Brett’s Build Part 3

Well guys, I am back with a part 3. I apologize in advance for the delayed release of the 3rd chapter, but the Mazda was out of commission for a bit getting some stuff reworked! That being said, we can now pick up where we left off in part 2!


As I started to settle into my new stake at CorkSport, I started adding on lots of new goodies. At the beginning of the new year of 2017, I got to throw on our prototype Stage II RMM and get rid of my old one for some testing and feedback. Not only did the vibes decrease substantially, it also held the powertrain better and was helping my wheel hop significantly. So while I was at it, I threw on a Lower Tie Bar to help even further, knowing I had plans in the very near future to make over 400 Whp.


It was now Feb. of 2017 and I knew I was wanting to reach my new power goal by Summer. So, I talked to my tuner, Erik with Drama Tune, and scheduled to fly him up here in March to dyno tune the car. I had every single piece needed to complete the 400+ Whp puzzle.

The last missing piece was fuel. At this point in time, I had two options, Port Injection or Methanol Injection. Given, that I only needed a little more fueling head room freed up I went with methanol for ease, and price. For those that are curious, I purchased the Snow Performance Stage 3 Kit.  

I started installing the kit at the beginning of March 2017. Since I was going to be putting bungs into the FMIC piping, I got the kit powder coated as well.  I installed one small nozzle right off the cold-pipe of the intercooler, and another large nozzle right before the throttle body. I left a couple inches to help the alcohol atomize. The total amount I was spraying between the two nozzles was approximately 1000 CC’s of 100% Meth as we were using it for Fuel.  

So, with the car ready my Tuner flew up and we got my car on the Dyno! Keep in mind my car is a stock bottom end, so I knew I was going to be playing with fire a bit. The general rule of thumb here: If you are on a stock bottom end and want to push the car in this fashion, always have a backup plan ready in case the engine gives out.

By the end of the session, I had 3 maps from Erik:

Pump Gas: 340 Whp

E85 Blend (3 Gallons): 390 Whp

Methanol Injection: 430 Whp. (e85 still in the tank for added knock resistance and cooling)

The torque was kept down as much as possible at 380 Ft-lbs @ 4700 RPM. So, the stock rods definitely were not in danger. Ultimately if the block were to give out in this situation, it would more than likely be the piston rings. The stock Piston Rings do not like high heat or harsh temp changes. So, the best thing you can do pushing 400+ hp on the stock bottom end is to allow time between pulls for everything to re-stabilize. This will ultimately increase the time you have before it ‘Splodes. Because, if we are being honest with ourselves, at that power level, its always a matter of when, not if with the stock block.

 



So, this is how my MS3 has been for the last year or so power wise. Built block will be in the future soon. But on this next part, I’ll dive into some cosmetics details that I’m sure a lot of people wants to know.

*Hint* “Hey Bro what flares are those”

-Brett@CS



Why do you need an OCC ??

For those that don’t know exactly what an OCC is for, here is a quick rundown.

  1. During normal operation of an internal combustion engine, there’s a compressed air and fuel mixture inside the combustion chamber that is ignited and as a result, forces the piston down. A small amount of that ignited mixture leaks past the piston rings and ends up in the crankcase. This leakage is often referred to as “blow-by” (leakage past the piston rings), and is the reason every car has a PCV System in place (Positive crankcase ventilation)

  2. Some of the oil, mist and other products settle along the engine intake and over time form a “gunk.” With newer cars being direct injected nowadays, this becomes an even larger problem when fuel is not passing over the intake valves and keeping them clean.  The OCC collects the PCV vapors and utilizes a baffle to trap the oil, fuel, and water particulates that are suspended in the air.

  3. These liquids will need to be drained periodically (we say with each oil change) of all the ‘junk’. NOTE: Monitoring how fast the can fills up, mirrors as a method of gauging engine heath. More blow by = Quicker Filling OCC.

 

Carl Jacobsen recently reviewed our Mazda3 OCC in an interview, and we’re releasing it here so you can hear it from a satisfied customer, and not just our opinion.

From the start, we have wanted to give our customers the highest quality experience when purchasing the OCC for their Mazda3. The importance of knowing and seeing you have every piece you need to get started is the key to a successful installation.

 

            “ The unboxing is the best part. You know everything is there, even the step by step instructions. (I tried not to use them, but I ended up doing so because they’re spot on all the way down to the bolt sizes).”

All of our installation instructions come with step by step tips and tricks to make things easy along the way. However, if you ever hit a hiccup, just know we’re only a call away!!

 

            “ Installation was a breeze, instructions were spot on, some parts – like the mount are hard to install without help, but nothing you couldn’t do on your own…  ”

As far as the CorkSport Mazda3 Oil Catch Can goes, knowing that all the crankcase vapors are getting filtered out, allows for you to have that peace of mind that your engine is cleaner. Without filling up the space in your engine bay!

 

            “The OCC is hidden, it doesn’t take up space in the engine bay. You’d never know it was there unless you follow the lines. Also, the ease of access to drain it was a highlight! There was more than enough tubing to route the drain plug to the easiest spot, so you can drain it when changing your oil.”

  • Brett White

Join the Mazda Family

Oh man, where to start.

               Day one, was a 6-hour drive from Utah to Boise Idaho. I was supposed to head out with a couple of other Utah guys, but they were not able to make it. I was on my own for 6 and the only thing going through my head was, “I’m on my own, driving to a town I know no one in, I have zero friends and that I’ll probably be the only Mazda 3 there”. I made it my goal to make friends wherever it is I go or else this was going to be a alone and this trip would have been a waste. As I get into town I settled into my Airbnb and decided to hit the town. I only saw one speed that night but I was anxious for the next day to go to the events start.

                

Day two, I went to this pancake house to grab some grub and I was shaking out of excitement. I head over to Keith’s house and see four speeds outside. I immediately knew I was in the right place. I walk up to Keith and welcomes me with open arms and announces I am the only Utah guy to show up this year. I start talking to everyone and get to meet everyone who shows up and I’m having a blast every one welcoming me to Idaho and the first takeover for me.

Keith announces we will be going to horseshoe bend. A canyon drive day one, one I will never forget. It was a beautiful sight the entire time. Brett hanging out of Corey’s  MX-5 MSM taking beautiful shots of everyone’s cars and even a drone in the sky.

Later that day we head off to start our first competition of the weekend, go-karting. Name of the game fastest lap time wins a prize. I can’t remember who it was that won. Then that night was BBQ night and drinks all around. That’s when I got to meet everyone else who had shown up, share a couple of beers and enjoy the CorkSport koozies that were handed out.

 

Day three, I woke up in my car…well because of the night before.

Saturday was a slow and relaxed day of just hanging out in the garage hiding from the rain. While we hanging out in the garage some of the Oregon guys decided to adopt me and I can join them since I was the only Utahan. I also got to talk to Dale and pick his brain about tuning and learned a bunch about speed that I had no knowledge of as well.  Later that night we head off to the raceway and I’m excited to see everyone run and see lap times everyone was laying down. There were a bunch of cool cars and Barett laying down some fast times on street tires.

Day four, the last day.

Everyone meets up to say their goodbyes, have a beer or two, share some last tales. The few people that have left a great memory for me where Keith, Jordan, Anthony, Aaron, Dale, Brett, Corey, and how could I ever forget Brian. As I head back to Utah with everyone on my mind and how my entire weekend went I wanted to turn around and just stay. I had made new Mazda Friends and Family.

Those four days were ones I could never forget.  The feeling of being accepted into a group of people I didn’t know and didn’t necessarily fit in with was one that cannot be explained. It can only be experienced. When I came back to Utah, I couldn’t stop thinking about my vacation in Idaho. How it ended so soon. How it felt like I started a new life for just 4 days. I want next year to come sooner so that I may meet the friends and family I now have in Idaho, Washington, and in Oregon.  Thank all of you again for the wonderful experience.

Oh yeah, by the way, I am making the drive to the CorkSport Dyno Day and Show & Shine on August 25th – Excited to see my new/old friends!

Stopping power for the Mazdaspeed6

With our goals to make more power, we often forget about the opposite requirement so speed…stopping. The CorkSport Big Brake Caliper Kit is a great place to start, however, if you wish you could stop even faster say hello to the CorkSport 13inch Big Brake Kit. Designed for serious stopping power, it includes 13” directional rotors, powder-coated 4-piston calipers, upgraded pads, and everything you need to install it on your Mazdaspeed 6.

Read on for a breakdown of all the components:

2-Piece Rotors

Lots of thought has put into the design of the performance rotors found in the CorkSport 13inch BBK. The upgrade to 13inch diameter rotors provides greater braking torque for an equivalent braking force (like how a longer wrench makes it easier to loosen a tight bolt). The increased diameter combined with a thicker 28mm (vs 25mm for OE) rotor ring provides better cooling as there is a larger mass to reject heat into.

In addition, slots were added to the friction surface to help sweep away any debris, brake dust, or gases that can otherwise affect your braking characteristics. Drilled rotors were not used as holes decrease your total friction area and increase the chance that the rotor will crack. Utilizing a two-piece design, we were able to decrease the overall weight of the rotor via center section produced from billet aluminum; while also helping dissipate heat from the rest of the rotor better. Semi-Floating mounting between the inner and outer sections allows for quieter rotor vs having a full-floating center section.

Lastly, the rotors feature directional internal vanes that promote more efficient airflow through the rotor which further increases the rotors ability to dissipate heat. By using curved vanes instead of the typical straight vanes, the rotor becomes directional and has to be used on a specific side of the vehicle; however, it also provides more efficient cooling. When the rotor turns, the curved vanes draw air through the center of the rotor and out through the edge, providing greater airflow than a straight vane and thus better cooling. There is another bonus to heat dissipation as the curved vanes have a larger surface area that will come in contact with air than an equivalent number of straight vanes.

Forged Calipers

Four-piston performance calipers manufactured from forged aluminum are included with the kit in a choice of powder-coated blue, red, or black.

Although each piston is individually smaller in diameter than the single OE caliper piston, the total surface area is increased so the braking force at a specific brake pressure is increased. Larger piston surface area means larger brake pads can be used as well. You also get more even braking force on each side of the rotor due to the opposed piston design. This encourages even pad wear, even rotor wear, and consistent braking characteristics. The piston diameter and material were chosen for optimum braking endurance and reliability. They are staggered in size, with the pistons on the leading edge being slightly smaller than the trailing edge pistons. This is another protection for even pad wear. Each piston is made completely out of stainless steel for its low conductive heat transfer. What this means is that the pistons themselves will transfer less heat to the brake fluid than an aluminum or steel piston, decreasing the chances of overheated brake fluid.

Performance Pads

Street performance brake pads are included with the kit. The street sports pads bridge the gap between street and trackpads. They are a more aggressive compound than the pads included with the CorkSport Big Brake Caliper Kit but are not a full track pad. They will produce less dust and noise than a track pad but still need to be warmed up for optimum performance. Should you need new pads or want to change to a different pad, you have a bunch of options from G-Lock, Carbotech, EBC, Hawk, and various other manufacturers.

Lines, Brackets, and Hardware

The remainder of the CorkSport 13inch BBK is composed of exactly what you need to properly and safely install the kit on your MS6. Coated stainless steel brake lines are included to remove any risk of a soft brake pedal and ensure the calipers are operating optimally. High strength billet steel brackets properly position the four-piston calipers on the new rotors using the OE bracket locations. All components are locked down using Grade 12.9 hardware with a corrosion resistant coating for lasting durability.

The CorkSport Mazdaspeed 6 and Mazda6 13” Big Brake Kit has everything you need to keep you safe at increased horsepower levels. If you’re looking for more than the stock brakes have to offer, let the CorkSport BBK be a part of your build.

Boosted Down the Rabbit Hole

“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, 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.

In just a few short months I had sold that warranty back and started down the rabbit hole.  Trips to Epic NATOR Meets were a terribly awesome influence, seeing cars on the bleeding edge of the DISI Mazdaspeed platform, and meeting several of the prominent people in the Mazda community that 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.

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! 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 to the multitude of other people involved in my project – that list is not short.

I’ve run the Corksport intake manifold for nearly 2 years and just prior to the big turbo transition.  

  • 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.  

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 to have been running this part as a beta-tester, which just shows how thorough this company is with it’s 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 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 TB 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.

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 in 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 giving me the opportunity to test their parts, in addition to many others, and YOU for taking the time to read my cool story, bro!

Spread the boost – there is no vaccine!

Jason