Testing – CorkSport External Wastegate Housing for Mazdaspeed

Turbo EWG

Why EWG?  (it’s just about awesome turbo noises)

We hear this alot as the Mazdaspeed platform continues to grow and the 450-500whp build becomes the status quo. Following up the EWG Housing Design & Details Blog about the new CorkSport EWG Housing, we want to share some testing data and differences we saw between an IWG (internal wastegate) and EWG (external wastegate) setups.  

Details about design, flow, placement, data, and feedback from our CST4 EWG Beta Tester.  

IWG vs EWG comparison on the CST4
IWG vs. EWG on the CST4

Let’s jump right in!  First up is a spring pressure comparison between the IWG and EWG housing on a CST4 turbocharger.  Let’s first define what “spring” pressure is: this is the resulting boost pressure with 0 added wastegate duty cycle.  AKA we are not trying to add boost pressure.

Immediately you can see some very obvious differences.   The IWG setup has a taper up boost curve that could be considered boost creep.  Some boost creep is ok, but an excessive amount may reach the capacity of the fuel system or other systems in the vehicle.  In this setup that is not the case, but it does show that the IWG is at its limits for boost control.

With the EWG setup you see a much different curve.  The boost builds a few hundred RPM later (due to the larger 0.82 A/R) then climbs right to the spring pressure and then settles to a consistent plateau; very predictable and controllable.  

CAD EWG and IWG Designs
CorkSport EWG and IWG Designs

Now let’s look at the design to better understand why.  On the left is the EWG turbine housing with a 0.82 A/R and on the right is the IWG turbine housing also with a 0.82 A/R (we don’t want the A/R to be a factor in this review).   

The EWG housing has a very efficient flow path for the exhaust gas to reach the EWG control valve along with a much larger path to flow.  Both of these features provide excellent flow and thus control of boost pressure.

The IWG housing uses a side port in the turbine scroll to exhaust gas.  In this setup, the exhaust gas must make an abrupt turn and pass through a much smaller port.  Both of these issues reduce boost control.

EWG and IWG Explained

Here is a diagram showing placement of an EWG in the exhaust pre-turbine.  Granted we are comparing a EWG and IWG, but the concept of flow is the same.  

Exhaust gases will always take the path of least resistance and if the turbine wheel is the easier path than the wastegate then boost control will be more difficult.  

Internal and External Wastegate performance chart
(Left) Internal Wastegate Setup | Common Issues
(Right) External Wastegate Setup | Optimized Setup
Click to Expand

This graph was shown in the last blog, but we want to show it again so you can directly compare it to the data graph below.  

Below is the boost curves for the CST5 in both IWG and EWG setup.  Alone each graph actually looks really good, but when overlaid you can see some interesting differences.  

CST5 Dyno testing with IWG and EQG setup

IWG vs. EWG on the CST5

The purple IWG graph has a crisp spool and then flat-lines at approximately 30psi with a slight fall off at 6500rpm.  The CST5 IWG setup does control boost really well, but holding the turbo back at spool up and not over-boosting or spiking was a small challenge.  An abrupt boost curve like this can make the car somewhat difficult to drive because the torque “hits” very hard and you lose traction.

The EWG setup was a bit more controllable.  Not only did the CST5 turbo spool a bit sooner, but we were able to better control the spool up boost curve so we could create a torque curve that was more friendly to the FWD traction.  This makes the car more fun to drive. Looking at the higher RPM range we were also able to hold boost more consistently to 7500rpm.

CorkSport External Wastegate

We hope you guys and gals are as excited for the EWG options for the CST4, CST5 and CST6.  They really are an awesome setup for any driving style and power goal.  

Thanks for tuning in with CorkSport Performance.

-Barett @ CorkSport

The CorkSport CST5 is HERE!

We are happy to release the new “medium big” brother to the tried and true CST4, the new CorkSport CST5 Turbocharger for the DISI MZR engine found in the Mazdaspeed 3, Mazdaspeed 6, and Mazda CX-7 Turbo. Finding a middle ground between response and top end power is always difficult when selecting a turbo, yet we believe we have nailed it with the CST5. You get the response of a smaller turbocharger yet retain high horsepower capabilities of a big turbo.

CorkSport CST5 Turbo Front
CST5

Before we get into power, let’s first discuss what makes the CST5 tick. It’s all started with a proven MHI journal bearing center section. These offer great cooling capabilities and fantastic reliability, especially when combined with our high performance journal bearings and 360° high performance thrust bearing. The CST5 can seriously take a beating, and does it in a package that fits perfect in the OEM location.

CST5 Billet Compressor
CST5 Billet Compressor

Attached to this center section is a compressor and turbine wheel combo that is a little unconventional. Creating boost is a tried and true GTX71 billet compressor wheel that is rated at 56lb/min. The turbine that drives the CST5 is where things get a little interesting. Instead of a standard GT30 10 blade wheel, we chose a MHI TF06 9 blade design. This offers a number of benefits that make the CST5 outshine a comparable 3071 setup. One less blade means lighter weight for faster spool times and higher maximum flow capacity. The TF06 design is also slightly larger than a GT30, yielding a better wheel size ratio for more efficient turbocharger and engine function. For full info on the wheels and what they mean for your Mazdaspeed, check out our design blog HERE.

CST5 Turbine
CST5 Turbine

The new wheels are wrapped in new housings. On the compressor side, there is a 4” inlet that includes anti-surge ports for optimum compressor operation and longevity. This large size also maximizes efficiency for 3.5” and 4” intakes. The turbine side is where there are the most differences from the CST4. The A/R has been increased from 0.66 to 0.82 which provides more top end power to match the rest of its big turbo characteristics.

CST5 Internal Wastgate
CST5 Internal Wastegate

Now, what does all of this tech mean for you and your car? If you have a stock block you can easily max out power (~400WHP) and stay safe on your rods. Due to the bigger size, the CST5 peak torque is slightly later than the CST4, keeping you safer even before tuning is considered. Having a built block is where things really get interesting. The CST5 will make~450WHP all day on a “calm” boost level of 25-26psi. If you really want to push it though, the CST5 has made ~520WHP on ~30-31psi. This versatility allows the turbo to grow with your build. So even if you are stock block now, the CST5 can carry you even after you build your block.

The wheel and housing options delivers great response as well as great power. When pushed to its limits on a built block, 20psi was hit at 3400-3500RPM with 30psi hitting by a surprising 3700-3800RPM. Obviously this isn’t stable for a stock block but is possible on fully built cars with full bolt-ons and a high flowing head.

CST5 Dynograph Comparison
CST5 Internal Wastegate vs. External Wastegate

The versatility continues as the CST5 is offered with internal wastegate or external wastegate turbine housing options. The internal wastegate setup is the best if you want an easy drop-in fitment with great boost control. The external wastegate setup if you’re willing to take a little bit more time for fitment and spend a little bit more money on the external wastegate itself for the best in boost control. The EWG setup offers some great new sounds from a screamer pipe as well. As for power, they are very comparable, as shown in the graph above. The EWG setup makes just a tiny bit more up at the peak, but that is likely due to small variances in tuning. While only the IWG setup is offered at the time of writing, the EWG is coming very soon! Lastly, if you must have a CST5 now, don’t worry, the EWG housing will be sold separately if you want to upgrade down the road.

Both the IWG and EWG options come with a full hardware kit that includes everything you need for install. This means all coolant/oil lines, new gaskets, new crush washers, and even new studs and crimp nuts for both the turbine and downpipe flanges. The EWG setup includes a custom designed elbow for great EWG actuator fitment on MS3 and MS6, and the correct clamp to attach it to the housing. More info to come later on an add-on screamer pipe option.

CST5 Included Hardware Kit

CST5 Hardware Kit – Included!

Each CST5 also comes with full CorkSport support, including full-color install instructions, a 1-year warranty, and assistance with any questions you may have. We are extremely excited for you all to get your hands on the CST5 and start making even more power so please check out the product listing for full details and to place to order.

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