Keeping you up to date with the latest CorkSport Mazdaspeed news!
Category: Mazda3
Since 2004 the Mazda 3 has been the go to compact car and we have been making performance parts for it since the release. The most powerful version is the Mazdaspeed 3 which was available from 2007-2013.
Introducing the CorkSport Lower Tie Bar for the AWD 2019+ Mazda 3 & AWD CX-30! Improve your cornering characteristics and steering feel by stiffening the front subframe of your vehicle.
For example, anytime chassis bracing is added, the stiffened subframe/chassis allows the suspension and tires to do their job better, giving you the performance and feel you want on a twisty backroad. We are proud to bring one of our favorite simple Mazdaspeed 3 mods to the 4th GEN Mazda 3 and CX-30 communities!
Improved Handling
While cornering or under heavy acceleration, all the forces that come from your tires must be counteracted by the suspension and chassis of your vehicle. With lateral cornering loads, a lot of these tire forces are transmitted into your subframe. ( See Image Below) The red arrows show the forces as they act through the control arms and into your subframe.
How It Works
Since the 4th GEN subframe is essentially a large square, these forces can flex the subframe, pushing in the sides and/or turning the square into more of a parallelogram. This flex will dull your handling feel and slow the vehicle’s response to steering inputs. The CS lower tie bar connects the lower control arm mounting points, stiffening the subframe and allowing the CS bar to help counteract any forces that were flexing the subframe previously!
Drivers Report It Handles Better
Okay enough theory, what does this mean for your car? We tested opinions of the car with and without the tie bar, and our drivers reported good improvements! Specifically, better steering feel, reduced bump steer, and more responsive turn-in. The upgrade is perfect for driving on the street, track, or autocross! There is a minor enhancement to the brake pedal feel when under hard braking. Like on the MS3 lower tie bar, the CS GEN4 lower tie bar will even help to control wheel hop and torque steer during those hard launches.
Shape of the Lower Tie Bar
While the shape appears a bit unconventional for chassis bracing, it is for a simple and good reason: so the bar will actually fit! The clearances around the engine, transmission, and transfer case are pretty tight on the GEN4, so the bendy shape had to be used. Rest assured, it fits without issue and installs in just about 30 minutes! This design did present an issue: a bent bar will be less robust than a straight bar. Don’t worry; we used FEA software to simulate a high-load corner and found that our design is more than strong enough to take all of the forces directly without issue. This is a worst-case-scenario as in reality, these cornering forces are distributed among the suspension components, subframe, and rest of the chassis, but we felt it necessary to prove that the CorkSport lower tie bar can handle whatever abuse you can throw at it!
Testing the Tie Bar
Like our Mazdaspeed 3 tie bar, the 2019+ MZ3 bar is made from 1-inch diameter, 0.120-inch wall steel tubing with 0.190-inch thick mounting brackets on the ends. The material and same design philosophy have proven to take every bit of abuse on 600, 700, and 800 horsepower MS3s so you can be confident in its reliability on your GEN4! Each bar is finished off with a satin black powder coat and a small CS decal for a great-looking bar that will stay looking great for a long time.
While not required, the CS Lower Tie Bar works even better when paired with our other chassis braces, like the CS Strut Tower Bar, Sway Bar, and Mazda 3 Rear Hatch Brace. Check out our listing linked below for more info, and be sure to give us a call with any questions!
2024 looks to be freaking fantastic for the Mazda 3 Turbo performance enthusiast, and here’s why. CorkSport has been diligently developing a Drop-in Performance Turbo Upgrade for the SkyActiv-G 2.5L Turbo engine alongside the dozens of Mazda 3 performance parts we have released to the community.
With recent rumblings of a reworked OEM turbo option circulating through social media, we thought it was time to officially share the R&D we have been quietly working on.
As you can see, we have a 100% complete and new design in the 3D CAD model above. We are developing a performance turbo upgrade from scratch with larger and performance-optimized housings, CHRA, and wheels, all designed to work together.
Choosing this design path takes a lot more time, effort, and money to create a finished product. Despite the increased resource requirements, this is what it takes to develop an efficient and reliable performance drop-in turbo for the Mazda community. Now, let’s apply some context to that statement.
Back in 2018, we wrote a couple of blogs dissecting the OEM turbo found on the Mazda 6 2.5T. At that time the Mazda 3 did not have a turbo option yet.
We inspected the housings, wheels, CHRA, and Mazda’s “Dynamic Pressure” system. We quickly realized that the OEM turbo would be a HUGE limitation on the Mazda Turbo engine’s performance – even once tuning was fully available. Fast forward to the announcement of the Mazda 3 Turbo option, and we got to work on an improved turbo design.
Hybrid Compressor Wheel (left) 50.4mm Inducer & 63.3mm Exducer with extended tip vs OEM ~43mm Inducer & ~56mm Exducer
One of the first steps we took was building a “hybrid” OEM turbo to see how that would perform vs the OEM turbo. A hybrid turbo means an OEM turbo that has been modified to use larger than OEM wheels. Above you can see the larger compressor and turbine wheels next to the OEM wheels.
Our testing showed some potential with a “hybrid” setup turbo, but there were still limitations to the power potential. We saw a bit slower spool and a bit more mid-range power potential, but top-end power was still struggling to hold. Granted this was very early in the tuning developments for the platform.
A major concern we had was around the hybrid turbo, was the reliability and further cracking of the OEM housing once it was modified for the larger wheels. The OEM turbine housing is very small, specifically the turbine scroll which is the most critical part of the turbine housing. The OEM housing just didn’t have a lot of extra material to work with (remove) to safely accommodate a larger turbine wheel.
Check out this image of the turbine housing after it was machined to accept the larger turbine wheel. The thin edge marked by the blue arrows is very thin due to removing so much material. This area of the turbine funnels the exhaust gases into the turbine wheel inducer and directly affects the efficiency of the wheel. Had we machined any more material for a larger wheel, we would have started to affect how the exhaust gases enter the turbine wheel.
In the image above, the inlet divider inside the turbine housing is cracking. In the image below, an internal portion of the scroll is cracking as seen through the wastegate port.
We’ve already seen OEM housings cracking from normal use, so the idea of thinning the turbine housing in critical areas did not seem like the right approach for a performance turbo upgrade.
A hybrid turbo may have a place in the performance aftermarket and it may have some performance benefits (if the housing is up to the task), but if we are going to stand behind the product; we are going to develop it from the ground up to proactively eliminate reliability concerns.
So that’s exactly what we are doing!
Our Development Expertise
Leaning on our development expertise with the CST Turbo line for the Mazdaspeed platform, we are designing a new turbo from scratch for the Mazda 3 Turbo and other models that share the same engine.
Starting from the ground up gives us the ability to optimize the turbo for performance applications. Like the Mazdaspeed CST Turbo line, we can directly control the size of the housings, CHRA, wheels, wastegate, material thickness, and material type.
Designing the Mazda 3 Turbo
Now let’s dive into the design of the housings for the upcoming Mazda 3 Turbo upgrade. Starting with the compressor housing; A LOT is going on with the compressor housing design. We call this a feature-rich part and you can see why below.
The OEM compressor housing (right) has a handful of integrated features: the obvious compressor inlet and outlets, the electronic wastegate mounting, the electronic bypass valve, and the EVAP/Breather port. When designing a performance drop-in turbo, our goal is to retain all these OEM features so that installation and use are very simple and easy.
Alongside the OEM features are the changes we have made to increase performance potential which includes a slightly larger scroll A/R of 0.60. Note: This even exceeds our CST Turbos and has been proven to be responsive and support a flow of 700whp.
Here you can see the blue lines showing the larger compressor scroll. CorkSport is on the left and OEM is on the right. Increasing the size of the scroll A/R helps improve the compressor wheel efficiency and max flow capacity. Along with a larger scroll, we have also designed the housing to have either a stock-size inlet or a 3.5” anti-surge inlet for the larger turbo option.
Yup…there’s going to be more than one size available. More on that later…
To do this we have to move some things around, but don’t you worry every part of this development is verified on a car with 3D printed prototypes and then functional prototypes. This is a critical part of the development to make sure everything fits like OEM but punches like the hot hatch we all asked Mazda for.
A Larger Responsive Turbo
Now let’s check out the party side of the turbo…the turbine housing. In my personal opinion, turbines make power and compressors just support the required flow. So what are we doing on the turbine side of things to make more power?
Several changes have been applied on the turbine side to increase performance and reliability. Here are the CorkSport (left) and OEM (right) turbine housings next to each other.
Our goal is to develop a turbo that is fun, responsive, and carries power like you would expect. Referencing the blue lines you can see a drastic difference in the size of the turbine housing scroll. While the CS design is a large increase in size over OEM, it is not “bigger” than a typical aftermarket generic fitment turbo – highlighting just how tiny and limiting the OEM turbine housing really is.
Now let’s take a look inside the housing so you can understand what is changing.
An Improved Design
Both turbines (CS & OEM) are single scroll designs, but you will notice two major differences.
Firstly, the spiral section of the CS design is drastically larger than OEM; this is the true “scroll” of the housing and thus the section of the housing that funnels the exhaust gas into the turbine wheel. We changed two aspects of the scroll design:
The “swallowing capacity” of the scroll has been increased so that the peak flow capacity of the turbine is much greater than OEM. This is the cross-sectional area at the beginning of the scroll shown by the blue arrow.
The scroll A/R (Area/Radius) has been increased from 0.53 to 0.71. This ratio number affects how “quickly” the exhaust gas is forced into the turbine wheel. The smaller ratio is a faster spool but poor top-end power and a larger is slower spool but more top-end power. The goal here is to find the right balance of spool/response and top-end power.
Second, you may have noticed the CS turbo is missing the red blocky section that the OEM turbo has. It’s missing for good reason.
In the above image, you can see the OEM turbo with the turbo on the right and the dynamic pressure valve on the left. Mazda uses this control valve to help spool the turbo below 2000 RPM and it seems to do the job, but it has cracking issues from what we’ve seen and is going to be a huge flow restriction on higher power setups.
We are getting rid of it!
The Pursuit of Reliable Performance
In the pursuit of performance and reliability, the dynamic valve and its housing had to go. Like the OEM turbine housing, we’ve seen cracks forming in the dynamic valve housings so we know they are a reliability issues and Mazda knows as well.
Mazda is also getting rid of the dynamic valve system…the CX50 Turbo has a much simpler twin-scroll turbo design with no dynamic valve and I assume that change will find its way into all 2.5T models sooner, rather than later.
To keep things as simple as possible for you, the enthusiast, the CorkSport-designed turbine housing mounts directly to the cylinder head and still takes advantage of Mazda’s trick 4-3-1 exhaust port design. Along with that change, the OEM EGR port is retained and new heat shields will be part of the kit.
That covers the housings for the upcoming CorkSport Drop-In Turbo Upgrade for the Mazda 3 Turbo. We are excited about this project and even more excited to bring this to the community. Who doesn’t love boost right?
Expect to hear more as we roll further into 2024 and until then enjoy these teaser shots of the raw castings.
Attention all 3rd Gen Mazda 3 owners! Have you been looking for a brake upgrade that will provide a night and day difference in braking performance and feel?
We are excited to tell you about the new CorkSport 13” Big Brake Kit for 2014-2018 Mazda 3’s! The CS 13” BBK substantially improves braking performance by utilizing much larger rotors and 4-piston calipers that are combined with stainless steel braided brake lines and the necessary brackets and hardware for a complete package.
We all know accelerating is only half of the story when it comes to going fast on track so keep scrolling for more details about the advantages of the CS 13” BBK below.
First let’s begin with the 13”(330mm) rotors. Compared to the factory at either 11.02” (280mm) or 11.61” (295mm) for the S trim level the CS rotors are 1.39”-1.98” (35-50mm) bigger in diameter. This large change in diameter allows for more torque to be generated by the brakes from the same amount of braking force.
The CS 13” rotors are also bigger in width at 1.10” (28mm) when compared to the factory rotors that come in at 0.98” (25mm). This width increase helps the rotors dissipate more heat than the OEM counterparts to help keep your brakes from overheating during hard-breaking conditions.
The CS rotors also offer a few more advantages over the OEM rotors. The first is the rotor design and how it is made up of two separate components. The component that is in contact with the brake pads is called an outer “ring” and is connected to the hub using a center “hat”. This center hat utilizes aluminum to save weight to help with heat dissipation while the rotor ring uses iron for durability under high temperatures.
The rotor ring also features “vanes” in between the inner and outer faces to cool the friction surfaces that the pads are in contact with. These vanes are directional and help draw in air through the rotor ring when rotating. The rotor rings are also directionally slotted on the outer faces to remove brake dust and gases that can affect your braking performance.
Another benefit of the two-piece rotor design is that the rotor ring can be replaced separately from the hat which saves money when they need to be replaced down the road.
Now onto the calipers that are included in the CorkSport BBK. They are 4-piston calipers forged out of aluminum. The increase to four pistons over the large single piston that is in the factory caliper increases the piston surface area that contacts the back of the brake pad. This change leads to greater braking force being applied to the pad while using the same braking pressure. The extra braking pressure along with the greater torque from the larger rotors results in a major improvement to the braking performance and feel over the OEM setup.
The CS calipers also come equipped with brake pads that offer more performance than a regular street pad while not being a full trackpad. On the street, the pads have low noise when compared to a trackpad and also offer less brake dust than most trackpads.
These pads are great for spirited backroad driving and provide confidence when cold and even more after some heat is in them. If you want to do mostly track events, we still recommend moving up to a full trackpad to get the best performance out of the CS BBK. Since the CS calipers use a common brake pad design, you have plenty of options from big-name brake manufacturers to see what works best for you.
Another main component of each CorkSport BBK is the brackets and hardware that are included in the kit. The caliper brackets are made out of a billet to offer rigidity and strength to keep the calipers securely in place. Braided stainless steel brake lines are also included to eliminate the compliance seen in the factory lines and to further increase brake pedal feel and consistency. With all that said the CorkSport BBK ends up just a hair lighter weight than the OEM brakes (approximately 0.25lbs lighter on each side).
All those benefits are great but to fit the CorkSport Big Brake Kit on your car it is recommended that you use 17” or larger aftermarket wheels since they usually offer better brake clearance than the OEM wheels. To make sure that your wheels will fit though we have a template available that you can cut out and check wheel clearance. Click here for the wheel fitment template!
Thanks for checking out the new CorkSport BBK for the 3rd-Gen Mazda 3! Be sure to head over to the site and check out the page so you can experience the CS BBK firsthand.
We are excited to announce another product for both the 4th Gen Mazda 3, 2021+ Mazda 3 Turbo, and 1st Gen Mazda CX-30! The new offering to the lineup is the CorkSport Skid Plate which utilizes our tried and true 11 gauge aluminum construction with a 2-piece design for an OEM-like installation. The CS Skid Plate is perfect for anyone who is lowered or anyone who likes to take their car out on forest roads and wants more protection over the thin factory splash guard. Keep on scrolling for more details!
OEM Splash Guard vs CorkSport Skid Plate
Starting with the OEM splash guard, there is much to be desired in terms of protection. The factory piece is made of thin plastic that is only designed to protect the bottom of your engine and transmission from things such as water, dust, and small debris. This can lead to a problem when you have lowering springs on your car or go on a camping trip.
In both of these situations, there is a greater chance of objects such as rocks and other larger debris hitting the splash guard and puncturing or even ripping off the splash guard completely, leading to potential damage to your oil pan or other critical components.
The CS Skid Plate on the other hand is all aluminum and can better protect against these threats to ensure that you can get to your destination and back intact. This provides you with peace of mind whether you like to go on rocky forest roads, up to the mountain through snow & ice, or are lowered and trying to get over speed bumps.
Improved Plate Design
To provide a factory fit, we have CAD-designed the CS Skid Plate to mount directly in place of the OEM splash shield. This means no drilling, cutting, trimming, or issues during the installation.
The Skid Plate is also a 2-piece design similar to the OEM splash shields so that installation is easier and that there is some adjustability for minor variation between vehicles and to also help reduce the shipping cost. We also implemented an air duct into the CS Skid Plate that is similar to the one on the factory AWD splash shields to help supply cool air to the front differential.
Finally, there is an oil access cover that you can move out of the way to easily change your oil and filter without removing the 2 main skid plate sections.
Quality Matters
Each CorkSport Skid Plate is made from laser cut and precision formed 11 gauge 5052 aluminum. This ensures a consistent fitment that will make installation straightforward as well as the much-needed increase in engine protection. Included with the CS Skid Plate are stainless steel button head bolts that provide great corrosion resistance and are lower profile than a traditional hex bolt to reduce the chance of them getting snagged.
If you want to increase the protection to the underbody of your Mazda, the CorkSport Aluminum Skid Tray is a great option! Head over to the product listing for the video and more images and feel free to call us with any questions!
Based on popular demand, we have developed a filter sock that will help fight dust and water spray from entering the engine. The CorkSport Mazda Air Filter Cover mod can help maintain the flow efficiency of your main filter and extend its service life.
Quality Materials
The Air Filter Cover is made from a polyamide fabric mesh and allows for good airflow while adding a layer of protection for your air filter and engine. The cover protects against dust, large debris, and light water spray from entering the filter media.
The small air filter sock works on 3.0, 3.5, & 4.0 marked air filters only
The large air filter sock works on the 4.5 marked air filter only
You can check your CorkSport air filter here:
If you don’t have a CorkSport specific intake, there is still a good chance your Mazda can enjoy the benefits of our air filter sock. Follow the diagram below to see if your air filter size matches:
Air Filter Sizes 3.0″, 3.5″, 4.0″
With fall upon us and winter just around the corner, now is the best time to add an extra layer of protection to your Mazda! Thanks for checking out the new air filter sock cover for your Mazda intake system.
