CorkSport is proud to announce the single exit exhaust system for the Mazdaspeed 3, 2010 – 2013.
The CorkSport single exit cat-back exhaust has been designed to replace your entire exhaust system from after your catalyst with straight through pipe to minimize exhaust restrictions and provide a deeper tone.
It features mandrel bent, TIG welded 80mm piping for a smooth flow and clean solid connections. The corrosion-resistant T304 polished Stainless Steel construction and 100mm Stainless Steel tip ensures a long life and provide a polished aftermarket look to your exhaust system. Also a weight savings of 22 lbs over the factory OEM system.
We have been bombarded with messages, emails and calls if the hood scoop is ready. Perfection takes time, and the wait is over. We are glad to announce the Mazdaspeed 3 Carbon Fiber Hood Scoop.
Designed for the 2010 – 2013 Mazdaspeed 3 for a precision fit. CorkSport’s new hood scoop will allow your Mazdaspeed to open up and improve airflow to the top mount intercooler (TMIC). The demand is high, and these are going out the door fast.
New Product Release – Mazdaspeed 3 Silicone Intake Elbow
The Mazdaspeed 3 Silicone Intake Elbowis a great upgrade to dress up your engine bay, replacing the accordion style plastic oem tube. For those people with a 2007-2013 Mazdaspeed that want that fine look to clean up their engine.
– Mazdaspeed 3 Silicone Intake Elbow –
This is a simple and direct replacement of the OEM accordion style tube allowing for smoother airflow and easy fitment.
Custom formed for perfect fitment: The CorkSport Mazdaspeed 3 Silicone Intake Elbow has been designed to be a clamp-in replacement for the stock non-reinforced rubber hose.
Air Flow: Protects the cooler intake air from the engine bay and allowing for smoother air flow.
Six Layer Silicone Part: Contains five layers of reinforcement for a strong yet flexible connection that will not deteriorate over time and crack like the conventional stock rubber hose.
Available in three color options: Complete the look of your engine bay by matching the hose color to your other CorkSport silicone connectors and boost tubes.
CorkSport Service and Support: Receive full color installation instructions, all of the needed installation hardware, and knowledgeable telephone support.
We have so many people ask for bigger intakes and MAFs that we set out to make a better one. Traditionally most MAFs are constructed from a welded pipe with various fittings for the MAF sensor to sit on or they are machined tubes with various fittings welded or bolted on.
What are the limitations to the current way of doing things? Most companies call a 76mm (3”) MAF, 3” because the outside diameter (OD) is 3” or 76mm. That really doesn’t tell you the amount of air the intake can flow. It tells you that you are using 3” connectors but the inner diameter (ID) could be anything.
For reference, the stock MAF is 68mm ID. Once you are in the low 300whp range your MAF sensor will read 5volts. This means that your MAF is “topped out” and does not have the ability to adjust fuel trims and timing properly. To get the headroom of tuning you must upgrade to a larger MAF diameter.
The Power Series 3″ Intake System is fabricated with a high polished 3-inch turbo inlet pipe and a true 3″ inside diameter MAF housing. The velocity stack design smooths air flow for maximum performance.
CorkSport Intake System
In order to increase the ability for a large MAF to flow as much as possible and still not top out we decided we wanted to “bell” the MAF entrance. This effectively increases the air velocity, flowing more air. This is almost a 10% increase in velocity over the non “bell” version of the same MAF. This is something that is not done on a welded MAF. You can also make the MAF any size you want so making a true 76mm MAF is possible. This added head room allows your mods to go further and gives you the ability to tune for more power.
“Other” Intake System
Name – CorkSport
Unit
Value
Maximum Velocity
m/s
61.214
Name – Other
Unit
Value
Maximum Velocity
m/s
56.198
To help with proper idle and cruise resolution we also added a splitter to straighten the air in front of the MAF giving a better signal to the ECU.
If you plan on upgrading or have already upgraded your turbo this upgrade is a must to keep your MAF sensor functioning within its calibrated range.
Designed Specifically for Mazda: All CorkSport parts have been designed and tested specifically for Mazdas.
True 3″ MAF: Machined with a True 3″ inside diameter MAF.
Turbo Inlet Pipe: A precision high polished 3″ aluminum turbo inlet pipe..
Durable Dry Flow Air Filter: Reusable and water resistant, this unique non-woven filter media does not require oil to filter and trap dirt and actually sheds dirt under engine vibration, unlike cotton gauze which holds contaminates until you clean the filter.
Custom Reinforced Silicone Connectors: Constructed from multi-layer nylon braid to provide more strength and power and a smooth internal transition for less turbulence and optimal flow.
Upgraded Turbos: Highly recommended for Mazdaspeeds with upgraded turbos.
CorkSport Service and Support: Receive a 2 year warranty, full color installation instructions, all of the needed installation hardware, and knowledgeable telephone installation support.
Todays the day, CorkSport is releasing the High Pressure Fuel Pump system to the public. The demand is high, people have been asking us for weeks when these are coming. To get yours, click here and order yours today. They will be shipped first in first out so get in line soon to get yours.
In case you missed our 5 part blog series here are some great points.
“… 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.”
“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.”
“Now that we have a good understanding of the basics for these high pressure fuel pumps we can start to really dig deeper into the specifications. One of the items we were really curious about were the materials used in the construction of these pumps. We decided to have the hardness tested and ascertain the materials used. The factory pump internals do not use any coating, the hardness test showed us that the internals went through a hardening process as the core was significantly softer than the surface. Because of these hardness requirements, many other aftermarket internals use a coating of some sort to decrease friction between the piston and the sleeve. As for what the stock internals are made from, we answered that. Except for the hardening procedure, according to their chemical breakdown, they match a common die steel, so nothing too fancy.”
“ … We then built all the internals available in SolidWorks and tested the efficiency of them all for flow design and volume. This was merely the beginning of our design phase but helped us realize many great ideas (as well as a few not so great ones). We ended up with a design unlike any other on the market that, according to the data, would be more efficient than anything on the market.”
“After choosing a very strong alloy for our internals, we then machine their tolerances to an incredible 6 microns! To make sure the tolerances are paired for life, we serialize the parts to prevent any issues and to track the life of the pumps. We then surface treat the pumps to achieve the alloys maximum strength; only after the maximum hardness is achieved do we apply our surface treatments to bring the overall durability to an even higher level”
