VW MK5/MK6 GTI 2.0T TSI Tune [EA888.1] (CCTA/CBFA)

STAGE 1: 260 HP / 300 LB-FT
STAGE 2: 280 HP / 330 LB-FT
STAGE 3: 340 HP / 350 LB-FT ON A K04

Fits

VW and Audi 2.0T TSI, the EA888 Gen 1 on the factory IHI turbo, engine codes CCTA and CBFA: MK6 GTI, the late MK5 GTI, Jetta 2.0T, early MK6 GLI, MK1 Tiguan, VW CC, Passat and Audi A3 8P. CCTA is 2008-2014 and the most common US Gen 1. CBFA is 2008-2013, the same engine with different emissions equipment, and it tunes the same way. 200 hp from the factory, direct injection, and an IHI turbo that everyone calls a K03 by frame size. The other transverse codes on the same hardware are on this listing too: CAWB (2008-2011, Tiguan, Scirocco and Passat, 200 hp), the 170 hp Tiguan codes CAWA and CCTB (2008-2011), and the Gen 2 CCZ family, CCZA (2008-2015, 200 hp), CCZB (2009-2014, 211 hp) and CCZC (2008-2015, 170 hp), along with CGMA and CPSA. Pick your stage in the dropdown. The calibration is written for your engine code and your hardware. Not sure which code you have? Find your engine code in two minutes.

Not this listing: a 2006-2008 MK5 GTI, Jetta GLI, Passat B6 or EOS with the BPY is the EA113 FSI, a different engine, and belongs on the 2.0T FSI listing. A 2008 or 2009 GTI or Jetta 2.0T can be either engine: BPY is the FSI, CCTA or CBFA is the TSI and belongs here, so check the sticker before you order. The MK6 Golf R, GTI Edition 35 and Audi TTS are the EA113 on a K04 and are tuned on the Golf R and TTS listing. The Audi B8 A4, A5 and Q5 2.0T (CAEB, CAED, CDNC, CPMA, CPMB) is the longitudinal Gen 2 with Audi Valvelift and has its own listing. A later MK6 GLI or a Beetle 2.0T (CPLA, CPPA) is the Gen 3 on a Garrett turbo and has its own listing too, and the MK7 and newer cars are in the EA888 Gen 3 guide. Same badge, five different engines. The EA888 Gen 1 and 2 Tuning Guide sorts out which one you have.

What the tune does

Written for 93 octane / 98 RON and adapts to 91 / 95. Stage 1 takes a stock car from 200 hp to 260 hp and 300 lb-ft on the factory turbo at about 18 psi, with no parts: the lazy factory calibration is gone, throttle response is sharper, the midrange fills in, and boost and timing are set for the fuel you actually run. Stage 2 goes to 280 hp and 330 lb-ft once the intake and exhaust are on. The map is built around the added airflow and pushes the stock turbo to about 22 psi, near its limit. Stage 3 swaps the IHI for the BorgWarner K04-64, a direct bolt-on, and the engine wakes up in a way Stage 2 cannot touch: 340 hp and 350 lb-ft. Every stage: lag removed, speed limiter raised, rev limit raised to 7500, and better mileage when you are not in it. Tested on the street and the track to be smooth yet powerful.

The Gen 1 is the 2.0T TSI that came before the IS20. It replaced the EA113 FSI in the MK6 GTI, it has the same honest response to a tune, and the stock turbo has plenty left in it. Find your code, sort the chain tensioner if it is still the original part, and it is one of the most rewarding 2.0T platforms to tune. The long version is in the EA888 Gen 1 and 2 Tuning Guide.

Stages on this listing

Stage 1 is the big, safe jump on a simple flash. Stage 2 pulls the stock turbo to its ceiling. Stage 3 is the classic big step on the transverse 2.0T. Stage 4 is for the people who decided the K04 was not enough either.

What you need on the car

• Stage 1: nothing. Stage 1 runs on a completely stock car.
• Stage 2: an aftermarket intake and exhaust. The calibration is built around the improved airflow. An upgraded diverter valve is recommended from Stage 2 up: the tune asks more of it than the factory calibration ever did, and it is a cheap part and a short job.
• Stage 3: the BorgWarner K04-64, a direct bolt-on replacement for the factory IHI and the same upgrade the EA113 MK5 GTI made famous, plus the Stage 2 intake, exhaust and diverter valve. The factory fuel system handles a base K04 on pump gas, so nothing else has to change on the day.
• Stage 4: custom work by nature. A big turbo, and the fuel system upgraded as a set: the in-tank pump, which cannot hold feed pressure to the high-pressure pump at high demand, the high-pressure pump internals, for the volume a big turbo or an ethanol tune needs, and injectors, because the factory direct injectors max out around 400 hp. Past a K04, or on ethanol, these go in together, not one at a time. We carry the hardware and will spec exactly what your target needs. Talk to us before you buy parts.
• Before any stage, the EA888 Gen 1 and 2 weak spots: the timing chain tensioner is the single most important item on these engines. Early units used a tensioner that can fail and let the chain skip, which is catastrophic. If yours has not had the updated tensioner, do it before you tune. The PCV is the other routine failure: the diaphragm tears, you get vacuum leaks, a rough idle, misfires and a loud whistle, and a failed PCV pressurizes the crankcase and blows the rear main seal. Inspect or replace it before you add boost. Carbon on the intake valves is maintenance on every direct-injection 2.0T, so plan on a walnut blast. The plastic water pump and thermostat housing leak on higher-mileage cars, so check them. A torn PCV looks like a bad tune. If the car feels off after a flash, send us a log first. The long version of every item is in the guide.

After you order

1. Order. Pick your stage, then choose Remote Tuning. A GTS cable ships with your order for a one-time $40 and it is yours to keep for every tune after this one. Already have one? Choose "I already have a GTS Remote Tuning cable".
2. Read. Plug the cable into the OBD port and a Windows laptop, Windows 10 or later. An Intel Mac on Boot Camp works too. Our software identifies your ECU and saves your original calibration before anything is written.
3. Flash. We build the calibration for your car, your hardware and your fuel. You get a message the moment it is ready, and you flash it yourself in your driveway in about ten minutes.
4. Log. Drive, log, send. If anything wants adjusting we adjust it and you flash again. Stage 3 and Stage 4 usually take a revision or two to dial in for the exact hardware and fuel. Revisions usually come back the same day, and within 72 hours at the outside.

Prefer to mail the ECU in? Mail-in is free within the USA and Canada. We flash it on the bench and send it back in two to three days. Local? An OBD flash at the shop takes 10 to 15 minutes. How remote tuning works, start to finish.

Options explained

• Stage: pick from the table above. Stage 1 for a stock car, Stage 2 once the intake and exhaust are on, Stage 3 for a K04-64, Stage 4 for a big turbo build.
• 2 Step / Antilag: hard 2-step launch control with antilag, an add-on for off-road and competition use. Leave the box unchecked if you do not want it.
• Mail or Remote Tuning: remote is what most owners pick. Own cable if you have tuned with us before. Mail-in if you would rather not touch a laptop. Dealer if a shop is doing the install for you, and we deal with them directly.