Mazda and Mazdaspeed Performance Blog

May 2, 2013

Our Videos, Your Input

With the release of our new Passenger Side Motor Mount for the Mazdaspeed 3, we were met with some interesting comments on some of the forums based mainly upon the somewhat controversial design we used. With that in mind, Austin and Joel grabbed a camera and a mic to set the story straight.

What happened was very interesting, the video (while crude) almost instantly set many fears aside and made quite a few customers out of disbelievers. In just a few hours they were able to address all the potential issues brought up on the forum. At CorkSport we often talk about unexpected successes so that we can learn from them. We have always taken pride in the fact that we listen to you and always ask what you feel is needed in the market and what we could do for you; but with this video we discovered how quickly and definitively we could let you know that we did address not only your needs, but also any fears you may have. If you have a question you would like addressed or a video you want to see, let us know by contacting us here: https://www.corksport.com/contact-us.html . At CorkSport, you can expect to see more videos putting our products and your concerns to the test, and then to rest.

Cheers,

Joel

April 25, 2013February 28, 2018

Fuel Pump Comparison Part 2

In part 1 we discussed fuel pumps, their uses and what’s inside them. Now we can talk a little about what goes into making them and what the differences are.

Does size matter? When looking at the stock piston on the factory fuel pump you can sure say that it does matter. If you increase the piston diameter you increase the flow of the pump. We have decided to compare the similar internals first and then compare the APR pump afterwards. The Autotech/KMD internals use the same diameter piston head. At 9.8mm compared to the factory 8.0mm. When comparing the volume area they are both about 50% improvement with the KMD edging out the Autotech by a marginal amount. This slight edge comes from the shape of the end of the shaft being slightly different. The Autotech looks more like a piston from an internal combustion engine where the KMD is very similar to the factory design at the end. Because these are the older version of the KMD internals they are coated differently. They look to be a TiCN coating but we can’t say for sure. The Autotech internals are listed as a DLC coating which stands for Diamond Like Carbon. The newer KMDs are now PVD coated (Physical Vapor Deposition).

When we start comparing the sleeves that the piston rides in we notice they are all similar in shape and size. The Autotech has a coated sleeve that appears to be some sort of tool steel. The factory is uncoated and appears to be tool steel. The KMD is uncoated and appears to be stainless of some variety. Internally there is a relief cut that is ~3 times larger on the aftermarket internals which should help with the 50% improvement in flow. The sleeve shows the constraints for why you can not go much larger than the 9.8mm piston. The end that fits in the factory pump can only be so large and the wall thickness must maintain a certain size or failure will be imminent.

For a long time the CP-E pump was rumored to be made by APR. The CP-E pump we ordered actually came with an APR sticker on the side of it. Oops. We quickly disassembled it and documented the findings. The pump uses a 9.5mm piston which is smaller then the two internal only options. APR claims 40% improvement and we calculated about a 41% improvement so no issues there. They also chose a Stainless steel sleeve and DLC coating on the piston. The big difference comes when you look in the cap. They machine in an extra Seal to help with the oil deposit issue. Is this needed? We aren’t sure yet but it is an interesting addition.

Now for the one big addition that only one manufacturer saw fit to think about. APR added a spring that increases the ability to return the piston. This can be very important for wear on the cam shaft if you get any float from the spring at higher RPM’s; the more the pump worked, the more important this would be. Remember that the cam has three lobes on it so even though the cams spin at half the speed of the crank the pump spins at three times that of the cam. This makes a 1.5 times the crank difference. So what ever the RPM you are at the pump is at 1.5 times that. At a 8000rpm redline the pump is going 12000rpms. The pump also has to draw in 40-50% more fluid so a return spring plays apart in that as well.

Next time we will get these pumps on the dyno and check out how the hold pressures at the same load. Luckily we have an in house dyno that can vary load and the ability to log pressures.

April 23, 2013

Help CorkSport help you!!!

Here at CorkSport we know you, the customer, are what really drives our business. We don’t just build parts we think you need, we build parts YOU ask for. We understand Mazdas and we love to innovate, but some of the best product ideas we’ve ever had, have come from our customers. We’ve gone to great lengths to make sure we stay involved with you and have a genuine interest in the parts that you want. We’ve set up a link on our website to help make it easier to get your great ideas to our great engineers. If you go to our site and scroll down to where it says “Collaboration” underneath it is a link that says “Request a Product”

We’ve worked hard to make sure we provide exciting products that live up to your expectations and who better to tell us what’s needed then the very people who get excited about it? In the past we’ve worked with our customers to decide everything from the colors we offer for our upcoming brake caliper kits to sending out test parts to customers with high horsepower to try and see if they can expose any weaknesses that we may not have seen.

As we ramp up for the race season we want to make sure your voice is heard and you get the best from us. Please feel free to add your suggestions online, email us or even pick up the phone and let us know what you think. We can’t wait to see what amazing things we can do together with you this year!

April 18, 2013December 17, 2018

Product Release! Mazda 3 Short Shift Plate

Having a Mazda 3 with a 6 speed is amazing. Having a Mazda 3 with an amazing 6 speed is AMAZING-er?? Whatever you want to call it, with the new CorkSport short shift plate, your Mazda 3 will shift with much shorter throws and with more precision that it ever did when it rolled off the factory floor.

Reduce the throw of your shifter and improve precision and performance with the CorkSport Mazda 3 Short Shift Plate. Providing a 33% throw reduction, the CorkSport Mazda 3 Short Shift Plate is designed for spirited driving and will reduce throw while keeping the height of the OEM shifter unchanged. The installation takes a mere 20-30 minutes with some simple hand tools and will provide a serious improvement to the quality of your shifting experience.

The CorkSport Advantage:

Made from CNC Machined Steel Plate with powder coated finish for a long lasting durability
Adjustable: Reduce the throw by 33% to customize your shifting experience
Self Locking Nuts: Pre-applied locking patch nuts included with shifter plate
CorkSport Support and Service: Receive a full 2 year warranty, all of the needed installation hardware, and knowledgeable telephone support. Takes 20-30 minutes to install

The CorkSport Mazda 3 Short Shift Kit is available at our online catalog and is in stock today. For more information please visit our product listing at: https://www.corksport.com/corksport-mazda-3-short-shift-plate-kit.html

April 16, 2013February 28, 2018

Fuel Pump Comparison Part 1

Adding power to your Mazdaspeed 3 and Mazdaspeed can be amazing and very rewarding. One of the most important decisions you can make when tuning these cars is which fuel pump to use. Since we have never seen a proper comparison of the currently available models we decided to test them for the Mazda community. In this multi-part series, we will talk about the basics, the differences and the advantages with all of the available options.

Most aftermarket fuel pump upgrades consist of changing the internal parts of the factory pump with an enlarged piston and sleeve. By enlarging the piston, you increase the volume of the pump; thus creating more flow and the ability to maintain pressure at higher power levels.

When you first start taking the fuel pump apart, the first thing you are met with is the sight of a strange black deposit in the cap of the pump. Shown above are the deposits common to most caps. The bottom is a machined surface that should be clear of debris. In order for us to more clearly understand the situation we sent the cap out to undergo chemical analysis.

The spectrum analysis shows that the buildup is made of motor oil and defoaming agents that are added to motor oil. The oil in the cap is from the camshaft case that drives the pump, a slight amount leaks by the seal and into the pump. When installing new internals it would be a very good time to clean that area as best as you can and possibly replace the O-ring that seals the area inside the cap.

Once we understood what the substance was we then set out to see the options available. We purchased a CP-E pump (APR), Autotech internals and KMD internals to compare and test. Next time we will be measuring all the internals and comparing expected increases while determining what the real differences were. If you already have a pump, are thinking about getting one or are still scared, you’re going to want to see the next blog in this series.