The CorkSport CST5 is HERE!

We are happy to release the new “medium big” 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.

CorkSport CST5 Turbo Front
CST5

Before we get into power, let’s first discuss what makes the CST5 tick. It’s 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 360° high performance thrust bearing. The CST5 can seriously take a beating, and does it in a package that fits perfect in the OEM location.

CST5 Billet Compressor
CST5 Billet Compressor

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.

CST5 Turbine
CST5 Turbine

The new wheels are wrapped in new housings. On the compressor side, there is a 4” inlet that includes anti-surge ports for optimum compressor operation and longevity. This large size also maximizes efficiency for 3.5” and 4” 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.

CST5 Internal Wastgate
CST5 Internal Wastegate

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 “calm” 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 isn’t stable for a stock block but is possible on fully built cars with full bolt-ons and a high flowing head.

CST5 Dynograph Comparison
CST5 Internal Wastegate vs. External Wastegate

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 you’re 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, don’t 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 MS3 and MS6, and the correct clamp to attach it to the housing. More info to come later on an add-on screamer pipe option.

CST5 Included Hardware Kit

CST5 Hardware Kit – Included!

Each CST5 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.

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Mazdaspeed Turbo – Choose Your Boost

May of 2015, CorkSport launched its first high performance drop-in turbocharger for the Mazdaspeed platform.  Fast-forward almost 4 years and CorkSport again is about to redefine what a stock flange turbocharger for the Mazdaspeed platform can truly be.  

The original “CS Turbo” is now the CST4 to follow the turbo line-up that is soon to launch.  The CST4 took a fresh approach to “big turbo” with all the included hardware, gaskets, and of course direct drop-in fitment.  It removed the guess work for a quick and easy installation, but the benefits didn’t stop there. This “little big turbo” packs a punch for its compact TD05H-18G wheels.  

With the CST5 and CST6 just around the horizon it would be easy to forget about the tried and true CST4, but don’t worry this Mazdaspeed Drop-In Turbo got some new love also.  You will now have a EWG housing option for the CST4. You can pick it up in EWG setup from the start or if you already have a CST4 that you love, you can get the EWG housing kit to do the upgrade yourself.

Moving onto the CST5 & CST6 the possibilities for the MZR DISI have moved up significantly.  What started as a single “bigger big turbo” has morphed into two “bigger big turbos” that, we feel, better provide for the various power goals of the community.  

We present to you the CST5

The CST5 bridges the gap between drop-in performance and big turbo power.  The journal bearing CHRA uses a hybrid TF06-GTX71 wheel setup that provides more top-end than the CST4 with minimal spool and response penalty.  Upping the big turbo feel is a 4in anti-surge compressor inlet which will require an up-sized intake system.

Unlike the CST6, the CST5 will be offered in both internally waste-gated and externally waste-gated setups.  This provides you with the flexibility to setup your Mazdaspeed just how you see fit and both have been proven 520+whp on our in-house dyno and tuning courtesy of Will Dawson @ Purple Drank Tuning.

Now… We present to you the Stock Flange Record holder…the CST6

Image: Mazdaspeed-6-big-turbo

The CST6 redefines what the community thought was possible from the stock turbine housing flange, but first some details.  The ceramic ball bearing CHRA uses a GTX3576r wheel setup that clearly out powers the CST4 & CST5, but that’s point remember?  

The CST6 is a legit big turbo, spool will be later, but still sub 3900rpm for full boost, however a turbo setup like the CST6 is not intended for low-end response.  If top-end power is your goal, the CST6 will deliver. In-house testing has pushed the CST6 to 633whp at a fuel limited ~33psi and 7900rpm redline.

Unlike the CST4 & CST5, the CST6 will only be offered in EWG setup.

In the coming months, we will be sharing more information about the CorkSport Turbo Line-Up; the design, the testing, and validation of each.  For more information about the CST5 & CST6 along with the new EWG turbine housing option, check out these sneak peek pages.  

Thanks for tuning in with CorkSport Mazda Performance.

-Barett @ CS