Our new front camber arms are manufactured from A513 steel and powder-coated black for long lasting durability. The design has been FEA (Finite Element Analysis) tested and beta tested for strength and durability. Below shows the FEA with 780 lbf (0.87g lateral cornering force) applied to the ball joint (magenta arrows) with the arm pivot points fixed (green arrows). A force of 780 lbf was the result of Road & Track Magazine’s maximum corner force of 0.87g lateral in a stock Mazdaspeed 6.
The resulting FEA shows a maximum stress of 30k PSI, with the yield strength of the material being 67k PSI. Therefore, the control arm has no yielding at the stock Mazdaspeed 6’s maximum cornering force. Remember, this is a worst case scenario, because one control arm will never need to endure the entire car’s corning force. Ultimately the design has a minimum factor of safety of 2.21.
Probably the most exciting feature of the CorkSport Mazdaspeed 6 control arms is the camber adjustability. With an adjustment range from -0.2 degrees to -2.0 degrees, you are sure to find a setup that fits your needs. So don’t wait! Get your adjustable front camber arms here, before they’re gone!
-Barett, CS Engineering
The CorkSport Adjustable Front Camber Arms for the 2006-2007 Mazdaspeed 6 February 3rd, 2021CorkSport
Weighing in at a respectable 320 grams, the CorkSport leather shift knob will help smooth your gear changes and customize the interior of your Mazda while doing so. With an ergonomic design and large top surface, the CorkSport leather shift knob is comfortable to use for any grip position. Check out the difference between the OEM shift knob and the CorkSport leather shift knob.
Manufactured from Delrin plastic, then hand-wrapped and stitched with high grade black leather, the CorkSport leather shift knob will stand up to daily driving and track use day-in and day-out. The baseball style stitches are tight and clean, leaving no loose edges to fray or annoy you; and the leather has a slight texture and plushness to it, so it feels great in your hand.
Don’t wait! Get your leather shift knob today before they’re gone!
-Barett, CS Engineering
The CorkSport Leather Shift Knob for Mazdas February 6th, 2015CorkSport
Fighting boost spikes with the Mazdaspeed K04 Turbo or maybe boost creep with an internally gated GT3076R? Or have you gone all out with an externally gated setup? Whatever the reason, you have probably realized that the OEM boost control solenoid is not up to par and desperately needs something that is reliable and tunable.
The CorkSport EBCS utilizes the latest technology in solenoid-controlled air valves, as well as using a light weight, low friction, and balanced valve design. The CorkSport EBCS will handle pressures from vacuum to 120psi with an operating frequency of 0 – 1000Hz and response time of 700µs.
So what does this actually mean to you?
You can build boost faster, reduce or eliminate boost spikes, and hold boost more accurately throughout the RPM range. Don’t believe me? Then check out the graph below comparing the OEM EBCS to the CorkSport EBCS both in bleed setup.
You can see a noticeable difference between the two graphs. Boost rises sooner, and there is no overshoot with the CorkSport EBCS. With the same Stage 2 tune, only changing the EBCS and adjusting the waste gate duty cycles, we saw an increase of 18 ft-lb of torque at peak due to the more boost at a lower RPM.
Not only does the CorkSport EBCS work great, but it also fits great! Designed with ease of installation in mind, the EBCS can be located in the OEM location, or on the valve cover for turbochargers without the OEM tab. This goes for both TMIC and FMIC setups. There is also no wire cutting or soldering needed! Simply plug the electrical connector into the wiring harness and you are ready to go!
Whether you are just stepping into the Mazdaspeed world or are the horsepower king at the local dyno, there is a place under your hood for the CorkSport EBCS. This will benefit you from K04 turbocharger to an externally gated GT3582R, and there are two ways to look at the CorkSport EBCS. First, it’s a potential power adder due to its far superior response time, efficiency, and accuracy; or second, it’s a safety device for the exact same reasons. Now there is one catch…correct use of the CorkSport EBCS will require adjustments of the waste gate duty cycles. We recommend you contact a professional tuner to setup your new CorkSport EBCS.
Take control of your boost with the CorkSport Mazdaspeed Electronic Boost Control Solenoid! For more technical information check out our white paper write-up of the EBCS.
-Barett, CS Engineering
The New CorkSport Mazdaspeed Electronic Boost Control Solenoid (EBCS) May 28th, 2024CorkSport
The Mazdaspeed platform is a pretty well-supported car in the engine performance and suspension market, but it seems to be lacking in some of the markets that truly allow you, as the driver, to connect to the car. This is especially true for the GenWon owners. Well, CorkSport has decided to help the forgotten GenWon owners become more intimately connected to their Speed3. So what are the components of a car that the driver is most intimate with? I would have to say the pedals, seat, steering wheel, and, of course, the shifter.
So which of those did we release? It’s not pedals. (Autozone has that covered.) Unfortunately, it’s not a seat, but that would be awesome. It’s not a steering wheel…yet. (Oops. Did I say that out loud?) I’m happy to say it’s a short shifter, and not the kind that goes under the hood. Sure, there are a few options out there, but they leave a lot on the table and the price seems ridiculous.
Manufactured from high-grade 6061-T6 aluminum, this precision machined double adjustable short shifter is sure to give you that intimate connection and control with your Speed3. Plus, it’s 100% designed and manufactured right here in the Pacific NW, USA.
So what sets the CorkSport Short Shifter apart from the competition? This short shifter is double-adjustable, but not in the way the competition defines it. First, there are four throw positions ranging from OEM throw distance to the 35% shorter throw distance. Second, the shift knob height is adjustable from 11.75 to 9.5 inches tall with the OEM height being 11.125 inches. Lastly, just look at it: It’s gorgeous. It’s a shame it gets hidden under the shift boot.
Take a look at the comparison images below:
This image shows the forward, neutral, and back positions of the OEM shifter.This image shows the forward, neutral, and back positions of the CorkSport Short Shifter in its shortest height and shortest throws position.
Of course, a product like this doesn’t come to life overnight. There were many hours of design, testing, and revision done to verify that the product you receive is the best it can be. Below are a couple images of 3D-printed prototype we made on our 3D printer to help speed up the R&D.
In addition to the prototype testing, we also perform FEA (Finite Element Analysis) on all applicable components to verify they’re strong enough to last for many, many years. Below is a complete CAD model and the FEA for the throw adjustment arm with 50 lbf applied to the shortest throw position. This is the worst case scenario, so if it doesn’t fail here it won’t fail in the other positions.
With the 50 lbf applied to the arm, the maximum stress was ~10k psi which is great news. This component alone is 4 times stronger than it needs to be if you were able to apply 50 lbf to the arm.
I have personally been using this shifter in my 2009 Speed3 for a month now and have nothing but great things to say. Don’t take it from me, though. Here is a quote from a beta tester:
I’m taking a spirited drive today to get a better feel for it. So far I’m enthusiastic about the (extreme) difference. When shifting with the OEM shifter the throw was so long that I spent a lot of effort synchronizing the clutch with the motion of shifting—essentially slipping the clutch while completing the motion of going into gear. With your short throw shifter the entire motion has changed dramatically and all I have to concentrate on is the clutch, and that’s been reduced by ~50%. I just throw it into gear and pop the clutch. It’s so stiff anyway and really likes to engage/disengage near the end when releasing pressure on the pedal that the motion becomes much more fluid. The shifter motion has gotten much tighter and requires (what feels like) more pressure to move between gears, but the motion itself has been reduced so much that it creates a sense of precision and removes (what felt like) sloppiness when using the OEM shifter. I’m sure that adjusting the height & throw from such an extreme position would reduce what I would describe as the rigidity of the shifts, although I intend to continue using it in the position we installed it.
My 2 cents so far. Overall I’d highly recommend.
Hope all is well,
Michael
So what are you waiting for? Take the leap, you won’t be disappointed!
-Barett, CS Engineering
The New CorkSport Adjustable Short Shifter April 8th, 2020CorkSport
If you’re a car enthusiast that wants performance, reliability, and of course cost effective upgrades, then injector seals should be on your wish list…wait doesn’t everybody want that for their Mazda? I think so; let me tell you why…
As car enthusiasts we all ultimately seek more power. It starts with an air intake, and then we need more fuel, which leads to the high flow pump internals, but that only scratches the surface. Oh then, Mr. Cobb finds himself plugged into your OBD II port and you’re running 20+ psi grinning ear-to-ear. It’s OK, we are all guilty; some more than others, but something has to give and so it does. What that is that gives, well it’s easy to miss, because your car is smart and compensates for it, but it’s happening. You’ve got bad injector seals! Don’t believe me? I’ll prove it!
You have probably run across injector seals while shopping for various other parts, but didn’t pay attention to them. Essentially, they are fancy little cups that fit over the nozzle of the injector. Now for the real question: have you ever seen an OEM injector seal? Doubtful. They are tiny steel washers designed to crush and seal…the stock ones are pitiful.
What happens when a seal doesn’t seal? All of your hard earned power escapes around it, making a mess of the injector and fuel rail. Look below you’ll see that the injector ports in the cylinder head are filthy.
Starting on the left, the injector port is clean and shiny like freshly machined aluminum. Now look at the port farthest to right; black as night and a bit gritty. That seal gave up before the rest and I have a sneaking suspicion that it has to do with the EGR going through mainly that cylinder, but we will save that for another day. Here is a close up of the dirty injector before and after a scotchbrite rub down.
Now that is a big difference huh! Do you believe me yet? Maybe? Let’s compare the seals…
Look at that picture below and let that sink in…
New Seals:
OEM Seals:
Are you flabbergasted like I am? Huge difference! So, why do the differences matter? First off, it’s no longer just a washer with one sealing surface. It’s a cup, so it seals in the OEM location AND along the side of the cup. That’s not all! The secret is in the design (which is all thanks to @Tokay444; from MazdaSpeedForums.org). Here is how it works. The lip at the bottom of the cup is flared just a bit so that it crushes down tight against the cylinder head, and as it crushes down it also crushes outward, pushing against the wall of the port much like an O-ring.
These four little beryllium copper cups are cheap and reliable, but how do they improve performance? Let’s go back to our power hungry example running 20+ psi; with blow-by around the injector seal. That leak has now disappeared, which means if it’s not escaping there then it must be doing “something”. That “something” is more power to your wheels and a happy MZR. Our previous dyno testing with the OEM seals and 21psi were never consistent, declining with each consecutive run. Our new seals restore that decline, each dyno pull now falls on the previous line perfectly and that was in 90+ degree weather.
Have I convinced you yet? Stay tuned for part 2; we are going to put some hard miles on the MS3 and then inspect the seals.
-Barett
Why You Need Injector Seals – Part 1 February 7th, 2019CorkSport
