Just Released: CORKSPORT 2006-2007 Mazdaspeed 6 Transmission Mount Insert

A Brand New Car in Just 1 Hour:

Wheel hop, driveline slack, and excess movement of the engine, what do these all have in common? All of these issues are easily fixed with the new CorkSport Mazdaspeed 6 Transmission Mount Insert. Within minutes your Mazdaspeed 6 will feel tight, fresh and ready for action, after installing the Transmission Mount Insert. Don’t be surprised when it becomes easier to shift and smoother to drive. Enjoy a new feeling car with a simple fix.


CorkSport-Mazdaspeed-6-Motor-Mount-Insert-600-Blue

Unlike complete replacement motor mounts on the market which can transmit excessive vibration, the CorkSport Motor Mount Inserts fill in the gaps in the factory mount allowing it to retain its vibration isolation while providing a simple and cost effective upgrade to your Mazda for a more enjoyable driving experience.

The CorkSport Advantage:

  • Constructed from high durometer polyurethane: Designed to fill in the gaps in the factory rubber motor mounts to limit the movement of the engine and transmission
  • Patterned after the OEM Mazda mounts for accurate fitment
  • CorkSport Service and Support: Receive a 2 year warranty, full color installation instructions, all of the needed installation hardware and knowledgeable telephone support

The CorkSport 2006-2007 Mazdaspeed 6 Transmission Mount Insert is available  on our online catalog here:  https://www.corksport.com/corksport-2006-2007-mazdaspeed-6-transmission-mount-insert.html

Keep your Mazdaspeed Engine Running Cleaner and Better with the CorkSport Aluminum Oil Catch Can and Drain Valve Kit

Introducing the Aluminum Oil Catch Can and Drain Valve Kit:

After many months of studying our previous design and listening to you, we are proud to announce the CorkSport Mazdaspeed Aluminum Oil Catch Can. The new and improved CorkSport Oil Catch Can will help rid your vehicle of contaminants, sediment, and other unwanted crankcase particles that can cause damage and premature wear to the engine components.

best mazdaspeed 3/ oil catch can kit

The added protection that an Oil Catch Can provides will increase the longevity of your engine. The Oil Catch Can is made of billet aluminum for strength and lightweight. Everything needed to install on your Mazdaspeed 3 is included, even the mounting bracket.

Don’t let your Mazda get contaminated by sediment, crankcase vapors, or unclean oil. With the CorkSport Oil Catch Can you will remove unwanted debris that would normally contaminate the intake tract. This allows for cleaner air entering the engine, lower detonation rates and increased longevity. Complete with 11 feet of reinforced silicone hose you can mount the Oil Catch Can in multiple locations.

oil catch can drain kit

For added convenience, we have developed the Oil Catch Can Drain Valve Kit which can be purchased separately. Draining your Oil Catch Can becomes a simple matter of twisting one lever with this simple-to-use kit. With both the Oil Catch Can and Drain Valve Kit you will have an all-in-one system for prolonging the life of your engine by keeping it clean.

Mazdaspeed oil catch can

You can read more about why a catch can is a good idea and why a catch can from CorkSport is an even better idea here:   https://www.corksport.com/blog/the-dangers-of-direct-injection/   and here:  https://www.corksport.com/blog/the-inner-workings-of-the-corksport-oil-catch-can/

The CorkSport Oil Catch Can is available  at: https://www.corksport.com/corksport-aluminum-oil-catch-can.html

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“Which intercooler should I get?”

“Which intercooler should I get?” At Corksport we get this question almost every day. The debate of top mount intercooler vs. front mount intercooler has been one that has raged on in the forums for years. Just looking around you will see both options on all sorts of cars. So what is the answer?

Mazdaspeed 3 Top Mount Intercooler

 

The Mazdaspeed 3 and Mazdaspeed 6 both come with top mount intercoolers (TMIC’s) from the factory. There are many reasons for this, but the main one is that it is much cheaper to manufacture and install. A Top Mount Intercooler can be installed directly to the engine at the factory so it is ready to drop into the car which saves both time and money.

Beside the TMIC, the other option available is the front mount intercooler (FMIC). Both styles have their pros and cons. The upsides of the TMIC is that it uses the shortest possible path from the turbo to the engine. This reduces the amount of time it takes for the car to accelerate, this feeling can be amplified between shifts when the power comes back on very quickly. The TMIC also is very simple and compact with very few connections and possible places to leak. A TMIC will also weigh very little compared to a FMIC setup and usually is in a place with very good airflow.

 

CorkSport-Intercooler-Mazda-Mazdaspeed-3-Front-Mount-vs-Top-Mount-2

 

The downside of TMIC’s is that they are generally limited in size by the design of the car and can be much smaller than most FMIC’s. They are typically placed very high in the engine bay, raising the car’s center of gravity. Most importantly though, the biggest downside of the TMIC is that it sits in a hot engine bay. Just by sitting on top of the motor, the TMIC can soak up heat thereby decreasing its effectiveness in cooling the air compressed by your turbo.

 

CorkSport-Intercooler-Mazda-Mazdaspeed-3-Front-Mount-vs-Top-Mount

 

The principals are mostly the same for the pros and cons of the FMIC. The core of a FMIC can be much larger, and in the case of a properly designed system, can cool temperatures much more effectively. Being placed further away from the engine and out into the stream of air can make the FMIC much cooler and more importantly, more consistent. One last reason that many people love FMIC’s is the look, nothing says I mean business more than a massive bar and plate core smiling in your rear view.

The biggest downside of a FMIC is that the install process is much longer. Other downsides of FMIC’s can be the much longer piping needed to route compressed air to them. This piping can increase turbo lag and usually has many couplers that can have the potential to leak or cause other issues.

 

So what does CorkSport say? As a general rule we would say if you don’t plan to add more than 50-100 horsepower, a top mount intercooler will work just fine and be much easier on your plans and wallet. If you eventually want to go wild with your car and build it up much higher than stock, you will probably want to look hard at a front mount intercooler. Our advice would be to try to plan in advance what you want out of the car so that you only have to buy parts once.

Happy spooling!

Fuel Pump Comparison Part 3

Welcome back to the Fuel Pump Comparison, Part 3. If you haven’t been following along with us feel free to read Part 1 and Part 2

Corksport dyno testing of fuel pumps for Mazdaspeed 3

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.

corksport

Corksport

 

We now understand why it is so common to hear that the factory pumps are machined to such tight tolerances. At high rates of speed and pressure with a hardened material, you could easily have failures if tolerances were not correct.

When testing the fuel pumps on the dyno, we chose a Mazdaspeed 3 (2nd gen) with bolt-ons and a stock turbo. The factory boost levels we maintained 1700psi all the way to redline with no issues. As soon as we raised the boost slightly, the fuel pump began to drop pressure. With a Cobb AccessPort and a stage 2 reflash, the pressure of the pump would drop under 1000psi by 5000rpms. If you’re going to turn up the boost or run a reflash, an upgraded fuel pump is a must.

dyno results for different fuel pumps on mazdaspeed 3

Our dyno is able to adjust load, so in our testing we chose a load value typical of 4th gear on the street and tested all pumps with the same load on the same day, only hours apart from each other. All the pumps tested performed very similar for power but the stock pump actually ran a lower air/fuel ratio. This is because all of the pumps were tested with no tune. When we changed to the Cobb stage 2 map, the power levels increased but we could not complete the test with the stock pump as it just could not keep up with the demand. With the stage 2 tune, we found the air/fuel ratios to be very, very rich and had a very real possibility for causing high load misfires. We actually experienced that several times on colder days. With no tune, this does not happen but the car did still run very rich in boost with all the aftermarket fuel pumps. With a custom tune though, there should be no difference between the pumps and you can raise the boost without worry of running low on pressure.

Now that you have read Part 3, see Part 1 and Part 2.

Stay tuned for part 4 in our fuel pump comparison series, things are about to really heat up!!!

Inside the upcoming CorkSport Blow Off Valve

When you look at the blow off valves (BOV) and bypass valves (BPV) on the market today you see many examples of the same thing with little to no innovations. For those of you that aren’t aware, BOV’s and BPV’s are valves that vent pressurized air in the tract between the turbo and the throttle body. This prevents the turbo from suddenly stopping or slowing as those can cause unwanted bearing wear on the turbo. A BOV vents this pressurized air into the atmosphere (into the engine bay). A BPV vents that air back into the intake just after the mass air flow (MAF) sensor. Venting back into the intake allows the ECU to correctly meter that air that it has already accounted for. Many times when venting to atmosphere you can get a momentarily rich condition because the ratios are off.

We were talking about innovation though, the last great innovation in valve technology for turbos was probably years ago with pull type valves like the SSQV from HKS. Many years have passed since then and not much has changed, outside of the few valves that partially vent to atmosphere and route the rest back to the intake tract. Typically now you just see one copy after another of someone else’s idea. SURE, it can be hard to innovate in the blow off valve market but we were convinced there was something exciting we could do.

We speak often about your ideas sparking our innovative minds, this project was started by just one of those customer suggestions. We started with a customer submission of using wave springs that led us to design a new valve design to reduce the size and weight of the moving parts.

Key Features of the upcoming patent pending CorkSport Blow Off Valve:

Reduction of spring height  Corksport Blow off valve 1

With the use of a wave spring we are able to reduce the spring height by 50%. The traditional spring sits at 40mm and the CS wave spring sits at a 20mm height. These springs both provide the same force and will move the same distance before experiencing coil-bind.

Reduction of piston size

Corksport blow off valve 2

Because the spring is 50% smaller we are able to reduce the piston and still maintain the same amount of movement. As you can see, just changing to the wave spring we were able to decrease the piston by 33%!!!

What does that all mean?

The reduction in mass is all well and good, but just being smaller isn’t the only benefit (even though that is pretty cool). With the force (F) being the same and the mass (m) decreasing by 33% we can see how the mass relates to acceleration (a) in the formula F=ma. Rearranged, this becomes a=F/m. This means we have accelerated the actual speed of the valve, which means the valve is able to react much faster than a larger valve with a traditional spring (33% faster!) Because the blow off valve is a safety feature to protect the turbo from premature wear, this increase in acceleration can help increase the longevity of the turbo and the system as a whole.

What does all this innovation look like?

Corksport Blow off valve 3

With the reduction in the size of these key parts, we can reduce the body size. This can be especially helpful in situations with airboxes, custom turbo and intercooler kits or even in universal situations where space is at a premium. Below you can see a comparison of similar BOV’s, the spring chamber on our design is significantly smaller but the function is not lost; in fact, we improved it!

Corksport blow off valve 4

To maximize flow, we pushed the piston area out to ensure a larger venting area, this reduces the time it takes to vent the air and allows larger turbos to vent more efficiently. As a blow off valve, this certainly pushes the envelope, we think we can find even more applications for this kind of innovation. We are very proud to be able to offer things for the Mazda market we helped create and will continue to engineer parts that push the scene for you.