{"id":3750,"date":"2012-10-19T11:12:05","date_gmt":"2012-10-19T18:12:05","guid":{"rendered":"http:\/\/www.corksport.com\/blog\/?p=3750"},"modified":"2024-10-16T08:50:56","modified_gmt":"2024-10-16T16:50:56","slug":"project-mazdaspeed-3-update","status":"publish","type":"post","link":"https:\/\/corksport.com\/blog\/project-mazdaspeed-3-update\/","title":{"rendered":"Project Mazdaspeed 3 Update!"},"content":{"rendered":"\n

It has been awhile since we provided an update on the CorkSport Mazdaspeed 3.<\/a> Because we are in a constant state of development for Mazdaspeed 3 parts, our shop car always has parts moving on and off it.<\/p>\n\n\n\n

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We recently took the speed3 back to stock to baseline it on our new dyno. We have been building the car back out again with bolt-ons to determine our maximum power on the stock turbo<\/a>. The car is efficient enough that it can only run 18psi at redline and makes slightly more power at less boost which is interesting see on the dyno. For the final tune, we are running 26psi tapering to 17psi by redline. The peak torque is up 100ft.lbs over stock and really comes on hard. Overall we have seen a 36% increase in peak power and 50% increase in peak torque.<\/p>\n\n\n\n

The next thing to do is figure out where the factory injectors die off. With only bolt-ons we are at 85% duty cycle to keep the air\/fuel ratio in the 11 to 1 range. Generally a good rule of thumb is to not go over 85% so I can see a huge need for aftermarket injectors or a secondary fuel system.<\/p>\n\n\n\n