Stratified Automotive Controls

06/04/2026

Some cars are worth preserving. This one has made it to 313,000km.

This 2004 STI has accumulated over 300,000 km and is still being driven, enjoyed, and cared for the way a Subaru should be.

Equipped with a 16G turbo and supporting modifications and built by Dale’s locally, the goal wasn’t to chase the biggest dyno number. Instead, we focused on building a calibration that complements the car’s purpose: responsive, streetable, reliable, and enjoyable for years to come.

Using , we developed a hybrid MAF/Speed Density calibration and tuned the car on spring pressure (1 bar) to provide consistent performance while respecting the customer’s emphasis for response and reliability on his higher compression EJ motor. Even on spring pressure we made 57whp more than the stock turbo.

Not every build needs to be pushed to the limit.

Sometimes the best tune is the one that keeps a rally icon on the road for many more kilometers.

Here’s to the next chapter for this classic STI.

05/31/2026

These cars are meant to be driven.

Fresh oil. Fresh DSG service. A little extra tire wear from proper enthusiastic use.

We tune these cars to be enjoyed—not parked.

Drive them hard. Maintain them properly. Repeat.

Take care of your car, and it will take care of you.

05/12/2026

Our friends at ZipTieTuning just released a video of their DE5 with our aux kit and tuned by yours truly on E40 using the COBB Tuning Accessport!

Get 20% off on the Nomad eSIM App at https://www.getnomad.app/shop?utm_source=youtube&utm_medium=online&utm_campaign=ziptie with code ZIPTIETo make the Integ...

05/09/2026

The best turbo setups aren’t just powerful — they’re enjoyable everywhere in the powerband.

In our latest video (full video on YouTube), we take an in-depth look at the PowerMax 2260S turbo on the Volkswagen Golf GTI Mk8 and show how proper turbo sizing, ECU calibration, and TCU tuning come together to transform the MK8.

440whp / 450wtq does just that.

A well-matched turbo should deliver:
-Fast spool response
-Strong midrange torque
-Efficient top-end power

Using the Accessport, we calibrated and installed the setup in-house on both fuel types. To round things out, the DSG was unlocked and tuned ( ) and all of this make the car feel cohesive under all conditions.

The result is a GTI that feels responsive and entertaining on the street while still delivering serious performance when pushed.

Power matters. Balance matters more.

04/21/2026

Fueling to match the build.

Introducing our Brushless Low Side Fuel Pump upgrade for MK7 Golf R / GTI and MK8 GTI.

Built around an OEM-quality brushless pump and controller, combined with our in-house designed adapter harness, this LPFP delivers the flow, efficiency, and reliability needed for high-output setups.

Supporting 600+ WHP, this upgrade pairs perfectly with MPI system upgrades and is designed to handle the demands of E85 fueling and upgraded turbo setups.

Quiet operation. Efficient delivery. Seamless drop-in integration.

This is how a complete fueling system should be built.

Available now.

04/12/2026

386whp / 404wtq on pump gas.

MK8 GTI with a Garrett - Advancing Motion PowerMax turbo and full bolt ons delivers a broad, flat torque curve, quick spool, and strong top-end pull. This is exactly what you want from a well-matched turbo setup.

Calibrated in-house on our dyno and flashed using the COBB Tuning Accessport, this setup focuses on usable power and consistent response, not just peak numbers.

Supporting modifications include a DSG unlock and tune by TuneZilla to ensure the drivetrain matches the engine’s output and bolt ons by CTS Turbo

This is what a well-rounded EA888 setup looks like on pump gas and stock fuel system.

Stay tuned for ethanol results!

04/05/2026

Torque like this doesn’t happen by accident.

Honda Civic Type R FK8 running the stock turbo with bolt-ons and tuned in-house at Stratified using Hondata.

The result is immediate response and strong torque delivery -> check out how the wheels lift on the rollers under load!

On the K20C1 platform, it’s not just about peak numbers; it’s about how torque is delivered, how the car responds to input, and how consistently it performs.

While we’re known for other platforms, our approach stays the same:
OEM-level drivability, calibrated power, and complete system understanding.

Honda platform support - now part of the Stratified lineup.

03/29/2026

Flexibility is where real tuning lives.

This 8V Audi S3, equipped with a Garrett PowerMax turbo, flex fuel, and MPI, was tuned here at Stratified using COBB’s custom tables and advanced boost control strategies.

The result is a calibration that delivers precise, adaptable boost control across varying ethanol content. Smooth pedal response, strong midrange, and consistent top-end power.

In the video you can see real-world response to throttle input and our Mustang dyno result of 477whp on E50.

This is what a properly built and calibrated EA888 setup looks like: powerful, responsive, and well behaved in all conditions.

From hardware to calibration strategy, everything works together.

03/23/2026

Strapping a turbo to a BRZ is half the battle — calibration is what makes it work.

This Subaru came in for a full HKS turbo kit install and in-house dyno tuning at Stratified.

On cars like this, the goal isn’t just making power; it’s building reliable, predictable response in all driving conditions.

Using EcuTek, we’ve built a blended MAF and speed density calibration, allowing the car to transition seamlessly between airflow models for accuracy, drivability, and consistency under boost.

The result is a turbo BRZ that doesn’t just make power (350whp on pump 93) — it drives like it should have from the factory, with smooth response, stable AFRs, and confidence under load.

This is what proper forced induction tuning looks like on an originally non-turbo platform.

ecutek

02/19/2026

This is where electronic wastegate actuators fail.

In Part 3 of this series, we’re looking inside a failed IS38 actuator to show what actually breaks — worn and damaged plastic gears inside the motor assembly.

Failure isn’t just age-related. These gears are sometimes overloaded when the wastegate arm itself becomes seized or difficult to move, forcing the actuator motor to work against excessive resistance until the teeth no longer fully engage. The MK8 has yet a different wastegate design showing how VW themselves have iterated through at least 3 very different designs with these actuators.

Diagnosing actuator health, wastegate movement, and load is a critical part of reliable boost control on MK7 and MK8 platforms. And now, when you get code P00AF you know where to look.

We live and breathe these interesting problems, hope sharing how software, tuning and hardware come together is also helping you guys!