4 years ago, we released the 60.5mm Exhaust kit for the 3rd Gen Mazda 3 (both in axle back and full cat back flavors). It’s certainly been a hit, but there has been a few of you longing for more noise. Today we are proud to announce the 80mm variant of our cat back exhaust for the 2014-2018 Mazda 3 Hatchback and Sedan! At this time, just the hatchback version is available, but we will have the Sedan version ready in just a few short months.
Now I know what you’re thinking, an 80mm exhaust seems excessively large for a naturally aspirated car making less than 200whp. But, hear me out because I think you’ll like what’s coming.
80mm piping allows for some unique & louder tones its smaller little brother can’t offer, but it wasn’t as easy as just using the old design and making the pipes larger. We had to do quite a bit of resonator experimentation and NVH analysis to get to the finished result with as little drone as possible. I’ll be upfront with you guys though, this is loud. It’s a good loud with tons of fun noises, but if you’re looking for something subtler, then our 60.5mm cat back or axle back may be a better fit. We do a good job of capturing the audio for you though so you have a good understanding of what you’re getting. Be sure to check out the product video to hear it.
For those wanting this more aggressive exhaust note, sound isn’t the only bonus. We thought about the appearance, and how we could take advantage of this time to tinker with the design. The 80mm does a nice job of not only filling the exhaust tunnel under the car, but the axle back portion is a bit more prominent when you catch a glance.
On the Hatchbacks, the exhaust tips got a nice size increase up to 100mm and they are slant cut to help follow the profile of the bumper. Sedans have also been upsized to 100mm tips, which were lowered slightly to ensure your bumper doesn’t melt with the large piping. This has the added bonus of making the tips a little more visible from the rear and side of the car. In both cases, the way the upsized exhaust accents the rear of the car provides an aftermarket look, that’s classy and somehow the way it always should have been from factory. I
As with every CorkSport exhaust, this new 80mm variant is made from fully polished T-304 stainless steel for long lasting corrosion resistance. All flanges, hangers, and resonators are precision TIG welded in place while all of the piping is made with smooth mandrel bends. Each resonator uses a direct flow-thru design to keep the drone down and the volume up without sacrificing power.
Speaking of power, check out the dynograph below. The upsize to 80mm showed similar power gains as the 60.5mm variant, so the extra size isn’t really needed at similar to stock power levels (aside from the great noise of course!). The only change in parts or tune between the two graphs was the exhaust. OEM exhaust (red) vs. CorkSport 80mm Exhaust (green).I
We also believe it’s also very important to be prepared. Future proofing your car for mods down the road is always a great idea, and you’ve probably heard that we have a turbo kit (yes it’s still happening!) and race header in the works. More on those projects later, but I’ll let you put 2 & 2 together…
We’ve discussed before how the CorkSport adjustable shocks and struts are a great compliment to the CorkSport lowering springs. Now we have included them together in a package with our camber plates to give a huge handling and adjustability upgrade to any Gen3.
In addition, this package comes assembled with new OE dust boots, pivot bearings, and bump stops that are even cut to proper length to match the lower ride height. Since this package comes assembled with new parts, installing it is a snap. No spring compressors needed at any point. Check out the image below to see exactly what you get in every box.
Whether you are looking to replace some worn out OE components and get a style bonus, or are looking for some and handling and adjustability for your racecar, the CorkSport Adjustable Shock/Strut Assembled Package can help you reach your goal.
Welcome to the Gen3 Mazda 3 Suspension Package November 29th, 2018CorkSport
We all know the saying the 3rd time is the charm and this year’s SCCA National Championship Runoffs was no exception to the rule. The past 2 runoffs I have not made it to the finish. In 2016 at Mid-O I was hit on the first lap and punctured my left front tire. At Indy, I retired as we developed a fault in the ECU from some beta software we were running and the car dropped into limp mode and I wasn’t able to maintain full throttle.
We have been working on the brakes for the past 3 years and during the season it limited us from running the car as much as we like. We have also been chasing a fault/error with the ECU/control system of the car. We were still able to get the car enough starts and race finishes to get qualified for the runoffs in Sonoma. Granted the car was not happy at most of those races and it was a struggle to get the finish.
2 weeks before the runoffs we sorted out the ECU problem and were confident enough in the car to race it. The backup plan was to race my Spec Miata if we couldn’t get the Mazda 3 fixed as I ran it this past season as well and had enough starts/races.
With the Runoffs at Sonoma it was within 1-day driving distance unlike the past 3 runoffs at Daytona, Mid Ohio, and Indy so I got to try out the new (to me) truck and trailer.
I had raced at Sonoma one time prior, so the track wasn’t totally unknown like Mid-O and Indy, which all I had was simulator time so I was able to get up to speed quickly on a test day and find out what I needed to work on for chassis setup and driving. The driving was easy to adjust, look at the data, see where the driver was sucking and had to man up to keep a foot to the floor in some sketchy corners.
The car, on the other hand, had what we call “a good problem to have”, too much power. We have been running a torsen style differential in the car which works pretty good in a straight line and relatively flat tracks. Sonoma is not a flat track which unloads the car 3-4 times per lap. With the Mazda 3 and the amount of torque it makes means I was unloading the tire enough for it to spin the inside tire. Most people think what is the big deal with a little tire wheel spin? It is a problem when you enter turn 10 at Sonoma at 97MPH and you start lighting off your right front tire. Look at the picture below and you can see that front inside tires is barely on the ground and the rear isn’t. The speedometer would jump around and you could see the right front wheel speed turning at 5-10 mph more in the data.
We tried several suspension changes and driving style changes to make the best of it but in the end, we were way off the pace by 2-3 seconds of the rear wheel drive cars in the class.
The good part about not being at the front of the field, there was zero stress when race day came.
Like any race there was a fun challenge, we would be heading into turn 2 blind as the race was at 4 pm in the afternoon and the sun would be shining directly down the hill. Since I wanted to see the end of the race I a little cautious at the start and Ali in the other Mazda 3 got around me at the start.
We fought it out for 8 laps and he went into turn 6 too hot and I was able to get under him and pass him on the inside.
After a few laps I put a 4-5 second lead on Ali I was basically in no man’s land, slower than the front guys and faster than the back half of the field so I spent my time working on tire management (it is easy to overheat your left front tire at Sonoma) and made it to the end of the race.
My official finishing place was 10th but after some adventures in tech, I was moved to 9th in the final results. This isn’t where I wanted to be by any means but the 3rd time was the charm and I made it to the end of the race.
Ever wondered the key factors of making a decision about your aftermarket exhaust? Why Cat-back?
Is it the diameter of the exhaust that says performance? Or is it the type of metal used? What about fitment to your current setup? None of these questions by themselves answer what you need by themselves, but all of them together help when making the decision on how to get more power out of your Mazda.
At CorkSport, we have made it our #1 priority to make our customers dreams a reality. Whether you drive a Mazdaspeed or a regular Mazda, we’ve made sure to engineer a great fitting exhaust that maximizes engine performance.
Check out the Cat-Back Exhausts by Car Model Below:
Take the Mazdaspeed 3 for example: When you purchase a CorkSport Catback Exhaust, you’re getting T304 stainless steel piping that has been polished to a mirror-like finish.
You’re also getting true 80mm piping, which is slightly bigger than three inches, making our exhaust one of the biggest bolt on catback systems.
Fitment is also a big concern to us. We make sure our exhaust systems are mandrel bent and TIG welded to make a perfect bolt-on fitment.
Now that you know our exhaust is 80mm piping, polished to perfection, and made to be a direct fitment, you can bet this exhaust will increase performance and sound. By installing our cat-back exhaust, you’re removing the secondary unmonitored catalyst making the exhaust flow much faster out of the motor. By increasing the velocity of exhaust gases out of the motor, you increase power and make your turbo spool up a little bit faster.
Among the power gains you’ll see from installing the CorkSport Catback Exhaust, you’ll also have a car with a deep growl to it. Our exhaust has one of the best sounding tones on the market. With a quality made exhaust, comes quality sound.
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? July 17th, 2018CorkSport
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