Specifying induction has always meant choosing from what somebody else decided to make. Bore sizes arrive in whatever steps a manufacturer settled on years ago, and the bore itself is whatever shape was convenient to produce. You pick the nearest one and you accept the compromise, because there isn't another option.
The Strata is us removing that compromise. We manufacture it ourselves, start to finish, which changes what can be offered: the size stops being a selection from a short list and becomes the size the engine wants.
The right size, not the nearest size
40mm to 60mm, in 2mm increments. Eleven sizes, so the step between one and the next is small enough that there is always one close to the number your engine actually calls for — displacement, port size, cam timing and the rpm you genuinely use, rather than the rpm on the dyno sheet.
Oversizing is the most common and most expensive mistake in induction. A body that is too big gives away throttle response and part-load driveability for airflow the engine will never reach. Being able to go up or down 2mm instead of 5mm is the difference between a kit that suits the engine and one that merely fits it.
Cross-sectional area, the whole way through
The number on the box describes the throttle plate. It says nothing about what the air meets on either side of it, and that is where a body is made or ruined. A step, a mismatch into the manifold, a bore that stays parallel where it should be opening up — each one costs you something, and none of them show up in the headline figure.
Because we control the whole part, we control the area through all of it. Choose parallel where the engine wants a constant section, or tapered where the velocity needs to be carried into the port. The profile is matched through the body rather than terminating at the plate and leaving the rest to chance.
Half the weight, and where it comes off
A Strata body weighs 150g. The OBX or SF-type body it replaces weighs 300g. That is 150g saved on every cylinder, and across a set it adds up faster than the per-body figure suggests:
- Four cylinders — 600g on the engine in place of 1.2kg. 600g saved
- Six cylinders — 900g in place of 1.8kg. 900g saved
- Eight cylinders — 1.2kg in place of 2.4kg. 1.2kg saved
It comes off the top of the engine, which is the worst place on a car to be carrying it. Weight removed from the inlet side sits higher than almost anything else you could take off, so it counts for more than the figure alone suggests — and on a set of eight it is weight you would otherwise pay to accelerate, brake and turn for the life of the car.
It fits where the old one came from
The mounting pattern is shared with the bodies it is designed to replace, so this is not a project in itself. The manifolds, linkages and airboxes we already make carry straight over, and so does yours if it was built around the same pattern.
Injector ports
Specified to suit your fuelling rather than assumed: ports in the throttle body for a rail at that location, ports left out entirely where the injectors stay in the manifold, or both where a staged setup needs them. Tell us what you are running when you register and it will be covered when the options are finalised.
Early 2027
The Strata is in development now and will be released in early 2027. It cannot be ordered yet, and there is nothing to pay.
What registering does is tell us which sizes and profiles to cut first — the first production run will follow what people have actually asked for. Tell us what you would run and we will write to you the day it is available.
