit Version 2.

The purpose for developing this VERSION2 package is to open the door for even greater power levels than those offered by the base Cayman Turbo Kit. The VERSION1 Turbo Kit was designed using a 2 stage fueling system much like the Lexus IS-F. In this application 2 secondary injectors came into operation when the car was pushed into boost. These secondary injectors were run using a piggy-back ECU. In addition the piggy-back ECU allowed the OEM injectors to be run at a higher duty cycle. This allowed us to make good, reliable power, while maintaining stock day-to-day driving characterisics.

The problem with the V1 fueling system is that it simply cannot move enough fuel to achieve the power levels we desire. Months of R&D were spent trying to develope a better fueling and tuning system, while still providing the excellent streetability that TPC products are famous for. We are now thrilled to announce the release of the TPC Racing Cayman Turbo Kit VERSION2.

VERSION2 completely removes the secondary fueling system and replaces the OEM Cayman injectors. The OEM Cayman injectors are replaced with a set of high-flow injectors capable of delivering the additional fuel necassary to produce huge HP/TQ numbers. To drive these larger injectors, TPC Racing has developed flash for the factory ECU. This is not your ordinary flash though. Where most tuners only modify and tune a few of the base fueling tables in the OEM ECU; TPC has spents thousands of hours engineering thousands of lines of code to provide one of the most complete ECU flashes around. What does this mean for the customer? It means that when this kit is properly installed, it will run as if it came from the factory as an OEM Porsche Cayman Turbo.

The TPC Racing Cayman Turbo Kit VERSION2 has allowed us to produce 485HP to tear up the track, while maintaining perfect streetability for everyday driving. This update for the TPC Racing Cayman Turbo Kit has now opened the door for us achieve power levels unheard-of for a Porsche Cayman or Boxster. Interested in more power? Look out for the release of the TPC Racing Cayman Turbo Kit Stage 2 and Stage 3.