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MZR Turbo Inlets -Comparing Apples to Apples

There are a lot of factors that go into purchasing any part for your car, and a turbo inlet pipe is no different. With a wide variety of materials and configurations on the market, it can be a difficult decision.

I think the major discerning differences between metal and silicone are that silicone is an insulator, which is why there are claims that the silicone is a) quieter and b) less prone to heat soak. I’m not sure if a) is true to a consequential amount, haven’t done a dB comparison by any means…but I seriously doubt that b) is true either. All materials have thermal properties, all materials transmit thermal mass at different rates. You can deduce all sorts of theories as to how this effects the boost air temps, but I really doubt that there is any discernible power output or boost air temp difference between a silicone, aluminum or stainless inlet pipe from one pull to the next. These vehicles push enough air to fill an office cubicle through that pipe in the span of under a minute. Then they run that air into a turbocharger that superheats the air. It takes 3 degrees of inlet air temperature change to result in one degree of boost air temperature change with a stock intercooler based on thermocouple datalogging that I’ve done on a number of different cars (Speed6’s and 3’s). With air traveling through a tube at insane velocities (like lets say…60 meters per second…or better yet 134 miles per hour), I find it hard to believe that there is any major detriment to having the turbo inlet pipe made of a more thermally conductive material than another.

The reason you buy the pipe is so you get rid of the stock pipe, which sports an oh so stylish, effectively square profile that changes cross sectional area erratically and is made of plastic which is also pretty thermally benign. But that’s not where the power or quickening of spool up happens when you add the inlet -it’s the flow of the air and the smooth transition from the intake to your turbo that you want to optimize. Simple as that.

If it were my car, I’d get one that a) works reliably, b) has quality construction and c) has a reasonable price tag. I can’t point out any on the market that fail a) or b)…all are excellent from what I have seen. Ours is ~$120….because designing and manufacturing any piece of tubing and/or silicone doesn’t cost much. Period. It’s a pipe. Every turbo inlet pipe on the market is a pipe -with three pipes in factory locations connecting into it. A few have factory like brackets that attach to the valvecover, some don’t. Some are aluminum (CorkSport and RPMC), some are stainless (Protege Garage), some are silicone. They all do the same thing.

Our system certainly gives you a few options that you should be familiar with when purchasing . But the first thing to remark on is -our intake includes these parts. If you’re in the market for an intake, this information is of benefit to you, but if you really want a good deal on all of these bits, grab our Power Series Short Ram Intake for your MS3 or MS6 or CX-7.

So back to the configurable differences if you already own an intake and want to get a turbo inlet pipe to match. Our turbo inlet pipes have a few toggles: Valvecover breather (yes/no) and Recirculation Valve Port (yes/no). The valvecover breather is almost completely unnecessary if you have an aftermarket intake that is not made by us -as most intakes include this provision in the CAI pipe or the coupler. So that’s almost always going to be a ‘no’ unless there’s some other reason why you want an external intake vacuum source to plug into (catch can, etc). The other is the recirculation valve. If you have chosen to do a strictly vent to atmosphere configuration on your bypass valve (not necessarily recommended), you can choose this option and clean up your engine bay a bit.

The final dial on these is the silicone color – for the silicone coupler between the turbo and inlet pipe, as well as the valvecover breather and boost control solenoid lines. These are available in Red, Blue and Black. Finally, in the near future we will be offering one or more powdercoating options starting with black.

Any questions, leave us a comment or shoot me an email.

– Jason

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An Intake for Every Engine

It has become evident to us that a number of our customers want more ability to configure the color schemes and finish options on their intakes to match the look of their car or their personality.

Because of this, we have investigated the feasibility of making all of our intakes fully color and finish configurable and are planning a staged product rollout to facilitate this. A product rollout complete with actual hard dates that you can rely on.

Stage I: Black Silicone & Filter and Full Configurability.
December 14, 2009

So starting…well…now, we have begun this transition with the rollout of black silicone couplers and charcoal-colored dry flow air filters on our Mazda3, Mazdaspeed3, Mazdaspeed6, Mazda 6, CX-7, CX-30, and CX-50 intakes. This brings us to three silicone colors (red, blue, black) for the Turbocharged MZR 2.3 DISI engines and two silicone colors (blue, black) on the MZR 2.0 and 2.5 Naturally Aspirated engines for the 2010+ model year.

Another option included in the first stage release of our fully configurable intake system is full configurability of your intake on our website. If you want black silicone, black MAF Housing and blue filter, you can choose that. If you want a red filter and a blue silicone, go right ahead. We’ll build it on the fly. We have gone through a number of lean manufacturing steps that will allow us to be agile and build our kit contents on the fly and retain our same day shipping capability for all stocked color capabilities.

Stage II: Color Anodized MAF Housings.
February 10, 2010

In this stage we will be offering three additional MAF Housing colors (most likely Blue, Red, Gold) and two powder coat colors of turbo inlet pipe, which will be determined by your requests and polls on a number of popular Mazda enthusiast forums. Due to smaller batch quantities on the anodizing and additional process steps, we’ll be offering these colors at a small premium.

Again, we will still allow you full reconfigurability to an extremely granular level -if you want a Blue Filter, Gold MAF, Black Silicone and Black Powdercoated Turbo Inlet Pipe, we’ll do it. Seriously, if you want a Red Filter, Gold MAF, Blue Silicone and Black Turbo Inlet Pipe, we’ll do that too. And just like we have provided now, photos of these combinations will pop up as you configure them on our website.

Stage III: Full Custom Anodizing / Powder Coating and more.
March 15, 2010

First off we’ll be offering powder-coated turbo inlet pipes starting with a gloss black and working into a number of other color coating options.

Additionally, this stage will allow you to fully customize anodize your MAF Housing in as many colors as we have access to. If you want a full blacked out intake with an emerald green, dark purple or titanium bronze anodized MAF Housing, we’ll get it for you (again at a reasonable premium depending on interest and volume). We’ll do our best to do small runs and keep what we can on the shelves based on polls and interest. Have a specific powder coating color? We can make it happen. We may also start anodizing inlet pipes (we’ll be switching 4043 to 5356 TIG filler rod for perfect anodizing results if we go that route).

Here’s an example of some of the anodizing colors we’ll have available:

We will also be evaluating silicone colors at this point -because we know some of you are dying for that Kawasaki Green Silicone with Purple MAF Housing to go along with your Bosozoku exhaust, zero offset wheels and stretched tires. Or maybe you just want a clean, all white intake to go along with your CWP Mazdaspeed 3. Honestly, we’ll have to hear from you on which direction to go, but I’m guessing white will be in demand.

There’s more…but if we told you, we’d have to kill you. We’re still aiming to keep this under wraps to some extent as we’ve got some really unique options on the table that we’re still getting samples of. As soon as our samples are in, we’ll be polling for interest and standard style options.

We’re doing as much as we can to provide the exact products you want, configured to your style and taste. To do so, we’re having to stretch our manufacturing agility and call on all of our resources through local machine shops and manufacturers to keep small batch parts on the shelves in a wide variety of options.

Again, tell us what YOU want to see on your car. Have a wild combination that you absolutely MUST HAVE for your car and willing to wait for it? We’ll be putting together a handful of case studies showing some of the more creative combinations for the roll out of the future options on these products.

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Goodbye 323 GTX

Goodbye 323 GTX. Goodbye Cusco, GT Spec, Pedders, Autometer, Injen, Knightsports, KVR, RE-Amemiya, Mazdaspeed, and about 50 other product lines.

You may have noticed a recent news post announcing we are phasing out Mazda 323 GTX Parts. The 1988-89 GTX (in USA) was a great car for its time. Many owners have maintained and upgraded their cars to the point they are more powerful and better handling than some of the newest cars. A remarkable testament to the car considering it is over 20 years old!

Unfortunately, there just aren’t enough of them left on the road to justify further development and support. Sales have steadily declined for this car for many years. Ultimately, I think the recession was the last straw for us. Very limited inventory remains and we plan to remove this car from our catalog by the end of the year. To answer the most common question we’ve received since the official announcement last week: “Yes, a few parts will likely end up in our clearance sale”. To reflect on the most common comment we’ve received so far, “You Suck”; it is regrettable, truly. We don’t like it either, but it was ultimately our customers that made the decision for us.

We are also phasing out many product lines, as I mentioned earlier. Border, RE-Amemiya, Mazdaspeed, Knightsports, and FEED are venerable Japanese brands. They have always been slow movers for us, have long lead times for our customers, and sales volumes don’t support keeping parts in inventory. Japanese quality is exceptional, truly, and if you have the taste (and wallet) for these parts we are confident you’ll find a way to get them.

Brands like Injen, Centerforce, KVR, NGK, Unichip, Koyo, and Greddy have many products that are redundant to our own catalog. We are committed to making CorkSport parts the best value on the market but we don’t make everything. We’ve selected a few partners to fill out our product line. The remainders are being dropped from our catalog.

We’ll be launching a new approach to business early next year that builds upon our reputation for high quality parts at an excellent value and supported by the best customer service in the industry. This plan requires a commitment we cannot maintain while serving sales of other brand names. When you think “CS” will you think ‘customer service’ (pardon the lame humor)? We hope so.

There are no gimmicks here. We don’t trademark some odd spelling of a performance sounding words to trick you into believing your getting technology that is different from everything else out there. You are smart enough to recognize that sort of marketing. We could try gimmicks like free shipping but that means we inflate our prices to cover the cost (and thus it is not free to you) or we erode profits and have less opportunity to use them to serve you better. Better to know what you are paying for in my opinion.

Our goal is value. Price, quality, support before/during/after the sale, shipping, packaging, and warranty all go into the value equation. We are focusing our product line in order to offer better value to our customers through improved customer service and support.

Please send us your feedback. We promise to read and consider all of it.

– Rich

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Upgrading Your Engine

Just like the suspension on your Mazda, you need to have a plan when upgrading your engine. There are several areas to consider when upgrading the existing engine in your Mazda and all play a big part. If you were to call me up and ask “What should I do with my engine in my Mazda?”, I would ask you what you are going to be doing with it. There is a laundry list of components in your engine, and when added up can range from several thousand to tens of thousands of dollars. We are going to stick with piston engines for this article. Sorry RX-7 guys!

Starting with the base of the engine the block is the center of everything. Oiling is handled in the engine block which then feeds the cylinder head and in some cases the turbocharger or supercharger. One thing I tell people is when doing any work with the block or bottom end of the motor is to change the oil pump with a new one. Why risk several thousand dollars of a newly built engine on a critical component. If the oiling system fails it can mean throwing out everything and starting over, which no one wants to do. If an upgraded oil pump is available purchase it.


Mazdaspeed Oil Pump for the B6 DOHC

Located in the engine block is the crankshaft. Mazda has been good with supplying most engines with a strong crankshaft. I recommend that you have the stock crankshaft inspected if it is out of the engine. Options for upgrading the crankshaft are cryo-treating and shot peening (stress relieving).

Connecting rods are also located in the engine block. They attach the crankshaft to the pistons. Thankfully, if there are no upgraded connecting rods on the market you can have some made. Most manufacturers of rods will custom build a set if you send them one of your stock rods. When choosing a connecting rod there is two general paths. If you are going with an engine that will not see forced induction you can normally go for a lighter rod which is made from better materials than stock. If you are going with forced induction you will want a connecting rod which is sturdy and can survive detonation in the event a mistake happens.


Carrillo Connecting Rod

Pistons play a big role in how your engine is going to be used. Lower compression pistons are normally used with forced induction engines. High compression pistons are good for a normally aspirated build. With EFI systems both stock and aftermarket making use of knock sensors, it is possible to build a forced induction engine with a relatively high compression engine. Regardless of the compression ratio, forged pistons are the strongest. There are also squeeze cast pistons which are strong as well but not quite as tough as the forged pistons. Some high compression pistons are squeeze cast which results in a lighter piston, and can be strong enough for high RPM use.

Engine bearings can make or break your motor. We recommend the best quality bearings you can buy. Factory Mazda engine bearings are really good as are some aftermarket brands like ACL. For setting clearances of the bearings make sure you speak with your engine machine shop to see what they recommend for your application. Most performance machine shops have years of experience and can provide you pointers for the assembly of your engine.

Cylinder heads carry several parts to look at for a build. Camshafts need to be selected to match your engine build. Normally aspirated performance camshafts and forced induction camshafts have different timing and lift profiles. I recommend speaking with the manufacturer of the camshafts to make sure they will be appropriate for your engine. Installation of performance camshafts may require upgrading the valve train. Some require valve springs to be upgraded along with the lifters and retainers. Again speaking with the manufacturer of the camshafts is a good idea. Performance machine work of the cylinder head should be looked at. Porting your cylinder head for better flow, volume, or efficiency should be looked at as well, as it can get you more gains from the camshafts and other upgrades. Adjustable camshaft gears give you another option for doing fine tuning in your engine. Cam gears can let you extract the last bit of power from your engine with cam tuning.


CorkSport Camshaft Gears for the B6/BP DOHC Engines

Upgrading the fasteners should be considered when upgrading your engine. Critical components like the cylinder head bolts and main cap bolts can be upgraded with a stronger fastener like ARP studs. The advantages they offer besides strength is the ability to re-use them multiple times without fatiguing the hardware.

Manifolds for both the intake and exhaust need to be selected to match the use of your engine. Manifold lengths can affect the power band of the engines. Shorter runners on intake manifolds are normally better for mid-high RPM engines and longer runner manifolds normally develop lower end power and torque. Exhaust manifolds in non turbo motors can be setup for different power bands as well. 4-1 headers are generally for mid and high RPM power. 4-2-1 manifolds are better for mid range power. Turbo manifolds range from log style to elegant custom tubular creations. I will cover more on turbo manifolds in a later post.

Gaskets are the last part of the engine I will cover. Mazda supplies most of the engines with good gaskets from the factory. There are exceptions to look at for a few of the engines like the FS engine in the 99-03 Protege. The factory head gasket is ok, but better parts are available. Upgraded head gaskets from companies like Cometic are available for several Mazda engines including the DISI, FS, and the B6 DOHC/B6T.

Make sure you take a look at all of these areas when upgrading your engine to get the best results. All of the areas listed above, the block, oiling, rods, pistons, gaskets, fasteners, and bearings work only as well as the other parts in the engine. Selecting an exhaust manifold for top end power and not getting the higher compression pistons to get the most for the header can sell your build short. Send us an email if you have any questions on building your Mazda, we have years of experience and would be happy to help.

– Derrick

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CorkSport Contingency Program

After spending some time with a number of Motorsports Marketing minds at the SEMA show last month, we have been contemplating starting a CorkSport Contingency Program to help sponsor successful enthusiasts who are out there campaigning their cars in activities such as AutoCross, Drag Racing, Rally Cross, etc. The program would work similar to other contingency programs with decal placement requirements, sign up in advance and a schedule for contingency awards based on being enrolled in the program and achieving a specified goal.

With this in mind, we’re looking for your input. If you’re a racer and would like to see your sport be the initial run for our CorkSport Contingency Program, drop us a line and let us know.

– Jason