Tag: Mazdaspeed3

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600hp Mazdaspeed 3 Build Path – CorkSport Barett’s 2009 Mazdaspeed

If you haven’t heard already, the CorkSport Dyno Day and Summer Event was a blast with food, friends, raffles, a Show-N-Shine, and the continuous string of dyno runs.  The highlight of the dyno runs came when one of the CorkSport Engineers, Barett, put his car on the rollers.  With a few minutes of warm up and anticipation building, it was finally time to see what the “CorkSport Speed” could do. 

600+ WHP Mazdaspeed 3 on Dyno

Getting past the ecstatic crowd to see the dyno screen showed an impressive 620whp/530wtq.  Now, whether you were at the show or not, you may be wondering what Barett’s setup is to support these numbers.  It’s not a short list but is simpler than you would expect. 

In this blog, we are going to layout the WHOLE build to show you how your Mazdaspeed can make 600+whp.  

Dynograph data of Maszdaspeed 3 625 WHP

The engine was built by CorkSport in preparation for setting up the Dankai Engine Program.  It features Manley Connecting Rods and Platinum Pistons, head work very similar to the Dankai 2 Built Longblock, along with the CS BSD (balance shaft delete) and CorkSport Camshafts.  Holding the block together are L19 head studs and ARP 2000 main studs.  

To get the air in and out of the engine efficiently we have an assortment of bolt-on parts and some prototype parts because what kind of CorkSport R&D car wouldn’t have some prototype performance parts on it?  To break this down in the simplest way possible we have laid out a full build list:

600hp Mazdaspeed 3 Build List:

  • CorkSport Built Engine:
    • Manley Pistons – 0.5mm overbore @ 88mm
    • Manley H-Beam Connecting Rods
    • CS Balance Shaft Delete
    • “Dankai 2” Ported Headed: Single Runner Intake, Bowl Work, Combustion Chamber Touch Up, Exhaust Porting
    • CS Camshafts
    • Stock Valve Springs (We would recommend upgrading these and plan to do so ourselves)

Now, this isn’t the complete list, but it does lay out most of the essential parts to get your Mazdaspeed 3 over 600whp.  You might have picked out a couple “prototype” mentions in that list above…well we can share a bit on the new CorkSport Mazdaspeed Turbo.  You’ve seen the power it can make…and it still has some more left in it up top, now check it out some sexy billet and massive turbine.

Mazdaspeed 3 Turbo for making 600 WHP
Mazdaspeed 3 Turbo Turbine Closeup for 600+ WHP

Lastly, none of this power would be possible without the fuel to support it.  As you may know already, the OE direct injection fuel system taps out around 380whp on an efficient build so how do we make another 240whp?  Auxiliary fueling is the key my friends, and we recently posted a blog to help you explore Methanol Auxiliary Fueling that I invite you to read.  To stay focused on Barett’s 600+whp build we have made an auxiliary fueling build list below:

Upgrade Your Turbo with the CST4

Methanol Auxiliary Fueling 600hp Mazdaspeed Build List:

  • AEM Boost Based Pump Controller
  • Snow Performance 5 Gallon Cell Trunk Mounted w/CS Prototype Mounting Bracket
  • AEM 80 micron in-line filter pre-pump
  • ProMeth 220psi Pump (Essential for flowing this volume of methanol)
  • Snow Performance Solenoid
  • Devil’s Own 1in/4out distribution block
  • 4x Devil’s Own 90degree nozzle holders
  • 4x ProMeth Compact Check Valves (Essential for proper AFR control between shifts)
  • 4x Devil’s Own D07 Nozzles (One per intake manifold runner; each flowing ~10gph)

Despite that this auxiliary fuel setup is providing the fuel required to support just over 600whp; it is at the ragged edge of what can be supported.  Looking at the dyno graph further up you can see torque decline after 6000rpm and horsepower go flat. This is due to the auxiliary fuel system reaching its maximum fueling capacity and thus forcing us to reduce boost pressure as engine RPM goes past 6000rpm.  

At this power level, true port injection auxiliary fueling is the correct step to take.  Lucky for you guys and gals, we are currently exploring this path with our product R&D. We plan to give you guys and gals a full breakdown of our experience and how we built a full port injection auxiliary fuel system that can support over 600whp.  

AND…I forgot to mention one very critical aspect of this entire build.  Professional Tuning! This specific build was E-Tuned on the CorkSport in-house dyno by Dale Owen of Gem Tuning.  E-Tuning is a great way to set up your car with the tuner that is the best suited for your platform and vehicle build because it doesn’t require the tuner and the vehicle to be in the same place at the same time.  

Hang tight for more on the PI Auxiliary Fueling and thanks for tuning in with CorkSport Performance.

-Barett @ CS

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All About That CatBack Exhaust

Mazda Catback Exhaust Installed

Ever wonder about the key factors of making a decision about your aftermarket exhaust? Why Cat-back? 

Is it the diameter of the exhaust that says performance? Or is it the type of metal used? What about fitment to your current setup? None of these questions alone answer what you need when making the decision on how to get more power out of your Mazda. Why the CorkSport Cat Back is the choice for your Mazda.

Mazda Cat Back Exhaust

At CorkSport, we have made it our #1 priority to make our customer’s dreams a reality. Whether you drive a Mazdaspeed or a regular Mazda, we’ve made sure to engineer a great fitting exhaust that maximizes engine performance.

Check out the Cat-Back Exhausts by Car Model Below:

Take the Mazdaspeed 3 for example: When you purchase a CorkSport Catback Exhaust, you’re getting T304 stainless steel piping that has been polished to a mirror-like finish.

Mazda Cat Back Exhaust by CorkSport

You’re also getting true 80mm piping, which is slightly bigger than three inches, making our exhaust one of the biggest bolt-on catback systems.

Fitment is also a big concern to us. We make sure our exhaust systems are mandrel bent and TIG welded to make a perfect bolt-on fitment.

Mazda 6 Power Series Cat Back Exhaust

Now that you know our exhaust is 80mm piping, polished to perfection, and made to be a direct fitment, you can bet this exhaust will increase performance and sound. By installing our cat-back exhaust, you’re removing the secondary unmonitored catalyst making the exhaust flow much faster out of the motor. By increasing the velocity of exhaust gases out of the motor, you increase power and make your turbo spool up a little bit faster.

Mazda 6 Cat Back Exhaust

Among the power gains you’ll see from installing the CorkSport Catback Exhaust, you’ll also enjoy the deep growl your Mazda now possesses. Our exhaust has one of the best-sounding tones on the market. With a quality made exhaust, comes quality sound.

When find yourself ready for a cat-back exhaust, be sure to check out CorkSport to ensure you get the highest quality for your ride.

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Brett’s Mazdaspeed Build Part 3

Well guys, I am back with a part 3. I apologize in advance for the delayed release of the 3rd chapter, but the Mazda was out of commission for a bit getting some stuff reworked! That being said, we can now pick up where we left off in part 2!


As I started to settle into my new stake at CorkSport, I started adding on lots of new goodies. At the beginning of the new year of 2017, I got to throw on our prototype Stage II RMM and get rid of my old one for some testing and feedback. Not only did the vibes decrease substantially, it also held the powertrain better and was helping my wheel hop significantly. So while I was at it, I threw on a Lower Tie Bar to help even further, knowing I had plans in the very near future to make over 400 Whp.


It was now Feb. of 2017 and I knew I was wanting to reach my new power goal by Summer. So, I talked to my tuner, Erik with Drama Tune, and scheduled to fly him up here in March to dyno tune the car. I had every single piece needed to complete the 400+ Whp puzzle.

The last missing piece was fuel. At this point in time, I had two options, Port Injection or Methanol Injection. Given, that I only needed a little more fueling head room freed up I went with methanol for ease, and price. For those that are curious, I purchased the Snow Performance Stage 3 Kit.  

I started installing the kit at the beginning of March 2017. Since I was going to be putting bungs into the FMIC piping, I got the kit powder coated as well.  I installed one small nozzle right off the cold-pipe of the intercooler, and another large nozzle right before the throttle body. I left a couple inches to help the alcohol atomize. The total amount I was spraying between the two nozzles was approximately 1000 CC’s of 100% Meth as we were using it for Fuel.  

So, with the car ready my Tuner flew up and we got my car on the Dyno! Keep in mind my car is a stock bottom end, so I knew I was going to be playing with fire a bit. The general rule of thumb here: If you are on a stock bottom end and want to push the car in this fashion, always have a backup plan ready in case the engine gives out.

By the end of the session, I had 3 maps from Erik:

Pump Gas: 340 Whp

E85 Blend (3 Gallons): 390 Whp

Methanol Injection: 430 Whp. (e85 still in the tank for added knock resistance and cooling)

The torque was kept down as much as possible at 380 Ft-lbs @ 4700 RPM. So, the stock rods definitely were not in danger. Ultimately if the block were to give out in this situation, it would more than likely be the piston rings. The stock Piston Rings do not like high heat or harsh temp changes. So, the best thing you can do pushing 400+ hp on the stock bottom end is to allow time between pulls for everything to re-stabilize. This will ultimately increase the time you have before it ‘Splodes. Because, if we are being honest with ourselves, at that power level, its always a matter of when, not if with the stock block.



So, this is how my Mazdaspeed 3 has been for the last year or so power wise. Built block will be in the future soon. But on this next part, I’ll dive into some cosmetics details that I’m sure a lot of people wants to know.

*Hint* “Hey Bro what flares are those”

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Why Lowering Springs?

Whether you want the better handling that comes with the lowered center of gravity, or you want to rid yourself of the wheel gap eyesore.  Lowering springs will give you want you’re looking for.

For running the track, or a spirited drive through the countryside, CorkSport lowering springs are the upgrade you’ve been looking for. By adding lowering springs and lowering the center of gravity of your Mazda allows the car to stay more planted to the road.

One of the biggest things to note on stock suspension is how far upward the suspension travels when hitting a bump. It can make the car feel like it wants to lift off of the road; depending on how fast you’re taking corners. Lowering springs help to correct the car’s suspension travel when you hit a bump in a turn.

Corksport Mazda 3 racer

Lowering springs also have about 25% increased stiffness. For the Mazdaspeed platform, increased stiffness in the rear is a must. Mazdaspeeds like to squat pretty hard when hitting full boost, so any way you can manage to stiffen up the rear is a great modification for your car.

Adding lowering springs also gives your baby amazing eye appeal and a much more aggressive look. Whether you drive a Mazdaspeed3, Mazdaspeed6, Mazda 3, Mazda 6, CX-5, CX-3 or MX-5, lowering springs will get rid of that ugly wheel well gap. The result is a Mazda that carries a much cleaner and more aggressive look and gives you the ability to take it to the track if you want to.

Drop your Mazda for an aggressive look and better handling with the CorkSport lowering springs.

Some people want to drop their Mazda as much as possible, and some don’t. CorkSport lowering springs don’t deliver a super aggressive drop. If you’re not interested in scraping your front bumper on every road bump, the CorkSport lowering springs have the right drop for you, and provide the increased handling capabilities you’re looking for.

If you’re curious about other suspension pieces for your Mazdaspeed, check out our Struts and Shocks combo kits, that give you just what you need for suspension.

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Drag Racing: Just Like the First Time

Ask any of my friends or coworkers and they will quickly tell you “Barett Loves Curves!”

 I’ve always been the first guy to dive into the corner, hit the apex and power out with just a touch of wheel spin.  My car follows suit with its build; upgraded sway bars, big brake kit up front and the steering wheel to hold it all together.  Of course, my friends were always there with the peer pressure to hit 1320…Luke McCarvel being the biggest offender (check out his “Drag Strip Checklist”).   However, one day my opinion changed.  

At some point I realized that I can’t knock it until I try it, so I finally succumbed to the straight line life.

So let’s go through the first line up:  Do a burnout…that was much easier than I expected.  

Ok now roll up to the staging line…don’t be that guy that rolls through and has to back up.  Knuckles white on the steering wheel, heart beating in rhythm with the launch control, closely watching the tree light up…GREEN LIGHT!  Launch…wheel spin to redline. Shift…wheel spin to redline. Shift…try to modulate the throttle, but still tons of wheel spin. Shift…finally the car hooks, builds speed then it’s over in the blink of an eye.  

All that build up waiting in line, doing the burnout, staging, launching and rowing the gears for a few seconds of intense adrenaline.  It was an absolute blast; I couldn’t believe how intoxicating just a single pass was. I wanted more and I wanted it immediately. Back in line, I went.  

My first pass was an awkward 14.37sec @ 119.8mph.  I say awkward because that is a slow ET for the trap speed.  It shows just how much tire spin I was fighting and how much time I was giving up because of it.  With full interior and street tires this was to be expected, however, the crowd thought it was quite funny either way.  

I proceeded to make 3 more passes as the night progressed.  Each time making a small change to the car or to my approach and control of the launch and throttle modulation.   Each pass rewarded me with a small improvement for my efforts. Each pass down the strip left me wanting more from the next pass.

The third pass was the most frustrating of them all.  At the start of the night, I set a personal goal to break into the 12s.  I didn’t know if it was realistic or a complete dream, but I had to start somewhere.  That third pass was also the one that drove me to get my shit together because it teased me with a 13.000sec @ 120.95mph.  So Close!

Alright one more pass, this was the one I could feel it.  30 minutes later I’m staring at the burnout box, line up drop 2nd and get the tires nice and hot.  Pull up to staging next to a real crowd killer (I mean Mustang).  

Yellow… yellow…yellow…….GREEN LIGHT!

Launch…little wheel spin to redline.  

Shift…little more wheel spin to redline.  Shift…modulate the throttle with only a tiny bit of wheel spin.  Shift…now the car really hooks but I’m a few lengths behind that Musta…oh shit there’s the turbo…I’m reeling him in…it’s so close…I fly past him with the rev limiter dancing.

 It’s over…deep breath…that was it I know it.

Now the quick jaunt to the end of the strip then back to the little building and the old guy that’s been racing since flatheads were a thing.  

“Car 610?”

“Yes Sir”

“Here’s your slip.  Is that a Maaazda?”

YES! Hit my goal for the night and the car can still drive me home.  I call that a success.

I parked my car, picked up my 120+mph club sticker and enjoyed the rest of the night with my good friends from Idaho Mazda Takeover.  It was a great night and one I plan to top in the near future.

Anybody have some stock brakes and drag slicks I can borrow?

 

-BS @ CS