Sometimes it’s the simplest changes to a vehicle that can really make a difference. A crisp and well-lit interior makes for a surprising improvement. CorkSport is proud to announce that we now have LED kits for 2016+ Mazda CX-3 and 2016+ Mazda CX-9.
The CorkSport LED Light Kit replaces all interior and some exterior lights that are normally yellow incandescent bulbs. All CorkSport LEDs are the 7000k color for a pleasant, but bright and clear illumination.
Check out a comparison of the CorkSport LEDs vs the standard incandescent bulb.
Sure, you can probably find some random lower-quality LEDs online, but only at CorkSport will you get a complete kit with exactly the bulbs you need along with color installation instructions, a CorkSport tin and top notch customer service.
-BS @ CS
2016+ CX-3 LED KIT
2016+ CX-9 LED KIT
Interior LED Light Set for 2016+ Mazda CX-3 and Mazda CX-9 July 5th, 2018Derrick Ambrose
If you haven’t heard already, Mazda has finally kicked out a new Mazda 6 with a turbocharged engine!
CorkSport jumped on the waiting list early and we are proud to be one of the first owners of a 2018 Mazda 6 Grand Touring Reserve. Ours is Soul Red Crystal. In the short time we have had the car, it has already been on the lift, the dyno, and many backcountry roads. We are digging into the new platform and have already started work on a handful of new performance parts.
This license plate relocation kit is just the beginning of what we’ve got in store for this new car.
So let’s talk about our first mod for the brand new 2018 Mazda 6. If you’ve got one, hopefully, you were lucky enough to prevent the dealer from drilling holes in your bumper because we are proud to introduce the CorkSport License Plate Relocation Kit for 2018 Mazda 6!
As with all CorkSport License Plate Kits, the 2018 Mazda 6 kit includes everything you need to move your plate from the middle of your bumper to the side and free up much-needed airflow (trust us, you’ll want that airflow for some other parts we are working on). All mounting brackets, hardware, and even bumper hole plugs are included to make for a quick and simple installation with no permanent modifications required.
All components have been proven to last and looking good while they do it. A zinc-coated steel adapter is used to connect to the OEM emergency tow hook hole. A laser cut, precision formed, and powder-coated mounting bracket is used to support the ¼” thick Lexan plate mount. We even include stainless steel tamper proof mounting hardware to ensure your plate, and relocation kit doesn’t disappear in a parking lot.
While mainly a cosmetic modification, the CorkSport License Plate Relocation kit does provide a small increase in airflow entering your radiator and intercooler. Even though it’s a small improvement, we’ve already found the OEM intercooler needs all the help it can get (more on that in coming months).
For an added visual boost and to support the #1 brand in Mazda Performance, be sure to pick up a CorkSport License Plate Frame to go with your relocation kit!
This is the first of many performance parts we have in the works here at CS HQ. Let’s reveal a few of those already in the pipeline…
Upcoming products include an upgradable Short Ram Intake System, Performance Intercooler & Piping, Lowering Springs, and a Stainless Steel 80mm Cat-Back Exhaust System. We’ve already seen gains with the SRI System and will be testing the Exhaust and Intercooler parts in the coming months. Check back here for more updates!
Ask any of my friends or coworkers and they will quickly tell you “Barett Loves Curves!”
I’ve always been the first guy to dive into the corner, hit the apex and power out with just a touch of wheel spin. My car follows suit with its build; upgraded sway bars, big brake kit up front and the steering wheel to hold it all together. Of course, my friends were always there with the peer pressure to hit 1320…Luke McCarvel being the biggest offender (check out his “Drag Strip Checklist”). However, one day my opinion changed.
At some point I realized that I can’t knock it until I try it, so I finally succumbed to the straight line life.
So let’s go through the first line up: Do a burnout…that was much easier than I expected.
Ok now roll up to the staging line…don’t be that guy that rolls through and has to back up. Knuckles white on the steering wheel, heart beating in rhythm with the launch control, closely watching the tree light up…GREEN LIGHT! Launch…wheel spin to redline. Shift…wheel spin to redline. Shift…try to modulate the throttle, but still tons of wheel spin. Shift…finally the car hooks, builds speed then it’s over in the blink of an eye.
All that build up waiting in line, doing the burnout, staging, launching and rowing the gears for a few seconds of intense adrenaline. It was an absolute blast; I couldn’t believe how intoxicating just a single pass was. I wanted more and I wanted it immediately. Back in line, I went.
My first pass was an awkward 14.37sec @ 119.8mph. I say awkward because that is a slow ET for the trap speed. It shows just how much tire spin I was fighting and how much time I was giving up because of it. With full interior and street tires this was to be expected, however, the crowd thought it was quite funny either way.
I proceeded to make 3 more passes as the night progressed. Each time making a small change to the car or to my approach and control of the launch and throttle modulation. Each pass rewarded me with a small improvement for my efforts. Each pass down the strip left me wanting more from the next pass.
The third pass was the most frustrating of them all. At the start of the night, I set a personal goal to break into the 12s. I didn’t know if it was realistic or a complete dream, but I had to start somewhere. That third pass was also the one that drove me to get my shit together because it teased me with a 13.000sec @ 120.95mph. So Close!
Alright one more pass, this was the one I could feel it. 30 minutes later I’m staring at the burnout box, line up drop 2nd and get the tires nice and hot. Pull up to staging next to a real crowd killer (I mean Mustang).
Yellow… yellow…yellow…….GREEN LIGHT!
Launch…little wheel spin to redline.
Shift…little more wheel spin to redline. Shift…modulate the throttle with only a tiny bit of wheel spin. Shift…now the car really hooks but I’m a few lengths behind that Musta…oh shit there’s the turbo…I’m reeling him in…it’s so close…I fly past him with the rev limiter dancing.
It’s over…deep breath…that was it I know it.
Now the quick jaunt to the end of the strip then back to the little building and the old guy that’s been racing since flatheads were a thing.
“Car 610?”
“Yes Sir”
“Here’s your slip. Is that a Maaazda?”
YES! Hit my goal for the night and the car can still drive me home. I call that a success.
I parked my car, picked up my 120+mph club sticker and enjoyed the rest of the night with my good friends from Idaho Mazda Takeover. It was a great night and one I plan to top in the near future.
Anybody have some stock brakes and drag slicks I can borrow?
-BS @ CS
Drag Racing: Just Like the First Time July 9th, 2018Derrick Ambrose
“Intake, test pipe, and a tune ONLY” was my mantra. I’d just bought a shiny new ’13 tech package VRM MazdaSpeed3 with the extended warranty, 3 miles on the odometer as it rolled off the lot for the test drive. Via the web forums (back when MSF was still popular), I had performed my due diligence in terms of where I was headed with this ride. I knew what my mods would be, and the results to expect, and even learned a bit about the tuning process, all with the intent to “stock out” in less than an hour in the event I broke something on the car.
But… the local Nator chapter wrapped their slithering hentai tentacles around me, and those thoughts of a mildly tuned car with the manners fully intact started to erode. The friends, the fun, and the performance results were an instant addiction.
The Mazdaspeed Way
In just a few short months I had sold that warranty back and started down the rabbit hole. Trips to Epic NATOR Meets were an awesome influence, seeing cars on the bleeding edge of the DISI Mazdaspeed platform, and meeting several of the prominent people in the Mazda community who were so forthcoming with their knowledge. The hook was set!
I found myself pursuing information, and if there wasn’t any data to be had, I wanted to make it myself. I tested and cataloged a variety of items, from NVH with motor mounts to compression test compendiums (yes Cylinder 3, you deserve that BAD rap!), meanwhile moving along the mod path to a medium turbo, front mount intercooler, and a methanol kit. Once I purchased a spare long block, I knew I was getting in ball joints deep.
Mazdaspeed Power Mods
Fast forward to today. I’ve been very fortunate to be chosen to test products for a handful of vendors! With an aligned focus – direct fit or minimal fabrication parts – I’ve reached my (probably temporary) goal of 500 wheel horsepower Mazdaspeed! Where I’ve tested the limits of products/parts for many companies – whether they have asked me to or not. The CorkSport 3.5 Bar Map Sensor is a solid example of exceeding the envelope, as I did manage to over-boost while playing with my EBCS configuration, and pegging it at 37.58 PSI. (At 900 ft. ASL)
Corksport asked me to describe my modification journey and how their beta parts have impacted my build and decisions, so there is no slight intended toward the multitude of other people involved in my project – that list is not short.
It gained 12 g/s flow on the identical tune and no other modifications, so I knew it was an immediate upgrade.
I’ve been hammering 30+psi through it for the majority of that time, and my built engine is approaching 25 thousand miles with that duress.
The spark plugs have been pristine and uniform, indicating to me the flow is balanced in the runners.
There is no better fitting upgrade intake manifold for the platform.
Testing For CorkSport
The beta-testing portion of this journey has been pretty awesome. Constant emails and conversations back and forth with the CorkSport Engineering team, and support from installation, to checking in periodically afterward to see how the system is running and the part is performing for me and my particular set-up. I understand that I am not the only one running this part as a beta-tester, which just shows how thorough this company is with its beta-testing.
Barett, the CorkSport engineer, was probably annoyed with the ‘data-whore’ aspect of who I am, but man was it fun! Tracking my progress throughout and sending info back and forth fed the logical performance-driven sides of me for quite a while.
The intake manifold was recently combined with the Corksport 72mm throttle body, which takes advantage of the IM’s oversized opening, which I feel will scale up with even more power should I get the itch for ludicrous speed. There is zero loss of drivability with the throttle body mimicking the factory unit electronics and nothing for your tuner to battle with like the old days of trying to open up that choke point.
Getting Comfortable with Mazdaspeed Parts
While it’s usually about performance parts for me, I have to say that I run a few of the CorkSport “comfort” pieces and can genuinely say they are worth the investment. The CorkSport Performance Steering Wheel is just amazing! The contoured grips are a tremendous comfort for long drives, and the beefy upper section is awesome for the twisties on roads like the “Tail of the Dragon” in NC. It’s also shown no signs of wear in the last 2 years, and I look forward to driving with it for many years to come.
I was lucky enough to get the CorkSport Hood Strut kit when they were available, and now my hood opens significantly more than the prop rod and facilitates installing those go-fast bits. (Hopefully, CorkSport gets wise and brings them back for sale again).
I would like to thank Corksport for providing the opportunity to test their parts, in addition to many others, and YOU for taking the time to read my cool story, bro!
I have been racing Mazdas on the track in wheel-to-wheel competition since 2013 and I have learned quite a bit.
I am nowhere near being the best driver. I have good moments and plenty of “WTF Derrick” things that happen on the track, which are masked by good car control.
2 years ago, I bought a Spec Miata (SM). Locally the number of B-Spec and Touring 4 classes are smaller. This is not great for me, as I find my racecraft suffers when I get too big events where there are more than 5 cars and the racing is close. I can always fight my way to 2nd or 3rd place, but the top step has been elusive. Don’t get me wrong, I can go to events where there are other T4 cars (they are not unicorns), but the travel cost, time away from CorkSport, and fuel gets pricey really quickly when constantly towing to southern California.
I took the SM out a few times last year and found I was way off the pace I needed to be to even get into the top 25% of a Ppec Miata field at any events. The Northwest has a really strong group of SM racers who are more than happy to beat the illusion out of you that you can drive fast on the track.
This year I have been working on the car setup and updating the drive train to the best I can get for my car. I worked with Haag Performance to get one of their SM 1.6 engines, which have been winning races up and down the West Coast. I have also been talking with Joe Jordan on car setup and general SM advice, as he has gone down this road before with multiple SM drivers, including Joey Jordan and Will Rodgers, to get them to the top.
Before the season started, I knew I wanted to get some top-level coaching, so I looked locally at Pro Drive Racing, which offers race school for SCCA certification and high-performance driving classes. After a few emails finding out which event I should attend with my SM, it was determined that the June 5th high-performance school would be the best bet, and I could get some one-on-one coaching with Todd Harris, the head instructor.
I have struggled with the braking too much in the corners, as past instructors/coaches I have consistently mentioned this to me. I needed to overcome this if I was going to have a chance to match times with the top 25% of the field. With Todd strapped into the “Thrill Seat”, we hit the first session at speed so he could see how/what I doing and work on it.
This was a good news and bad news sort of ride. He found my approach and driving style to corners works, but it was not the fastest way through them – I was giving up cornering speed and able to get back to the throttle quicker. By simply backing up my braking zones, I had more control in the corner, which allowed me to stay committed to the throttle without having to modulate it after the steering wheel was turned. This doesn’t seem like a huge thing but the feedback from the SM was drastically different. I was able to roll speed into the corners and carry a few more MPH. Heading onto a straightaway, this is huge. I spent the rest of the day fine-tuning the changes and making sure they stuck with me.
By the time this blog goes up, I will have raced again at the Oregon Region SCCA event at Portland Intl Raceway and will discover how much the school improved my driving technique. If I don’t screw it up too badly, I should be able to take a second out of my lap times which in SM is HUGE! The weekend of June 29th I will be at Sonoma racing against 40 other SM drivers to really get a feel for where I am at skill level wise, I am prepared for this to be humbling, lol.
So, my advice to you is if you ever have a chance to take a driving school, I really recommend it, specifically, Ally Pro Drive, if you are in the Portland, Oregon, area. They run a great program, and you get one-on-one seat time with some of the best local drivers and instructors.
