Brett’s Build Part 4

“Hey Bro, what flares are those?” A common question asked, not that I blame anyone for their curiosity.

This is a very niche platform in the grand scheme of things. So we don’t really get lots of options when it comes to widebodies or flares etc. Those of us who have been crazy enough to chop into our ¼ panels had to trust what we think will look good, cross our fingers, and just send it. Some of us get lucky, some of us don’t. I wasn’t in it alone though, I had help from a few friends, and some inspiration. So, here’s the story on how I flared my Mazdaspeed 3.

My good friend Brian over at BMSPEC has a well-known Mazda 3, named “Circuit Heart” Which just recently has gone into retirement. He was one of the first to ever put flares on the Gen 2 Mazda 3 body, and for years I said I wanted that look. When He decided to let go of his old Volks, I had the opportunity to take possession. With his direction, I ordered fair lady Z flares from that were originally meant for a 240Z.  

I asked my local Nator Buddy Aaron Maves if he was down to help me chop up my Mazda and lend me a spot in his garage. Ironically enough, he was a stoked to be a part of the project, probably more than me. Once my flares came in, I got them dropped off at the body shop to be paint matched and started hashing out a plan. Since I work all day long, and flares are a rather tedious process this was going to be a strictly after work job and it ended up taking quite some time to get done. But the wait, blood, sweat, and tears were worth it.

Here is a little step by step process we took to get it done. If you are looking to ever do this to your Mazda, it may either motivate you or deter you away.


Step 1. – Test Fitting

This part is very critical, and one of the most difficult. You have to Mock up the flare to be as perfect as possible. Usually, since the flares we try to use on our Mazda’s, they don’t exactly want to line up where we want, and we need to motivate them a bit to do so.  Painters’ tape by itself will not be enough to hold it where you need. The way I got around this is by using 3M Double Sided VHB tape on the back of where the bolts will go, paired with the painter’s tape. Since these flares weren’t made for this Mazdaspeed3,  I started out on my front driver side fender.  Once I got it where I knew I wanted it, I opened up pandora’s box. I drilled my pilot holes into the fender, no going back now. That’s not even the worst part, because now I had to make all 4 corners symmetrical (No pressure or anything).

Matching every corner is not an easy task, and also something that is often messed up. All I can say is triple check everything, and then do it again. We had to find reference points on the Speed3 itself to measure from. The ground below could be slightly inconsistent. Not only because the floor may not be perfectly level, but because the floor jacks may be slightly different as well. Choose about 4 points to measure from so you can get an accurate X/Y axis measurement to link to the other side. You’ll want the fronts to be identical, and the rears to be identical.

 

Step 2 – Rivnuts

 

Now that we have drilled pilot holes in all 4 corners. We opened them up enough to accept the riv-nuts. This will be the threaded inserts that allow you to bolt the flare to the Mazda. We had to open the hole up slowly, stepping up the size of the bit each pass. Doing this prevents the thin metal from fraying and making sharp edges around the hole. You want the riv-nut to sit as flush as possible, so the flare sits close to the body.

In this particular case, I used ¼ – 20 sized bolts, so I opened op the flare with a ¼ hole and bolted the flare on for a final fitment check.

 

Step 3 – Cutting

The most intense part of the process now begins. My buddy Devin Sorter who is a fabricator/welder came through to help with this. He’s very skilled with a cut off wheel, and I knew I could trust him to make some solid cuts that are symmetrical and clean.

With the flares mounted up, we drew the line for the cuts. Remember you not only have to give yourself enough clearance for the bumps on top, but for steering in the front as well. During this process, part of the bumper clip will have to be removed as well. This isn’t a problem though since the flare itself acts as a support and keeps the bumper from sagging, even with the splitter on the front.

 

Step 4 – Sealing the rear ¼ Panels

Since the ¼ panels in the back aren’t just 1 layer like the front, when you cut into them there is now a gap between the layers that are left open. Even though my Mazdaspeed isn’t driven in the rain, it still leaves the car open and vulnerable to getting moisture in there and eventually causing corrosion. To prevent this, you need to stitch weld the panels together and then reseal it. Once the welding was complete, we used silicone to seal it all in and protect it from the elements. We also put some weather stripping on after the fact to prevent any harsh rubbing on the wheel in case the Mazda bottomed out or the tire somehow traveled up high enough.

At this point, the Mazdaspeed3 was done, and I bolted on the flares. The gasket you use between the flare and the body is up to you, there are lots of options out there.


Thanks for checking this out and stay tuned for part 5!


Cheers,
Brett@CS

The Ultimate Mazda Performance Guide

A few years ago, CorkSport’s resident racecar driver – Derrick Ambrose – released a book titled “The Ultimate Mazda Performance Guide”.

The wildly popular book provides beginner and intermediate Mazda/Mazdaspeed owners a solid guide that outlines how, why and when to modify their ride.  Now that the platform is a little older, these second-hand models are more attainable for first-time car buyers and Mazdaspeed Owners specifically are hungry to transform their ride into a +400 WHP BEAST!hre  

With so many new enthusiasts joining the Mazdaspeed platform, we have been flooded with inquisitive calls and see an increasing number of new owners post up questions about turbos,  High Pressure Fuel Pump Internals, axle back vs cat back vs turbo back exhausts, and what can I do to make 400 WHP or even 600 WHP?

Many of these new Mazda enthusiasts are joining CorkSport’s premier 7th Gear Membership to take advantage of the free swag package, free shipping in the lower 48 states and immense benefits from the troll free and exclusive 7th Gear Facebook Group – Where beginners can ask questions without getting clobbered!

So, whether you’re just starting out with a ‘new to you’ Mazdaspeed3 or Mazdaspeed6, or you’ve hit the ground running with a new MX-5, Mazda3 or Mazda6 (turbo diesel!?). Our Mazda performance Guide will help answer some basic questions as well as set you on your path to get the most out of your ride.

Previous Interview with Derrick:

CorkSport: What made you decide to write a book about Mazda Performance and why?

Derrick: I really just wanted to give some of the new Mazda enthusiasts some of the knowledge that I have gained about Mazda’s from my involvement with them since the mid 90’s. Many people are just now buying their first Mazdaspeed and don’t really know where to begin. I wanted to help ease them into what they really need to know. It can be quite scary for some to jump into modifying or go into the forums or Facebook groups and not know anything.

CorkSport: We know all about the forums and responses to Newbs on Facebook haha.

Derrick: Exactly, the purpose of the book was to help give people a path and empower them with information that may take a lot of years or a lot of searching to find. I didn’t want it to just be about selling CorkSport parts, we actually mention, and feature, many non-CorkSport parts in the book. That being said, I’m very proud of CorkSport and what we have done to help the Mazda community.

CorkSport: So who is this book really for?

Derrick: I wrote this guide for the beginner to the intermediate Mazda enthusiast that really wants to learn more and really get the most bang for their buck. I wanted to answer some of the most common questions I’ve seen on the forums and in person about aftermarket performance and where to start. If you have changed your turbo or are cross-weighing your coil-overs, you are probably past this book in terms of technical ability. I did, however, include many sources for additional information, contacts and even a brief history of Mazda itself; which is a topic I may even write another book on for the true Mazda fanatic.

CorkSport: I see, what do you think was the most challenging thing about creating a book?

Derrick: Everything, (laughs). When you have no idea what you’re doing as an ‘author’, it takes a LOT more time than you could ever imagine. I was lucky to have a lot of help from some truly amazing people and am very grateful to all of them. Writing a book is a much bigger endeavor than I would have every thought, but having an actual piece of history afterward is truly a special moment. Having that glossy cover in my hands, seeing the ISBN on the back and knowing that I will be in the Library of Congress forever is just an amazing feeling. It’s weird how just making a book can make you feel patriotic, but it really did.

CorkSport: Well hopefully we can talk you into signing a few for us and we look forward to helping to make the next one. Thanks for letting us get a little more insight into this great addition to the Mazdaspeed community.

Derrick: Thanks, I hope everyone enjoys it as much as I did making it. If just one person gets the mod bug I did when I was younger because of this book then I will be happy.

Collaborating with CorkSport – R&D for the Community

My name is William Dawson; for those who do not know me, I am owner/tuner at Purple Drank Tuning. In this Guest blog, I want to bring up some of the research & development I was able to contribute to with CorkSport (behind the scenes) to help bring some new performance parts to the Mazda community.

One day, many months ago, I was approached by Barett@CS to help with the tuning and development of some mystery parts CorkSport had in the works. Being who I am, I couldn’t turn down the chance to work on some new projects that could help continue to push the Mazda platform we love.  

With the pleasantries out of the way, we got down to the plan and the data.  Barett had a list of goals and how he wanted to move through the parts in testing.  The amount of data that was communicated through the first live tuning session was great. On the CorkSport in-house dyno we took their shop car to an impressive 420whp (e48 + 6 port setup) with stock manifolds, stock throttle body, and stock camshafts.

This laid the groundwork and set the stage for their product release of the CS Camshafts which gained 22whp across the curve. Along with the power increase, the camshaft upgrade also netted surprising results with turbo response.  The turbo spooled 100rpms quicker than the factory camshaft allowed. THESE ARE DROP IN RESULTS, ZERO ADJUSTMENTS! 

Mazdaspeed camshaft

Efficiency hit us with another surprise when we decided to put the CS Intake Manifold (set to re-release in early 2019) on the car and help the engine balance all of the air we have begun shoving into our test vehicle. Once again CorkSports engineering pays off with another 9whp increase and 100 rpm quicker spool up. The car lost 2-3 psi of boost which we were happy to put back in the car allowing for us to do an apples-to-apples comparison but the numbers elude me so I cannot speak to what we ended up with on that day. 

 

Mazdaspeed 3 intake manifold

 

At this point we did not know how much more we could get as the CorkSport Mazdaspeed Drop-In Turbo that was installed on the test car was producing an impressive 450whp, this did not stop us as we needed to test one more item. In comes the CS 72mm Throttle Body, this upgrade was constantly overlooked by the Mazdaspeed3 and Mazdaspeed6 community because of other attempts to get an upgraded throttle body created complications with drive by wire tables and throttle response.

Personally having a 75mm TB and not being able to enjoy the on/off throttle response and laggy part throttle was a very frustrating experience; one that even made me skeptical.  Then getting to test CorkSports product was MIND BLOWING! The test car again spooled around 100rpms sooner and throttle response was phenomenal; all with just removing 4 bolts and swapping a Throttle Body this is insanity. This team did it again, my disbelief overshadowed by pure joy that they developed a working unit and it far surpassed the factory unit in throttle response and driveability. 

 

Mazdaspeed3 72mm throttle body

 

I have known the CorkSport family for years and it does not matter what department I am working with they are always on point and pleasant to deal with regardless of the situation. Between PD and CorkSport I could not be happier to invest countless hours of hard work and R&D to allow this winning family to provide further developments and support to the Mazdaspeed 3 and Mazdaspeed 6 platforms. 

 

– Will Dawson (PD Tuning)

 

Special thanks to Will for committing his time and expertise to help CorkSport continue to grow and support the Mazdaspeed community.    – Barett @ CorkSport

600hp Mazdaspeed Build Path – CorkSport Barett’s 2009 Mazdaspeed

If you haven’t heard already, the CorkSport Dyno Day and Summer Event was a blast with food, friends, raffles, a Show-N-Shine, and the continuous string of dyno runs.  The highlight of the dyno runs came when one of the CorkSport Engineers, Barett, put his car on the rollers.  With a few minutes of warm up and anticipation building, it was finally time to see what the “CorkSport Speed” could do. 

Getting past the ecstatic crowd to see the dyno screen showed an impressive 620whp/530wtq.  Now, whether you were at the show or not, you may be wondering what Barett’s setup is to support these numbers.  It’s not a short list but is simpler than you would expect. 

In this blog, we are going to layout the WHOLE build to show you how your Mazdaspeed can make 600+whp.  

The engine was built by CorkSport in preparation for setting up the Dankai Engine ProgramIt features Manley Connecting Rods and Platinum Pistons, head work very similar to the Dankai 2 Built Longblock, along with the CS BSD (balance shaft delete) and CorkSport Camshafts.  Holding the block together are L19 head studs and ARP 2000 main studs.  

To get the air in and out of the engine efficiently we have an assortment of bolt-on parts and some prototype parts because what kind of CorkSport R&D car wouldn’t have some prototype performance parts on it?  To break this down in the simplest way possible we have laid out a full build list:

600hp Mazdaspeed Build List:

  • CorkSport Built Engine:
    • Manley Pistons – 0.5mm overbore @ 88mm
    • Manley H-Beam Connecting Rods
    • CS Balance Shaft Delete
    • Dankai 2” Ported Headed: Single Runner Intake, Bowl Work, Combustion Chamber Touch Up, Exhaust Porting
    • CS Camshafts
    • Stock Valve Springs (We would recommend upgrading these and plan to do so ourselves)

Now, this isn’t the complete list, but it does lay out most of the essential parts to get your Mazdaspeed over 600whp.  You might have picked out a couple “prototype” mentions in that list above…well we can share a bit on the new CorkSport Turbo.  You’ve seen the power it can make…and it still has some more left in it up top, now check it out some sexy billet and massive turbine.

Lastly, none of this power would be possible without the fuel to support.  As you may know already, the OE direct injection fuel system taps out around 380whp on an efficient build so how do we make another 240whp?  Auxiliary fueling is the key my friends, and we recently posted a blog to help you explore Methanol Auxiliary Fueling that I invite you to read.  To stay focused on Barett’s 600+whp build we have made an auxiliary fueling build list below:

 

Methanol Auxiliary Fueling 600hp Mazdaspeed Build List:

  • AEM Boost Based Pump Controller
  • Snow Performance 5 Gallon Cell Trunk Mounted w/CS Prototype Mounting Bracket
  • AEM 80 micron in-line filter pre-pump
  • ProMeth 220psi Pump (Essential for flowing this volume of methanol)
  • Snow Performance Solenoid
  • Devil’s Own 1in/4out distribution block
  • 4x Devil’s Own 90degree nozzle holders
  • 4x ProMeth Compact Check Valves (Essential for proper AFR control between shifts)
  • 4x Devil’s Own D07 Nozzles (One per intake manifold runner; each flowing ~10gph)

Despite that this auxiliary fuel setup is providing the fuel required to support just over 600whp; it is at the ragged edge of what can be supported.  Looking at the dyno graph further up you can see torque decline after 6000rpm and horsepower go flat. This is due to the auxiliary fuel system reaching its maximum fueling capacity and thus forcing us to reduce boost pressure as engine RPM goes past 6000rpm.  

At this power level, true port injection auxiliary fueling is the correct step to take.  Lucky for you guys and gals, we are currently exploring this path with our product R&D. We plan to give you guys and gals a full breakdown of our experience and how we built a full port injection auxiliary fuel system that can support over 600whp.  

AND…I forgot to mention one very critical aspect of this entire build.  Professional Tuning! This specific build was E-Tuned on the CorkSport in-house dyno by Dale Owen of Gem Tuning.  E-Tuning is a great way to set up your car with the tuner that is the best suited for your platform and vehicle build because it doesn’t require the tuner and the vehicle to be in the same place at the same time.  

Hang tight for more on the PI Auxiliary Fueling and thanks for tuning in with CorkSport Performance.

-Barett @ CS

 

CorkSport Throttle Body Spacer

We are proud to introduce the CorkSport 72mm Throttle Body Spacer for Mazdaspeed 3, Mazdaspeed 6, and Mazda CX-7 Turbo.

This is a great product for those Mazdaspeed owners who want push past the limits of their OEM fuel system. We’ve carefully chosen nozzle locations, upgraded the inside diameter, and added an O-ring for quick and easy sealing. We designed the CS throttle body spacer to eliminate a lot of the headaches that come with adding extra fuel.

The area where the throttle body mounts is pretty tight on the Mazdaspeeds which leaves few options for adding methanol nozzles, especially the tall AEM ones. We realized right away that nozzle orientation was critical.

To prevent any modification, the top nozzle location sits at an angle that perfectly clears both the OEM & CorkSport Intake Manifold to provide an access port for most meth nozzle styles on the market. For more stealthy setups, there are two ports located on the bottom side of the CS spacer, one straight down and once again at an angle for easy usability without further modification.

We also considered nozzle depth when designing the CorkSport Throttle Body Spacer. Most nozzle styles will sit flush to the inside surface of the spacer. This prevents any irregular airflow around the nozzle locations without affecting the spray pattern of the nozzles.

Just like the CorkSport Performance Throttle Body, we enlarged the inner diameter of the throttle body spacer to 72mm. This is the maximum size that can be used with the OEM bolt pattern and ensures optimal best airflow. The OEM throttle body & gasket can still be used with no issues.

Each CorkSport Throttle Body Spacer is precision machined from 6061-T6 aluminum before being anodized black for a clean and durable look. An O-ring groove is added during machining to allow the spacer proper sealing to your intake manifold. Rest assured, the O-ring is safe with all fuels and even oil. Finally, the spacers are laser etched with a CorkSport logo for a subtle finishing touch. The entire package is wrapped up with hardware; including extended length throttle body mounting bolts & two NPT plugs for the nozzle/injector ports you are not using.

If you’re running out of fuel in your Speed and we can make installing a methanol system much easier, pick up a CorkSport Throttle Body Spacer.