If youโre looking for big power (500+whp) potential for your Mazdaspeed 3 and donโt want to be held back by your intake system then look no further!
Benefits of a huge intake with the easy fitment of a smaller intake
Introducing the CorkSport 4โ Intake system for โ07-โ13 MS3 (Gen1 and Gen2). Featuring mandrel bent piping, a billet MAF housing, and a large aFe dry flow filter; you can get the benefits of a huge 4โ intake with the easy fitment of a smaller intake. We went back to the drawing board for this intake to optimize both fitment and performance. Read on for details!
We truly started from scratch to ensure the best fitment for this intake. The main change is the way the silicone couplers attach to the turbo inlet pipe. To get the pipe as close to the engine as possible for easy fitment, we use a custom-designed coupler off the compressor of the turbo. The 4โ intake pipe fits straight into this, making install just that little bit easier. The biggest change though came at the MAF housing connection.
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Takes up less room than some 3.5″ intakes
Instead of using a silicone coupler between the turbo inlet pipe and the MAF housing, the billet MAF housing is TIG welded directly onto the turbo intake pipe. This further helps fitment and helped us maximize filter size (more on that later). What this means is that you end up with a four-inch intake that takes up less room than some 3.5โ intakes on the market while retaining the OEM mounting points and OEM BPV, PCV, and boost vent ports. It even fits with our 51R battery box!
The benefit of a 4โ intake system is in the flow capacity. Moving up in intake size, even from a 3.5โ to 4โ offers an increase in maximum flow capacity. A bigger intake equals the potential for a larger volume of air ingested by the engine, which equals bigger power potential. You also increase the maximum airflow that can be read by the MAF sensor before it peaks, but you must get a tune to scale the MAF sensor.
So what does this mean for power gains?
Typically, a lower horsepower car will not see a power bump but, big power MS3โs can see an increase in power, just by reducing the airflow restriction before the turbo. While you may not quite be at a 3.5โ intakeโs limit at 600WHP, moving to a 4โ intake will increase the efficiency of your build and reduce the strain on your turbo, with a chance at some extra ponies along the way!
Increasing piping diameter only does so much if you have a highly restrictive filter. We focused heavily on fitting the biggest filter we could to minimize restrictions coming from the filter. We chose aFeโs Pro Dry S material for great filtration and flow, without having to worry about an oiled filter dirtying the MAF sensor. Check out the image below comparing the new 4โ intake filter to the filter used on our 3.5โ intakes. The new filterโs media is larger than the entire old filter!
While the new CorkSport 4โ Intake may be a bit different from our normal intakes, we kept the same billet MAF housing design. A billet machined MAF housing ensures accurate and consistent diameter around the MAF sensor itself vs just using a pipe or plastic MAF housing while also letting us have a TRUE 4-inch inner diameter. This ensures that once calibrated, your MAF sensor will read stable and accurately. To be extra sure MAF readings are great, we pre-install air straighteners to ensure your MAF is getting clean and straight air.
Daily drive your Speed with this 4-inch intake system
With the consistent CNC machine inner diameter at a true 4 inches and the integrated air straighteners, you can daily drive your Speed with this 4-inch intake system and have MAF sensor range over 900whp.
Each CorkSport 4โ Intake System is made from mandrel bent 4โ 6061 aluminum tubing for smooth airflow directly into your turbo. The billet aluminum MAF housing is TIG welded into position, as are all ports and brackets to ensure long-lasting strength. Each intake is finished off in a wrinkle black powder coat for a clean look that will match just about any engine bay. We also include your choice of 4-ply reinforced silicone coupler for the turbo inlet. We have 4โ, 3โ, and OEM diameter silicones so you can be sure your turbo with work great with the CS 4โ intake. To finish it off, we include stainless steel T-bolt clamps for the connections, to prevent any vacuum leaks.
The CorkSport 4 Inch Intake System is a complete package that can help you make big power on your Speed 3. Increase flow capacity and filter size to help that turbo breathe better so you can make more power for longer. Check out the product listing for more images and donโt hesitate to give us a call if you have any questions! Zoom-Zoom!
Searching for more power for your speeds MZR engine?
Are you building your DISI motor, and trying to figure out your next setup? Say no moreโฆ
This next Mazdaspeed-focused blog is going to focus on making some big power numbers, and what it takes to get there. Now is the time to go beyond the scope of the 400-wheel horsepower to look at what it takes for 500 horsepower at the wheels.
In our 400 WHP blog, this is not an all-inclusive guide and the only way to achieve these power levelsโฆ However, itโs something thatโs been tried and tested for years and proven to be a reliable method of making the power youโre after. We are aiming to educate you in the best way to make the most out of your MZR engine.
Letโs get started
With the MZR engine being out for over 10 years, itโs had a lot of time under the knife. We know how the engine responds to different airflow mods, tuning characteristics, fuel, etc.
We also know that 400 Whp is about the limit of the stock bottom end on the Mazdaspeed 3. If you have a Mazdaspeed 6, then you can assume itโd be a bit less given you have AWD and need to account for further drivetrain loss.
It is beyond this point that the motor is in danger and could potentially let go. Keep in mind that at 400 Whp you are nearly doubling OEM power output, and thatโs a lot of strain on those pistons and rods that were never designed to endure that power long term. If you are wanting to go beyond 400 Whp then you should know that you are also looking at the price tag of a Built motor.
Now, if you are relatively new to this, and arenโt very familiar with the basic building blocks of the platform such as the Cobb Accessport, and Upgraded Fuel Pump Internals, then I invite you to read our 400 Whp Blog to build a good foundation. Do you feel you have a good understanding of what it takes to get to 400 Whp? Then you are ready to read on!
When youโre at a point in your build that you are seeking 500 Whp then itโs safe to say that you probably have gotten the more tedious stuff out of the way… You probably have about every bolt-on modification, and you understand what itโs like to work with a professional tuner.
That being said, letโs do a bit of a recap on the 400 Whp mods, so you have a good idea of where we need to go from here.
These are all the recommended/required mods to increase engine airflow and efficiency to make 400 WHP.
– Stock Fueling on Pump Gas usually nets around 330-350 Whp depending on octane and gas quality.
– Stock Fueling on E85 blend fuel usually nets around 370-390 Whp depending on Tune aggression and also Quality of the gas and E85.
– With Aux fueling such as port fuel, or methanol you can easily bump up over the 400 Whp mark and beyond. (Iโll get into the differences more in a bit)
Putting down 500 Whp pretty much requires many of the same mods that 400 Whp does, BUT the primary game changers are the Advanced Bolt Onโs and Fuel.
(If youโd like to refresh your memory on the basic bolt-ons and how they affect your Mazda please refer to the 400 Whp blog.)
Iโm ready for more POWAHH
In the grand scheme of things, making the 400whp is relatively easy and affordable considering it can be done on the stock block. With bolt on parts, fuel, and a tune you can easily hit that number. But as soon as you want to make more, youโre looking at a built engine, as previously mentioned, And thatโs a whole new can of worms.
So, whatโs all involved in a built motor? Thatโs a bit of an open-ended question as there are so many variables to take into consideration. However, โbuiltโ engines usually contain forged pistons and rods with upgraded bearings to handle more abuse. From there, the complexity increases as you get into port work, cams, etc. I will touch on that a bit more later.
Fortunately for you, most engine builders have their entry level engine ready to handle 500 wheel horsepower and itโs a pretty basic build that features stronger internals. But, the tedious stuff like port work is usually reserved for the higher tier engines that are usually built for more power.
I wonโt get into the engine building side of things, as that could turn into a whole other tangent. But you can assume that a built motor may cost you anywhere from 5k and up dependent on the level of motor you go with. From there we can start piecing together our 500 Whp build.
Letโs Talk TURBOโS (Crowd Cheers)
The turbo is the heart and soul of the Zoom-Zoom, so it seems like a suitable place to start.
As we know, the CST4 is happy up to around 400+ Whp. Which is why it was the recommended turbo in the 400whp blog. But now we are ready to take a step up to the CST5 Turbo for the Mazdaspeed which is happy up toโฆ You guessed it! 500+ WHP. With the ability to hit 20 PSI by 3500-3600 RPM and Carry out 30 PSI it really packs a punch for its size. You may be needing to upgrade your intake to pair to the T5, Iโd recommend our Power Series 3.5โ Intake I mentioned earlier. It will come with the 4โ coupler required to mate up to the turbo.
The turbo is available with an internal gate, or an External Gate so you can choose what works best for you. Both options can hit the same power numbers.
Letโs Talk Fuel
โWhat options do I have for bigger injectors?โ
At CorkSport I get this question rather often. Unfortunately, I must tell them โThere arenโt anyโ
Without going too off topic here I will explain why.
Our cars feature a Direct Injection fuel system or DIโฆ And by todayโs standards, itโs a bit primitive. The MZR DISI was one of the first pioneers of modern DI, which is probably why the OEM high-pressure fuel pump canโt even sustain the full potential of the factory injectors. Donโt worry, the CorkSport Fuel Pump internals fixes that problem.
Port Injection is simple and easy to maintain. It works by spraying low pressure fuel into the intake runner where it atomizes in the air stream before entering the combustion chamber. For car guys, itโs fantastic and easy to swap out injectors when you are ready for more fuel.
Direct Injection takes a whole new approach. Instead of the fuel going in through the intake manifold, it goes DIRECTLY into the combustion chamber.
In order to overcome the force of compression, the fuel must be highly pressurized in order to atomize correctly. It also must deliver more volume in a shorter amount of time. This is why your Mazdaspeed has a high-pressure fuel pump.
This causes a whole lot of complications for injector developers because things like fuel pressure also become a huge variable when attempting to create a larger Direct Injector. The bigger the hole on the injector, the more fuel pressure is required to create adequate atomization. Combining that with the rarity, and size of the Mazdaspeed platform, itโs just not worth it for any manufacturer to develop one.
So, whatโs the solution to getting more fuel? Wellโฆ As previously mentioned, you pretty much have 2 choices Port Injection or Methanol. Since both of these are considered Auxiliary fueling, they are controlled by separate controllers, unless you want to ball out and get a Motec ECU that can control the OEM engine systems, as well as your port fuel.
Choosing which system, you want to go with solely depends on your power goals, and how much money you have to spend. Those 2 factors are pretty much the only question you need to ask yourself.
Methanol โ Cheap and simple
Port Injection โ Expensive and Reliable
You must remember that the OEM fuel system, even with E85 in your tank is only good up to around 370-390 WHP. So, everything beyond that is supported by your AUX fueling. If your extra fuel system stops spraying for any reason, that could lead to catastrophic damage depending on how much youโre relying on it. When youโre just trying to nudge over the 400 whp mark on a CST4 or CST5 then Methanol is usually fine in my opinion. But beyond that, Iโd be concerned with the reliability aspect.
When you have a properly set up port fuel kit (Manifold with fuel rail required) it behaves almost as if there is no AUX fueling system. This is especially the case when you have it all integrated into your factory gas tank and donโt need to fill up a separate cell. A quality Port Fuel Kit is pretty full-proof.
Youโll have to make the decision thatโs best for you, but Iโd recommend a port fuel kit to support 500 Whp, vs a heavy spraying methanol kit.
Letโs Talk Manifolds
Manifolds are responsible for transferring all the air in and out of the motor from their respective cylinder. This job is an important one as it needs to distribute the gases as evenly as possible. The more even the flow, the better the performance!
On the Mazdaspeed Platform, the OEM intake manifold is known to be the bigger restriction over its exhaust counterpart. With very unequal flow distribution across the 4 runners, it has been proven not only to restrict power but also cause premature wear and tear on cylinder #3; hereโs why.
This is caused by โover-feedingโ air to #3 in comparison to the other cylinders. Over time this #3 is actively running leaner than its counterparts which is why itโs been deemed the most common cylinder to blow if an engine does give way.
It is because of this, that I always recommend a CorkSport intake manifold for even stock power levels. It may not be required to make 500 Whp, since you can essentially just turn up the boost to counteract the restriction. But in the name of reliability and efficiency, you should always try to help your engine breathe with the most minimal effort while also helping it maintain its health.
The OEM Exhaust manifold may not be as bad as the intake manifold, but itโs still not ideal, especially at this power level. A performance exhaust manifold needs to be designed with exhaust scavenging in mind.
Exhaust scavenging is a very cool effect. The exhaust gases leaving the combustion chamber travel out the individual runners and enter the collector. Itโs at this point that it creates a vacuum-like effect on the runners, assisting the exhaust gases to escape from the other cylinders. This constant scavenging helps improve exhaust flow dramatically, especially when you start making power over 400 Whp.
You can learn more about exhaust Scavenging in our Blog that dives deep into it and shows examples comparing our Exhaust Manifold to OEM!
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When you replace both the Intake and Exhaust Manifolds with a performance unit you are drastically helping your motor improve its efficiency, which can mean 3 things.
1. Make the same power on less boost. 2. Make more power on the same boost. 3. Make Way more power on way more boost.
When you have to push your car less to make the power you want, reliability improves, and it also needs more room on the table for when you want to make even more power later on. That leads us to our next topic, Efficiency Mods.
The Cherry On Top
With a built motor, full bolt-ons, fuel, and a big enough turbo you can easily hit 500 whp.
However, efficiency mods such as Camshafts or Throttle Body will help you make more power easier, or really push the limits of your turbo by improving its ability to perform.
Our CS Camshafts are ideal when you start getting into this power range. It helps with everything from turbo spool, midrange power, and top end. Even on K04 powered speed 3โs / 6โs our cams netted around 20 Whp. You can imagine the kind of exponential improvements it can make as you move up in power.
That being said, if youโre already having a motor built, or you happen to be going inside your motor, its not a bad idea at all to toss these cams in. They will only help you, and if anything, help your car to not need to work so hard when youโre pushing its limits.
To top that off something like our CorkSport Throttle Body has been proven to make more horsepower and flow 33% more CFM than the OEM unit. Up until recently, no other throttle body has been a viable option due to drivability issues. But CS now offers a drop in plug and play unit that doesnโt come with the problems and utilizes OEM ECU logic to function. Modifications like the throttle body are the awesome little bonuses you can do to help the car hit that 500 Whp mark even easier.
Letโs Recap
So, to cover everything that weโve learned: This is what we recommend to achieve 500 WHP
We hope you enjoyed reading this blog, and now have a better understanding of the details that go into making 500 whp. Next, we will be reviewing the inโs and outโs of 600 whp!
We are happy to release the new โmedium bigโ brother to the tried and true CST4, the new CorkSport CST5 Turbocharger for the DISI MZR engine found in the Mazdaspeed 3, Mazdaspeed 6, and Mazda CX-7 Turbo. Finding a middle ground between response and top end power is always difficult when selecting a turbo, yet we believe we have nailed it with the CST5. You get the response of a smaller turbocharger yet retain high horsepower capabilities of a big turbo.
Before we get into power, letโs first discuss what makes the CST5 tick. Itโs all started with a proven MHI journal bearing center section. These offer great cooling capabilities and fantastic reliability, especially when combined with our high performance journal bearings and 360ยฐ high performance thrust bearing. The CST5 can seriously take a beating, and does it in a package that fits perfect in the OEM location.
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Attached to this center section is a compressor and turbine wheel combo that is a little unconventional. Creating boost is a tried and true GTX71 billet compressor wheel that is rated at 56lb/min. The turbine that drives the CST5 is where things get a little interesting. Instead of a standard GT30 10 blade wheel, we chose a MHI TF06 9 blade design. This offers a number of benefits that make the CST5 outshine a comparable 3071 setup. One less blade means lighter weight for faster spool times and higher maximum flow capacity. The TF06 design is also slightly larger than a GT30, yielding a better wheel size ratio for more efficient turbocharger and engine function. For full info on the wheels and what they mean for your Mazdaspeed, check out our design blog HERE.
The new wheels are wrapped in new housings. On the compressor side, there is a 4โ inlet that includes anti-surge ports for optimum compressor operation and longevity. This large size also maximizes efficiency for 3.5โ and 4โ intakes. The turbine side is where there are the most differences from the CST4. The A/R has been increased from 0.66 to 0.82 which provides more top end power to match the rest of its big turbo characteristics.
Now, what does all of this tech mean for you and your car? If you have a stock block you can easily max out power (~400WHP) and stay safe on your rods. Due to the bigger size, the CST5 peak torque is slightly later than the CST4, keeping you safer even before tuning is considered. Having a built block is where things really get interesting. The CST5 will make~450WHP all day on a โcalmโ boost level of 25-26psi. If you really want to push it though, the CST5 has made ~520WHP on ~30-31psi. This versatility allows the turbo to grow with your build. So even if you are stock block now, the CST5 can carry you even after you build your block.
The wheel and housing options delivers great response as well as great power. When pushed to its limits on a built block, 20psi was hit at 3400-3500RPM with 30psi hitting by a surprising 3700-3800RPM. Obviously this isnโt stable for a stock block but is possible on fully built cars with full bolt-ons and a high flowing head.
The versatility continues as the CST5 is offered with internal wastegate or external wastegate turbine housing options. The internal wastegate setup is the best if you want an easy drop-in fitment with great boost control. The external wastegate setup if youโre willing to take a little bit more time for fitment and spend a little bit more money on the external wastegate itself for the best in boost control. The EWG setup offers some great new sounds from a screamer pipe as well. As for power, they are very comparable, as shown in the graph above. The EWG setup makes just a tiny bit more up at the peak, but that is likely due to small variances in tuning. While only the IWG setup is offered at the time of writing, the EWG is coming very soon! Lastly, if you must have a CST5 now, donโt worry, the EWG housing will be sold separately if you want to upgrade down the road.
Both the IWG and EWG options come with a full hardware kit that includes everything you need for install. This means all coolant/oil lines, new gaskets, new crush washers, and even new studs and crimp nuts for both the turbine and downpipe flanges. The EWG setup includes a custom designed elbow for great EWG actuator fitment on Mazdaspeed 3 and Mazdaspeed 6, and the correct clamp to attach it to the housing. More info to come later on an add-on screamer pipe option.
Each CST5 Mazdaspeed Turbo also comes with full CorkSport support, including full-color install instructions, a 1-year warranty, and assistance with any questions you may have. We are extremely excited for you all to get your hands on the CST5 and start making even more power so please check out the product listing for full details and to place to order.