Getting accurate readings for your Mazda Skyactiv 2.5L turbo is nearly impossible. Now your boost & vacuum signal for your 4th generation 2021+ Mazda 3 turbo just got so much easier with the CorkSport Boost Reference Adapter. Designed for all Skyactiv 2.5L Turbo models, adding a boost gauge could not be easier!
Mazda, We Have A Problem
While we are all grateful that Mazda finally put a turbo in the 4th GEN Mazda 3, they did not see fit to include a boost gauge of any type for the driver. Adding a boost gauge to your Mazda 3 Turbo (or other Mazda models with the 2.5L turbo engine) is now easy with the CorkSport Boost Reference Adapter & CorkSport Boost Gauge!
The challenge with Mazda’s design is that they didn’t provide a port to get boost and vacuum signal from your Skyactiv Turbocharged engine. Why?! It’s a mystery to us. Since data is crucial to improving performance, we wanted a solution to get this information. It quickly became apparent to our engineers that we needed a bolt-on solution that provides the world with the missing link!
A Bolt On Solution
The CorkSport Boost Reference Block provides a very simple way to source boost and vacuum from the intake manifold post intercooler. This gives you the best possible boost signal right as the airflow enters the engine.
The installation is easy. The bolt-on design allows you to simply attach your boost gauge hose to the barb fitting once the adapter block is installed! Boom! Now that the problem has also been solved, let’s build a better Mazda 3 Turbo!
2024 looks to be freaking fantastic for the Mazda 3 Turbo performance enthusiast, and here’s why. CorkSport has been diligently developing a Drop-in Performance Turbo Upgrade for the SkyActiv-G 2.5L Turbo engine alongside the dozens of Mazda 3 performance parts we have released to the community.
With recent rumblings of a reworked OEM turbo option circulating through social media, we thought it was time to officially share the R&D we have been quietly working on.
As you can see, we have a 100% complete and new design in the 3D CAD model above. We are developing a performance turbo upgrade from scratch with larger and performance-optimized housings, CHRA, and wheels, all designed to work together.
Choosing this design path takes a lot more time, effort, and money to create a finished product. Despite the increased resource requirements, this is what it takes to develop an efficient and reliable performance drop-in turbo for the Mazda community. Now, let’s apply some context to that statement.
Back in 2018, we wrote a couple of blogs dissecting the OEM turbo found on the Mazda 6 2.5T. At that time the Mazda 3 did not have a turbo option yet.
We inspected the housings, wheels, CHRA, and Mazda’s “Dynamic Pressure” system. We quickly realized that the OEM turbo would be a HUGE limitation on the Mazda Turbo engine’s performance – even once tuning was fully available. Fast forward to the announcement of the Mazda 3 Turbo option, and we got to work on an improved turbo design.
Hybrid Compressor Wheel (left) 50.4mm Inducer & 63.3mm Exducer with extended tip vs OEM ~43mm Inducer & ~56mm Exducer
One of the first steps we took was building a “hybrid” OEM turbo to see how that would perform vs the OEM turbo. A hybrid turbo means an OEM turbo that has been modified to use larger than OEM wheels. Above you can see the larger compressor and turbine wheels next to the OEM wheels.
Our testing showed some potential with a “hybrid” setup turbo, but there were still limitations to the power potential. We saw a bit slower spool and a bit more mid-range power potential, but top-end power was still struggling to hold. Granted this was very early in the tuning developments for the platform.
A major concern we had was around the hybrid turbo, was the reliability and further cracking of the OEM housing once it was modified for the larger wheels. The OEM turbine housing is very small, specifically the turbine scroll which is the most critical part of the turbine housing. The OEM housing just didn’t have a lot of extra material to work with (remove) to safely accommodate a larger turbine wheel.
Check out this image of the turbine housing after it was machined to accept the larger turbine wheel. The thin edge marked by the blue arrows is very thin due to removing so much material. This area of the turbine funnels the exhaust gases into the turbine wheel inducer and directly affects the efficiency of the wheel. Had we machined any more material for a larger wheel, we would have started to affect how the exhaust gases enter the turbine wheel.
In the image above, the inlet divider inside the turbine housing is cracking. In the image below, an internal portion of the scroll is cracking as seen through the wastegate port.
We’ve already seen OEM housings cracking from normal use, so the idea of thinning the turbine housing in critical areas did not seem like the right approach for a performance turbo upgrade.
A hybrid turbo may have a place in the performance aftermarket and it may have some performance benefits (if the housing is up to the task), but if we are going to stand behind the product; we are going to develop it from the ground up to proactively eliminate reliability concerns.
So that’s exactly what we are doing!
Our Development Expertise
Leaning on our development expertise with the CST Turbo line for the Mazdaspeed platform, we are designing a new turbo from scratch for the Mazda 3 Turbo and other models that share the same engine.
Starting from the ground up gives us the ability to optimize the turbo for performance applications. Like the Mazdaspeed CST Turbo line, we can directly control the size of the housings, CHRA, wheels, wastegate, material thickness, and material type.
Designing the Mazda 3 Turbo
Now let’s dive into the design of the housings for the upcoming Mazda 3 Turbo upgrade. Starting with the compressor housing; A LOT is going on with the compressor housing design. We call this a feature-rich part and you can see why below.
The OEM compressor housing (right) has a handful of integrated features: the obvious compressor inlet and outlets, the electronic wastegate mounting, the electronic bypass valve, and the EVAP/Breather port. When designing a performance drop-in turbo, our goal is to retain all these OEM features so that installation and use are very simple and easy.
Alongside the OEM features are the changes we have made to increase performance potential which includes a slightly larger scroll A/R of 0.60. Note: This even exceeds our CST Turbos and has been proven to be responsive and support a flow of 700whp.
Here you can see the blue lines showing the larger compressor scroll. CorkSport is on the left and OEM is on the right. Increasing the size of the scroll A/R helps improve the compressor wheel efficiency and max flow capacity. Along with a larger scroll, we have also designed the housing to have either a stock-size inlet or a 3.5” anti-surge inlet for the larger turbo option.
Yup…there’s going to be more than one size available. More on that later…
To do this we have to move some things around, but don’t you worry every part of this development is verified on a car with 3D printed prototypes and then functional prototypes. This is a critical part of the development to make sure everything fits like OEM but punches like the hot hatch we all asked Mazda for.
A Larger Responsive Turbo
Now let’s check out the party side of the turbo…the turbine housing. In my personal opinion, turbines make power and compressors just support the required flow. So what are we doing on the turbine side of things to make more power?
Several changes have been applied on the turbine side to increase performance and reliability. Here are the CorkSport (left) and OEM (right) turbine housings next to each other.
Our goal is to develop a turbo that is fun, responsive, and carries power like you would expect. Referencing the blue lines you can see a drastic difference in the size of the turbine housing scroll. While the CS design is a large increase in size over OEM, it is not “bigger” than a typical aftermarket generic fitment turbo – highlighting just how tiny and limiting the OEM turbine housing really is.
Now let’s take a look inside the housing so you can understand what is changing.
An Improved Design
Both turbines (CS & OEM) are single scroll designs, but you will notice two major differences.
Firstly, the spiral section of the CS design is drastically larger than OEM; this is the true “scroll” of the housing and thus the section of the housing that funnels the exhaust gas into the turbine wheel. We changed two aspects of the scroll design:
The “swallowing capacity” of the scroll has been increased so that the peak flow capacity of the turbine is much greater than OEM. This is the cross-sectional area at the beginning of the scroll shown by the blue arrow.
The scroll A/R (Area/Radius) has been increased from 0.53 to 0.71. This ratio number affects how “quickly” the exhaust gas is forced into the turbine wheel. The smaller ratio is a faster spool but poor top-end power and a larger is slower spool but more top-end power. The goal here is to find the right balance of spool/response and top-end power.
Second, you may have noticed the CS turbo is missing the red blocky section that the OEM turbo has. It’s missing for good reason.
In the above image, you can see the OEM turbo with the turbo on the right and the dynamic pressure valve on the left. Mazda uses this control valve to help spool the turbo below 2000 RPM and it seems to do the job, but it has cracking issues from what we’ve seen and is going to be a huge flow restriction on higher power setups.
We are getting rid of it!
The Pursuit of Reliable Performance
In the pursuit of performance and reliability, the dynamic valve and its housing had to go. Like the OEM turbine housing, we’ve seen cracks forming in the dynamic valve housings so we know they are a reliability issues and Mazda knows as well.
Mazda is also getting rid of the dynamic valve system…the CX50 Turbo has a much simpler twin-scroll turbo design with no dynamic valve and I assume that change will find its way into all 2.5T models sooner, rather than later.
To keep things as simple as possible for you, the enthusiast, the CorkSport-designed turbine housing mounts directly to the cylinder head and still takes advantage of Mazda’s trick 4-3-1 exhaust port design. Along with that change, the OEM EGR port is retained and new heat shields will be part of the kit.
That covers the housings for the upcoming CorkSport Drop-In Turbo Upgrade for the Mazda 3 Turbo. We are excited about this project and even more excited to bring this to the community. Who doesn’t love boost right?
Expect to hear more as we roll further into 2024 and until then enjoy these teaser shots of the raw castings.
Based on popular demand, we have developed a filter sock that will help fight dust and water spray from entering the engine. The CorkSport Mazda Air Filter Cover mod can help maintain the flow efficiency of your main filter and extend its service life.
The Air Filter Cover is made from a polyamide fabric mesh and allows for good airflow while adding a layer of protection for your air filter and engine. The cover protects against dust, large debris, and light water spray from entering the filter media.
It’s time to liven up your 4th GEN Mazda 3 Sedan with the new CorkSport Performance Lip Spoiler for 2019+ Mazda 3 Sedan and 2021+ Mazda3 Turbo Sedan. While Mazda did a good job creating classy styling for the newest 3, we find it to be a little boring, especially when on lowering springs and a nice set of wheels. The CS spoiler offers a much more aggressive trunk lip than the small OEM Mazda unit, without detracting from the great OEM styling. Its features incorporate the original Mazda body lines to stand out without being obnoxious. Keep on reading for full info and pictures!
A Stylish Spoiler For The Mazda 3
Like its hatchback counterpart, the CorkSport sedan spoiler offers an “OEM+” look. We took the body lines and design cues of the Mazda 3 and adapted them into a more aggressive spoiler than is offered by Mazda. It extends and raises the rear edge of the trunk to finish off the vehicle’s rear better. The CS spoiler also carries over the tops of the rear quarter panels and ties into the main body line. The rear face of the spoiler follows the taillights before moving upward at the same angle as the end of the lights for extra detail. Finally, the spoiler’s top and rear faces are concave for a bit of a “duckbill” type of look. These features combine to ensure the CS spoiler looks at home on a 4th GEN sedan and will make you wonder why Mazda did not have something similar from the factory.
The Best Spoiler Fitment for The Mazda 3
Fitment was as important as styling, so the design began with a 3D scan of the trunk and rear quarter panel area. This scan was used as the base for the entire design that was completed in CAD software. After many test fits and iterations for best fitment, we were left with a final design that matches the OEM curves very well and can be installed with no drilling or trimming.
Carbon Fiber & Fiberglass Options
After the fantastic response we received on our material choices for the 4th GEN Mazda hatchback spoiler, we knew we had to do the same thing for the 4th GEN 3 sedan. Each CS trunk lip is made from a fiberglass foundation before being topped with your choice of 3 materials. Full fiberglass, woven carbon fiber, and forged carbon fiber are all available. The two carbon options are finished off in a UV-resistant glossy clear coat with a mirror-like finish. The regular fiberglass will come in a satin black finish that is ready for light sanding and a finish coat of paint or wrap. Each material has the same shape, but you can personalize the look to match your build and budget.
Easy to Install
Installation of the CorkSport Mazda3 trunk spoiler could not be any easier. It is attached with included 3M VHB tape for a simple and secure fit with NO DRILLING. If you have the OEM Mazda lip spoiler, installation is a little more difficult as you have to remove it to install the CS, but we include covers for the holes that are no longer used with the CorkSport spoiler. Full-color installation instructions are also available so you can transform the rear of your sedan in as little as 30 minutes!
If you want to add the CorkSport 2019+ Mazda 3 Sedan Spoiler to your ride, head to the product page for even more pictures and angles. Feel free to reach out with any questions; we are glad to help!
Back and better than ever before is the CorkSport Lowering Springs for the 2014-2017 Mazda 6. Improve both the appearance and driving characteristics of your 6, all while keeping OE fitment and good ride quality. Once installed you will gain better feedback and handling performance, so hitting the back roads will be an even more enjoyable experience. Below are more details on the specs and features of the CS Lowering Springs.
Lowering Spring Ride Height
Getting right into it, the CS lowering springs will drop the front of the Mazda 6 approximately 1.20in (30mm) and 1.75 (45mm) in the rear. This puts the 6 at a nice height that removes some of the rake that is present from the factory to provide a more level appearance. After the springs are installed, ground clearance will be reduced but there is still a good amount for the majority of obstacles that you will encounter while driving.
Lowering Springs Add Better Handling
Along with the more aggressive stance comes the addition of better handling characteristics. This is a result of the lower center of gravity and the increased spring rates. Both of these changes help reduce the amount of body roll in corners which will provide a more planted feel while driving and will inspire confidence when pushing your Mazda 6 in the backroads. The spring rates that were selected ended up at 4.6K front and 8.1K rear to provide a healthy increase over stock.
Best Quality for the Mazda 6 Springs
The CS Mazda 6 lowering springs are constructed with high tensile strength spring steel and in the rear we have added spring isolators to prevent any unwanted noises. The springs are finished in our CS blue powder coat to protect the steel from the elements and corrosion. Installation of the springs are just like OE and the only modification required is trimming the bump stops.
Well, that about wraps up the key details of the updated lowering springs for the 2014-2017 Mazda 6! Head over to the web page to check out more images and make sure to reach out if you have any questions.