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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchThe correct way to set up a 718 Cayman GT4 RS with the Manthey coilover kit is to verify the hardware and front-axle-lift configuration, record the car’s current settings, then tune damping and alignment methodically for the circuit, tires and conditions. Manthey and Porsche describe the adjustment hardware, but the official material does not publish one universal track-day click count, ride height or alignment recipe. Use the current vehicle-specific Manthey documentation or an authorized Porsche Center for those values rather than copying an unverified internet baseline.
The kit is a 3-/4-way coilover system for the 982-generation GT4 RS. It provides tool-free low- and high-speed compression and rebound adjustment, and Manthey and Porsche describe a 20% increase in front spring rate over the standard setup. Cars with and without the factory front axle-lift system require the corresponding kit version.
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What the Manthey kit is—and what it is not
Manthey’s product description identifies the hardware for the Porsche 718 Cayman GT4 RS (982) as a 3-/4-way coilover kit with adapted spring rates. The damping force can be adjusted without tools in four ranges: low-speed compression, high-speed compression, low-speed rebound and high-speed rebound. The kit is offered in configurations compatible with cars equipped with front axle lift and cars without it.
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The term “3-/4-way” should not be treated as a single four-position dial. It describes the damper’s adjustment architecture. Separately, Porsche describes the spring struts as having four positions. The manufacturer material does not define those four positions as four universal click settings, nor does it publish a numbered procedure that applies to every car, circuit or tire.
| Item | What the official descriptions establish | What they do not establish |
|---|---|---|
| Application | 718 Cayman GT4 RS, type 982 | A setting that suits every model year, tire or circuit |
| Damper layout | Low- and high-speed compression and rebound adjustment without tools | Universal click counts or the direction for a particular symptom |
| Springing | Front spring rate increased by 20% compared with the standard setup | A replacement spring rate for every axle or a recommended ride height |
| Fitment | Versions for cars with and without front axle lift | That one version can be installed on both configurations |
| Installation and setup | Track-oriented, adaptable suspension | Installation torque values, alignment targets or a universal baseline |
Confirm the exact car and kit before changing anything
Check the front axle-lift configuration
Start with the car’s equipment, not with the desired click setting. Manthey lists separate compatible versions for GT4 RS cars with and without the factory front axle-lift system. Verify the kit identification against the vehicle identification number, the purchase documentation and the current Manthey fitment information. If the car has front axle lift, do not assume that a non-lift kit is interchangeable; ask Manthey or an authorized Porsche Center to confirm compatibility before installation or service.
Establish whether the car is still on standard suspension
A standard GT4 RS already has circuit-oriented chassis hardware. Porsche’s technical data for the GT4 RS (MY N 11/2021) lists adjustable toe, camber and anti-roll bars, Porsche Active Suspension Management (PASM) damping and two manually selectable PASM modes. Those features belong to the standard car and should not be confused with the Manthey coilover adjusters.
The same Porsche technical data lists a 30 mm lower ride height for the standard GT4 RS. That figure is a standard-car specification, not a published ride-height target for the Manthey kit. Do not reset the Manthey suspension to “30 mm lower” based on that number unless current vehicle-specific documentation explicitly calls for it.
Collect the current documentation
Before the track day, obtain the latest installation and setup information for the exact kit version. The official pages reviewed for this model do not provide damper click counts, alignment numbers, ride-height targets, installation torques or a complete track-day procedure. Documentation can change by kit revision, tire specification or market, so an older forum post is not a substitute for the current technical data.
Understand each adjustment before touching a dial
Low-speed compression
Low-speed compression controls damper response during relatively slow shaft movement, such as the body movement created by braking, turn-in, throttle transitions and smooth steering inputs. “Low speed” refers to damper shaft velocity, not the car’s road speed. A slow damper shaft can occur while the car is traveling quickly through a long, smooth corner.
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Use the manufacturer’s adjustment chart to identify the correct direction for a change. Do not assume that adding or removing low-speed compression always produces the same result in every situation; the effect depends on spring rate, tire construction, aero load, surface and the other damper circuits.
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High-speed compression
High-speed compression concerns faster damper shaft movement caused by sharp bumps, curbs, surface breaks and abrupt impacts. It does not mean “high-speed cornering.” A car can need high-speed-compression attention on a relatively slow corner if the curb is aggressive, while a smooth fast bend may produce little high-speed shaft movement.
Because the Manthey kit already has a 20% higher front spring rate than the standard setup, avoid using high-speed compression as a substitute for an undocumented spring or ride-height change. First confirm that the spring, tire and ride-height configuration are the one intended for the car.
Low-speed rebound
Low-speed rebound governs damper behavior as the suspension extends during slower body movements. It can influence how the chassis settles after braking or steering input and how quickly load transfers away from a tire. Make only one controlled change at a time and record the result; rebound changes can alter the balance you feel in more than one corner.
High-speed rebound
High-speed rebound affects rapid extension events after a wheel has been compressed by a curb or sharp bump. If the car feels unsettled over a sequence of surface changes, document exactly where the motion occurs and consult the current Manthey guidance before changing this circuit. A symptom that appears to be rebound-related can also come from tire pressure, alignment, ride height or insufficient wheel travel.
Do not confuse four-way damping with Porsche’s “four positions”
Manthey’s four damping ranges are compression and rebound at low and high shaft speeds. Porsche’s description of four spring-strut positions is a separate statement about the spring-strut assembly. The published material does not provide a universal numbered sequence that maps those positions to a particular ride height or damper click count.
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Prepare the car before the first session
- Verify fitment. Confirm the kit version, front axle-lift compatibility and installation status with the current Manthey or Porsche documentation.
- Inspect the installation. Have a qualified technician check the coilovers, springs, locking hardware, lines, mounts and clearance at full steering and suspension travel. The reviewed manufacturer material does not publish installation torque values, so use the current service documentation rather than a generic torque chart.
- Record the baseline. Write down every damper position, the installed spring and ride-height measurements, alignment readings, tire specification and the PASM mode used. Photograph adjuster positions if that helps prevent an accidental lost baseline.
- Measure consistently. Measure ride height on the same level surface with the same fuel load and comparable driver or ballast. Record the method and reference points so a later change can be reversed accurately.
- Check alignment. Have toe, camber and anti-roll-bar settings measured and adjusted by a shop familiar with the GT4 RS. Porsche identifies these as adjustable on the standard car, but the official material reviewed here does not publish track targets.
- Inspect tires and wheels. Confirm that the tire construction and size are approved for the car and that there is no rubbing at full lock or compression. Use the tire maker’s current pressure guidance and the circuit’s safety requirements; no universal pressure is established by the Manthey or Porsche pages cited here.
- Warm the car methodically. Use the first session to bring tires, brakes and dampers to operating condition while checking for warning lights, contact marks or unusual noises. Do not judge a cold-lap balance as the final setup.
A practical track-day tuning method without invented numbers
1. Start from a documented, reversible baseline
A baseline is useful only if you can return to it. Record the exact number of clicks or positions from the manufacturer-defined reference point, not merely “soft” or “firm.” If the current manual does not define a reference procedure, ask the supplying center or Porsche Center to establish one before testing.
2. Change one variable at a time
Do not alter damping, alignment, tire pressure and anti-roll-bar position between the same two laps. A multi-variable change may feel faster but leaves no reliable explanation for the result. Make the smallest documented adjustment permitted by the current technical guidance, then repeat the same section of track under comparable conditions.
3. Describe the symptom, not a preferred fix
Write down the corner, phase and surface involved: entry under braking, mid-corner, throttle application, curb strike or exit over a bump. Also note steering angle, pedal input, tire temperature or pressure trend and whether the issue occurs once or repeatedly. This information lets a qualified technician choose between a low-speed circuit, a high-speed circuit, alignment or another mechanical check without guessing.
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A car that turns in sharply is not automatically faster if it loses traction over curbs. Assess both the intended line and the car’s ability to maintain contact with the surface. If the chassis becomes harsh or skips over a bump, verify tire condition, wheel travel and ride height before assuming a damper click is the answer.
5. Keep a session log
For each run, record circuit configuration, weather, tire set, cold and hot pressure readings, PASM mode, damper positions, alignment changes and the driver’s comments. Mark whether the change improved entry, apex, exit or curb behavior. A written log prevents a temporary improvement caused by cooler air or a different tire condition from being mistaken for a repeatable setup gain.
6. Stop when the evidence is unclear
If a change has no consistent effect, return to the last known setting rather than stacking another adjustment on top of it. Inspect for mechanical causes, confirm that the adjuster is operating through its intended range and seek current technical advice. A track day is not the right time to infer a new ride-height or alignment specification from a single lap.
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How standard GT4 RS controls fit into the setup
The Manthey kit does not erase the standard car’s other chassis controls. Porsche lists adjustable toe, camber and anti-roll bars, plus PASM with two manually selectable modes. Treat these as separate decisions:
- Alignment: toe and camber determine tire orientation and contact behavior. Use measured, vehicle-specific targets from Porsche, Manthey or a qualified race-alignment technician; none of the official material reviewed supplies a universal target for this article.
- Anti-roll bars: the standard GT4 RS has adjustment capability. Any change affects the distribution of roll resistance and should be documented independently from damper changes.
- PASM mode: Porsche identifies two manually selectable modes. Select the mode required by the current vehicle documentation and keep it constant while comparing damper settings.
- Coilover damping: the Manthey system adds low- and high-speed compression and rebound control. These circuits address damper behavior, not alignment geometry or spring rate.
When a handling problem appears, first identify which category can physically cause it. A steering pull or uneven tire wear calls for alignment and mechanical inspection, not an arbitrary rebound adjustment. A repeated impact over a curb may warrant high-speed damping guidance, but it can also indicate insufficient clearance or wheel-travel issues.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Front axle lift: setup and service implications
Front axle lift changes the required kit configuration, so it is a fitment issue before it is a tuning issue. Confirm the vehicle’s lift equipment when ordering, installing or replacing components. After installation, check operation through the full lift range and inspect clearances with the wheels straight and turned.
Do not assume that using the lift system changes the Manthey damper settings by a fixed number. The reviewed Porsche and Manthey material identifies compatible versions but does not publish a universal lift-versus-no-lift adjustment table.
What the published figures mean
| Figure | Meaning and qualification |
|---|---|
| 20% | Front spring-rate increase described by Manthey and Porsche for the coilover kit relative to the standard setup. |
| 30 mm | Lower ride height listed by Porsche technical data for the standard 718 Cayman GT4 RS, MY N 11/2021; it is not a published Manthey ride-height target. |
| $53,946 | U.S. price excluding installation announced by Porsche Newsroom in 2024; historical announcement pricing, not a current quote or a worldwide price. |
The $53,946 figure is useful only for understanding the scale of the 2024 U.S. launch announcement. Current pricing, regional availability, installation charges and kit part numbers must be confirmed directly with Manthey or an authorized Porsche Center.
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Common setup mistakes and how to avoid them
Copying an internet click count
A click count without the kit revision, reference position, tire, alignment, circuit and temperature is not a transferable setup. The official material reviewed does not publish a universal track-day number. Use a current, vehicle-specific document instead.
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Calling every damper movement “high speed”
High- and low-speed labels describe damper shaft movement, not the car’s speed. A fast corner on smooth asphalt may mainly involve low shaft speeds; a slow corner with a sharp curb can create high shaft speeds.
Using the standard ride-height number for the Manthey kit
The 30 mm lower figure belongs to Porsche’s standard GT4 RS technical data. It is not evidence of the correct Manthey ride height. Measure the installed car and follow the current kit documentation.
Adjusting several systems at once
Changing damping, anti-roll bars, alignment and tires together hides cause and effect. Return to a known baseline and test one documented variable at a time.
Ignoring the lift-system variant
A front-axle-lift car needs the compatible Manthey version. Confirm this before ordering parts or scheduling service.
Judging a setup on one cold lap
Track conditions and tire temperature change quickly. Compare repeatable laps after the car reaches operating condition and log the conditions alongside every adjustment.
When to use a Porsche Center or Manthey technician
Professional help is appropriate for installation, uncertain kit identification, ride-height changes, alignment work, damper-service questions, unexplained tire wear, contact marks or any setting request that the current manual does not answer. Porsche’s U.S. announcement identified authorized Porsche Centers as the ordering route at that time; availability and process vary by market, so confirm the current local route directly.
Bring the technician your vehicle identification number, front axle-lift status, kit documentation, tire details, measured alignment, session log and the exact symptom. Ask for the reference position used for each adjuster and for the settings to be written down so the car can be restored after the event.
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- Correct Manthey kit version confirmed for the 982 GT4 RS.
- Front axle-lift compatibility verified, if fitted.
- Current installation and setup documentation on hand.
- Baseline damper positions, ride height and alignment recorded.
- Coilover hardware, mounts, clearances and lift operation inspected.
- Tires, wheels, brakes and fluids checked for the planned event.
- PASM mode selected and held constant during comparisons.
- One adjustment changed at a time and logged.
- Symptoms described by corner phase and surface, not just “understeer” or “too stiff.”
- Unknown values referred to Manthey or an authorized Porsche Center rather than guessed.
Bottom line
The Manthey suspension gives the GT4 RS meaningful, tool-free control over low- and high-speed compression and rebound, with a 20% higher front spring rate and fitment-specific versions for cars with or without front axle lift. The safest and most repeatable track-day setup is a documented baseline followed by one-variable testing. Because Porsche and Manthey do not publish a universal click count, ride height or alignment recipe in the material cited here, use the current vehicle-specific technical guidance for exact numbers instead of treating a generic setting as authoritative.
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