The CorkSport EGR Delete Kit is Here!

If you’re looking to help your racing engine stay healthy and clean, read on as we introduce the CorkSport EGR Delete Kit for Mazdaspeed 3, 6, and Mazda CX-7 Turbo.

An exhaust gas recirculation (EGR) system is a very common control system that recirculates some exhaust gases back to the intake manifold to help reduce NOx emissions. A properly functioning system has a few other minor benefits however, on the DISI MZR the EGR system primarily gets clogged,  and/or gums up your intake valves, reducing engine health and performance (for more info, check out our blogs on EGR Cleaning and Intake Valve Cleaning).

The CorkSport EGR Delete Kit removes the two primary components in the EGR system: the EGR valve and the EGR tube. This means no more carbon and soot going into your intake valves, and when coupled with a quality Oil Catch Can, much less frequent valve cleaning.

Each CS EGR delete kit comes with everything you need for a good looking, easy install. The EGR valve is replaced with a 3/8” thick, billet aluminum block off plate. The plates are precision machined to closely match the OEM EGR valve flange to keep your install clean. Proper length bolts are supplied with the CS EGR Delete Kit to ensure you won’t damage your OEM or CS High Pressure Fuel Line.

The EGR tube delete consists of two components: a laser cut 18 gauge T304 stainless steel block off plate and a T304 stainless plug. The plate can be used underneath the tube itself for a stealth install or for an even cleaner engine bay, go for the full tube delete and use the plug to block the hole in your OEM intake manifold.

While not a typical performance mod, the EGR delete is a great addition to aid in a racing build’s future mods. To start, the EGR valve block off plate is tapped for the included 1/8”-27 NPT barb fitting. This works great for the OEM turbo’s rubber coolant line, but should you upgrade to a non-water cooled turbo or a stainless coolant line, 1/8” NPT is a very common size that should be able to accommodate almost any type of fitting.

The CorkSport EGR Delete Kit also provides some much needed room around the turbo charger. With the bulky OEM EGR valve removed turbo swaps are easier, plus, certain turbo setups will literally not fit without an EGR delete. Finally, should you decide down the road to upgrade your Intake Manifold, an EGR delete is basically a must as nearly all aftermarket intake manifolds remove the EGR port from the IM.

The CorkSport EGR Delete Kit is a relatively easy way to gain some extra engine protection without breaking the bank. If you just cleaned your valves and want to avoid it doing it for a long time, a CS EGR Delete Kit is a must.

An Inside Look at the CorkSport EBCS

We recently came across one of the original CorkSport EBCS prototypes which gave us a perfect opportunity to break it down and give you all an in-depth look. Read on as I go through what makes the CS EBCS tick, and more importantly how it gives you great boost control on your Mazdaspeed.

Just as a refresher before we dive in, an electronic boost control solenoid (EBCS) allows for precise boost control by using an electric solenoid to help control the wastegate. A boost reference travels to the EBCS where it can either push on the wastegate diaphragm or vent to the turbo inlet pipe. Where the air travels is controlled by the solenoid.

Obviously, the specifics change slightly depending on a number of factors with the turbocharger setup, but the concepts remain similar. Since the solenoid is electronic, it can be controlled within a tune. This means you are not wholly controlling your maximum boost with the spring in the wastegate and can hit boost targets larger than the “10psi” spring in your wastegate. For more information on boost control and the different EBCS setups, checkout Barett’s white paper on the subject.

Now the above image is a little different from the way you are usually seeing the CS EBCS. Not only is it missing the sweet black anodized finish (early prototype remember?), it needs some assembly before it can function properly. Below lists the components in the system and a short description of what they do. Obviously, we are missing a few key o-rings to keep everything nice and sealed, but all the important bits are there.

  • Manifold: This is the air distribution block. Air/boost comes in one port and leaves through a different port. Where the air goes is determined by the bullet valve.

  • Bullet Valve Assembly: More on this later, but essentially the center rod (piston) moves in and out while the black portion prevents air from reaching one of the manifold ports as needed.

  • Tension Spring: Keeps the bullet valve in the correct position when the system is not energized.

  • Coil Seat: Ensures the copper coil stays in place so the valve can operate properly.

  • Coil/Windings: Creates a magnetic field when energized that moves center rod of bullet valve.

  • Solenoid Body & Wiring: Contains the coil and other components. Also attaches the valve to the manifold.

Each one of the “thirds” of the bullet valve corresponds to one port on the EBCS manifold. They are labeled accordingly above. As EBCS is energized, the piston of the valve is pulled by the magnetic field created by the windings. There is a small amount of movement; only about 12 thousandths of an inch (0.012”) to be exact, which is enough to allow air to either reach the wastegate diaphragm or pass by into the turbo inlet pipe. Again this is simplified as it does not touch on duty cycle-the valve is typically rapidly opening and closing (seriously, check out the white paper).

The bullet valve is advanced technology that offers the utmost in fast responding fluid control. In addition, its profile offers the ability to make a pressure balanced valve and have a manifold that fits just about anywhere. All of this tech means you end up making boost faster, minimizing boost spikes, and keeping boost creep in check. If you want the best in boost control for your Mazdaspeed, be sure to pick up a CorkSport EBCS.

3rd Time’s the Charm

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.

Huge thanks to the support we get racing the car from CorkSport, BFGRacing, Monarch Inspections, G-Loc Brakes, and Mazda Motorsports.

 

Derrick Ambrose

Exhaust Scavenging

In this blog, we are going to SHOW a demonstration of exhaust gas scavenging.  Instead of a lengthy blog full of text, we’ve opted to create a video that demonstrates the effects of exhaust gas scavenging for both good and bad designs.  

We will be comparing the prototype CorkSport performance exhaust manifold, developed for the Mazdaspeed 3 and 6, to the OE exhaust manifold.  

Exhaust gas scavenging within a manifold is the process of one cylinder runner, pulling (aka scavenging), the exhaust gas from an adjacent cylinder in a continual cycle.  Now enough talk, to see an awesome example and an awful example of exhaust gas scavenging check out the video below. BONUS! Not only do you get to see what optimal scavenging looks like, but this is also the first sneak peek of the CorkSport Performance Exhaust Manifold…

Video Link: https://youtu.be/RtydboDbwpQ

We hope you found this as interesting as we did!  Stay tuned as we continue developing the CorkSport Performance Exhaust Manifold for the Mazdaspeed platform.

 

-Barett @ CS

Mazda 6 Turbo and CX-9 Short Ram Intake

That’s right, it’s time to start making more power on the SkyActiv 2.5T. We are proud to introduce the CorkSport Power Series Short Ram Intake for 2018+ Mazda 6 equipped with the 2.5 Turbo Engine and 2016+ Mazda CX-9 . We replaced the restrictive factory airbox with a free-flowing intake system that was designed to help your turbo breathe significantly better. The SRI offers better performance, sound, and looks in an easy to install package. Read on for full details, and be sure not to miss the sound clips in the video below!

This CorkSport Short Ram Intake was designed specifically to get the best the 2018+ Mazda 6 2.5T and 2016+ Mazda CX9 has to offer. From the precision machined MAF housing to the high flowing filter, each component in the CS system offers an improvement over the stock counterpart while retaining great fit and finish. All mounting hardware, brackets, and clamps are included to make your install quick and painless.

Starting at the OEM turbo inlet pipe, the factory airbox utilizes a ribbed and flexible rubber elbow. While working well enough, the ribs induce significant turbulence into the intake tract. The CorkSport intake replaces this elbow with a smooth flowing silicone elbow. In addition, the silicone is 4-ply reinforced with nylon to eliminate any chance for volume reduction under wide open throttle.

Next comes the MAF sensor housing. The MAF sensor essentially reads the volume air that is entering the engine so the ECU can adjust tuning to suit. Since the OEM unit does a good job here, it was imperative that the CS MAF housing matches to ensure no check engine lights or tuning issues. The CorkSport MAF housing is precision machined from 6061-T6 billet aluminum to match the OEM housing to ensure no CELs, no tuning issues, and great flow.

Finally, the CS SRI uses a performance AEM dry-flow filter. A high-quality filter like this is long-lasting, reliable, and can be washed and reused. It has superior filtration to the OEM filter, while also allowing more airflow into the intake tract.

Now for what you’re all really interested in: power gains. By removing the restrictive OEM airbox and turbulent intake elbow, we were able to pick up 8-12WHP from ~4000RPM out to redline. This power bump comes with no tuning changes and with identical testing conditions. Check out the dyno graph below to see for yourself! Note: the variance in low RPM (2800 and lower) is due to difficulties associated with dyno testing an automatic vehicle.

Freeing up a few extra ponies is great but what you will really notice is the added engine and turbocharger noise. That restrictive airbox does a little bit too good of a job at dampening out all the fun sounds that come with a turbo. We were honestly a little surprised by the flutters, whooshes, and psshh noises that come with the CorkSport SRI. You also gain a little extra engine induction noise under hard acceleration. The extra noise is enough to be fun when you want it but not annoying or distracting when you don’t. Watch the video below to see what it sounds like.

As with most CorkSport products, this SRI kit comes with all the clamps, hardware, and even a support bracket for the MAF housing to ensure you have an easy and quick install.

The CorkSport SRI for 2018+ MZ6 2.5T & 2016+ CX-9is a great modification whether it’s your first or the just the latest on a long list of builds. It provides a noticeable power gain, adds some extra fun to your ride, and will support future mods down the road. Pick up yours today!

Be sure to contact us with any questions you may have, we will be happy to help!