Tag: Mazdaspeed6

Mazdaspeed6 is another terr variant for the Mazdaspeed 6 and MS6 which was released in 2006. It is easy to modify the speed 6 and they are more than capable in the 1/4 mile.

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Inside look: CorkSport Mazdaspeed Turbo Design

The development and evolution of the CorkSport Performance CST5 and CST6 turbochargers are uniquely intertwined.   We’ll be honest, we started with the goal of a single larger turbo than the CST4 in mind, but as development progressed we were not getting the exact results we wanted. We wanted fast spool & transient response, huge power, and to retain the internal wastegate system.  Something had to give…we realized that we were asking too much from a single turbocharger, thus we redefined what we wanted and realized that two separate and focused turbochargers for the Mazdaspeed platform were the ideal choice.

CST5 Mazdaspeed Turbo Billet Compressor
CST5 Billet Compressor

Today we will focus on the design around the glorious CST5 Mazdaspeed Turbo, specifically the theory and design around the wheel selection for the CST5 and why it works.  

CST5 Wheel Design

CST5 Turbine for the Mazdaspeed turbo
CST5 Turbine

The compressor wheel utilized on the CST5 is the well-known and trusted GEN1 GTX71.  Compact and efficient, this compressor is rated for 56 lbs/min flow rate with a relatively high-pressure ratio threshold.  Paired with a 4-inch anti-surge compressor housing and we have a very versatile and responsive compressor setup.

Now here is where the design begins to deviate from the standard path.  The turbine wheel is an MHI TF06 design that is designed for high-performance applications.  The TF06 turbine wheel is the key to the performance of the CST5 Mazdaspeed Turbo. Let’s see how and why below.

If you are unsure of the turbine wheel size don’t worry, that will get covered shortly.  For comparison, the MHI TF06 is very similar in size to the well-known GT30, but there are a few very specific differences that affect performance.  

Turbine Blades

Turbine Blades Mazdaspeed Turbo
Turbine Blades

The first and most obvious difference is the number of turbine blades; this difference has a couple of benefits. First, less weight; even a small difference in weight can make a significant difference in the spool and transient response characteristics of the turbocharger.  Second, reduce flow restriction; with one less blade, the “open” area through the turbine wheel exducer is increased which increases the peak flow potential for top-end power.

Mazdaspeed Turbo Inducer & Exducer

Inducer & Exducer Comparison for the Mazdaspeed turbo and K04
Inducer & Exducer Comparison

Next, are the less obvious differences.  The GT30 has a 60mm inducer and 55mm exducer which equates to an 84trim turbine wheel vs the TF06 with a 61.5mm inducer and 54mm exducer which equates to a 77trim turbine wheel.   

There are two key values to pull from this:  First, the turbine wheel inducer directly relates to the peak flow of the wheel and the overall wheel size balance which we will cover next.  Second, the turbine wheel trim affects the spool and response characteristics of the turbocharger. The smaller the wheels trim the faster the spool and response.  

Size Matters in the Mazdaspeed Turbo

Mazdaspeed CST5 turbo Sizing
CST5 Sizing

Alright here is the most important and commonly overlooked aspect of a turbocharger.  There is a rule of thumb when sizing the compressor and turbine wheels for a turbocharger.  

If the turbine is too large then the turbocharger will be very “lazy” and have trouble building boost.  

If the turbine is too small then the compressor may be overpowering the turbine wheel causing excessive exhaust gas buildup that can rob power even though you may be running a very high boost pressure.  

So what is the right balance?  From our experience in turbocharger design, development and validation along with industry professionals we have consulted there is a rule of thumb we have found when sizing the compressor and turbine wheels.  The exducer of the compressor wheel should be 10-15% larger than the inducer of the turbine wheel as shown in the image above.

CST5 turbo for the Mazdaspeed

So why does this work?  Well, let’s look back a bit first.  Many think you can just install a larger and/or higher flowing compressor wheel onto the turbocharger to make more power.  Now that is true to a point, but quickly the approach becomes very inefficient for the engine. Forcing more air into the engine without improving the flow out of the engine can only go so far.  

Everything that goes into the engine must come out, right?  Increased A/R sizing and turbine wheel sizing is the key to exhausting all the gases from the engine efficiently, and efficiency is key to making power.

With both the CST5 and CST6 Turbo development we focused on the overall performance of the engine, not just the development of a high-performance turbocharger.  

Thanks for tuning in with CorkSport Mazda Performance, more to come…

-Barett @ CS

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Best Mazdaspeed Turbo Upgrades – Choose Your Boost

May of 2015, CorkSport launched its first high-performance drop-in turbocharger for the Mazdaspeed platform.  Fast-forward almost 4 years and CorkSport again is about to redefine what a stock flange turbocharger for the Mazdaspeed platform can indeed be.

The Best 400 WHP for the Mazdaspeed  

The original “CS Turbo” is now the CST4 Mazdaspeed Turbo to follow the turbo line-up. It is the best turbo used to upgrade the OEM K04 Mazdaspeed Turbo. The CST4 took a fresh approach to “big turbo” with all the included hardware, gaskets, and, direct drop-in fitment.  It removed the guesswork for a quick and easy installation, but the benefits didn’t stop there. This “little big turbo” packs a punch for its compact TD05H-18G wheels.  We think it’s best for Mazdaspeed turbo to get started.

Best Mazdaspeed 3 Turbo K04 Upgrade for 400 WHP
Best Mazdaspeed 3 Turbo K04 Upgrade for 400 WHP

With the CST5 and CST6 just around the horizon, it would be easy to forget about the tried and true CST4, but don’t worry this Mazdaspeed Drop-In Turbo got some new love making it one of the best turbos on the market.  You will now have an EWG housing option for the CST4. You can pick it up in EWG setup from the start or if you already have a CST4 that you love, you can get the EWG housing kit to do the upgrade yourself.

Moving onto the CST5 & CST6 the possibilities for the MZR DISI have moved up significantly.  What started as a single “bigger big turbo” has morphed into two “bigger big turbos” that, we feel, better provide for the various power goals of the community.  

Best 500+ WHP Mazdaspeed Turbo

We present to you the CST5

CST5 is the Best 500+ WHP Mazdaspeed 3 Turbo

The CST5 Turbo bridges the gap between drop-in performance and Mazdaspeed’s big turbo power.  The journal-bearing CHRA uses a hybrid TF06-GTX71 wheel setup that provides more top-end than the CST4 with minimal spool and response penalty.  Upping the big turbo feel is a 4-inch anti-surge compressor inlet which will require an up-sized intake system.

Unlike the CST6, the CST5 turbo will be offered in internally waste-gated and externally waste-gated setups.  This provides you with the flexibility to set up your Mazdaspeed just how you see fit and both have been proven 520+ whp on our in-house dyno and tuning courtesy of Will Dawson @ Purple Drank Tuning. This has been the best turbo to achieve 500 WHP.

The Best 600+ WHP Mazdaspeed Turbo

Now… We present to you the Stock Flange Record holder…the CST6

Image: Mazdaspeed-6-big-turbo

Best Mazdaspeed 3 Turbo for 600 WHP

The CST6 redefines what the community thought was possible from the stock turbine housing flange, but first some details.  The ceramic ball bearing CHRA uses a GTX3576r wheel setup that clearly outpowers the CST4 & CST5, but that’s the point remember?  

The Mazdaspeed CST6 Turbo is a legit big turbo. The spool will be later, but still below 3900rpm for the full boost! However, a turbo setup is not intended for low-end response.  If top-end power is your goal, the CST6 is the best turbo for your Mazaspeed and will deliver. In-house testing has pushed the CST6 to 633whp at a fuel limited ~33psi and 7900rpm redline.

Unlike the CST4 & CST5, the CST6 will only be offered in EWG setup.

Best Mazdaspeed 3 EWG For Turbos CST4, CST5, and CST6

In the coming months, we will share more information about the CorkSport Turbo Line-Up; the design, the testing, and validation of each.  Check out these pages for more information about the Mazdaspeed CST5 Turbo & CST6 Turbo along with the new EWG turbine housing option. Get and boost on!

Thanks for tuning in with CorkSport Mazda Performance.

-Barett @ CS

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MZR DISI Injector Seals – The Correct Seal for YOUR Speed

Many years ago we helped bring a revolutionary design to the Mazdaspeed community.  Fast forward 4+ years and you’ll find that the CorkSport Tokay Injector Seals are still the best option for your Mazdaspeed.  

Recently, we had a customer ship their stock block engine core to us for a fresh Dankai 2 Built Block.  During the engine core tear-down and inspection, we found a set of CorkSport Injector Seals installed.  We realized this was a great opportunity to share what we found with the community.

When the CorkSport Injector Seals arrive at your door they look like this:

Brand new a fresh of the lathe with all of their beryllium copper brilliance.  After many thousands of miles of use and abuse they look like this:

Now to the untrained eye you may think they look bad, but the truth is they look fantastic!  The visible top of the seal has a small amount of carbon deposits present. This is to be expected because this surface is exposed to the combustion chamber.  Moving to the side of the seal you can see a distinct clean edge and no carbon deposits on the sides of the seal. This distinct clean edge is where the exterior of the seal is designed to seal in the cylinder head.  This is awesome!

Now let’s look at the inside of the used seals:

Again we see carbon deposits, but they are in and only in the expected locations.  Moving up the side of the seal you can see a “shelf” or “step” that is clean. This is the edge that the fuel injector seals against. Beyond that the inside of the seal is clean.

From this inspection we can see that the injector seal was functioning as designed and doing its job effectively.  

So you might be asking…”What is so special about this design?” Well, we wrote a two-part design blog answering that exactly.  We highly suggest spending the 10 minutes to read these.

Injector Seals Design Part 1

Injector Seals Design Part 2

This is exactly why every single CorkSport Dankai Built Long Block includes a set of CS Injector Seals, but if you’re not looking for a built block but still want the assurance of the CS Seals you can check them out right here.  The install of the seal can be a bit tricky sometimes, especially getting dirty injectors out of the cylinder head.  Because of that we’ve developed an injector puller tool that makes the job MUCH easier.  

We hope you enjoyed this quick tech inspection of the injector seals!  Thanks for tuning in with CorkSport Mazda Performance.

-Barett @ CS

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Mazdaspeed 6 FMIC Comeback!

Since so many of you have asked, we are happy to oblige. The MS6 front mount intercooler kit is making a comeback! Before you get too excited though, there’s still a little bit of a wait before it’s actually being released. We wanted to let all of you Mazdaspeed6 owners know that we haven’t forgotten about you and we have taken our time to ensure this kit comes back better than ever before.

MS6 CorkSport FMIC fitment testing front
MS6 CorkSport FMIC fitment testing

As you can see, the 21”x10”x3” core is staying the same but we are improving the kit everywhere else. This means better fitment, more freedom for SRI selection, and the proven piping design philosophy used in the GEN2 Mazdaspeed 3 FMIC kit. While the MS6 was definitely not designed for an FMIC, the redesigned CorkSport kit makes it easy to say goodbye to the heat soak headache that is the stock TMIC.

MS6 CorkSport FMIC fitment testing Side
MS6 CorkSport FMIC fitment testing

We are still putting the finishing touches on the redesign, and obviously, have a few alignment issues to work out with another round of 3D prints. We can’t say for certain when this will be releasing, but the goal is late spring/early summer 2019. That being said, we will be sure to keep you updated as we inch closer to release.

While we’ve got your attention MS6 owners, are there any features that are a must have for you on this kit? Any other MS6 specific products you’d like to see? Let us know down in the comments (and I’m sorry but orange will not be a piping color option ☺).

Lastly, if you’d like to learn more about what to expect from the intercooler itself, check out the original release blog from way back in 2012 HERE.

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An Inside Look at the CorkSport EBCS

We recently came across one of the original CorkSport EBCS prototypes which gave us a perfect opportunity to break it down and give you all an in-depth look. Read on as I go through what makes the CS EBCS tick, and more importantly how it gives you great boost control on your Mazdaspeed.

Just as a refresher before we dive in, an electronic boost control solenoid (EBCS) allows for precise boost control by using an electric solenoid to help control the wastegate. A boost reference travels to the EBCS where it can either push on the wastegate diaphragm or vent to the turbo inlet pipe. Where the air travels is controlled by the solenoid.

Obviously, the specifics change slightly depending on a number of factors with the turbocharger setup, but the concepts remain similar. Since the solenoid is electronic, it can be controlled within a tune. This means you are not wholly controlling your maximum boost with the spring in the wastegate and can hit boost targets larger than the “10psi” spring in your wastegate. For more information on boost control and the different EBCS setups, checkout Barett’s white paper on the subject.

Now the above image is a little different from the way you are usually seeing the CS EBCS. Not only is it missing the sweet black anodized finish (early prototype remember?), it needs some assembly before it can function properly. Below lists the components in the system and a short description of what they do. Obviously, we are missing a few key o-rings to keep everything nice and sealed, but all the important bits are there.

  • Manifold: This is the air distribution block. Air/boost comes in one port and leaves through a different port. Where the air goes is determined by the bullet valve.

  • Bullet Valve Assembly: More on this later, but essentially the center rod (piston) moves in and out while the black portion prevents air from reaching one of the manifold ports as needed.

  • Tension Spring: Keeps the bullet valve in the correct position when the system is not energized.

  • Coil Seat: Ensures the copper coil stays in place so the valve can operate properly.

  • Coil/Windings: Creates a magnetic field when energized that moves center rod of bullet valve.

  • Solenoid Body & Wiring: Contains the coil and other components. Also attaches the valve to the manifold.

Each one of the “thirds” of the bullet valve corresponds to one port on the EBCS manifold. They are labeled accordingly above. As EBCS is energized, the piston of the valve is pulled by the magnetic field created by the windings. There is a small amount of movement; only about 12 thousandths of an inch (0.012”) to be exact, which is enough to allow air to either reach the wastegate diaphragm or pass by into the turbo inlet pipe. Again this is simplified as it does not touch on duty cycle-the valve is typically rapidly opening and closing (seriously, check out the white paper).

The bullet valve is advanced technology that offers the utmost in fast responding fluid control. In addition, its profile offers the ability to make a pressure balanced valve and have a manifold that fits just about anywhere. All of this tech means you end up making boost faster, minimizing boost spikes, and keeping boost creep in check. If you want the best in boost control for your Mazdaspeed, be sure to pick up a CorkSport EBCS.