With the success of the CorkSport CX-9 axle back, it was time to turn our attention to the slightly smaller little brother, the CX-5. We are proud to introduce the CorkSport 80mm Axle Back Exhaust for the 2017+ Mazda CX-5 equipped with the 2.5T. If you’re looking for a little more life out of your new CX-5 Turbo, read on for full details on how to give your grocery getter some growl.
experience with the SkyActiv 2.5T in the CX-9 and MZ6, we had a pretty good
idea of the correct balance of volume and tone that would be a good fit for the
CX5-T. With this, we ended up with 80mm, mandrel bent piping that feeds through
two large flow-through resonators. The large resonators keep the noise and
drone down during regular driving yet the larger piping size and flow through
design of the resonators ensures you can actually hear your 2.5T when you get
on the gas. It’s a throaty and deep sound that adds some much needed excitement
to the CX-5. Its not all sound though, the larger piping and flow through
resonators are much less restrictive than the OEM muffler section. While we
haven’t had a chance to get a CX-5 on the dyno, the 2.5T is definitely
the obvious sound benefit, the CS axle back adds a visual boost that looks at
home on the rear of the CX-5. The exhaust tips were enlarged to 100mm to fill
in the bumper cutouts. They were also extended outward slightly, and a slant
cut was added to the end. This gives a stylish and classy look that should’ve
been the way Mazda made it! The tips are garnished with a laser engraved
CorkSport name badge for a nice finishing touch.
The entire CorkSport exhaust is made from fully polished 304 stainless steel that is precision TIG welded together. This construction ensures good corrosion resistance and strength to last as long as you own your CX-5. Plus, being fully polished, it looks great if you ever catch a glimpse past the tips. In addition, we supply the hardware and gaskets you need for installation, so spicing up your CX-5 can be done in as little as 30 minutes!
Want to hear the Cx5 Turbo Exhaust? Check out the Youtube Vid below..
There you have it, the new CorkSport 80mm Axle Back for 2017+ Mazda CX-5 2.5T. Be sure to visit HERE for sound clips and video of the exhaust on car!
For all you 2017+ non turbo Cx5 owners, yes this will fit your Cx5. The exhaust note of the axle back will be different without the turbo in the system and will be comparable to our 1st Gen Cx5 axle back.
If you’re still curious, give us a call and we can answer any question you may have!
We have love for the Cx5 Turbo February 13th, 2020CorkSport
When you think of a performance aftermarket component you
typically think of a part that increases the vehicle’s power, but some
performance parts don’t. Instead they have a more critical purpose, increasing
the reliability of your performance engine and components. The CorkSport Oil Catch Can Kit (OCC Kit) is
just that type of component(s).
Why is an Oil Catch Can Kit
critical for your Mazda? Despite the
huge advancement Gasoline Direct Injection (GDI) technology there are still
some downfalls. Compared to the more
conventional port injection fuel systems, GDI is much more prone to engine oil
fuel dilution. This is primarily due GDI
injecting directly into the cylinder; in low speed operation and cold starts
the fuel simply does not have enough time to fully atomize into a gas before
ignition. This results in some excess
fuel seeping past the piston rings into the oil along with any combustion
chamber blow by the pistons. This is
Here you can see the results of a
CorkSport OCC installed for ~3000 miles on a 2018 Mazda 6 2.5T. This engine only has 500 miles and has an
average commute of 15 miles & 20 minutes of mixed traffic and speeds.
Mazda’s OE design attempts to
resolve some of this with a valve cover breather that vents directly into the
turbocharger compressor inlet and a PCV (Positive Crankcase Ventilation) valve
in the engine block that vents to the intake manifold.
Mazda’s setup depends on the fuel
and water vapor inside the crankcase being drawn into the intake manifold and
intake system to then be re-ingested by the engine. This has two major flaws:
The direct crankcase
ventilation via the PCV valve only works while cruising (no boost). Combustion gas blow by will occur most often
while in boost under high throttle application when the PCV valve is closed.
This forces the engine
to re-ingest dirty air that carries contaminants in the form of fuel and water
vapor along with carbon debris. These
containments then build up on the inside of the intake manifold, cylinder head
runners, and the intake valves slowly degrading performance over time.
The CorkSport OCC Kit provides you
with two major features:
Both the valve cover
vent and the PCV valve are drawn from the turbo inlet directly ahead of the
turbocharger compressor. Thus both the valve cover and PCV valve have constant
vacuum in all driving conditions, both cruising and high throttle application.
The oil catch can
itself acts as a “filter” for the vapor and debris that would normally be
directly ingested by the engine. The drawn crankcase vapor and debris is separates
and collects in the catch can for easy removal during normal oil changes.
As you saw above, there is a
significant amount of vapor and fine debris that is being filtered out of the
crankcase air that would have normally been ingested. As you continue down the path of modifying
and demanding more form your Mazda, the need for a OCC System only becomes more
and more critical.
Oil Catch Can Kit for 2016+ SkyActiv Turbo 2.5L October 28th, 2019Derrick Ambrose
The CorkSport Intercooler and Piping upgrade kits for the Mazda SkyActiv-G 2.5T are inching closer to release and it’s time to share more of the R&D that goes into making these kits perform the best. We went through extensive testing to determine which intercooler was the best fit and to validate that our changes were worthwhile. If you missed any of the previous blogs on these kits be sure to check them out: OEM IC & Piping Breakdown, CS Piping Upgrade Design, and CS Intercooler Design.
To start, we got some new toys from AEM Electronics. The main brain of the entire testing operation for the intercooler is an AEM CD-5L digital dash with logging. This dash allows us to tap into the vehicle’s ECU to see the same information that the OEM sensors are reading. To go along with the CD-5L, we got new AEM sensors that can be positioned to get the data that we need to see how our intercoolers perform.
We used the CD-5 to datalog our dyno runs so we can see what the car is doing while simultaneously seeing power levels from the dyno. To get the data we need, we tapped into the OEM intercooler and 3 intercooler core designs that we created to get pressure and temperature data before and after the intercooler core. In case you were wondering, drilling into a brand new intercooler is stressful!
Once we got everything wired up and the AEM properly set up, we were ready for testing to begin. There were multiple rounds of testing, each consisting of a string of dyno pulls back-to-back to test heat soak. We also performed standalone power runs with the intercooler setups. During testing, we used the full OEM intercooler and piping kit, and each of the CorkSport Intercoolers with the CorkSport piping. Of the three CorkSport intercoolers, we took the best setup and tested it with and without our piping kit.
Conditions were near identical for all tests, with the CS intercooler tests being ~10°F. warmer than the OEM tests (65° vs 55°).
Testing Intercooler Pressure Drop
Starting with pressure drop, the OEM intercooler performed better than we initially expected. The graph above shows the pressure drop across the core through a dyno run. In this case, the smaller the number the better. Starting at around 0.5psi at low RPM and peaking at around 2.4psi at higher RPM is pretty good for a core with fins that are fairly dense.
Shown in the graph above are the CorkSport intercooler pressure drop results. Core A has the densest fins, while Core C has the least dense fins. Looking at the graph above, you can see that Core A and B had a larger drop in pressure than OEM. Meanwhile, Core C had a smaller pressure drop than the OEM core. Having a smaller pressure drop than OEM means that your turbocharger can make less boost at the turbo yet still hit the boost target in the intake manifold. In other words, your turbo is working less to make the same power levels! Based on our results, option C appears to be the best option due to the low drop in pressure, but first, we will test temperature drop to be certain.
Testing Intercooler Temperature Drop
The graph above shows the change in temperature from the inlet to the outlet of the OEM intercooler during a dyno run. As you can see, there is a temperature delta (the amount of heat being removed from the boost air) of approximately 100-110°F through the majority of the dyno run. Not bad for the OEM intercooler as larger the better here, but we can do better.
The graph above shows the same temperature drop data for each of the three prototype cores. Please note, the difference at the beginning of the runs is a result of using the run with the best temperature change for each core. With this comparison, larger numbers mean that the intercooler is cooling the boosted air efficiently. As you can see, the very dense cores (A and B) with a high-pressure drop, cool better. However, there are diminishing returns that come when you make a core denser. Through the meat of the dyno run, Core C has approximately 140-150°F of temperature drop, Core A has 150-180°F of temperature drop, and Core B has 140-170°F of temperature drop. This data shows that Core C cools almost as well as A and B despite having a drastically lower pressure drop. Core C is definitely our winner, but we have one last thing to test: heat soak.
Testing Intercooler Heat Soak
The graph above shows the OEM intercooler tested for heat soak by being run on a dyno in back to back runs. The graph is showing the intercooler inlet and outlet temperatures, so the boost temperature before the intercooler and the boost temperature after the intercooler that your engine sees. Over the runs, the inlet temp increases as the engine and turbo get hot. The OEM core does a pretty good job at preventing the outlet from increasing over the pulls (heat soak), but the CorkSport core can do better.
The graph above shows the results of the same test that was performed with the CorkSport prototype Core C. The inlet temp follows a similar path of heating up drastically as the run’s progress, but the improved cooling efficiency is highlighted when you look at the outlet temps. The CorkSport intercooler core cools better and also shows less heat soak, leaving you with 20+ degree cooler temps after the same tests.During testing of the CorkSport core, ambient temps were slightly higher than the OEM test, having been done on a relatively cool day in the mid to upper 50s. If the tests had been performed at 100% identical ambient temps or overall higher ambient temps, the results would be further skewed in the CorkSport kit’s favor!
Testing Intercooler Power
Last, but certainly not least, is power. We tested back to back with the OEM setup, CS FMIC only, and then the CS FMIC with the full piping kit. With the CorkSport FMIC alone, we picked up 3WHP at peak but more importantly, 3-9WHP and 3-12WTQ from 2250-4250RPM. Seen in the graph below.
With the CS intercooler and piping Kit, we picked up around 6WHP at peak compared to full OEM but even more WHP and WTQ through the midrange. For clarity, the graph below is the full CS setup vs. full OEM setup; without tuning!
While these gains are decent, the intercooler and piping kit will truly shine once we are able to tune the car for different boost and load targets. In addition, we checked for changes to spool time and throttle response with the piping kit but only noticed marginal gains as we are limited by the current tune on the car. Based on our testing though, it is clear that we are increasing the efficiency of the turbocharging and the intercooling system, which future proofs your ride for further mods and tuning down the road.
Let us know if you have any questions regarding our testing, we can’t wait for you all to get these parts. Look for the CorkSport Intercooler Upgrade and CS Piping Kit coming soon, along with more fun parts for the 2.5T!
SkyActiv-G 2.5T Intercooler & Piping Testing May 23rd, 2019CorkSport
Whether you want the better handling that comes with the lowered center of gravity, or you want to rid yourself of the wheel gap eyesore. Lowering springs will give you want you’re looking for.
For running the track, or a spirited drive through the countryside, CorkSport lowering springs are the upgrade you’ve been looking for. By adding lowering springs and lowering the center of gravity of your Mazda allows the car to stay more planted to the road.
One of the biggest things to note on stock suspension is how far upward the suspension travels when hitting a bump. It can make the car feel like it wants to lift off of the road; depending on how fast you’re taking corners. Lowering springs help to correct the car’s suspension travel when you hit a bump in a turn.
Lowering springs also have about 25% increased stiffness. For the Mazdaspeed platform, increased stiffness in the rear is a must. Mazdaspeeds like to squat pretty hard when hitting full boost, so any way you can manage to stiffen up the rear is a great modification for your car.
Adding lowering springs also gives your baby amazing eye appeal and a much more aggressive look. Whether you drive a Mazdaspeed3, Mazdaspeed6, Mazda 3, Mazda 6,CX-5, CX-3 or MX-5, lowering springs will get rid of that ugly wheel well gap. The result is a Mazda that carries a much cleaner and more aggressive look and gives you the ability to take it to the track if you want to.
Some people want to drop their Mazda as much as possible, and some don’t. CorkSport lowering springs don’t deliver a super aggressive drop. If you’re not interested in scraping your front bumper on every road bump, the CorkSport lowering springs have the right drop for you, and provide the increased handling capabilities you’re looking for.
If you’re curious about other suspension pieces for your Mazdaspeed, check out our Struts and Shocks combo kits, that give you just what you need for suspension.
Why Lowering Springs? November 20th, 2019CorkSport
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 September 13th, 2018CorkSport
We are working on our blog, We will get you the best Mazda content back up shortly