CorkSport is proud to announce the new and improved Version 2.0 Lowering Springs for the 2007 – 2013 Mazdaspeed 3. While the changes are subtle, it never hurts to go back and refine a product that is so well loved by the community
When designing performance lowering springs we want to find the right balance in performance, comfort, and style. When done right performance springs can make a huge improvement in the vehicle’s overall driving experience. That is our goal at CorkSport HQ.
The CorkSport V2.0 springs are very similar to the V1.0 with a ride height drop of approximately 1.1” front and 1.2” rear. This is a fairly aggressive drop, but does cooperate with the stock struts after a bit of bump stop trimming. That is all clearly laid out step-by-step in the included installation instructions.
Now ride height isn’t everything. While it looks great, it also needs to perform great. The CorkSport Sport Springs have specific spring rates so that they perform and feel great for the spirited and daily driven Mazdaspeed 3.
Up front the spring rate is a linear 3.5K and the rear is a linear 4.5K. We specifically design the springs with a higher rear spring rate to help the vehicle understeer vs oversteer characteristics and maintain a proper suspension frequency so your Speed feel solid and planted through the curves and over road imperfections.
Overall, the car is going to feel more lively and connected to the road, giving you more feedback and control to enjoy your Mazdaspeed 3.
You probably also notice a new color! Yes, our new V2.0 are now blue via a durable and corrosion resistant powder coat finish.
Its 2021, you survived 2020 and finally got those last goodies installed on your Mazdaspeed 3…you’re finally fully bolted. It’s been about 6 months and now you want more, but your Tuner keeps telling you you are out of fuel. What the Hell does that mean!?
Let me tell what that means and let me show you the solution via the BEST Port Injection Fuel Kit for your Mazdaspeed 3 or MPS 3. If you know this is the kit for you don’t wait any longer (Link to ALL THE FUEL), but I do invite you to check out the great information below.
Say no to “out of fuel” and say yes to enough fuel to support 750+WHP! But first let’s take a step back to understand the basics.
Why is your Mazdaspeed 3 “out of fuel”?
The Mazdaspeed 3 and 6 use early technology for direct injection injectors which sadly do not have an aftermarket replacement and reach their flow capacity limit quickly. This basically puts a limit on the OEM fuel systems horsepower capacity. From what we have seen firsthand and in the community; the limit is around 360-390whp depending on the performance parts on the engine and the fuel used. The only current solution is to add a port injection system with either 2 extra or 4 extra injectors. We’ll talk more about that.
What is an auxiliary port injection fuel system? – This is a kit that adds (does not replace) port style fuel injectors to the intake manifold so that you can increase the total fueling capacity of your Mazdaspeed or MPS. There are a few ways this can be done and all have been done in the Mazdaspeed Community.
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2 extra or 4 extra injectors (aka 6th Port or 8th Port Injection)
While the CorkSport Port Injection Fuel Kit is designed for 4 extra injectors (8th Port Kit); there are options in the community that only use 2 extra injectors (6th Port Kit). CorkSport believes the 8th Port Injection kit is the superior setup because it has higher capacity, is more reliable and safer for the engine.
With an 8th Port Kit there is an extra injector on each runner of the intake manifold spraying directly into that one and only runner. With a 6th Port Kit there are two extra injectors spraying directly ahead of the throttle body and then depending on the flow distribution of the intake manifold to disperse the fuel to each runner and thus cylinder.
Return vs Returnless Setups
This is another option for Port Injection Fuel Kits in the community. While both have their place, the CorkSport 8th Port Fuel Kit uses a “return” style setup because again it has higher capacity, is more reliable and safer for the engine because it is easier to tune for.
In a “return” style setup the fuel pressure for the extra injectors increase as boost pressure increases keeping a consistent fuel flow rate per injector duty cycle which provides the higher capacity and much more consistent tuning. While the “returnless” style setup just plumbs the extra injectors into the OEM fuel feed to the HPFP. The fuel pressure does not increase with boost pressure and therefore the capacity is lower, around 500-550WHP.
Integrated vs Standalone Fuel System
Lastly is the consideration of how the Port Injection Injectors are fueled. This can come from the OEM fuel tank or from a completely separate fuel tank in the vehicle. Unlike the bullets points above, this is not really a “one is better than the other”, but more of “what suits the needs of your vehicle and uses”.
Integrated Setup
As the name implies this means the Port Injection Fuel Kit sources its fuel from the OEM tank and in-tank pump. This can actually be done a couple ways 1) via the “returnless” setup as mentioned above but that has its issues or 2) via a surge tank that is mounted in the engine bay or cabin…which has some concerns.
The surge tank setup is a very common “racecar” setup and for good reason. It handles high G load corning, acceleration, and braking great and also fuels the entire car, not just the port injection system. However the cost is usually much higher and requires relocation of other engine bay components so you can mount the surge tank. Along with that you can only use one fuel for the entire system so if your car needs a special high octane fuel then you have to use it at all times during operation, whether cruising or full power.
Standalone Setup
In contrary this is a completely separate fuel source via a separate tank. This can be a really great option for the enthusiast that does some spirited driving, maybe some events here and there, but also daily drives their Mazdaspeed 3. How is this the case?
With a completely separate fuel cell for the port injection system you can run the exotic race gas/ethanol in the port injection tank and run normal cheap pump gas in the OEM tank. When you daily drive/cruise you only use the pump gas in the OEM tank and when you want power the port injection kicks in with the high octane fuel. It’s a win/win, especially if you do not have ethanol close by and have to special order the exotic fuel like we do here in the PNW. However this does mean you need a 2nd fuel tank for the port injection which can be a pain, BUT CorkSport has that covered in this complete kit.
Ok let’s recap on where the CorkSport Port Injection Kit for Mazdaspeed 3 fits in:
4 Extra Injectors aka 8th Port Fuel Injection Kit – one injector per runner for more precise fueling
Return Style Setup – Fuel pressure rising with boost pressure for more capacity and precision
Standalone Tank – Cheap pump gas for daily driving and high octane fuel for port injection power in the secondary fuel cell
I don’t know about you, but this sounds like you can have your cake and eat it to!
Image Credit: Shift Sector Coalinga 2020
Let’s look at the components that make up the CorkSport Port Injection Fuel Kit. What’s in the Box:
CorkSport Fender Mounted Fuel Cell
This is a huge element of what makes the CorkSport Port Injection Fuel Kit great. This fuel cell is custom CAD designed specifically for your GEN1 and GEN2 Mazdaspeed 3 to fit hidden under the headlight behind the bumper cover. At 2.6 gallons capacity you don’t need to refill the fuel cell often and there is an integrated level sensor to remind you when you are at 0.8 gallons. No in-cab tanks and smells.
Quantum Fuel Pump
A 380LPH inline fuel pump is used. This is a Bosch 044 style pump that has the flow capacity needed and is e85 safe.
DeatschWerks Fuel Filters
Two fuel filters are used in the system for complete filtration. A pre-pump 100 micron filter filters the fuel flowing from the tank to the pump, therefore protection the pump from debris. A post-pump 10 micron filter filters the fuel even more before entering the fuel injectors, therefore protecting the fuel injectors from very small particulates. Both filters use a dual stage filtration design that incorporates a magnet and a stainless steel mesh media.
Spec’d Length 6AN Fuel Lines
No headaches and ready to go! Like our Mazdaspeed high pressure fuel line, the included fuel lines are the CorkSport Fuel Lines are spec’d to length and fully assembled ready to use. The lines are PTFE lined with stainless steel braiding and a hytrel coating for a sleek finish and protection against abrasion. All fittings minus on 150deg fitting are permanently crimped and sealed.
Fuel Pressure Regulator
An AEM fuel pressure regulator is used for this return style setup. This provides easy adjustment and setup of the fuel rail pressure with the included Fuel Lab Analog Pressure Gauge
Electronics
Too further simplify, a 30amp relay kit is provided. Relays are a critical component in setting up a port injection fuel system. This allows you to safely and reliably provide power and control to the fuel pump. With that a Hobbs Switch is also provided, this acts as a trigger for the relay to apply power to the fuel pump when a set boost pressure is met. Example: when you reach 4psi the Hobbs Switch will signal the relay to apply power to the fuel pump. This is a great setup for daily driven cars because you only turn on the pump when needed vs running at all times. It greatly helps the life of your pump.
Misc Hardware
Lastly is all the misc hardware and brackets to get this into your speed. We’ve got this handled and clearly show the install process with the online color step-by-step instructions.
Alright that’s what’s in the box for the CorkSport Port Injection Kit; now let’s talk about the other required items. There are 2-3 critical items needed to get your port injection kit up and running.
Port Injection Controller
The OEM ECU and Cobb/Versatuner tuning options cannot control the extra 4x injectors in the kit so you will need a separate controller and software for this. There is a simple and proven option with the Split Second Additional Injector Controller AIC1. It comes with a ready to run harness for EV6 injectors and the harness integration for power, signal and control are very simple. Check it out here and add it to your CorkSport Port Injection Kit for a one stop shop.
Injectors
You will need 4x injectors for the CorkSport 8th Port Fuel Kit. The injectors need to have 14mm o-rings top and bottom and the length of 34mm or 48mm (if using the CorkSport intake manifold). To use with the Split Second Additional Injector Controller AIC1; you will want the EV6 connection style. For capacity we recommend at least 1000cc/mm. To cover all these requirements just use the Injector Dynamics ID1050x. They are proven and reliable, you can grab a set right here with the CorkSport Port Injection Kit.
Bonus!
While this is not required for operation, it is highly recommended. The N2MB Racing WOT Box allows you to change the type of Redline and Launch Control cut to a safer method. OEM will deactivate the injectors for this vs the WOT Box deactivates the spark plugs. This is much safer for your engine, especially with running a port injection fuel kit. With this you can also Flat Foot Shift which is faster and way too much fun. (Insert Fireball Emoji Here)
Why doesn’t the CorkSport Port Injection Fuel Kit include these items?
That’s a good question and we have a good reason. Originally the kit was going to, but we asked the community how they would want the kit and the answers surprised us. A lot of people wanted the kit minus the Controller and the Injectors because they already had those items. So we pulled those out of the kit as solo items you can choose to add if needed.
Installing this kit into your Mazdaspeed 3 is a day project with some buddies. Bank on 6+ hours due to the wiring (its always tedious, but important to do right). Read the installation instructions before starting the install so you are ready with all the needed tools and supplies for wiring.
I do want to note that like any project that involves wiring, there will be some wiring required for the install and the extra wiring and connection you decide you need are not included in the CorkSport kit. Every car is different and how each person wants to get things wired up is different. There is also some very minimal drilling required to install the tank mounting brackets.
I hope you found this blog helpful and informative not just to learn about the CorkSport Port Injection Fuel Kit, but to also learn about the other setups and options you can choose from. I hope this helps you decide what is best for your car and goals. Give us a call if you have any questions, we’d be happy to help.
Looking to take the next step on your MS3 journey and move beyond the limits of stock fueling?
Look no further than the CorkSport Auxiliary Fuel Tank for Mazdaspeed 3. We incorporated a ton of features into an aux fuel tank that sits in front of the driver’s side front tire. By using rotomolded construction, we were able to maximize the volume and ease of use to really make a fantastic starting point for your fuel system. Be sure to read on for more info and check out the product listing for full details!
The main focus of the CS aux fuel tank is to maximize capacity without compromising usability and features. We chose rotomolded cross-link HDPE construction to do this. Manufacturing the tanks with this method removes a lot of the restriction that comes with sheet metal tanks so we could keep the tanks cheaper for you while incorporating extra features.
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Adjustable mounting brackets
We were able to maximize the tank to approximately 2.6 gallons for both the GEN1 and GEN2 while retaining great fitment. We even incorporated adjustment into all of the mounting brackets to account for manufacturing and setup variances from one car to another.
Along with fitment comes the flexibility to make the tank work best for your fuel system. We have incorporated mounting locations for both methanol pumps and a standard 044 style mounting bracket. This means you can run a basic single nozzle meth setup while on stock block, then move to a full PI setup once you build your engine, all while using the same tank.
The CorkSport MS3 aux fuel tank also incorporates a bunch of other great features:
An included low level sensor and warning LED that will trigger with ~0.8 gallons remaining in the tank. This gives you plenty of warning before running your aux fuel system dry.
A sump is molded into the bottom of the tank for the fuel pump feed. This prevents fuel starvation from fuel slosh during hard cornering.
A fuel return port is present for use with full port injection setups. If running methanol, this port can be easily plugged.
Warning light, anti-leak, easy refueling, and more!
A billet aluminum cap keeps the tank sealed. Dual O-rings are used to keep the cap in position and prevent any leaks, even if the tank is upside-down.
The tank fill neck was carefully sized to fit with most gas can nozzles and funnels for easy refueling.
An included vent tube keeps tank pressure in check.
The CS aux tank is made from rotomolded 0.19” thick HDPE. This is the same material that most racing gas cans are made from, so you know it will be safe no matter the fuel you use. Each mounting bracket is laser cut and precision formed 304 stainless steel for strength, a great look, and corrosion resistance.
Each cap is made from black anodized billet aluminum for reliable and easy use while being stealthy in your engine bay. Finally, each tank comes with full color installation instructions and CS customer support so you can be sure you will be in a good spot for the rest of your fuel system.
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 more…
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 levels… However, it’s something that’s been tried and tested for years and proven to be a reliable method of making the power you’re after. We are aiming to educate you in the best way to make the most out of your MZR engine.
Let’s get started
With the MZR engine being out for over 10 years, it’s 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 it’d 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 that’s 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.
CorkSport
Now, if you are relatively new to this, and aren’t 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 you’re at a point in your build that you are seeking 500 Whp then it’s 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 it’s like to work with a professional tuner.
That being said, let’s 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. (I’ll 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 On’s and Fuel.
(If you’d like to refresh your memory on the basic bolt-ons and how they affect your Mazda please refer to the 400 Whp blog.)
I’m 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, you’re looking at a built engine, as previously mentioned, And that’s a whole new can of worms.
So, what’s all involved in a built motor? That’s a bit of an open-ended question as there are so many variables to take into consideration. However, “built” 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 it’s 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 won’t 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.
CorkSport
Let’s Talk TURBO’S (Crowd Cheers)
The turbo is the heart and soul of the Zoom-Zoom, so it seems like a suitable place to start.
CST5 Turbo Upgrade – 2006-2013 DISI MZR
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 to… 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, I’d recommend our Power Series 3.5” Intake I mentioned earlier. It will come with the 4” 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.
Let’s Talk Fuel
HPFP System
“What options do I have for bigger injectors?”
At CorkSport I get this question rather often. Unfortunately, I must tell them “There aren’t any”
Without going too off topic here I will explain why.
Our cars feature a Direct Injection fuel system or DI… And by today’s standards, it’s 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 can’t even sustain the full potential of the factory injectors. Don’t 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, it’s 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, it’s just not worth it for any manufacturer to develop one.
So, what’s the solution to getting more fuel? Well… 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.
Leo dropping that cash on a port Injection fuel system
Methanol – Cheap and simple
Port Injection – 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 you’re relying on it. When you’re 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, I’d 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 don’t need to fill up a separate cell. A quality Port Fuel Kit is pretty full-proof.
You’ll have to make the decision that’s best for you, but I’d recommend a port fuel kit to support 500 Whp, vs a heavy spraying methanol kit.
CorkSport Manifold With Fuel Rail For Port Injection
Let’s 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; here’s why.
This is caused by “over-feeding” air to #3 in comparison to the other cylinders. Over time this #3 is actively running leaner than its counterparts which is why it’s been deemed the most common cylinder to blow if an engine does give way.
CorkSport Intake Manifold shown to provide example of even Flow
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.
CS manifolds, FMIC, and 3.5” intake in picture
The OEM Exhaust manifold may not be as bad as the intake manifold, but it’s 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. It’s 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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CS Exhaust Manifold vs The OEM Manifold
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 3’s / 6’s our cams netted around 20 Whp. You can imagine the kind of exponential improvements it can make as you move up in power.
Mazdaspeed Camshafts for DISI MZR Motor
That being said, if you’re 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 you’re pushing its limits.
Performance Throttle Body for 2006-2013 DISI MZR Mazdaspeed
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 doesn’t 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.
Let’s Recap
So, to cover everything that we’ve 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 in’s and out’s of 600 whp!
My Name is Symon Powlison and this is my journey of how I got my Mazdaspeed3 and the Mazda community that became my family.
Let’s head back in time a bit, I was a broke high school student and I had just bought a 1997 dodge avenger, while my friends had all dabbled with modifying their cars at the time, I had not, but I knew I wanted to. The avenger came with an exhaust that sounded ok and some wheels and that’s about it.
When I showed my new car to my best friend Barett (yes Corksport Barett) and talked about build aspirations that never happened, we decided that we both wanted new stereo and subs, 2007-2008 was the time for loud music and lots of bass lol, “Darude Sandstorm” anyone?
I had a lot of fun with that car but long story short the car was towed away late in the night for having a flat tire in a parking lot. Now with little to no money and my little avenger was never to be seen again. All is not lost though because those early years with that car started me on a slow trek of building my own “Racecar” later in life it was the catalyst that started it all.
Fast forward to the year 2012, I’m a bit more established now and I’m getting ready to deploy at the first of the year for 10 months, when my Co-Worker decides to buy a BMW 335i, I made the brash decision to follow suit and I purchased a 2004 Audi S4, my wife was needing a new car anyway so I gave her the Kia Optima I had purchased a few months back.
Everybody was happy because I got my car and my wife got a brand new Kia! My Audi came with Tien lower springs, a nice fender roll job, and a Magna-flow exhaust. The roar of the V8 through the exhaust was great, it had quick get up and go and it looked amazing in the brilliant red paint. This was my first experience with a “quick” car and I was hooked, but with Audi’s, I had no idea how to even begin to work on it if it had problems, and neither did anybody close to me. This is when I knew this wouldn’t last but I thoroughly enjoyed it when I had it.
Symon Powlison
During deployment, I would leave my Audi in the hands of Barett, and return to resume driving bliss with the car, until I left again except this time it would be for nearly 3 years. My wife and I left for Korea in the middle of 2014. My car was out of my possession longer than in my possession and thus while my time away I grew apart from my Audi and wanted something new, different, I wanted a hatchback.
I always liked the way hatches look, the bodylines, the mildly flared fenders, the base stance of the hatchback drew me in. I spent countless hours looking at every model of hot hatches, tirelessly and sometimes redundantly, maybe I could afford this or maybe I should buy. I decided to call Barett from Korea and told him I was coming home and I wanted to sell the Audi and get something I truly desired.
He mentioned getting a Mazdaspeed3, I had seen some videos about them but I was rather set on an all-wheel-drive hatch to drive in the snow, but that was dumb because I hate driving in the snow lol. I decided to give the Speed a deep dive look and man I was impressed, not to mention I had an endless resource if I needed any help.
I was sold, the price was right, the whole car package was right, it checked all my boxes, I wanted a turbo 4cyl with good base stats, something reliable to a degree, and something that I could learn to modify and have help if anything breaks.
I arrived home in the spring of 2017, and scoured the interwebz and found the speed of my dreams, a velocity red 2013 tech package mazdaspeed3 with 69k on the dash. With what money I had left in savings, a small income, and an Audi for a deposit. I marched down to the dealership and literally, 6 hours later I walked out of there with my dream car.
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Funny side note here, when I took the MS3 for a test drive I was by myself, I never drove a 6-speed manual car before and didn’t know how to put the car in reverse, so here I am sitting in somebody’s driveway (huge facepalm) trying to figure out how to put the car in reverse when the homeowner comes out and asks if I need help. I tell him the story he laughs and gives me a push to send me on my way back to the dealer.
That test drive officially sold me on the car, I can still remember the first time starting that car and the first time I hit 15psi of boost, it was amazing and probably the coolest feeling ever while driving. I couldn’t wait to show my wife, I ripped the speed all the way home, and it was nothing but smiles per gallon. I couldn’t have been happier. I am honored to have such a loving wife who was just as excited for me to have a car I desired so much. This was my very first and only turbo car I’ve ever owned and every time the car plants my back to the seat I can help but grin from ear to ear.
I kept the car stock for a year on the dot before I started modifying it, if you’re keeping track it’s now April 2018. I purchased all the necessary supporting mods to keep it from going ZZB. I bought an Access port, HPFP Internals, intake, and pro tune and man did that little K04 Turbo come alive, a few other supporting mods like exhaust and rear sway bar brought the Mazdaspeed to a different level.
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The Speed had no changes for another year or less (early spring 2019), finally, it was time for power mods, big turbo, big FMIC, lots of little bits like injector seals, short shifter, motor mounts, and getting a tune from Purple Drank. The car became a monster, smiles turned to white knuckles gripping the wheel from torque steer, turbo noises for days, and a singing bypass valve that subtly lets you know it’s there on any occasion.
That kept me satisfied for another year till now, this plan is to do both manifolds, cams, and EWG. *Hurray for race car noises*. The transformation of my Speed over the last 3 years has been a rewarding experience, providing me with knowledge and experience and confidence to be able to tackle any problems or situations previously I would have avoided or paid an overpriced shop to fix.
This is the best part of the community I joined when I bought my speed, all the experiences and knowledge that has been shared with me have been nothing short of amazing and I’m truly grateful for the speed community. My wife and I don’t take a lot of vacations, but the two events that come up in the year that you can’t miss are Mazda events.
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I didn’t know that I could miss Idaho as much as I would when I have to leave Papa Keith’s Mazda Takeover event in Boise after a 4-day party. The big bear puts on an amazing event yearly and when it wraps up the withdrawals of it kick in. Those pains are subsided though just two months later when we all get to catch up for CorkSport’s Dyno Day’s! The event that the CorkSport crew puts together is a blast, its high tempo 2-day event that brings our Mazda community together in the Pacific Northwest, I have seen people from British Columbia to Utah come all the way to Vancouver, WA for this event.
These two trips are something that flows into my DNA and I can’t imagine my life without experiencing them or the people I’ve met along the way. My wife and I look forward to these weekends as I’m sure anyone who has gone to them at least once will, we love spending time with our extended Mazda family and I wouldn’t change it for the world.
In closing, to say that a car would change my life would be an understatement, but it did and I wouldn’t want it any other way, so if you see the Red Baron Speed of Newberg out and about, come up and say hi and chat for a minute. I hope to see you all at future events, keep hitting that Boost, and stay safe. See you all on the road.
Symon
Red Baron Speed of Newberg May 28th, 2024CorkSport
