<\/h2>\nQuestion:\u00a0Would you guys consider making a turbo kit for the SkyActiv\u00a0engines? What challenges would you face with that engine compared to the MZR engine?![\"Screen](\"https:\/\/www.corksport.com\/blog\/wp-content\/uploads\/2015\/01\/Screen-Shot-2015-01-21-at-12.34.32-PM.png\")
<\/a>
\n<\/strong><\/h2>\n\n- Questioner: Michel Balk<\/li>\n
- Answer:\u00a0There are a few key factors that would prove difficult to overcome when turbocharging a Skyactiv-G engine. First is the extremely high compression ratio of 13-14:1. High compression ratios and boost don\u2019t mix well, and the supporting engine design to run that high of a compression ratio is very sensitive to major engine changes. For example: The exhaust manifold is a very well-engineered 4-2-1 design that is critical to running a high compression ratio on 87 octane fuel without pre-detonation. A typical turbo kit would replace the exhaust manifold which could cause many unknown issues. Second comes down to the overall design of the engine. Mazda has made it very clear they are chasing fuel economy, not white knuckle power. So, looking at that goal from a business standpoint, why would Mazda design the engine to handle 250+hp? That would only cost them more money. The engines are lightweight in every aspect: bearing size, connecting rods, pistons, crank\u2026the list goes on. The SkyActiv-G engines are not built for power. Lastly, what good is a turbo kit if you can\u2019t tune it correctly? As of right now there is not an effective method to tune the SkyActiv-powered vehicle. It\u2019s unfortunate, but a turbo SkyActiv-G is a long shot.<\/li>\n<\/ul>\n
Question:\u00a0Give us all the info about the new CS turbo in production!
\n<\/strong><\/h2>\n\n- Questioner:\u00a0Jeromy Williams<\/li>\n
- Answer: Well I can\u2019t go and spill the beans, but I can give you a few tidbits of information. The goal of this turbocharger is not huge power numbers. Actually I would be in shock if anyone could get this to push 400whp with meth. The goal is to provide a turbocharger that cost only slightly more than a new K04 Turbo and is 100% bolt on. When I say bolt-on, I don\u2019t mean \u201cbolt-on\u201d like BNR and ATP define it. This turbocharger requires no modifications to your current intake and exhaust systems; and no modifications need to be made to the oil and coolant lines. It\u2019s like swapping in a new K04<\/a>, but with much more power potential and no blue smoke. This effectively makes the turbocharger cheaper for the customer because none of the supporting sub-systems need to be upgraded or modified. As for some specs: Power is comparable to a BNR S3, and full spool is in the 3000-3200RPM range\u2014depending on vehicle components. The current tune on my car is reaching 21PSI at 3200RPM with the CS EBCS<\/a> running in bleed setup, and that\u2019s on the prototype turbo without the billet compressor wheel.<\/li>\n<\/ul>\n
![\"Source:](\"https:\/\/www.corksport.com\/blog\/wp-content\/uploads\/2015\/03\/2016-Mazda-MX-5-300x188.png\")
<\/a>Source: Autoblog<\/figcaption><\/figure>\nQuestion:\u00a0Will you be doing more products for Miata?<\/strong><\/h2>\n\n- Questioner:\u00a0Steve Linnehan<\/li>\n
- Answer:\u00a0We are very excited about the new MX-5 Miata hitting our\u00a0shores in the near future. The CorkSport sales manager is going to\u00a0buy one as soon as possible. We plan to produce a respectable lineup of performance products for the new MX-5 Miata. From suspension to power, we will help you put some more pep in the Miata\u2019s step, so stay tuned!<\/li>\n<\/ul>\n
\n![\"Mazda](\"https:\/\/www.corksport.com\/blog\/wp-content\/uploads\/2015\/03\/Screen-Shot-2015-03-03-at-5.36.16-PM-300x225.png\")
<\/a>Question:\u00a0What do I need to put more HP on my 2012 Mazda 3 2.0i SkyActiv?<\/strong><\/h2>\n\n- Questioner:\u00a0Brayam Calo<\/li>\n
- Answer:\u00a0CorkSport has a couple options for your dilemma, Brayam. Combining our SRI<\/a>, Cold Air Box<\/a>, and Power Series Catback Exhaust System<\/a> showed impressive gains for the little 2.0. On our dyno, the stock 2.0 made 118hp\/110lbft, but when we added the components above, we saw power increase to 135hp\/123lbft. This is a respectable increase in power for a naturally aspirated engine.<\/li>\n<\/ul>\n
Question:\u00a0What is an approximated max horsepower output that can be produced in an MS3 without upgrading turbo back?<\/strong><\/h2>\n\n- Questioner:\u00a0Christopher DeCaro<\/li>\n
- Answer:\u00a0This is a difficult question to answer accurately as there are so many factors that play into the maximum power of an engine. The OEM downpipe is extremely restrictive on the MS3 and is commonly recommended as one of the first upgrades<\/a>. Our dyno testing showed a 50hp increase over stock with only a Stage 2 intake, downpipe and racepipe installed. So as you add more components and eventually go with a larger turbocharger, the loss in power from the OEM downpipe will only increase.<\/li>\n<\/ul>\n
Question:\u00a0Is there a way to have the engine RPM drop faster while shifting or revving from an idle?
\n<\/strong><\/h2>\n\n- Questioner:\u00a0Matt Zoomin Brown<\/li>\n
- Answer:\u00a0The rate at which an engine can rev up or down comes down to simple physics: \u201cForce = Mass x Acceleration\u201d. You often hear\u00a0of people upgrading their flywheel from the OEM steel piece to a lightweight steel or aluminum\/steel two-piece flywheel. By reducing the weight of the flywheel and the rest of the\u00a0rotating mass of the engine, you effectively reduce the amount of energy needed to make the engine rev up. The opposite works for revving down. The greater the mass of the rotating assembly, the more resistance need to stop the rotation\u2014or the longer it takes to spin down. This is a result of the \u201cMoment of Inertia\u201d of the rotating mass.<\/li>\n<\/ul>\n
Question:\u00a0I would like to turbo my 2010 2.5 N\/A Mazda 3, what do I need to know?<\/strong><\/h2>\n\n- Questioner:\u00a0Cynthia Senger<\/li>\n
![\"Mazdaspeed](\"https:\/\/www.corksport.com\/blog\/wp-content\/uploads\/2015\/03\/8583_36-300x105.png\")
<\/a>Answer:\u00a0Like everyone else I\u2019m going to recommend you sell your car and buy a car that was turbocharged from the factory, but for the sake of argument and fueling the fire I can point you in the right direction. The 2.5 N\/A engine and the 2.3 turbo engine are very similar in design. I would start with buying a blown turbo engine, removing the exterior components, and then modifying them to work on your engine. Now the easy part is done\u2026 Next, you will need some way to tune the vehicle because turbocharging an engine that was not designed to be turbocharged is not a simple bolt-on affair. If you get past these two major hurdles, then bravo! Unfortunately, unless you improved the engine internals to handle this power, the engine will probably not live\u00a0long with the added stress of its\u00a0newfound power. Back to the first option: Buying a Mazdaspeed 3 makes a lot more sense in many aspects. Reliability, durability, and aftermarket support make big power much easier to achieve. Granted, a Mazdaspeed 3 may be more expensive to buy upfront, but I am almost certain it will be cheaper in the long run and will come with far fewer\u00a0headaches and days without a car. I wish you the best of luck!<\/li>\n<\/ul>\nThank you for your questions and keep them\u00a0coming. We’ll have a Q&A every month for your Mazda performance questions.<\/p>\n
#ZoomZoom<\/p>\n
<\/a>\n<\/strong><\/h2>\n
- \n
- Questioner: Michel Balk<\/li>\n
- Answer:\u00a0There are a few key factors that would prove difficult to overcome when turbocharging a Skyactiv-G engine. First is the extremely high compression ratio of 13-14:1. High compression ratios and boost don\u2019t mix well, and the supporting engine design to run that high of a compression ratio is very sensitive to major engine changes. For example: The exhaust manifold is a very well-engineered 4-2-1 design that is critical to running a high compression ratio on 87 octane fuel without pre-detonation. A typical turbo kit would replace the exhaust manifold which could cause many unknown issues. Second comes down to the overall design of the engine. Mazda has made it very clear they are chasing fuel economy, not white knuckle power. So, looking at that goal from a business standpoint, why would Mazda design the engine to handle 250+hp? That would only cost them more money. The engines are lightweight in every aspect: bearing size, connecting rods, pistons, crank\u2026the list goes on. The SkyActiv-G engines are not built for power. Lastly, what good is a turbo kit if you can\u2019t tune it correctly? As of right now there is not an effective method to tune the SkyActiv-powered vehicle. It\u2019s unfortunate, but a turbo SkyActiv-G is a long shot.<\/li>\n<\/ul>\n
Question:\u00a0Give us all the info about the new CS turbo in production!
\n<\/strong><\/h2>\n- \n
- Questioner:\u00a0Jeromy Williams<\/li>\n
- Answer: Well I can\u2019t go and spill the beans, but I can give you a few tidbits of information. The goal of this turbocharger is not huge power numbers. Actually I would be in shock if anyone could get this to push 400whp with meth. The goal is to provide a turbocharger that cost only slightly more than a new K04 Turbo and is 100% bolt on. When I say bolt-on, I don\u2019t mean \u201cbolt-on\u201d like BNR and ATP define it. This turbocharger requires no modifications to your current intake and exhaust systems; and no modifications need to be made to the oil and coolant lines. It\u2019s like swapping in a new K04<\/a>, but with much more power potential and no blue smoke. This effectively makes the turbocharger cheaper for the customer because none of the supporting sub-systems need to be upgraded or modified. As for some specs: Power is comparable to a BNR S3, and full spool is in the 3000-3200RPM range\u2014depending on vehicle components. The current tune on my car is reaching 21PSI at 3200RPM with the CS EBCS<\/a> running in bleed setup, and that\u2019s on the prototype turbo without the billet compressor wheel.<\/li>\n<\/ul>\n<\/a>
Source: Autoblog<\/figcaption><\/figure>\n Question:\u00a0Will you be doing more products for Miata?<\/strong><\/h2>\n
- \n
- Questioner:\u00a0Steve Linnehan<\/li>\n
- Answer:\u00a0We are very excited about the new MX-5 Miata hitting our\u00a0shores in the near future. The CorkSport sales manager is going to\u00a0buy one as soon as possible. We plan to produce a respectable lineup of performance products for the new MX-5 Miata. From suspension to power, we will help you put some more pep in the Miata\u2019s step, so stay tuned!<\/li>\n<\/ul>\n
\n<\/a>Question:\u00a0What do I need to put more HP on my 2012 Mazda 3 2.0i SkyActiv?<\/strong><\/h2>\n- \n
- Questioner:\u00a0Brayam Calo<\/li>\n
- Answer:\u00a0CorkSport has a couple options for your dilemma, Brayam. Combining our SRI<\/a>, Cold Air Box<\/a>, and Power Series Catback Exhaust System<\/a> showed impressive gains for the little 2.0. On our dyno, the stock 2.0 made 118hp\/110lbft, but when we added the components above, we saw power increase to 135hp\/123lbft. This is a respectable increase in power for a naturally aspirated engine.<\/li>\n<\/ul>\n
Question:\u00a0What is an approximated max horsepower output that can be produced in an MS3 without upgrading turbo back?<\/strong><\/h2>\n
- \n
- Questioner:\u00a0Christopher DeCaro<\/li>\n
- Answer:\u00a0This is a difficult question to answer accurately as there are so many factors that play into the maximum power of an engine. The OEM downpipe is extremely restrictive on the MS3 and is commonly recommended as one of the first upgrades<\/a>. Our dyno testing showed a 50hp increase over stock with only a Stage 2 intake, downpipe and racepipe installed. So as you add more components and eventually go with a larger turbocharger, the loss in power from the OEM downpipe will only increase.<\/li>\n<\/ul>\n
Question:\u00a0Is there a way to have the engine RPM drop faster while shifting or revving from an idle?
\n<\/strong><\/h2>\n- \n
- Questioner:\u00a0Matt Zoomin Brown<\/li>\n
- Answer:\u00a0The rate at which an engine can rev up or down comes down to simple physics: \u201cForce = Mass x Acceleration\u201d. You often hear\u00a0of people upgrading their flywheel from the OEM steel piece to a lightweight steel or aluminum\/steel two-piece flywheel. By reducing the weight of the flywheel and the rest of the\u00a0rotating mass of the engine, you effectively reduce the amount of energy needed to make the engine rev up. The opposite works for revving down. The greater the mass of the rotating assembly, the more resistance need to stop the rotation\u2014or the longer it takes to spin down. This is a result of the \u201cMoment of Inertia\u201d of the rotating mass.<\/li>\n<\/ul>\n
Question:\u00a0I would like to turbo my 2010 2.5 N\/A Mazda 3, what do I need to know?<\/strong><\/h2>\n
- \n
- Questioner:\u00a0Cynthia Senger<\/li>\n
- <\/a>Answer:\u00a0Like everyone else I\u2019m going to recommend you sell your car and buy a car that was turbocharged from the factory, but for the sake of argument and fueling the fire I can point you in the right direction. The 2.5 N\/A engine and the 2.3 turbo engine are very similar in design. I would start with buying a blown turbo engine, removing the exterior components, and then modifying them to work on your engine. Now the easy part is done\u2026 Next, you will need some way to tune the vehicle because turbocharging an engine that was not designed to be turbocharged is not a simple bolt-on affair. If you get past these two major hurdles, then bravo! Unfortunately, unless you improved the engine internals to handle this power, the engine will probably not live\u00a0long with the added stress of its\u00a0newfound power. Back to the first option: Buying a Mazdaspeed 3 makes a lot more sense in many aspects. Reliability, durability, and aftermarket support make big power much easier to achieve. Granted, a Mazdaspeed 3 may be more expensive to buy upfront, but I am almost certain it will be cheaper in the long run and will come with far fewer\u00a0headaches and days without a car. I wish you the best of luck!<\/li>\n<\/ul>\n
Thank you for your questions and keep them\u00a0coming. We’ll have a Q&A every month for your Mazda performance questions.<\/p>\n
#ZoomZoom<\/p>\n
![\"Barett](\"https:\/\/www.corksport.com\/blog\/wp-content\/uploads\/2015\/01\/Barett-Strecker-01-1024x341.png\")
<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"