Red Baron Speed of Newberg

My Name is Symon Powlison and this is my journey of how I got my Mazdaspeed3 and the Mazda community that became my family. 

Let’s head back in time a bit, I was a broke high school student and I had just bought a 1997 dodge avenger, while my friends had all dabbled with modifying their cars at the time, I had not, but I knew I wanted to. The avenger came with an exhaust that sounded ok and some wheels and that’s about it.

When I showed my new car to my best friend Barett (yes Corksport Barett) and talked about build aspirations that never happened, we decided that we both wanted new stereo and subs, 2007-2008 was the time for loud music and lots of bass lol, “Darude Sandstorm” anyone? 

I had a lot of fun with that car but long story short the car was towed away late in the night for having a flat tire in a parking lot. Now with little to no money and my little avenger was never to be seen again. All is not lost though because those early years with that car started me on a slow trek of building my own “Racecar” later in life it was the catalyst that started it all. 

Fast forward to the year 2012, I’m a bit more established now and I’m getting ready to deploy at the first of the year for 10 months, when my Co-Worker decides to buy a BMW 335i, I made the brash decision to follow suit and I purchased a 2004 Audi S4, my wife was needing a new car anyway so I gave her the Kia Optima I had purchased a few months back. 

Everybody was happy because I got my car and my wife got a brand new Kia! My Audi came with Tien lower springs, a nice fender roll job, and a Magna-flow exhaust. The roar of the V8 through the exhaust was great, it had quick get up and go and it looked amazing in the brilliant red paint. This was my first experience with a “quick” car and I was hooked, but with Audi’s, I had no idea how to even begin to work on it if it had problems, and neither did anybody close to me. This is when I knew this wouldn’t last but I thoroughly enjoyed it when I had it. 

Symon Powlison

During deployment, I would leave my Audi in the hands of Barett, and return to resume driving bliss with the car, until I left again except this time it would be for nearly 3 years. My wife and I left for Korea in the middle of 2014. My car was out of my possession longer than in my possession and thus while my time away I grew apart from my Audi and wanted something new, different, I wanted a hatchback. 

I always liked the way hatches look, the bodylines, the mildly flared fenders, the base stance of the hatchback drew me in. I spent countless hours looking at every model of hot hatches, tirelessly and sometimes redundantly, maybe I could afford this or maybe I should buy. I decided to call Barett from Korea and told him I was coming home and I wanted to sell the Audi and get something I truly desired. 

He mentioned getting a Mazdaspeed3, I had seen some videos about them but I was rather set on an all-wheel-drive hatch to drive in the snow, but that was dumb because I hate driving in the snow lol. I decided to give the Speed a deep dive look and man I was impressed, not to mention I had an endless resource if I needed any help. 

I was sold, the price was right, the whole car package was right, it checked all my boxes, I wanted a turbo 4cyl with good base stats, something reliable to a degree, and something that I could learn to modify and have help if anything breaks. 

I arrived home in the spring of 2017, and scoured the interwebz and found the speed of my dreams, a velocity red 2013 tech package mazdaspeed3 with 69k on the dash. With what money I had left in savings, a small income, and an Audi for a deposit. I marched down to the dealership and literally, 6 hours later I walked out of there with my dream car. 

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Funny side note here, when I took the MS3 for a test drive I was by myself, I never drove a 6-speed manual car before and didn’t know how to put the car in reverse, so here I am sitting in somebody’s driveway (huge facepalm) trying to figure out how to put the car in reverse when the homeowner comes out and asks if I need help. I tell him the story he laughs and gives me a push to send me on my way back to the dealer. 

That test drive officially sold me on the car, I can still remember the first time starting that car and the first time I hit 15psi of boost, it was amazing and probably the coolest feeling ever while driving. I couldn’t wait to show my wife, I ripped the speed all the way home, and it was nothing but smiles per gallon. I couldn’t have been happier. I am honored to have such a loving wife who was just as excited for me to have a car I desired so much. This was my very first and only turbo car I’ve ever owned and every time the car plants my back to the seat I can help but grin from ear to ear. 

I kept the car stock for a year on the dot before I started modifying it, if you’re keeping track it’s now April 2018. I purchased all the necessary supporting mods to keep it from going ZZB. I bought an Access port, HPFP Internals, intake, and pro tune and man did that little K04 come alive, a few other supporting mods like exhaust and rear sway bar brought the Mazdaspeed to a different level. 

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The Speed had no changes for another year or less (early spring 2019), finally, it was time for power mods, big turbo, big FMIC, lots of little bits like injector seals, short shifter, motor mounts, and getting a tune from Purple Drank. The car became a monster, smiles turned to white knuckles gripping the wheel from torque steer, turbo noises for days, and a singing bypass valve that subtly lets you know it’s there on any occasion. 

That kept me satisfied for another year till now, this plan is to do both manifolds, cams, and EWG. *Hurray for race car noises*. The transformation of my Speed over the last 3 years has been a rewarding experience, providing me with knowledge and experience and confidence to be able to tackle any problems or situations previously I would have avoided or paid an overpriced shop to fix.

This is the best part of the community I joined when I bought my speed, all the experiences and knowledge that has been shared with me have been nothing short of amazing and I’m truly grateful for the speed community. My wife and I don’t take a lot of vacations, but the two events that come up in the year that you can’t miss are Mazda events. 

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I didn’t know that I could miss Idaho as much as I would when I have to leave Papa Keith’s Mazda Takeover event in Boise after a 4-day party. The big bear puts on an amazing event yearly and when it wraps up the withdrawals of it kick in. Those pains are subsided though just two months later when we all get to catch up for CorkSport’s Dyno Day’s! The event that the CorkSport crew puts together is a blast, its high tempo 2-day event that brings our Mazda community together in the Pacific Northwest, I have seen people from British Columbia to Utah come all the way to Vancouver, WA for this event. 

These two trips are something that flows into my DNA and I can’t imagine my life without experiencing them or the people I’ve met along the way. My wife and I look forward to these weekends as I’m sure anyone who has gone to them at least once will, we love spending time with our extended Mazda family and I wouldn’t change it for the world. 

In closing, to say that a car would change my life would be an understatement, but it did and I wouldn’t want it any other way, so if you see the Red Baron Speed of Newberg out and about, come up and say hi and chat for a minute. I hope to see you all at future events, keep hitting that Boost, and stay safe. See you all on the road.

  • Symon

Mazdaslow to Mazdaspeed

Let me take you to an extraordinarily dull time in my life, the last time I started my car when it was still stock.

September 14th, 2018 was a beautiful September day in Washington. I started my car at 6:45 am, just like every other weekday. The car burbled to life, but it was relatively quiet, flat, and a bit uninteresting. No one knew I was leaving for work – I wasn’t shaking any windows, but that was going to change.

At CorkSport

Once I arrived at work and spread some Friday cheer, I settled in. Almost immediately, I could feel the pile of parts in the corner behind my desk, glaring at the back of my head. I thought to myself, “Don’t turn around – focus damn it!” The day had finally come – install day. Thankfully with our awesome half-day Fridays, I was out of the office and on my way to Brett’s house before 12:30 pm. 

After we loaded up Brett’s Rodeo with a load of parts, we set sail to our destination, a place where many tears have been shed, knuckles have been busted, and where dreams have come true; Brett’s garage. Every tool you’ve ever needed and gadgets you didn’t know existed. There were even a few specialty items present, that if he didn’t have quite frankly, this couldn’t have happened.

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We started with thorough degreasing of the engine bay and setting up the essential supplies- because what is an install day without beer and snacks! Once the car has cooled down, I started with taking out the battery box, intake, and intercooler; and then the fun really started. I’ve read the horror stories, I’ve watched the videos, and I thought I spent enough time mentally preparing myself for what was about to come – I was wrong.

The Downpipe

We all know about the Mazdaspeed downpipe on our cars. The devil engineered the placement of this thing, and he had his minions tighten the bolts. There isn’t enough PB blaster in the world to help the corrosion and excessive heat that these bolts withstand. We got the first one out with little to no issue, but it just got progressively harder from there. It was only a matter of time before rounding off the edges of that last bolt. Thankfully Brett has an extractor tool that we hammered on there, and with the small act of god, it was successfully extracted.

My experience with removing the downpipe from the exhaust, as is everyone’s experience, was different. Mine was influenced by the previous owner adding a 2.5″ resonated exhaust on it from the second cat back. The downpipe didn’t want to come out until I wiggled a pry bar in between the flange and put Brett’s Caliper spreader in there (again tools I didn’t even know I needed) and applied sheer grunt force. I got the flange to bend, and after learning a few new choice words, we got it out. By this time, it was 11:30 pm, and we still had a few other things to unbolt before the exhaust came out. Instead of using power tools and waking every neighbor up in a two-block radius, we called it a night.

The Morning After

After some much-needed coffee, we made it back from the hardware store (replaced the downpipe nut from hell) it’s time to party. We started with sliding in my new downpipe with the High flow Cat what a breeze compared to taking it out. Next came my intake, I went with the 3.5″ so I don’t have to buy another one when I finally go with our CorkSport CST4 turbo. Still might go with the new CST5. Then I put in my ECU Relocation Box, and I have to say, what a clean looking piece to have in your engine bay! 

Mazdaspeed 3 TMIC Top Mount Intercooler

We changed out the OEM spark plugs for some NGK 6510 gapped to .026 and started to put on my new TMIC that is rated up to 450WHP after we got the TMIC it was time to put on my shiny new boost tubes Engine bay= Complete.

Now time to get underneath and put on my highly anticipated Non-Resonated Cat-Back exhaust and my Stage II RMM. Goodbye, torque steer! Once we had the exhaust mostly in place, I realized if I didn’t have the CS exhaust hangers I would have been in trouble. The person before me had his exhaust welded quite poorly in place of the hangers, and I didn’t have an option to use my OEM ones. 

Moment of Truth

After everything was double-checked and rechecked, it was time for the moment of truth. I hooked up my battery, I flashed my new tune from Erik Bjork at Drama Tune, and now it was Go Time! I will say hearing my car make those sweet sounds was one of the best moments of my life. I’ve been waiting for this moment since I purchased my car, and it was one of the most surreal experiences I have ever had.

We let the car run for a few minutes and checked to make sure I didn’t have any leaks, and then we headed out for a test drive.

In the immortal words of George Takei “Oh My!”

That was my thought, EVEN on just a base map. My car felt and sounded 1000% different than before. The intake was amplifying fun new mechanical noises – like I was hearing my turbo and BOV dance for the first time. The crackle from the exhaust on a hard 2nd to 3rd upshift was intoxicating, all the while my RMM putting in work to make sure I don’t torque steer into someone’s front lawn. What an experience! I would even call this life-changing for me. The funny part of the story is that I wasn’t planning on buying all these items at once – true intentions of a foolish car enthusiast. Thankfully for me, I have a fantastic career within CorkSport and have a great friend that helped me make my dreams come true. Who wants a stock car when you work for the number one place in the world for Mazda Performance, not this guy.

Zach from CorkSport

Keep an eye out for my turbo blog, because it’s only a matter of time until the mod bug bites me again.

Mazdaspeed Cast Exhaust Manifold

Today is a huge day for the Speed community; one that has been coming for a long time with both celebration and frustration. Never the less time is up and this project is ready for the community as a whole!

We are proud to announce the Performance Exhaust Manifold for the Mazdaspeed 3 & 6! With over 2 years in development, the MPS exhaust manifold has been long waiting, but for good reason. A project of this scale does not happen overnight; many variables have to be considered, evaluated, and verified.  

I’m confident you have seen “leaked” images from our 6 Alpha and Beta testers over the recent month, but we can make it official.  

CorkSport

But with so many options currently available what makes the CorkSport option compelling? Why should you care?  

That’s a great question and one that can easily be answered with multiple great reasons. The most obvious is the design: this includes the overall shape and the type of material & manufacturing.  

Mazdaspeed Exhaust Manifold

Material & Manufacturing: In our initial investigation and vetting of this project we strongly considered two primary manufacturing methods; Casting and Tubular fabrication (check out the blog here). In a nutshell, we opted for a cast manufacturing method because it reduced the chance of failure modes, reduced the overall size and weight, and gave us more flexibility in design.  

Like most exhaust manifolds, we opted to use 304 stainless steel because it is corrosion-resistant, handles heat well, and is a common and cost-effective material.  

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Following up is Design: The list of details that went into the design is far too long to list here, but we can cover the major items that define the CS Exhaust Mani. With investment casting, we had a lot more flexibility in design with the bend radius, diameters, and wall thickness of the individual runners. This allowed us to increase the inner diameter of the runners to 1.59 inches, achieve a 0.200-inch wall thickness, and fine-tune the path and bends of each runner to optimize runner length and flow.  

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With that flexibility in design, we were able to increase peak flow and improve flow balance per runner. Overall we were able to increase peak flow 45% over the OEM manifold and 33% over the XS Power V3.  

Next up in design, and arguably the most exciting and unique aspect, is the modular flange system.  

Mazdaspeed Exhaust Manifold

This is unlike any other manifold available for the Mazdaspeed today…you can choose your flange between OEM Stock Flange, Precision V-Band, or T3. Sure all these options are available today from other options, but none are modular. Say you pull the trigger on the OE Stock Flange today, but a year from now you want to upgrade your build to a Precision V-band flange. With any other manifold, you would have to buy another $900+ manifold to get the new flange, but with the CorkSport Exhaust Manifold, you just have to get the new flange elbow for your setup. This is MUCH MUCH cheaper and easier to change!

CorkSport

Speaking of install, compared to the typical performance exhaust manifold the CS design is cake to install. With the modular design, you are not fighting the entire bulk for the manifold and flange at the same time. You can leave you turbocharger unmoved connected to the downpipe and intake system, you just install the flange elbow after the manifold is in and bolted to the engine.  

Mazdaspeed Exhaust Manifold

Making life even easier…we opted to develop a pre-fabbed dump tube (screamer pipe) for the Tial 44mm EWG. This is an optional feature for the kit, but one we highly suggest because it’s just so damned easy. Designed for MPS 3 and MPS 6, it fits around most standard downpipes and dumps below the sub-frame right behind the drive axle. Also included with each kit is a SS heat shield that is required for the GEN1 and GEN2 Mazdaspeed 3. You Mazdaspeed 6 guys just get a cool garage ornament.  

So how does the CS exhaust manifold stack up on power? 

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First up is a fully bolted CST4 MS3 with a 6th port fuel system: Comparing the CS EM to the OEM EM, this drop-in test we found that the turbo was spooling faster, carried more mid and upper range power and held that gain through to redline. Overall it improved power under that curve which is what truly makes a car fast and fun to drive.  

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Next up is a fully bolted and built CST6 MS3 with 8th port fuel system: Just like the previous graph, we saw an improvement in spool, mid and upper rpm ranges, and carried it to redline. The difference here is the exhaust manifold we are comparing. This is showing the difference between the CS EM and the XS Power V3.  

With that being said, the CorkSport Exhaust Mani has been proven to 685whp on this same car and with the CST6. We are confident the CS exhaust manifold has far more capacity to support; if we have anything to do with that we will prove it. 

Mazdaspeed Exhaust Manifold

Lastly is sound…we’ve been asked a lot about the sound. How will it affect the sound? Will it sound like a Honda now? Will it be louder?  

We knew the sound was critical because let’s be honest…we are all car guys/gals and Mazdaspeed has a great unique sound to it. We did not want to lose that so we did our best to hit performance goals without sacrificing the Mazdaspeed grumble.  

One of our Beta testers put together a great video comparing the sound of OEM vs CorkSport. The car is a GEN1 MS3 with a built engine, full bolt-ons, CST4, and Cobb Exhaust system. Check out this video link for sound!

In our design, we kept a varied length runner design to help maintain the Mazdaspeed grumble. We believe we succeeded in keeping that classic grumble, but also refined the sound a bit. We like to describe it as exotic. Either way, the grumble lives on, and honestly, none of our beta testers can stop grinning ear to ear with every WOT pull.  

With that being said act fast! We know these are going to fly off the shelf and we are going to do our damn very best to keep them in stock for everyone, but don’t wait!

Grab yours here!

Thanks for tuning in with CorkSport Mazda Performance.  

-Barett @ CS

Zach’s Road to CorkSport

The Journey to CorkSport

Ever wonder what it was like to win the lottery. You ever let your mind wander and think what it would be like to actually “Live the dream.” I know I have, well, until I joined CorkSport! My name is Zach Sprague, and I wanted to share with you my experience of joining, what I believe to be, the best well known and respected company in the Mazda Community. Let’s take a look at my journey.

I’ve always been into cars and have had a pretty big obsession with FWD Hatchbacks. My passion for this platform started back in 2014. I sold cars for Toyota in Southwest Washington for about four years. During my tenure, I drove some pretty amazing vehicles, one of them being a 2013 VRM MS3 Tech pack. I knew what a Mazdaspeed was, a Turbo FWD Hatchback, and at that time that was more than enough to pique my interest in the platform. It was temporarily sitting on my lot, and I had to drive it back down to Portland to our sister store.

Before jumping into the seat, I didn’t know any horsepower or torque figures. I didn’t know what kind of emotion it was going to spark when I drove it. I had NO idea that it would become the screen saver on my computer. I slid in and pushed the button. (You know those Cold Starts) This car’s exhaust made my heart drop and gave me goosebumps. I honestly felt like an 8-year-old on Christmas Morning. 

Once on the ramp, I slowly shift into third at about three and a half grand on the tach and just sent it. Torque steer was prevalent as I was gently pushed back into my seat. I slammed 4th, and I hear this intoxicating PSSHHHHHH. I was done, I was hooked, addicted and didn’t know what to do with myself. I was so intrigued I stopped at every rest stop on the way down so that I could feel this car accelerate back onto the freeway. <insert uncontrolled giggling here>.

Flash forward a couple of years, and a guy I worked with, now one of my best friends, went out and bought a VRM Speed6. Everything on that car from top to bottom was stock down to the wheels. I slowly watched his build progress over the year and transform into one of the most inspiring builds I have ever seen. In that time he was kind enough to let me pick his brain about these cars and what they like, what they don’t like.

In 2018 this is when things got interesting! After a few months of looking and 100 YouTube videos later, I was finally ready to pull the trigger on one of my bucket list cars. I snagged a 2013 MazdaSpeed3 in liquid Silver. I drove almost 4 hours and paid an arm and a leg for sales tax, but it was worth it.

Miles of Smiles 

I was grinning ear to ear the entire way home; 4th gear dumps on the freeway, testing the grip of the tires out at a few stoplights, full-on shenanigans. I tell you what; I made it home a lot quicker than the drive up.  

I had the car for 3 weeks before I added my first mod. I already had a vision for the car, but first things first, I had to take care of those sloppy shifts. My shifter bushings and short shift plate showed up from CorkSport. At that time I knew they made great parts and were one of the very few places that even made parts for this car. What a difference that made! It felt robust and more responsive.

The Opportunity of a Lifetime

I always joked with my friends about working for a company like CorkSport. I just thought it was this elusive dream that I’d be sitting behind a desk helping other people build their dream cars. I never thought in my life that an opportunity like this would come into fruition. 

My buddy, who helped me get into Mazdaspeeds, sent me a message on FB, letting me know that CS was hiring. I thought to myself; this is no lie. “There is no way on god’s green earth I’d ever get that lucky.” However, I applied. What’s the worst thing that could happen, right? 

CorkSport isn’t a revolving door, and the team is made up of a close-knit group of professionals that also happen to be car nuts. They carefully consider who’s going to be a good fit with their existing team and identify candidates that are going to get the right shit done well. I knew this was a different company, and their standards were high because they didn’t just accept my resume; there was a pre-test.  

A funny little story. I got a message from CorkSport saying they wanted to set up a phone interview! I couldn’t believe it! That Friday, I called to set up a meeting for Monday. This is where the humor known as my life kicked in; I BROKE MY PHONE ON SUNDAY! *RED ALERT* My dream job was calling me on Monday, and I didn’t have a phone, so I went out and bought a little prepaid flip phone. 

Although I almost missed this opportunity, it went well enough for CorkSport to schedule a second interview over Skype. I must add, this occurred over two weeks. I was losing my mind; I couldn’t believe it was happening. All my buddies knew I had the job, they knew how obsessed I am with cars, especially my speed 3. I still was in shock couldn’t believe I had my second interview.

When CorkSport called me to let me know, I had a final interview with the Company’s President, Corey – Hello nervousness, glad to see you again! I can’t put into words how excited I was; it was pure bliss and absolute disbelief. “IS THIS REALLY HAPPENING!” I screamed at the top of my lungs when I got off the phone. I showed up a half-hour early. It was cool; I got to meet someone I’ve stalked on Instagram for a while and who has been a significant influence on me since I got into the Mazda community – Brett White.

It’s so surreal when you get an interview for a job you’ve always wanted. Above all, I remember from the interview is telling Corey, “Even if I don’t get the job, knowing I made it this far and am sitting here with you having this interview is honestly a dream come true.” It’s unreal to think that one mistake, such as breaking my phone the day before my first interview, could have kept me from writing this blog for a company I’ve looked up to since I’ve been into Mazda’s.

I cannot believe I’ve been here a little over a year already! It’s a fun environment where everyone is looking out for one another. I’ve been able to FLY in the fastest thing I’ve ever been in (Barett’s monster Gen Juan), and had the chance to drive a car I’ve drooled over on social media (Brett’s Baby) for years. 

Barett’s monster Gen Juan

Looking back, it wasn’t even four days after joining the company before the guys a CS put lowering springs on my car. It took a little over a week for me to buy an AccessPort and a Dual VTA Bypass Valve, and that was just the start! You don’t want to be an employee driving a stock Speed with a CorkSport Sticker on it.

Stay tuned to see where CorkSport and I go with my car. I’ll catch you on the flipside and, thanks for reading my first blog!

Zäch Fröm CorkSport

CST5 Spools!! Testing and Validation

We’re back on the new CorkSport turbocharger lineup again with today’s blog, this time focusing on the testing & validation of the “medium big” turbo, the CST5. Just in case you missed it, the CST4 (formerly known as the CorkSport 18G) is getting some company to go along with its new swanky name. Check out the full lineup here and the design behind the CST5 here. Now that you’ve read all that, let’s get into what you’re really here for, testing & dyno numbers.

We started with the internal wastegate option, to validate the CST5 for drop-in fitment. Since we’ve had great experience with the drop-in CST4, we knew how to design a turbo around the tight confines of the Mazdaspeed engine bay. The CST5 fit great in the OEM location with just a few minor revisions for proper fitment. It looks pretty good in there too if we do say so ourselves!

Next the car got put on the dyno for tuning and to push the new CST5 to its limits. With a little help from our friend Will at PD Tuning, the CST5 was soon putting down some impressive numbers. We started off with a “calm” boost level of ~25psi. This netted us 450WHP and spool time that surprised us, achieving 20psi by 3500-3600RPM. Turning up the boost and pushing the turbo to its limits, we achieved 519WHP at ~30-31psi on Barett’s built GEN1 MS3. Check out the dyno graph below.

Taking the car out on the street surprised us further at just how early the car was building boost for this size of turbo. Road logs showed that we were making 20psi slightly sooner than on the dyno (3400-3500RPM) but even more surprisingly the CST5 was making 30psi by 3700-3800RPM! Obviously this is an aggressive tune that would most likely kill a stock block, but, the CST5 can be tuned to be stock block friendly and still make good power.

Then came the testing on the EWG variant of the CST5. We had developed fitment for the CST6 which meant the CST5 had no issues upon install on both MS3 and MS6. Next was a quick retune and some power runs. The larger swallowing capacity of the EWG housing meant some extra power at peak, yet spool was nearly unchanged. We made 525WHP at the same ~30-31psi.

Comparing the IWG and EWG turbine housings you can see a small variation in the graphs.  This variation is mainly due to the change from internally waste-gated and externally waste-gated.  The EWG setup provides more precise boost control through the RPM range. The EWG setup allows us to better tune the “torque spike” around 4200rpm vs the IWG setup.  For peak power the IWG and EWG housings are within the margin of error which makes since because they are both 0.82 A/R housings.

Further supporting the IWG and EWG setups, both options allow you to tune the spring pressure so you can better setup your CST5 and Speed for the fuel and boost levels you want and of course the most noticeable difference is what you hear. What’s an EWG without a screamer pipe!  

Wrapping up testing showed exactly what we were hoping for with the CST5: a great middle ground between the existing CST4 and the upcoming CST6 that can be used on both high powered stock block and fully built cars. Our testing continues as this blog is written as the CST5 is being beta tested by a close friend of CS with a freshly built Dankai 2.

There’s more to come from the new CorkSport turbo lineup so stay tuned for more info on the CST5, CST6, and EWG housings.

-Daniel @ CorkSport