Despite not being the ideal season to pull the top down, we have been busy giving the CorkSport ND Miata some love. Unfortunately this love does not come in the form of another CorkSport Performance part, but instead better takes advantage of your CorkSport Performance parts thanks to the Versatuner Tuning Solution.
With that, we are proud to announce our partnership with Versatuner and the ability to provide to all models supported by Versatuner.
Back to the 2016+ Mazda MX-5; working with the Versatuner Tuning Solution we setup pre-calibrated tunes that are designed to work with the CorkSport Performance Cold Air Intake System, Cat-Back Exhaust System, and the combination of the two.
Jumping right to Power Pack 3, that combines the CorkSport Cold Air Intake and Cat-Back Exhaust; you see a power increase of 9 wTQ and 13 wHP using 92 octane fuel. These aren’t just peak gains either, power/torque increases from 3000rpm up to redline which has been increased to 7400rpm. If you are not ready to pull the trigger on the CorkSport CAI and CBE together, then check out Power Pack 1 and Power Pack 2.
Power Pack 1 offers a combination of the CorkSport MX5 Cold Air Intake and Versatuner Tuning Solution with a pre-calibrated tune.
Power Pack 2 offers a combination of the CorkSport Mx-5 Cat-Back Exhaust and Versatuner Tuning Solution with a pre-calibrated tune.
What’s great about the Versatuner Tuning Solution is its flexibility to provide data logging, tune editing and diagnostics troubleshooting with any installed parts and any fuel type. The CorkSport pre-calibrated tunes are designed for 92 octane fuel, so we do recommend having a custom tune performed for your MX-5 if 91 octane is the highest grade fuel available in your area. Those of you with 93 octane fuel need not worry, but there could be more to ring out of your little 2.0L Sky-G with custom tuning.
Lastly, you might be wondering why the Power Packs have any significance to you? Well along with power, aesthetics, and glorious noises, we are able to cut you deal when you get the combination of CorkSport Performance parts and Versatuner Tuning Solution. We’re here to make modifying your Miata easy and fun.
Thanks for tuning in with CorkSport Performance.
-Barett @ CS
Versatune Packages for Mazda MX-5 Miata April 12th, 2018CorkSport
CorkSport is proud to introduce the first and only performance transmission motor mount for GEN3 Mazdas. It’s a simple upgrade that can really change how shifting feels in your 2014-2018 Mazda 3, 2014-2017 Mazda 6, or 2013-2018 Mazda CX-5. We saw how an upgraded mount can drastically affect the characteristics of your car with our Mazda 3/6/CX-5 RMM and wanted to take the next step in getting the best driver feel you can out of your car.
We followed a design similar to the OE mount to ensure proper fitment and function for all engine and transmission options. Whether you have a 2.0L Mazda 3 Auto, a 2.5L Mazda 6 Manual, or anything in between, the CorkSport TMM will bolt right in with no issues. We even retained the OE battery tray mounting location to ensure the battery stays stationary. Don’t be mistaken though, the CorkSport Mazda Transmission Motor Mount is a completely different mount than OE.
The OE mount uses relatively soft rubber to ensure the least amount of noise and vibration makes its way into the cabin. It also allows the engine and transaxle to move around a surprising amount while accelerating, decelerating, or changing gears. By using 70A durometer polyurethane, the CorkSport TMM helps to lock down the engine and transaxle for better throttle response, less wheel hop, and much-improved gear changes. When we first installed a prototype TMM in the CorkSport Mazda 3 racecar, we immediately noticed the lack of delay and slop coming from the transmission when setting off from a stop and changing gears.
Don’t think we forgot about vibration and noise though. The size and stiffness of the polyurethane pucks were chosen to help minimize the adverse effects of stiffer mounts. That being said, there is still some added vibration and noise, most noticeable in automatic cars, when lugging the engine, and/or when using the A/C system. Once you are up and cruising on the highway, however, the added NVH is virtually eliminated solely by road noise.
Much like the CorkSport RMM, the TMM uses billet aluminum for the main body of the mount. After machining, it is anodized black for durability and finished off with a laser etched CS logo. A zinc-coated steel sleeve is used through the center of the bushings so you can be sure that your mount is tightened to spec. Finally, stainless steel is used for the hardware, angled mounting plate, and side washers. All of these materials were selected for their strength and corrosion resistance so that your CorkSport Mazda TMM will stand the test of time.
The CorkSport Mazda 3, Mazda6, and CX-5 Transmission Motor Mount will liven up you GEN3 whether you use it as a daily driver or racecar. The TMM is even better when combined with our RMM however, it works standalone perfectly fine. While not for everyone, those who are willing the sacrifice a little comfort for a boost in driver feel will love this mount.
Transmission Motor Mount for Mazda 3, 6, & CX-5 March 29th, 2018CorkSport
If the title doesn’t tell the story then you must still be at the top of the hill; good luck with that as it won’t last long. Now let me tell you my story.
Even before I got my Mazdaspeed3 I was a tinkerer; I wouldn’t call it modding because there were no off-the-shelf parts for my vehicle at the time. I was 16 years old with my first truck; I quickly made it loud and obnoxious among many other things.
Flash forward to my later years, and you’ll find that I haven’t changed; things have just gotten more expensive… ya, you know what I’m talking about. We don’t grow up; our toys just get more expensive.
Within two weeks’ time, just long enough to break-in the engine, there was a prototype CorkSport Mazdaspeed turbo on my car along with an assortment of other goodies such as a Downpipe, Cat-Back Exhaust, and a few suspension goodies. Two weeks! That’s all it took!
Over the next year, the car had new parts on it every month…perks of the job you could say. I tried the Mazdaspeed3 TMIC setup, and then like everyone else moved to an FMIC setup, new CS Struts and Springs got set up, went to a 3.5” intake, got the engine all mounted up and then various other engine power products like the CorkSport Intake Manifold and Camshafts. Oh! I almost forgot the MS3 Big Brake Kit up front! Damn I have to say going fast is fun, but “throwing out the parachute” as you dive into a corner is just as exhilarating.
Like any seasoned Mazdaspeed owner knows, the OE short block was not long for the world. 18K miles later the infamous friction washers got me with a silent death. All… yes, I mean ALL…of the valves were bent, and the head was looking a bit rough, but luckily I didn’t vent the block.
At that point, my beloved Mazdaspeed and I were not seeing eye-to-eye (I think we have all had this feeling with our project cars right? You debate pushing it off a cliff?) so she sat for a good nine months before I decided I was ready to build the engine.
Wait. What? Remember that slippery slope I told you about? Well, when you are already this deep into the car the slope is covered in gear oil and damn near vertical…so I went deeper into the darkness known as project cars.
A month later I had a built engine (and significantly less money) that was ready to take on 600+ HP and more than eager to continue eating away at my bank account. A built engine wasn’t enough though. I cut up the front of the car for the custom CS Crashbar with/Big Core Intercooler so I could support my new power goal of 500wHP. I have the engine, so I might as well use it, right? (Note: This is the kind of logic that continues to cost you lots of money) To do this, I go the car setup with a larger turbocharger and an AEM Methanol Injection System.
The single 16 GPH nozzle was quickly at its power capacity so without even considering the cost I moved to a port meth injection system that is getting set up as I write this.
Anyways…why does my story matter to you? Well because it’s not just my story, it’s the story of damn near every guy and gal that gets into modding their Mazda. Maybe power isn’t your goal like mine is, but if you’re a motoring enthusiast, then it doesn’t matter. There are so many awesome ways to slide down the proverbial hill.
For all of you at the top still… this is your warning. Enjoy the ride with its bumps and bruises, but most importantly appreciate the experiences and friends you gain along the way.
The Slippery Slope of Modding March 22nd, 2018CorkSport
People sometimes seem to forget that quality of your tune is just as important as the quality of your parts. So how do you get a solid tune on your car?
CorkSport wanted to make sure to lay out exactly how to prepare your Mazdaspeed for tuning services. This helps streamline getting your Mazdaspeed ready, and it also helps your potential tuner so they don’t have to worry about tuning with a potential mechanical problem.
The very first step in getting your Mazdaspeed tuned would be to get the Cobb AccessPort tuning device. This is the gateway to access your ECU and to make adjustments to your tune. You will use your AccessPort to record logs and send those logs to your tuner. Not only can you make adjustments to your ECU, but you can also read/clear CEL’s ( check engine lights), and you can also monitor up to six different parameters in real time.
When you do apply for a tune, your tuner will tell you which parameters to monitor so they can have the correct information to get you a reliable tune.
The stock high-pressure fuel pump internals has proven to randomly lose pressure during a fourth gear wide open throttle pull. What we have seen is the pump spike pressure up in the 1800’s, and by redline, the fuel pressure has dropped below 1600psi. This creates lean situations which have lead to engines grenading themselves. Before a tuner will touch your car, you will have to make sure to have these upgraded. These will increase flow and allow your fuel pressure to stay above 1600psi keeping you in the safe zone.
Double check what your tuner will want you to use, but in general, people will use one step colder plugs gapped down to a .026. The trusted spark plug in this platform would be the NGK Iridium IX plugs (part # 6510). The idea behind using a more quality plug with a smaller gap is to keep the spark from blowing out when you increase boost pressure. If you do have too large of a gap, then you will start to misfire, and you should get a code on your AccessPort for either random misfire, or cylinder specific. Keeping that spark in check will prevent delays in the tuning process.
Making sure to double check the engine health is probably one of the most important things to do before modding and tuning your Mazdaspeed. Doing a quick compression test to make sure your cylinder rings can still hold pressure will tell you if the engine is healthy or not. Ideally, you want to see all of your cylinders read approximately the same numbers.
You also do not want to see your compression go below 140 across the board. Mazda says that anything 140 or below is poor compression. If you end up having an unhealthy engine, then the car will not make the desired power, and you could potentially ruin your engine even further. Make sure to check out our misfire blog where we show you how to properly boost leak test your car!
Every tuner is going to be targeting a certain boost pressure based upon current modifications. A lot of times the turbo has to work harder because of a few boost leaks that are not closed off before tuning. This can affect your fuel trims, and it will also affect how much wastegate duty cycle is needed in order to reach desired boost targets. Having zero boost leaks is important so your tuner does not have to work around those leaks.
A big question we always see in the forums, and on Facebook would be people wondering why their AccessPort shows knock values. The most important thing to remember is part throttle knock is nothing to worry about. My own Mazdaspeed see’s values of 8.0 all the time on part throttle. The only time to worry about knock values is when you are at wide-open throttle. As long as your knock values stay below 2.0 then that is nothing to worry about.
Doing these few simple things for your tuner will not only save time for both of you, but your tuner will love you because they don’t have to try and diagnose an issue from thousands of miles away. CorkSport hopes this really helps the community as a whole, and we also hope that people can use this as a tool to get their car dialed in much faster.
Stay happy, and stay fast CorkSport family!
Preparing your Mazdaspeed for Tuning March 14th, 2018CorkSport
In our drive to make more power, we often forget about adding measures to keep us safe at the greater speeds we are achieving. The CorkSport Big Brake Caliper Kit is a great place to start, however if you wish you could stop even faster say hello to the CorkSport 13inch Big Brake Kit. Designed for serious stopping power, it includes 13” directional rotors, powder-coated 4-piston calipers, upgraded pads, and everything you need to install it on your Mazdaspeed3.
Read on for a breakdown of all the components
The rotors have been designed to provide optimum stopping power while minimizing noise for street use. The upgrade to 13inch diameter rotors provides greater braking torque for an equivalent braking force (like how a longer wrench makes it easier to loosen a tight bolt). The larger diameter combined with an increased thickness of 28mm (vs 25mm for OE) provides better cooling as there is a larger mass to reject heat into.
In addition, slots were added to the friction surface to help sweep away any debris, brake dust, or gases that can otherwise affect your braking characteristics. We avoided drilling the rotors as holes decrease your total friction area and increase the chance that the rotor will crack. By moving to a two-piece design, we were able to decrease the overall weight of the rotor and by making the center section out of aluminum, it can help dissipate heat from the rest of the rotor better. Semi-Floating mounting between the inner and outer sections allows for quieter rotor vs having a full-floating center section.
Finally, the vanes in the rotor are atypical; these vanes are the “fins” that connect the inside and outside of the rotor. By using curved vanes instead of the typical straight vanes, the rotor becomes directional and has to be used on a specific side of the vehicle; however, it also provides more efficient cooling. When the rotor turns, the curved vanes draw air through the center of the rotor and out through the edge, providing greater airflow than a straight vane and thus better cooling. There is another bonus to heat dissipation as the curved vanes have a larger surface area that will come in contact with air than an equivalent number of straight vanes.
Forged aluminum, four-piston performance calipers are included with the kit in a choice of powder-coated blue, red, or black.
Although each piston is individually smaller in diameter than the single OE caliper piston, the total surface area is increased so the braking force at a specific brake pressure is increased. Larger piston surface area means larger brake pads can be used as well. You also get more even braking force on each side of the rotor due to the opposed piston design. This encourages even pad wear, even rotor wear, and consistent braking characteristics.
The pistons themselves were specifically chosen for optimum braking endurance and reliability. They are staggered in size, with the pistons on the leading edge being slightly smaller than the trailing edge pistons. This is another protection for even pad wear. Each piston is made completely out of stainless steel for its low conductive heat transfer. What this means is that the pistons themselves will transfer less heat to the brake fluid than an aluminum or steel piston, decreasing the chances of overheated brake fluid.
Street performance brake pads are included with the kit that bridges the gap between Mazdaspeed3 street and track pads. They are larger and a more aggressive compound than the pads included with the CorkSport MS3 Big Brake Caliper Kit but are not a full track pad. They will produce less dust and noise than a track pad but still need to be warmed up for optimum performance. Should you need new pads or want to change to a different pad, you have a bunch of options from G-Lock, Carbotech, EBC, Hawk, and various other manufacturers.
Lines, Brackets, and Hardware
The rest of the CorkSport 13inch BBK is composed of exactly what you need to properly and safely install the kit on your Mazdaspeed3. Stainless steel brake lines are included to remove any risk of a soft brake pedal and ensure the calipers are operating optimally. High strength steel brackets properly position the four-piston calipers on the new rotors using the OE bracket locations. All components are locked down using Grade 12.9 hardware with a corrosion resistant coating for lasting durability.
The CorkSport Mazdaspeed 3 13” Big Brake Kit has everything you need to keep you safe at increased horsepower levels. If you’re looking for more than the stock brakes have to offer, let the CS Mazdaspeed3 BBK be a part of your build.
CorkSport Mazdaspeed3 13 Inch Big Brake Kit March 17th, 2018CorkSport