MazdaSpeed 3 | CorkSport Mazda Performance Blog

May 6, 2024May 14, 2024

Mazdaspeed 3 X-Clutch First Review

Many community members are asking, “What clutch should I buy for my Speed3/Speed6?” or “What’s the best clutch for Mazdaspeed 3/6?” and there isn’t a perfect answer because the right answer depends on your goals with your car.

While I can’t say what the best clutch is, I can share my experience to date with my Twin Ceramic Rigid Disc X-Clutch in my Mazdaspeed 3.

First Impressions

Opening the box I found a very well-packaged assembled clutch kit. This included the assembled pressure plate, discs, and flywheel along with a new throw-out bearing, flywheel to crank bolts, and a nice alignment tool. XClutch also included some generic instructions – They certainly don’t rival CorkSport instructions, but are better than most clutch instructions I have used.

Getting into it

Disassembling the clutch assembly I found some nicely constructed components. The material fit and finish was great along with the identification of transmission vs engine side of the discus laser engraved was a nice touch.

Something worth noting: Some clutch kits come to you in separate pieces. This makes you 100% dependent on their instructions for the assembly process (and a lot of times those instructions are lacking), but with the XClutch the whole thing came assembled. I like this because it gave me the chance to see how it was assembled and therefore made me more confident I would assemble it correctly on the engine.

Now let’s get the clutch on the engine. After disassembling the clutch kit, the first part to go on the engine is the flywheel after a quick cleaning of the machine parts and surfaces. Using the provided hardware and some lock-tight the flywheel gets torqued down. The flywheel was a perfect fit on the snout of the crank…a little persuasion was needed which tells me the flywheel will be perfectly centered.

Next is the first clutch disc (make sure you can read “transmission side”) then the middle floater plate. Following that is the next clutch disc (and again make sure you can read “transmission side”) along with the provided alignment tool.

The Tool

So I want to take a minute to talk about the alignment tool. I’ve installed many clutches in many vehicles throughout my life ranging from an OE replacement in my 92’ Mazda b2600i, Mazdaspeed3, and a twin-disc in a Dodge. Every single kit came with the generic plastic alignment tool that doesn’t fit great and flexes.

But not X-Clutch, their kit included a very nice billet steel alignment tool that fit snugs and did not sag or move when installed. This seemingly simple tool made a huge difference in the whole installation process.

Back to the install steps; next up is the pressure plate floater plate. Typically this is part of the pressure plate assembly, but with the Xclutch design, this is separate.

Last is the pressure plate itself which is what applies the force to the clutch discs. The installation of this is slow and tedious, but important to follow. The hardware must be installed and torqued down evenly around the perimeter, much like torquing a wheel but with a lot more lug nuts.

X-Clutch has clear instructions on this so don’t worry.

Bringing it back together

So your clutch is all buttoned up and now it’s time to attach the transmission to the engine. I’ll admit this was a task I was dreading…many times I’ve fought this process because the damn input shaft in the transmission just would not line up with the clutch disc and crank, but I was pleasantly surprised.

I don’t know if it was luck or if the alignment toll was really that perfect, but in one try the transmission slid right onto the clutch and aligned perfectly. It was honestly shocking. I can only hope your installation goes as smoothly.

Now the review you have been wanting…

First impressions are great. The peddle pressure is very similar to OEM, maybe just a hair stiffer, but is nearly identical so if you’re worried about a stiff pedal DON’T, it’s cake. The engagement point is around the middle right now, but I expect it to move up in the pedal stroke slightly as it breaks in further. I like this, but this is a preference thing.

Engagement control is interesting. Going from an ACT 6-puck ceramic to this is very similar in the “grabbiness” of the clutch since they are both ceramic puck discs, but the X-Clutch I would say is a bit more aggressive. This makes sense with the rigid disc design and the very high torque capacity…1,350 ft/lbs!

So here’s my suggestion and you can check them out here. Learn More!

Conclusion

If you want a OE replacement with a bit more headroom for power then the Street single disc organic is going to be your closest bet. If you want good street manners but have more power to hold then the Street Plus twin disc organic is going to be your best balance. Lastly, if you are pursuing motorsports and high heat capacity then the Race twin disc ceramic will be your go-to clutch kit.

-CS

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May 1, 2024May 13, 2024

The Rear End Drivetrain – Mazdaspeed 3 AWD Swap ( Part 5)

Welcome to part 5 of the Mazdaspeed3 AWD Swap (sorry for the delay; things got really busy for a bit)! This blog covers the rear-end drivetrain and the huge modification that makes it all work.

There are a lot of images and explanations of those images so you can see and understand the differences between the Mazdaspeed 6 and CX7 rear drivetrain.

What is the Rear Differential

Jumping right into it, let’s identify what the rear differential is. The rear differential transfers power from the transfer case via a PTO/driveshaft, through the ring and pinion, out to the axles, and then to the wheels and tires.

Mazdaspeed 3 AWD Rear Differential Swap Comparison Mazdaspeed vs CX7 — CX-7 vs Mazdaspeed Differential Comparison

However, as with many modern AWD systems in compact cars, there is a clutch mechanism between the PTO/driveshaft and the differential. This clutch mechanism controls the percentage of engine torque transferred to the rear tires.

In the diagram below, we’ve identified the two major sections of the differential assembly. The line demonstrates the connection point between the two sections. The rear section is the gear housing, and the front is the clutch housing.

Differential Gear Housing and clutch housing diagram

Now that you understand the differential assembly. Let’s identify the difference between Mazdaspeed 6 and CX7. There are two major differences.

Differences In Differential

The first difference is the clutch housing mounting points for the front subframe mounting brackets. In the image below, you will see two mounting points with threaded holes on the right side of the differential, while the other differential does not have those mounting points.

The CX7 differential is on the left, and the Speed 6 is on the right. The CX7 on the left)has TWO front mounting points whereas, the Speed 6 only has a ONE mount. While this may not be a big deal for a daily driver with modest power levels, it’s a huge advantage for a racecar with nearly 900whp.

Comparison of CX7 and Mazdaspeed 6 differential side by side — Left to Right: CX-7 and Mazdaspeed Differential

Moving to the inside of the gear housings, the CX7 uses an open differential setup, vs the Mazdaspeed 6, uses a Mazda proprietary LSD (limited slip differential). The LSD is more desirable because it will provide better power distribution to both rear tires vs the open differential.

Fun Fact: the Mazda-developed LSD uses “friction cone washers” sandwiched between the spider gears and differential carrier housing to create the limited slip effect. As load is applied through the spider gears, the increased load presses the spider gears against the friction washer, which makes this a very street-friendly and progressive type of LSD. Check it out below.

So here we are at a point where we need to use the CX7 differential because it has the ideal two-mounting front section, and we have a CX7 subframe, so…duh, but we want the rear LSD for better power distribution.

Time to split these differentials in half and see if we can swap things around.

Mazdaspeed 3 AWD Differential Swap separated — Rear Differential Separated

Splitting them in half to separate the clutch housing and gear housing, we can see a splined connection that interlocks the two halves.

Mazdaspeed 6 Rear Differential Gear Housing

On the gear housing side, the pinion gears are retained by an internal nut, which is good because splitting the assemblies did not affect the pre-load on the bearings.

Mazdaspeed 6 Rear Differential Clutch Housing

Let’s look at the clutch housing side. The clutch pack is retained by the external nut on the driveshaft flange; again, splitting the assemblies did not affect any bearing pre-load.

Things are looking great! And with that, we assembled the CX7 clutch housings with the Speed6 gear housings without issues!

Now to review: if you are doing this swap, you will NEED a CX7 rear differential assembly, but you DO NOT NEED a speed6 rear differential assembly. We only did that to learn and to get the LSD. You can use the CX7 as is because the gear ratio is the same, and the LSD is not required.

Next up are the suspension trailing arms; when using the OEM Speed3 suspension, the trailing arms need to be modified to use the OEM CX7 wheel bearings.

Modifying the Trail Arms of the Mazdaspeed

Mazdaspeed 3 trailing arm plate — Mazdaspeed 3 Trailing Arm Plate

The OEM trailing arm has a beefy steel plate welded to the stamped steel structure. While the bolt and center holes look correct, they are slightly different in bore and location.

Mazdaspeed 3 trailing arm showing fitment — Mazdaspeed Trailing Arm

To make the Mazdaspeed 3 trailing arm work, modification was needed via welding the original bolt holes shut and then redrilling the holes in the correct bolt pattern for the CX7 wheel bearing. Along with that, the center bore diameter had to be increased slightly as well.

New Welded Holes for the Mazdaspeed
fitting cx7 bearings — New Welded Holes for the Mazdaspeed

Fitment of the Rear Trailing Arms & CX7 Wheel Bearing

Modifying the rear trailing arms is only 1 of 3 major fabrication projects needed for the AWD swap. The others are building a Rear Motor Mount (which I designed a badass billet one for) and the center driveshaft mounting plate which I also designed.

Now, with the trailing arms and wheel bearings in place, we can finally figure out the rear axle lengths. Checking both the Speed 6 and CX7 rear OEM axles, I found they use the same wheel bearing and differential inputs, which is great. However, The lengths are not the same.

Unfortunately, in test fitting the Speed 6 and CX7, we found that both needed to be shorter for the Speed 3 application. With that fact, the cost is a lot more expensive for anyone swapping because of the needed custom rear axles.

I was personally going to get custom rear axles either way due to the power levels and use of the Halfmilespeed3, but it’s not a requirement.

Rear Custom Axles for the Mazdaspeed 3 — 700WHP Rated Custom Rear Axles

Fast forward many weeks, and we have a set of custom-length 700WHP-rated rear axles to compliment the front DSS 5.9 axles.

Rear Custom Axles installed on the 2007-2009 Mazdaspeed 3

All bolted in and looking great! While doing this I learned a few things and realized that one of my assumptions was wrong.

The front axles work and don’t work from the MS3. The driver front MS3 axles will interface perfectly with the Mazdaspeed6 transmission. However, the inboard CV housing/spline section for the passenger side front will need to be replaced/modified to work with the speed6 intermediate shaft.
The rear ABS sensor for the Mazdaspeed3 will not work with a Speed6-style ABS trigger wheel. They use a much different and more modern magnetic trigger wheel incorporated in the rear ABS sensor for the Mazdaspeed3 will not work with a Speed6-style ABS trigger wheel. They use a much different and more modern magnetic trigger wheel incorporated inside the wheel bearings…which we don’t have when using the CX7 wheel bearings. This has led me to develop custom ABS trigger wheels to work with the OEM Mazdaspeed 3 sensor. More on that later.

Alright, that wraps up the rear drivetrain setup. There are plenty more huge milestones to overcome, which are coming up in this multi-part blog series!

I hope you are enjoying this series about the Mazdaspeed 3 AWD Swap. Stay tuned for more blogs to come!

You can also find updates on my IG @halfmilespeed3, the CorkSport 7^th Gear Membership, and on mazdaspeeds.org.

Thanks for tuning in!

-Barett @ CS

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November 6, 2023November 16, 2023

Protect Your Mazda with the CorkSport Air Filter Sock

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.

Mazda Air Filter Cover Sock for 3.0", 3.5", 4.0", 4.5" air filters

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.

Installed short ram intake with CorkSport Air Filter Cover

While it is designed for CorkSport air intake systems, it’s best to verify your filter size before ordering.

Filter Cover Fitment

CorkSport uses two main air filter sizes:

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:

Mazda Filter Diagram — 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.

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September 21, 2023October 20, 2023

The Best Adjustable Swaybar End Links for Your Mazda

Do you need to replace your swaybar end links and want an upgrade at the same time or are looking to adjust your sway bar to better match the factory position on your lowered car? That’s where the Performance Adjustable End Links come in and they are now available for the following models: 2019+ Mazda 3, 2014-2018 Mazda 3, 2021+ CX-30, 2022+ CX-50, 2014+ Mazda 6, 2013+ CX-5, 2016+ CX-9, and 2006-2007 Mazdaspeed 6. Depending on your specific application, both front and rear end links are available. The new CS Adjustable End Links build off of the wildly popular kit available for the Mazdaspeed 3 and carry over all the same benefits which are discussed below.

Why You Need End Links

Getting straight to the main advantage of the CS end links is their variable length. The CS end links offer ~18mm or 0.70in of adjustability. This results in an end link that can be up to 9mm longer or 9mm shorter when compared to the stock part.

If your car is lowered, our end links allow you to account for the change in sway bar position that occurs when you lower your car so it can be placed closer to its original position. When the sway bar is not positioned in the OE location it can lead to sway bar preload or binding which can have negative effects on handling. This also means that if you are planning on adding a lift they can help in the same way.

Quality Matters

The construction of the end links also maintains the same high quality as found in the current end links for the MazdaSpeed 3. The center section is CNC machined out of 2011-T3 5/8in hex aluminum to provide a large increase in size over the OE part while being easily adjusted to your specified length with a wrench. After machining, the center section then gets anodized in black to provide a finish that will help protect it from corrosion.

The included ball joints feature a sealed design to reduce the chance of water or other foreign material from gaining access to the joint. This allows the ball joint to provide a longer service life so that it won’t require any additional maintenance compared to the OE end links.

With the long new list of applications, you should have no problem finding a set of CS adjustable end links that will fit your Mazda. Be sure to head over to the product listing for your specific model for more info and pictures. As always, reach out if you have any questions about the end links for your setup.

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September 13, 2023February 19, 2024

All New Mazdaspeed Aluminum Coolant and Power Steering Fluid Tanks

For years, you’ve asked for them, and they’re finally here!

Introducing the CorkSport Aluminum Coolant and Power Steering Fluid Tank for the First Generation Mazdaspeed3 (2007-2009). Although we’ve had a 2010-2013 Mazdaspeed 3 coolant tank, it’s about time we added these tanks to line up.

2007-20096 Mazdaspeed 3 Engine mods with CorkSport products

Let’s face it, the first-gen Mazdaspeed3 platform is aging, and with that age comes ugly, yellow plastic tanks. We’ve even seen tanks crack and fail, causing coolant leaks, headaches, and eye sores for owners. It’s time we changed that.

CorkSport has developed a solution in the form of an aluminum replacement for these tired plastic tanks that fit and function just like OEM! Our tanks also come coated in a beautiful black powder coat that will look right at home with any color in any engine bay. Our tanks are robust and will stand the test of time for years to come.

But why aluminum? Why do we even have a tank, to begin with? What does it do?Let’s start by going over how a cooling system works.

TW: It’s about to get a little nerdy!

Understanding Heat Transfer in Cooling Systems

Think about a hot summer’s day. You’re sweating from a hard day of wrenching on the Mazda in the garage and desperately need a cool down, so you place a cold, wet, refreshing towel around your neck. Initially, when you place that cool towel around your neck, you only feel the cold in one place: around your neck. But pretty soon, you feel the cold spread throughout your body and begin cooling down.

This feeling, however, is misleading as there is no such thing as “cold.” There is only heat and a lack of heat. What’s happening is the heat that you feel on your body is being transferred into the cool towel, and the blood that passes through your neck is cooled as a result. As this blood with less heat (i.e., “cooled”) circulates around your body, you feel the effect of that towel all throughout until all of your blood is cooled, and you begin to feel better! You’ll notice after some time that the towel is no longer cool because it has absorbed the heat from your body and the surrounding air. Remember: heat moves from hot to cold and wants to spread until an equilibrium is met.

How Automotive Cooling Systems Work

Automotive cooling systems work on the same principle. Replace that towel with a radiator, your blood with automotive coolant, and the engine as a heat source, and now you have an automotive cooling system! As the cold coolant passes through the engine, it absorbs the heat generated by the combustion cycle and friction in the cylinders. Some of this hot coolant is then passed through your HVAC system, where some of this heat can be used to heat the cabin (this is how your heater works), and the rest is passed to the radiator for cooling. Once cooled by moving air, it is then passed again into the engine, where it works to cool it down. Then the cycle continues. This is the same basis of how Turbo front mount intercoolers operate. For more information on these systems, check out our Front Mount Intercoolers.

So where does the tank come in?

Naturally, as things heat up, they expand. Coolant is no exception to this rule, and this is usually combated with an expansion tank to capture any excess volume. What makes the MazdaSpeed 3 cooling system unique is that the expansion tank is incorporated into the main flow path of the coolant, with the expansion volume built into the reservoir design. This design of combining the expansion tank with a reservoir simplifies the system without the need for additional tanks or hoses. This can also be compared visually with the fill point of the cooling system. On most vehicles, it is located on top of the radiator, but on the Speed3, it is located on the tank directly. This means that the tank itself is pressurized when the system is hot, which introduces a challenge with material selection.

Mazdaspeed’s Need For A Better Tank

Since the OEM tank is made of plastic, it is more vulnerable to degradation over time. Once the tank has deteriorated enough, it cannot withstand the pressure changes and high-temperature cycles of the coolant system. It will eventually fail, leading to many owners complaining of cracks and leaks. The TIG welded aluminum construction and powder coating of our tanks mean that they are substantially more resilient than the OEM tanks and will last for years to come.

2007-2009 Mazdaspeed 3 aluminum coolant tank

Power Steering Tank

The 2007-2009 Mazdaspeed 3 power steering tank is much simpler as its only function is to hold fluid, and the system is only slightly pressurized, meaning no expansion volume has to be built into the tank design and the temperatures are much lower. However, the OEM tank is still made of the same ugly plastic as the coolant tank and has the same disadvantages. While this tank does not see the same failure rate as the coolant tank, we decided to take the opportunity anyway to fully complete the look of the engine bay and provide our customers with a comprehensive solution to replace all of the aging plastic tanks to improve the appearance of the engine bay vastly.

Fitment and Design

We understand that universal tanks are such a pain. We have experienced this with some of our cars and have had to design and fabricate custom brackets to make them fit. This is a headache, not to mention having to cut or move OEM hoses or custom-make our own. Retaining OEM fit and function is the easiest and most effective design for installation, and that is exactly what we have done for our tanks!

First Gen 2007-2009 Mazdaspeed 3 Aluminum Tank compared with OEM tank

If you want to purchase one (or both) of our Aluminum Tanks for your Mazdaspeed 3, today is the day!

Thanks

-Quintin, CS engineering

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First Impressions

Getting into it

The Tool

Bringing it back together

Conclusion

Stay up-to-date on the latest news and product updates from CorkSport.

What is the Rear Differential

Differences In Differential

Modifying the Trail Arms of the Mazdaspeed

Stay up-to-date on the latest news and product updates from CorkSport.

Quality Materials

Filter Cover Fitment

Stay up-to-date on the latest news and product updates from CorkSport.

Why You Need End Links

Quality Matters

Get Adjustable End Links

Stay up-to-date on the latest news and product updates from CorkSport.

Understanding Heat Transfer in Cooling Systems

How Automotive Cooling Systems Work

Mazdaspeed’s Need For A Better Tank

Power Steering Tank

Fitment and Design

Stay up-to-date on the latest news and product updates from CorkSport.