Collaborating with CorkSport – R&D for the Community

My name is William Dawson; for those who do not know me, I am owner/tuner at Purple Drank Tuning. In this Guest blog, I want to bring up some of the research & development I was able to contribute to with CorkSport (behind the scenes) to help bring some new performance parts to the Mazda community.

One day, many months ago, I was approached by Barett@CS to help with the tuning and development of some mystery parts CorkSport had in the works. Being who I am, I couldn’t turn down the chance to work on some new projects that could help continue to push the Mazda platform we love.  

With the pleasantries out of the way, we got down to the plan and the data.  Barett had a list of goals and how he wanted to move through the parts in testing.  The amount of data that was communicated through the first live tuning session was great. On the CorkSport in-house dyno we took their shop car to an impressive 420whp (e48 + 6 port setup) with stock manifolds, stock throttle body, and stock camshafts.

This laid the groundwork and set the stage for their product release of the CS Camshafts which gained 22whp across the curve. Along with the power increase, the camshaft upgrade also netted surprising results with turbo response.  The turbo spooled 100rpms quicker than the factory camshaft allowed. THESE ARE DROP IN RESULTS, ZERO ADJUSTMENTS! 

Mazdaspeed camshaft

Efficiency hit us with another surprise when we decided to put the CS Intake Manifold (set to re-release in early 2019) on the car and help the engine balance all of the air we have begun shoving into our test vehicle. Once again CorkSports engineering pays off with another 9whp increase and 100 rpm quicker spool up. The car lost 2-3 psi of boost which we were happy to put back in the car allowing for us to do an apples-to-apples comparison but the numbers elude me so I cannot speak to what we ended up with on that day. 

 

Mazdaspeed 3 intake manifold

 

At this point we did not know how much more we could get as the CorkSport Mazdaspeed Drop-In Turbo that was installed on the test car was producing an impressive 450whp, this did not stop us as we needed to test one more item. In comes the CS 72mm Throttle Body, this upgrade was constantly overlooked by the Mazdaspeed3 and Mazdaspeed6 community because of other attempts to get an upgraded throttle body created complications with drive by wire tables and throttle response.

Personally having a 75mm TB and not being able to enjoy the on/off throttle response and laggy part throttle was a very frustrating experience; one that even made me skeptical.  Then getting to test CorkSports product was MIND BLOWING! The test car again spooled around 100rpms sooner and throttle response was phenomenal; all with just removing 4 bolts and swapping a Throttle Body this is insanity. This team did it again, my disbelief overshadowed by pure joy that they developed a working unit and it far surpassed the factory unit in throttle response and driveability. 

 

Mazdaspeed3 72mm throttle body

 

I have known the CorkSport family for years and it does not matter what department I am working with they are always on point and pleasant to deal with regardless of the situation. Between PD and CorkSport I could not be happier to invest countless hours of hard work and R&D to allow this winning family to provide further developments and support to the Mazdaspeed 3 and Mazdaspeed 6 platforms. 

 

– Will Dawson (PD Tuning)

 

Special thanks to Will for committing his time and expertise to help CorkSport continue to grow and support the Mazdaspeed community.    – Barett @ CorkSport

CorkSport Throttle Body Spacer

We are proud to introduce the CorkSport 72mm Throttle Body Spacer for Mazdaspeed 3, Mazdaspeed 6, and Mazda CX-7 Turbo.

This is a great product for those Mazdaspeed owners who want push past the limits of their OEM fuel system. We’ve carefully chosen nozzle locations, upgraded the inside diameter, and added an O-ring for quick and easy sealing. We designed the CS throttle body spacer to eliminate a lot of the headaches that come with adding extra fuel.

The area where the throttle body mounts is pretty tight on the Mazdaspeeds which leaves few options for adding methanol nozzles, especially the tall AEM ones. We realized right away that nozzle orientation was critical.

To prevent any modification, the top nozzle location sits at an angle that perfectly clears both the OEM & CorkSport Intake Manifold to provide an access port for most meth nozzle styles on the market. For more stealthy setups, there are two ports located on the bottom side of the CS spacer, one straight down and once again at an angle for easy usability without further modification.

We also considered nozzle depth when designing the CorkSport Throttle Body Spacer. Most nozzle styles will sit flush to the inside surface of the spacer. This prevents any irregular airflow around the nozzle locations without affecting the spray pattern of the nozzles.

Just like the CorkSport Performance Throttle Body, we enlarged the inner diameter of the throttle body spacer to 72mm. This is the maximum size that can be used with the OEM bolt pattern and ensures optimal best airflow. The OEM throttle body & gasket can still be used with no issues.

Each CorkSport Throttle Body Spacer is precision machined from 6061-T6 aluminum before being anodized black for a clean and durable look. An O-ring groove is added during machining to allow the spacer proper sealing to your intake manifold. Rest assured, the O-ring is safe with all fuels and even oil. Finally, the spacers are laser etched with a CorkSport logo for a subtle finishing touch. The entire package is wrapped up with hardware; including extended length throttle body mounting bolts & two NPT plugs for the nozzle/injector ports you are not using.

If you’re running out of fuel in your Speed and we can make installing a methanol system much easier, pick up a CorkSport Throttle Body Spacer.

Boosted Down the Rabbit Hole

“Intake, test pipe, and a tune ONLY” was my mantra.  I’d just bought a shiny new ’13 tech package VRM MazdaSpeed3 with the extended warranty, 3 miles on the odometer as it rolled off the lot for the test drive.  Via the web forums (back when MSF was still popular), I had performed my due diligence in terms of where I was headed with this ride. I knew what my mods would be, the results to expect, and even learned a bit about the tuning process, all with the intent to “stock out” in less than an hour in the event I broke something on the car.

But… the local Nator chapter wrapped their slithering hentai tentacles around me, and those thoughts of a mildly tuned car with the manners fully intact started to erode.  The friends, the fun, and the performance results were an instant addiction.

In just a few short months I had sold that warranty back and started down the rabbit hole.  Trips to Epic NATOR Meets were a terribly awesome influence, seeing cars on the bleeding edge of the DISI Mazdaspeed platform, and meeting several of the prominent people in the Mazda community that were so forthcoming with their knowledge.  The hook was set!

I found myself pursuing information, and if there wasn’t any data to be had, I wanted to make it myself.  I tested and cataloged a variety of items, from NVH with motor mounts to compression test compendiums (yes Cylinder 3, you deserve that BAD rap!), meanwhile moving along the mod path to a medium turbo, front mount intercooler, and a methanol kit.  Once I purchased a spare long block, I knew I was getting in ball-joints deep.

Fast forward to today.  I’ve been very fortunate to be chosen to test products for a handful of vendors!  With an aligned focus – direct fit or minimal fabrication parts – I’ve reached my (probably temporary) goal of 500 wheel horsepower! Where I’ve tested the limits of products/parts for many companies – whether they have asked me to or not. The CorkSport 3.5 Bar Map Sensor is a solid example of exceeding the envelope, as I did manage to over boost while playing with my EBCS configuration, and pegging it at 37.58 PSI. (At 900 ft. ASL)

 Corksport asked me to describe my modification journey and how their beta parts have impacted my build and decisions, so there is no slight intended to the multitude of other people involved in my project – that list is not short.

I’ve run the Corksport intake manifold for nearly 2 years and just prior to the big turbo transition.  

  • It gained 12 g/s flow on the identical tune and no other modifications, so I knew it was an immediate upgrade.
  • I’ve been hammering  30+psi through it for the majority of that time, and my built engine is approaching 25 thousand miles with that duress.  
  • The spark plugs have been pristine and uniform, indicating to me the flow is balanced in the runners.  
  • There is no better fitting upgrade intake manifold for the platform.  

The beta-testing portion of this journey has been pretty awesome. Constant emails and conversations back and forth with the CorkSport Engineering team, and support from installation, to checking in periodically afterward to see how the system is running and the part is performing for me and my particular set-up. I understand that I am not the only one to have been running this part as a beta-tester, which just shows how thorough this company is with it’s beta-testing.

Barett, the CorkSport engineer, was probably annoyed with the ‘data-whore’ aspect of who I am, but man was it fun! Tracking my progress throughout, and sending info back and forth fed the logical performance driven sides of me for quite a while.

The manifold was recently combined with the Corksport 72mm throttle body, which takes advantage of the IM’s oversized opening, which I feel will scale up with even more power should I get the itch for ludicrous speed.  There is zero loss of drivability with the TB mimicking the factory unit electronics and nothing for your tuner to battle with like the old days of trying to open up that choke point.

While it’s usually about performance parts for me, I have to say that I run a few of the CorkSport “comfort” pieces and can genuinely say they are worth the investment. The CorkSport Performance Steering Wheel is just amazing! The contoured grips are a tremendous comfort for long drives, and the beefy upper section is awesome for the twisties in roads like the “Tail of the Dragon” in NC. It’s also shown no signs of wear in the last 2 years, and I look forward to driving with it for many years to come.

I was lucky enough to get the CorkSport Hood Strut kit when they were available, and now my hood opens significantly more than the prop rod and facilitates installing those go fast bits. (Hopefully, CorkSport gets wise and brings them back for sale again).

I would like to thank Corksport for giving me the opportunity to test their parts, in addition to many others, and YOU for taking the time to read my cool story, bro!

Spread the boost – there is no vaccine!

Jason

How to make 400 WHP…

How to make 400WHP… a tried and true Method

The MZR DISI engine has been around for just over 10 years now, and CorkSport along with the community, racers, shops, and enthusiasts alike have learned quite a bit about these engines. We have learned what they like and what they don’t. How they react to certain mods, how to maintain them, and also some of their weak points.

Among the many things we have learned, we have developed a great understanding of what is needed to get these engines to make power. More specifically, with the right set of bolt-on parts and tuning one can easily and safely make 400WHP on a stock bottom end of your MS3 or MS6. The torque will just need to be kept under control of course.

It’s not a secret or rocket science on how to achieve this power level in a Mazdaspeed3 or Mazdaspeed6, and it is very much doable.

Today I want to share with you a simple blog on just one way of doing just that. If you would like more in-depth information on some of these parts after checking out this blog, I suggest picking up a copy of our Ultimate Mazda Performance Guide. This simple read is packed full of information for 2004+ NA and Mazdaspeed models and is a great place to start for guys that are new to aftermarket performance and modification game.

Disclaimer up front.

There are certainly many variables that can come into play when trying to achieve 400WHP safely such as health of your engine, quality of engine tune, octane rating of fuel, engine management software and more. This is by no means an all-inclusive guide and the only way of making this level of power. What this, however, is a tried and tested method of making good power safely and reliably coming from years of experience doing it ourselves and helping the community. We have spent years and years developing this platform and continue to do so on a daily basis. What I aim to do is educate you guys on how you can make the most out of your MZR Engine.

Now before we get too ahead of ourselves, there are two modifications that are a must before going down the 400whp quest. Those are high-pressure fuel pump internals and a tuning solution such as those provided by COBB or Versatuner.

Now while inherently in themselves these parts do not increase hp and tq levels they are 100% necessary to achieve not only safe and reliable power with your Mazdaspeed, but give you the ability to make the most out of your hard part modifications. A high-quality tune is worth every penny, and when paired with things such as the intake and exhaust mentioned above you will not only have a reliable and smooth running car, but you can capitalize even more so your parts and net more horsepower.

The DISI MZR 2.3 T is not much different than any other gasoline direct injected engine that you would find on any modern automobile.

Air goes into your Mazdaspeed, it combines with the correct ratio of fuel, and the mixture gets compressed. From there, a spark event occurs that ignites a controlled burn, forcing the piston downwards. Exhaust gases then leave the Mazda, and the cycle repeats with new fresh air. So in an oversimplified matter that is all an internal combustion engine is just a glorified air pump with more bells and whistles. And one of the best ways to make a really effective air pump is to make it as efficient as possible in moving air in and out of the cylinders.

For that reason, it’s best to start at the front and back of our car to help give it a little breathing room.

It’s no secret that intake and exhaust systems are among the most popular first upgrades for any automobile and it’s for a good reason. Letting air in and out as easy as we can is a great first step to make power and free up restrictions, especially on a factory turbocharged vehicle. The OEM pieces are more concerned with emissions and pricing rather than performance.

So, stepping up to 3” or 3.5” intake for your Mazdaspeed, paired with a turbo-back exhaust will help to help free up some headroom in the exhaust system. Achieved by doing things such as: increasing our overall pipe diameter and either eliminating our catalytic converter or replacing it with a high flow race cat we reduce a lot of restriction, so the engine doesn’t do as much work. Since we are effectively making its job easier; we are now able to take more of that power stroke and translate it into much more power at the wheel, rather than having it consumed by products such as waste heat, noise, and vibration.

Those two mods alone can net you an easy 50+Whp (With the proper tuning) which is huge looking at your dollar per horsepower figures. Note the exhaust systems are different between the 1st and 2nd gen Mazdaspeed models.  (Mazdaspeed3 has 2 generations that have slight differences, meaning not all parts are compatible across the two models)

Now another great way to make more power with your Mazdaspeed, and to get us closer to 400whp, is to increase the level of boost pressure that we start running through our engine. OEM boost levels are around the 14-15 PSI. But once we have our intake and exhaust installed on our Mazdaspeed, our tuning solution can allow us to start increasing that level into the 19-21 range.

But, of course, a natural byproduct of increasing the pressure within our system is a rise in intake air temperature. To be able to make the most of our increased boost levels, we must keep our temperatures in check. A great way of doing that is upgrading to a larger TMIC or go a step further and upgrade to a large FMIC core. By doing this, we create a way to get rid of excess heat which allows us to make more stable and efficient power. Not to mention that the stock TMIC is also a terrible bottleneck so this will free up the extra flow as well.

The intercoolers primary function is to act as a heat exchanger, and we know that heat is the #1 roadblock to any engine to make more power. The more efficiently we can remove heat from the system the better. Having less overall heat in the system allows us to make more power safely and reliably as ‘knock’ is also reduced.

Now that we have a good way of getting air into our MS3 or MS6, out, and keeping cool, we want to be able to make more of it. A nice and easy way to be able to do that is by dropping in a turbocharger upgrade into your Mazdaspeed. Doing this easily replaces your factory undersized unit and allows us the potential to make some serious power. We can generally do one of three things once this happens.

#1) we make the same power on less boost
#2) we make more power on the same boost
#3) we make way more power on WAY more boost!!!

If we are shooting for 400whp, then we generally like to choose door #3.

A quick note on a pair of other items that we highly suggest/need at this point. Those items being a 3.5 bar MAP sensor and an electronic boost control solenoid (or EBCS). Once we start to increase our boost pressures north of 21psi, the OEM electronics begin to lose resolution and can negatively affect our tuning if not addressed.

By upgrading our MAP sensor we are now allowing the PCM to be able to recognize and look up higher boost targets than those equipped from the OEM, the computer can basically now record and accurately look up these values. We also upgrade our EBCS to allow more fine tuning of our maps and boost targets. An OEM EBCS just won’t allow us as fine of control of our boost pressure and that can cause some headache as we start to approach these higher levels.

With the above combination of mods and proper tuning on a healthy engine, a medium frame turbo on pump gas can get you into the 330-340whp range.

If we go another step further and open up to some more breathing mods such as an intake manifold, taller lift camshafts, or a larger throttle body we can stretch into the 350-360hp range.

That being said without the help of e85 or aux fueling we can’t go any closer to our 400whp mark. We simply hit the limits of the Mazdaspeed factory fuel system and need to look into upgrading that system as well.

Making the switch over to e85 allows us to get in the 380 range, but we soon run out of fuel injector headroom in the Mazdaspeed at this point and max out our injector duty cycle. We then have to look at aux fueling (Meth or Port Injection) as a solution to get us to our 400whp mark safely. What’s unfortunate is that at this point we are also looking at upgrading our hard parts such as our in-tank fuel pump to keep up with demand if you plan to run PI. There are quite a few options for AUX fueling which are beyond the scope of this blog.

Now, as mentioned this is not the only way of making these power levels, but it could be said that it is one of the easiest and most popular. It’s important to remember that along way we supplement the engine with other supporting mods to ensure we are safe and can make full use of our power. Things like lower heat range spark plugs and a stage 2 rear engine mount can go a long way.

Thanks for following along and feel free to leave us a comment if you have any questions or want some more specific information on a product.

The First and Only Performance Mazdaspeed Throttle Body with NO Sacrifices

Mazdaspeed3 intake manifold and throttle body installed

The First and Only Performance Mazdaspeed Throttle Body with NO Sacrifices

Many have tried, but few have succeeded to retrofit or modify an existing throttle body to work with the Mazdaspeed DISI MZR platform.

As you know, CorkSport does things a little differently, and as a result, we started from the ground up to create the best performance throttle body possible with no sacrifices to drivability or reliability. Introducing the CorkSport 72mm Throttle Body for 2007-2013 Mazdaspeed 3, 2006-2007 Mazdaspeed 6, and 2007-2012 Mazda CX-7.

Starting from the ground up means 100% brand new parts, no reworked or refurbished components anywhere.  

We start with an aluminum investment cast body that is made to our specific design specifications.

A flat faced throttle plate is added to gain a little bit of extra flow by avoiding the bump of a traditional round pivot shaft.

Finally, new electronics are added that are based upon OE logic to avoid any tuning and calibration issues.

To retain easy installation, we knew we had to keep the OE bolt pattern. With this, we wanted to maximize the throttle plate diameter for maximum flow. We ended up increasing from 60mm to 72mm. This may not sound like a huge increase, but the OE Throttle Body fits inside the CorkSport Throttle Body with plenty of room! The 72mm size also fits well with both 3” and 2.5” intercooler piping to fit almost any TMIC or FMIC setup. Finally, we did away with the OE gasket (which is too small anyway) and replaced it with a durable O-ring that will hold up to oil, gasoline, methanol, and other fueling options that it may come in contact with.


The CorkSport Throttle Body underwent extensive testing to ensure that it will not fail during daily use and to ensure it performs as well as we expect. The throttle plate underwent endurance testing to validate the D-shaped pivot can stand the test of time. During flow bench testing, we found that the CS TB flows about 150CFM (~33%) better than the OE throttle body when 75% open (accelerator pedal fully depressed).

Check out the graph below for the full data.

In daily driving testing, we noticed better throttle response with no CEL or choppiness. In power testing with a midsized turbo (~GT30 size) we found the throttle body caused faster spool, but when we moved to a big turbo, things got interesting. With a GT35R, the CorkSport Throttle Body caused 100-200RPM faster spooling and an increase in power. Check out the dyno graph down below to see the difference between the CS Throttle body (blue) and the OE throttle body (green).

Each throttle body ships with fresh stainless steel mounting hardware, a 3” stainless t-bolt clamp, and your choice of silicone. We have options for FMIC, MS3 TMIC (which also works for you CX-7 guys), and MS6 TMIC.


If you’re looking to take your Mazdaspeed3, Mazdaspeed6, or CX-7 to the next level, or squeeze that last bit of power out of your big turbo build, the CorkSport Throttle Body can help you meet your goals.