A reader ordered a part on eBay and when it arrived it came with a copy of the CorkSport installation instructions.
I feel honored that some other companies value CorkSports quality installation instructions enough to include it with their products.
I must say it concerns me that there are customers out there buying inferior or counterfeit products when they buy from an unknown source or buying CorkSport products second hand.
On a similar note I have made that mistake when I bought some Sharpies at the dollar store thinking I’m getting a great deal on some markers.
Yes.. Read it again.. I bought Sherples not Sharpies and of course they don’t write as well or last anywhere near as long.. Luckily it wasn’t an expensive mistake but it was a lesson quickly learned.
Stick with buying direct and trusted sources. You don’t want to end up with a Sherple.
When you order from us direct your products will come with the CorkSport warranty and guarantees.
Counterfeits, Sherples and Buying Direct March 11th, 2014CorkSport
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”
The Oregen Region SCCA Magazine Publication Loud Pedal recently featured fellow CorkSport co-founder Derrick Ambrose and “the Ultimate Mazda Performance Guide”. Loud Pedal makes an awesome coffee table mag and includes some great info on the SCCA scene. If you aren’t familiar with the Oregon SCCA they have a great site with events, racing info and how you can get into Road racing, rally, solo or whatever you may want to try. Check them out here: https://www.oregonscca.com/
Check out their latest copy of Loud Pedal online and order a subscription to have a copy on the pool table in your mancave.
Plus checkout their recent shout out for the “The Ultimate Mazda Performance Guide” below:
To order a copy of The Ultimate Mazda Performance Guide – Click Here.
I have been getting more and more excited about the Mazda Skyactiv Diesel engines which are due to arrive in North America this spring. My thoughts have been a bit skewed with estimating power numbers with down-pipes, cranking up the boost, and doing crazy low RPM burnouts in the first 4 gears with mountains of torque. My dreams were dealt a big blow yesterday as the news was released by Mazda that the diesels have been delayed. Again.
Seeking an answer as to why the holdup I went to look at Mazda’s official press release. The Mazda official text is below
“Mazda North American Operations today announced that the launch of its SKYACTIV-D clean diesel engine in North America is being further delayed from its Spring 2014 announced debut timing.
While Mazda understands its SKYACTIV-D can meet emission regulation requirements without the use of a NOx after-treatment system, it was decided that further development is required to deliver the right balance between fuel economy and Mazda-appropriate driving performance.”
I read this as Mazda wants to make sure the car is trouble free for North America and I am giving them props for this. In the rest of the planet people are more familiar with diesels and the needed upkeep with urea injections to keep NOx lower. Mazda is trying to do away with the need for this completely making the car similar to owning a standard petrol powered car which I am in agreement with. Your average American is used to a diesel in an F350 or a Dodge not a passenger car and the last thing you want is people having problems with their cars and posting to Yelp about it for not understanding the real issue.
So for now my burnout dreams will be just that, dreams until Mazda gets it all sorted out. I wonder if they would let me take one of the 25 hours of thunder hill cars for a weekend to hold me over…
-Derrick
Who Wants The SKYACTIV-D? September 11th, 2017CorkSport
