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.
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:
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:
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.
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.
I recently had the opportunity to interview one of my favorite up and coming racers and wanted to share with you some of her advice and story. This is just an awesome look into the winning mentality of one of SCCA’s Wendi Allen Scholarship prominent women Racers! From where she started to where she’s headed and some info in between, you’ll get a chance to hear direct from Johanna Foege in this interview.
How long have you been racing? What got you started?
My brothers both got involved with auto-crossing while I was in college and were always trying to convince me to come out and race with them. It wasn’t until the end of 2011 when a friend offered me a codrive in their Mazda3 (and a year after I purchased my first MazdaSpeed3) that I finally gave it a try.
At that first event, I ended up taking first in my novice (open) class of 7, on my first run, nonetheless! Naturally, I was immediately hooked.
What have been the best outcomes for you since starting racing?
This year I received the SCCA Wendi Allen Scholarship. I suppose this means that I’ve made enough positive impressions on SCCA members to have been nominated for this award, which is intended for young women drivers that show promise at driving and inspiring other women. This scholarship has made a crazy year of racing possible for me, and I’m so grateful to have received the recognition and the opportunity to compete in 8 national tour events throughout 2018!
What have been your best standings thus far?
My first taste of victory was at a local event in Champaign, IL when I took the fastest run of the day (out of all the drivers), in the Mazdaspeed6 back in June 2014. I’ve only made it to one National event which was in September 2017 at Lincoln, NE, but I managed to trophy there, finishing 3rd in my class. And just last week at the Championship Tour Event in Peru, IN, I managed to finish 16th out of 275 drivers.
What do you believe is the best MOD for racing – if you had to pick the best one?
I think this entirely depends on your car and the kind of racing you do! For autocross, the rear sway bar has been my favorite in my Mazdaspeed3, as it helps combat the understeer, pushy front wheel drive characteristics. My favorite mod on the Mazdaspeed6 has been the custom valved, high spring rate coilover setup since that car has relatively soft suspension and a lot of body roll from the factory.
What is your favorite MOD – other than the Driver Mod, which we know you invested in already?
If awesome tires count as a mod, definitely that! All other mods depend entirely on how much grip your tires have on the surface at any given moment. This applies to the street, too. Also, have you seen our Hoosiers? 😝
What has been the most memorable mistake you’ve made on the track?
At 2017 SCCA SOLO Nationals, I had a KILLER run- 0.7 seconds faster than the rest of mine, and 0.5 seconds ahead of first place in my class. I’d been working on looking ahead while driving throughout the year and was doing such a good job of this that I hit a cone that was right in front of me on that run. I remember seeing it at the last second and thinking, “There’s no way I’m getting around that now!” What I didn’t know at that moment, was that cone was going to cost me first place at my first Nationals.
What is your best advice for other Drivers starting out?
Take a school, ask people for help and advice (and be receptive to it), and don’t give up! Don’t be too hard on yourself, driving skills take a long time to polish, and do come more naturally to some people. In the end, racing is really about mental preparation, confidence, and ambition composure on course.
Why do you believe women in racing is important?
I think it’s time we see a paradigm shift about the activities that women (and men) pursue. I’m all about supporting whatever healthy hobbies people find themselves interested in, and I don’t think there needs to be gender stereotypes associated with any of them. I love to see women participating in motorsports because it serves as a reminder to all that we are on the same playing field as men, and are capable of just as much. As more women enter the world of racing, I really hope it opens the door to other ladies feeling comfortable pursuing what has historically been an atypical interest. I just hear way too many women say “That’s so cool that you race, but I could never do that!” You can, and you should give it a try!!! Maybe someday, they will.
Lastly, feel free to add anything you’d like the public to know about you, your car or your racing experience!
I’ve made efforts in the Mazdaspeed (forum) community to support and encourage all members, but particularly other women, to participate in the sport of autocross. I’ve taken part in organizing four different national meets, and assured autocross was on our schedule at each one. I also made myself available to instruct at these events, and really focused on getting the women members to take part with me. I’ve gotten several of the local member’s girlfriends into the driver’s seat at autocross events as well. It has been rewarding to watch them find enjoyment from it and helping them grow into better drivers, as many have found it easier to learn from a fellow woman, than their significant other, lol.
My teammate and partner of 5 years, Clint, and I live nearly 600 miles apart. He’s been my inspiration, engineer, coach, mechanic, and best friend all along, and I credit him for bringing me to where I am today, and for building us an amazingly capable and unique car. I just started a blog to keep track of our long-distance relationship racing adventures this year, as well as driving tips, goals, and my progress through each event! www.TheRacecarRomance.com
The Race Car Romance September 13th, 2018CorkSport
How about something a little different from the usual CS blog? I thought I would give you all a little insight into all the different Mazdas that are owned by employees. Some are daily drivers, some are full racecars, and some are…different (more on that later). So grab a cold refreshment, we’ve got quite a few cars to go through.
Modifications: Full Flyin’ Miata CAI, polished stainless piping, Turbosmart recirculating bypass valve, manual boost controller, O2 signal modifier, boost gauge. Recent Mustang Dyno showed a consistent 189.9WHP.
Corey’s Comments: Purchased new to me at 17,000 miles in 2012 for my 40th birthday. The MSP Miata had been stored for 4 years-everything was original, even the tires. This Miata came from California and had never seen rain. I keep it in the garage and it’s mainly a fair weather/weekend car except during the summer. I enjoy taking a ride in the MSM with each of my kids, but love honking the horn at people and making my son wave back…like he knows them.
Owner: Luke Year/Model: 2009 Mazdaspeed 3 GT Mileage: 124,000
Modifications: Full bolted, built engine, CS prototype turbo, methanol injection. Too many CorkSport Par
Luke’s Comments: Car has been through stock turbo/stock block, CS turbo/stock block, CS turbo/built block, 35r/built block, and now CS prototype turbo/built block. Fun fact: my girlfriend went faster in my car than I did when I first bought it. Stock turbo went 12.8 @ 110mph in the 1320.
Owner: Daniel Year/Model: 2007 Mazdaspeed 6 Mileage: 68,000
Daniel’s Comments: Just bought the MS6 a few weeks ago, doing a ton of maintenance before mods. This Mazdaspeed6 started out as a dealer fleet vehicle (whatever that means). Bought it from a guy who owned it the past ~9 years. Hoping to sneak some new Mazdaspeed 6 parts into the CS catalog and feed the zoom-zoom obsession!
Modifications: Virtually everything in the CS catalog for MS3. Plus a few prototype parts that never made their way to the market.
Comments: Affectionately called “Whitey”. On its 2nd built engine (we use and abuse this thing). This was one of Vincent’s first projects when he arrived at CS: rebuild Whitey’s engine. He just got done rebuilding it for the second time and is now breaking it in.
Modifications:Full CS bolt-ons, big turbo, meth injection, making 430whp 385ft-lbs. BC coilovers w/ custom rated Swift springs, BMSPEC front splitter, Varis rear diffuser, custom side skirt extensions, Volk TE37SL: front 18×11 rear 18×10, paint matched 240Z flares, 330mm BBK.
Brett’s Comments: I’ve had the Mazdaspeed3 for about 4 years now. It has every CS bolt on in the catalog. Helps that I work here now. This MS3 makes ~430 WHP, and is a stock block for now; built block soon to come. I take more pictures of this car than I do anything else.
The GEN 3’s
Owner: Jennifer Year/Model: 2014 Mazda 3 2.5L Hatch Mileage: 100,000
Jennifer’s Comments: The car has been used for the majority of the Mazda3 research and design at CS. This Mazda 3 is daily driven ~80miles each day to torture test CorkSport parts, it helps that the commute to my house is that far round trip. Basically, my daily drive is a perfect example of “running up a hill both ways” for this Mazda 3.
Collin’s Comments: Aside from the performance parts available at CS, I chose this car due to the extra ~30HP compared to most commuter cars. I still get 42MPG on my freeway commute. This is my first New Car I bought myself and I have loved learning how to modify on it.
Rich’s Comments: I drove around the same B2300 for many years while we built CorkSport from the ground up. I finally decided to treat myself and picked this Mazda6 up in 2014. Big shift, and I’ve loved having the luxuries of this Mazda 6.
Owner: Derrick Year/Model: 2014 Mazda 3 2.5L Sedan
Modifications: Caged, stripped, CS SRI, straight pipe to CS axleback, bunch of custom adjustable suspension, BBK (sometimes), custom racetrack-modified bodywork.
Derrick’s Comments: This Mazda3 could not be sold as a road legal car, so I don’t drive it on the road. There are a TON of track hours on this Mazda 3 and all of it’s modifications. We basically TRY to break our test parts before we let them hit the market, which is good for me because I love to go fast.
Comments: Mainly stock so far, big things to come to the “CBR” (CorkSport Branded Ride). Brett, who has been dailying the CBR, somehow only is getting 23mpg. Expect more parts for facelifted GEN3’s with the CBR’s arrival.
Just because you may not have seen much about them and they don’t get their own category does not mean they’re not special. For me, some of the most interesting cars are down below.
Modifications: Sweet stickers for extra HP, tire shop wheels, custom faded paint
Comments: Vincent used to own this truck before selling it to be the “new” CS shop truck. He notes that it was involved in 3 accidents, each time the insurance company did not total the truck, leaving Vincent with more money than he spent to buy the truck. No power steering provides an arm workout for those lucky enough to drive this beast.
Derrick’s Comments: The ND is an interesting car for me as being a lifelong Mazda enthusiast I had never owned a Miata before. When the ND was announced I had already converted the Mazda 2 into a B-Spec car so I stopped street driving it and went back to my Rx7 turbo as my daily driver so I had gotten used to driving a car with “issues” again. When I got into the ND for the first time and drove it home it was very surreal expecting some weird sound or smelling hydrocarbons (the Rx7 is old and catless) and the car handled incredible right out of the box. Of course that lasted all of 3 months until we have Kenton Koch behind the wheel helping us out with the suspension development. It is one of those cars that I warn people, if you drive it you will want to buy one.
Owner: Vincent Year/Model: 2010 Mazda RX-8 R3 Mileage: 60,000 (original engine, no issues)
Vincent’s Comments: I had been wanting a 2nd gen RX-8 since high school. This thing revs out to 9400RPM and is super fun to drive. Just recently sold (hi Aaron) but too good to not include in this blog.
Owner: Derrick Year/Model: 1993 Spec Miata Mileage: “Lots and lots” (this car has run 25hours of Thunderhill a few times on top of all its other racing)
Modifications: Spec Miata Bilstein shock package, Eibach swaybars, illegal plunge cut cylinder head (lookup spec Miata plunge gate 2014), GLoc brakes, 949 6ul Spec Miata wheels, AIM dash & datalog system, ESR drive side drop floor, Really big radiator.
Derrick’s Comments: I took the advice of all the spec miata people and bought a built car so I didn’t have to spend 6 months building one myself. The local car was raced for a long time in the northwest and was a front running car before it was parked for a few years. I picked it up for ~6k with some extra spares and was immediately able to get on the track and go racing after the installation of the drop floor and new seatbelts. The big question I have people ask me is why did you get a SM? The real answer is the level of drivers in the class. At any sanctioned race event weekend there are always SM and someone to race against and I have personally known several drivers go into SM a novice and come out the other side in pro racing. To win at SM you have to have your shit together. To be the best you need to compete against and beat the best so here I am.
Owner: Barett Model: Mazda B2600i Mileage: ?
Modifications: Solid axle swap with Toyota running gear, 4.88:1 axle gears, rear locker, 3 feet of articulation, 8000lb winch, high bolstered seats, 35×14.5R15 Super Swamper Bogger Tires, “lots of f*ckery fabrication.”
Barett’s Comments: This was my first real vehicle, and it taught me lots about owning a vehicle, modifying a vehicle and I have more memories with this beast than I can come up with right now. I beat the SH*T out of this truck and it’s always put away wet.
Owner: Rich Model: 1988 Mazda Rx- CONVERTIBLE
Modifications: Turbo engine swap, Apexi Power FC, CS Border Style body kit, CS front mount intercooler, CS turbo back exhaust, many other mods.
Rich’s Comments: The Rx-7 is kept in the garage and it’s mainly a fair weather/weekend car except during the summer. I take it out for special occasions or to just show off every once in a while. It’s a nostalgia piece for me.
2016 Mazda 3 Sedan. Derrick’s 2nd racecar. Caged, stripped, 2.0L AT converted to 2.5L MT.
Mazda RX-7 FC. Owned by Derrick.
NA Mazda Miata. Parts car for Derrick’s Spec Miata
Mazda 5. Derrick’s wife’s car.
Mazda CX7. Kelly’s daily driver.
For those keeping score, that’s 22 Mazdas in the CorkSport garage. The cars have come and gone over the years but one thing will always stay true: our cars will be fun to drive because they are Mazdas. Here’s to more Mazdas finding their way into the CS (and your) garage.
Oh and if you have any questions on the above cars, please let us know down below, we’ll be sure to pass on your question to the car’s owner.
2018 CorkSport Garage Update December 11th, 2018CorkSport
It all started in Phoenix AZ, back in 2014 when I was graduating tech school. I was finally working enough to buy a car that I had wanted for a while. At this time, it probably would have been smart for me to just start saving, instead of taking on a hefty car payment. But, as a car enthusiast, I’m sure you understand the temptations we often face, and I went for it. Since then, I’ve never looked back.
I found my 2013 Mazdaspeed3 in the fall. Completely spotless, 6k miles on it, and bone stock. It was truly a blank canvas. At that time I was barely making enough to own the car and pay for insurance. So, modding wasn’t an option at the time. So, as I saved and Saved, I was introduced to Nator Arizona by Thomas Graham, who later became a good friend of mine. He got me involved in the community, and on the right track for learning. From that point on, everything changed, and I loved it.
At the time, I was nothing more than a technician, fresh out of school and stuck on the lube rack for a bit. So, as you can imagine when I finally had enough to get my Accessport and Fuel Pump internals for the MS3, I was STOKED. I caught the modding bug, and before I knew it, I had bigger aspirations for the car than ever thought I would have had. The next year was filled with countless Nator garage days, fun drives, Mexico pulls, and slowly adding parts when I could afford them.
By mid-2015, my time in AZ was coming to a close. At this point, I had all the basic bolt-ons offered for the Mazdaspeed 3. Rear motor mount, short ram intake, upgraded BPV, upgraded TMIC, and turbo back exhaust. The car otherwise looked completely stock, just MUCH louder! The icing on the cake was the pro-tune 320 WHP on Stock turbo with some e85. A couple days later I departed AZ for my next chapter and got the MS3 on the trailer.
Funny looking back now, how I thought I was done with my Mazdaspeed, and that was enough power to keep me happy. Not even close! The next couple years would be the catalyst that started to shape my MS3 into what it looks like now. Stay tuned for Part 2!
Brett’s Mazdaspeed 3 Build: Part 1, The Basic Beginnings February 22nd, 2018CorkSport
We are working on our blog, We will get you the best Mazda content back up shortly