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Default The Official Engine Build Components Thread

So, you’ve blown your motor. Now what? Well, like most things in life, you have options. Besides the scrap yard, there’s local build, short or long block options. Let’s start with short and long block options to set a benchmark and provide a completion checklist (also see the spreadsheet at Beans Above the Frank Build, but note these are 2012 prices).

Remember the crankshaft position sensor ( @TiGraySpeed6; )


*** Let me know what I have missed. Please provide the weblinks. ***


Engine Rebuild

Easy Way
• Short and Long blocks

Local Build
• Forged Pistons
• Main Studs
• Con Rods (Connecting Rods)
• Rod Bearings
• BSD
• VVT Kit
• Camshaft & Valve Springs
• EGR Delete
• PCV
• Spark Plugs
• Intake Gasket Kit and TP Coolant Bypass
• Injector Seals
• Larger fuel injectors with rail pressure relief valve set at 2000 psi
• Break-in Oil

Associated
• Clutch
• Flywheel
• Upgraded fuel pump in the tank
• Auxiliary Fan Controller
• OCC (Oil Catch Can)

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Easy Way

Short and Long blocks

SpeedPerf6manc3 Short Block

pistons, rods, rod bolts, bearings with options: coat bearings, rear main seal, BS Delete, 11mm upgrade
Available from: SpeedPerf6manc3 Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Long Block

Short Block plus head studs, head porting, keyed crank, upgraded valve springs and VVT actuator, pinned camshaft, sleeve block, optional +1mm oversized intake valves and +2mm over-sized exhaust valves
Full List: Clevite main and rod bearings, ARP main studs (8740 chrome moly steel, heat-treated in-house to 200,000 psi tensile strength, and precision J-form threads rolled after heat-treat to create a fastener that has threads 2000% stronger than others), ARP L19 head studs (ARP2000 studs are only good to ultimate tensile strength (UTS) 190 ksi. L19 10 mm head studs have a UTS of 240 ksi and 11 mm have a UTS of 275 ksi, but the latter require machining your block), square keyway (which locks the crank pulley and sprockets from slipping on the crankshaft and eliminates the need to replace the friction washers and crank bolt every time it is loosened), pinned cams (to lock the camshaft to the sprocket), balance the crank and micro-polish the journal surfaces
Available from: SpeedPerf6manc3 Long Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Edge Autosport MZR DISI Remanufactured Long Block Mazdaspeed 3 Mazdaspeed 6 2006-2013

remanufactured using factory OEM parts, all seals and gaskets get replaced with brand new hardware and the long block is fully assembled, ready to be put into your vehicle and start up quickly with no extra machine work or assembly required, includes a three-year unlimited mileage warranty against engine defects
Available from: Edge Autosport MZR DISI Remanufactured Long Block Mazdaspeed 3 Mazdaspeed 6 2006-2013
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Mazdaspeed Motorsports Development Long Block
No image
Available from: MAZDASPEED MOTORSPORTS DEVELOPMENT - Home Page
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Local Mazda Dealership
No image
Google search for the dealership closest to you
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Head Porting Services

Available from: SpeedPerf6manc3 Head Porting Services
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Crank Keying Service

The Mazda MZR engine relies on 3 friction washers between the crank pulley and sprockets to help keep the motor in time. This works very well for stock power levels and even mild big turbo setups. Once you reach the 500whp mark, slipping timing can become a problem. This can lead to catastrophic engine failure. This square keyway locks the crank pulley and sprockets from slipping on the crankshaft and eliminates the need to replace the friction washers and crank bolt every time it is loosened.
Available from: SpeedPerf6manc3 Crank Keying Service
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Custom Performance Engineering (CP-E) MZRevolved Stage I Short Block

the affordable solution for higher boost applications, factory bore, honed factory sleeves, K1 stock size rods, ARP main studs, performance main bearing, CP-E tri-metal rod bearing, precision spec machining, blueprinted
Available from: CP-E MZRevolved Stage I Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E MZRevolved Stage II Short Block
Same image as CP-E Stage I Short Block
Stronger than Stage I, yet within the factory 2.3L constraints, geared towards track racers needing utmost reliability, and those wanting to push the car to its limits, features a factory size bore with ERL engineered ductile iron sleeves, machined to proper deck height to ensure a tight sealing surface between the block and cylinder head, all assembled with K1 rods and ARP main studs, performance main bearings, Tri-Metal rod bearings coated with a Teflon based coating offering reduced friction and wear, rated to 750 HP
Available from: CP-E MZRevolved Stage II Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E MZRevolved Stage III Short Block
Same image as CP-E Stage I Short Block
The larger bore, 2.4L, allows for more low-end torque, 11mm head studs, ERL engineered ductile iron sleeves, K1 stock size rods, ARP main studs, Performance main bearing, cp-e™ Tri-Metal rod bearing, cp-e™ precision spec machining, cp-e™ DI Pistons, blueprinted, documented hand assembly with certificate
Available from: CP-E MZRevolved Stage III Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Out There Customs (OTC)
No image
custom builds with reinforced blocks and head bolts to 2k
Available from: Out There Customs (OTC)
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Local Build

Forged Pistons

Even when cylinder walls were thicker, they were not bored more than 10% as a general rule. A 10% of the original 2261 cc adding 226 cc for a final outcome of 2488 cc (rounded up to 2.5 litres). That is, anyone claiming a larger engine size than 2.5 l would be highly suspect. However, for our motor Speedperf6rmanc3 (email) does not recommend going 20 over. That is, going from the stock 87.5 mm to 88 mm bore size. If you choose their higher compression ratio of 10.6, then you need to be using e85 or race gas. Otherwise, stick with the 9.5 ratio. The armour plating option adds micro welding protection and reduces piston expansion to reduce knock. Speedperf6rmanc3 does sell replacement sleeves.

The VVT system has safe guards to prevent valve-to-piston interference ONLY when using stock pistons designed for the cylinder heads used and stock valve-train including stock camshafts. If you are using after-market pistons or camshafts, you are advised to contact the supplier for the safe VVT intake camshaft advance that may be run. (MSF wiki)

Wiseco OTS Pistons

come with 1mm x 1.2mm x 2.8mm XX ring sets. These rings have a stainless steel gas nitride top ring, cast iron Napier hook second ring, and flex-vent oil ring with gas nitride scraper rails; the piston pins and corresponding clips are also included. All pistons have ArmorGlide™ skirt coating for improved wear and friction reduction, pins and clips included in set of four
At least in earlier versions, the piston skirt contacted the oil squirters breaking them off. Check by rotating the assembly in the cylinder to see if there is any contact and bend accordingly until the contact no longer exists. ( @btstarcher; )
Available from: Wiseco OTS Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E Stage I Pistons

see Wiseco with ArmorGlide™ coating reducing friction and noise, up to 400 WHP
Available from: CP-E Stage I Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E MagnumDI Stage II Pistons

see Wiseco; proprietary domed with valve pockets to optimise fuel distribution within the cylinder
Available from: CP-E MagnumDI Stage II Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E MagnumDI Stage III Pistons

10.5 compression decreases turbo lag, overbore (90mm) making this a 2.4L, up to 1 000 HP, noise and friction reducing nitride coating, 2618 alloy
Available from: CP-E MagnumDI Stage III Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Custom Pistons

see Wiseco; proprietary domed dish shape with exhaust valve reliefs and a specially designed pocket to better control the mixture during combustion on the top with an altered compression (ratio from stock 9.5:1 to 10.6:1) with piston coating options. The first number is the compression ratio and the second number is the bore size. All pistons have a 22.5mm wrist pin. Delivery takes four weeks plus two more weeks for Armour Plating (not required on the skirts).
Available from: SpeedPerf6manc3 Custom Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Pro Series

Hard anodized ring lands, improved grey phosphate GRAFAL skirt, coating in the pin bores and ring grooves provides a dry lubricant until the oiling system of the engine reaches operating pressure; particularly useful during the initial start-up or break-in of engines to protect against galling and micro-welding and reduces drag, scuffing, friction, cylinder bore wear and piston noise, aggressive bowl design, valve relief on exhaust side, 2618 piston materials, longer side skirts, oil squirter reliefs, low drag ring pack, piston crown is still machine-able
Available from: SpeedPerf6manc3 Custom Pro Series Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Molnar (CP, Diamond, RaceTec and Ross pistons for Molnar rods only)
No image
The design reduces stress on the bolt, while maintaining clamping load - it's a design used in Carillo rod bolts, as well. ( @phate; )
Available from: email: Tom Molnar at sales@molnartechnologies.com
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Posifab
with Molnar rods
No longer available
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Manley Pistons

Machined of high strength 2618 material, offset wrist pin design is utilized for quiet start-ups, perfect ring groove to skirt square-ness is achieved through "one fixturing" manufacturing method that assures maximum horsepower, all pistons come with moly coated skirts, round wire locks, premium chrome moly wrist pins and premium steel top ring sets from Total Seal, recommended clearance: .0035" measured 1.100" from the bottom of the oil ring groove, only available in 9.5:1 (Stock) compression ratio
Available from: Manley Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Main Studs

ARP2000 Pro Series Head Studs

Warning: these are worse than OEM @Ziggo;
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

ARP Main Studs

manufactured from 8740 chrome moly steel, heat-treated in-house to 200,000 psi tensile strength and precision J-form threads rolled after heat-treat to create a fastener that has threads 1000% stronger than others. All kits come complete with hardened parallel-ground washers and aerospace quality nuts. Reduce crankshaft flex and main cap fretting with these premium quality main studs.
Available from: ARP Main Studs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 L19 Head Studs

As more cars started to creep into the 450-500whp territory, people began to lift their heads which in some cases lead to catastrophic engine failure. The ultimate tensile strength (UTS) of the ARP2000 studs was 190 ksi. In order to increase this number other materials from ARP Fasteners was chosen so that the 10mm L19 head stud has a UTS of 262 ksi. Our 10mm head stud kit comes with upgraded nuts and washers along with a special assembly lube that has been tested to provide the most accurate torque spec of any lube on the market.
Available from: SpeedPerf6manc3 L19 Head Studs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Con Rods (Connecting Rods)

Manley Connecting Rods

4340 forged steel alloy, H-beam, compact uniform-grain structure for ultimate strength, full machining, stress relieving, and magna-fluxing. The wrist pin and big end bores are honed to +/-.0002 inch tolerance and the wrist pins get a bronze alloy bushing. Includes cap screw ARP 8740 alloy rod bolts and each rod set is weight-matched to within 2 grams
Available from: Manley Connecting Rods
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

K1 Technologies

shot peened (to improve fatigue life) billet 4340 steel; ARP 2000 fasteners asymmetrical threads to equally load each thread when under pressure
Available from: K1 Technologies
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Carrillo 22mm pin diameter Pro-Super A beam

Lighter than traditional H-style beams, (3/8 WMC bolt) / Pro-H (3/8 Carr / WMC bolt): chromium/nickel/vanadium/molybdenum-forged alloy, A rated to 800 HP and H to 1000 HP
Available from: Carrillo 22mm pin diameter Pro-Super A beam
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E MZR DISI Rods

K1 H-beam, billet 4340 steel with nickel, chromium and molybdenum; cold shot peened for 1000% increase in fatigue life
Available from: CP-E MZR DISI Rods
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Cunningham

2-piece forging in closed dies, shot peened, full floating bronze bushings, rated at 286,000 PSI, made from AISI H11 tool steel
Available from: email: Greg Cunningham staff@cunninghamrods.com
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Molnar Sport Compact Rods
No image
H-Beam Connecting Rods of 4340 billet material, heat treated to increase tensile strength and are shot peened to increase fatigue life. All rods have a wear resistant bronze bushing for long wrist pin life and feature 3/8 ARP2000 fasteners, held +/- .0001" which is the tightest tolerances you will find in the racing industry.
Available from: Molnar Sport Compact Rods
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Main Bearings

Bearings depend on a film of oil to keep them separated from the shaft surface. This oil film is developed by shaft rotation. As the shaft rotates it pulls oil into the loaded area of the bearing and rides up on this film much like a tyre hydroplaning on wet pavement. Grooving in a bearing acts like tread in a tire to break up the oil film. While you want your tyres to grip the road, you don’t want your bearings to grip the shaft.

The primary reason for having any grooving in a main bearing is to provide oil to the connecting rods. Without rod bearings to feed, a simple oil hole would be sufficient to lubricate a main bearing. Many early engines used full grooved bearings and some even used multiple grooves. As engine and bearing technology developed, bearing grooving was removed from modern lower main bearings. The result is in a thicker film of oil for the shaft to ride on. This provides a greater safety margin and improved bearing life. Upper main shells, which see lower loads than the lowers, have retained a groove to supply the connecting rods with oil. (Clevite / SP63)

Clevite AL Series

While a slightly shorter groove of 140° provides a marginal gain, most of the benefit is to the upper shell, which doesn’t need improvement. On the other hand, extending the groove into the lower half, even as little as 20° at each parting line (220° in total), takes away from upper bearing performance without providing any benefit to the lower half. It’s also interesting to note that as groove length increases so do horsepower loss and Peak Oil Film Pressure which is transmitted directly to the bearing.
Available from: Clevite AL Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Clevite H Series
Same image as Clevite AL Series
Same description as the Clevite AL Series
Available from: Clevite H Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Rod Bearings

King XP Tri-Metal Series

advanced metallurgical pMax Black™, a unique tri-metal structure that is 24% harder than any other conventional tri-metal race bearing and geometric technologies that meet extreme performance loads developed for all performance applications that use forged steel aftermarket crankshafts, “Bull’s Eye Tolerance” with all shells matched to 0.0001", Increased Height improves bearing-to-bore contact / heat transfer and reduces spin potential at high RPM, Improved Oiling with enlarged, chamfered oil holes, Medium Eccentricity enables optimum load distribution and improved oiling, Dowel Holes (optional), Narrowed Design for large-radius crankshafts.
Available from: King XP Tri-Metal Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Clevite H Series
Same image as Clevite AL Series
TriMetal™ design, first developed 50 years ago and perfected over time. A copper-lead alloy is added to a steel back, which is then electroplated with a white metal surface layer which produces an ideal degree of conformability, embedability, slipperiness, and fatigue resistance.
Available from: Clevite H Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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BSD (Balance Shaft Delete)

Removing the balance shaft reduces the engine’s weight by 18 lbs. The BSD reduces rotational drag allowing the engine to respond more quickly. BSDs are often sold with an Oil Pan Baffle Plate, which reduces oil starvation due to heavy braking, hard acceleration, extreme cornering or long sweeping corners wherein the engine oil moves up the sides of the oil pan.

James Barone Racing (JBR) BSD

Available from:
MS6 James Barone Racing (JBR) BSD MS6
MS3
James Barone Racing (JBR) BSD MS3
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

JBR Oil Pan Baffle and BSD

Under heavy braking, hard acceleration, extreme cornering or long sweeping corners the engine oil moves up the sides of the oil pan causing oil starvation. This oil pan baffle kit keeps the oil near the pick-up and therefore reduces oil starvation,
contains laser-cut, welded together to last lifetime, aluminium pieces formed to fit your stock oil pan
Available from:
MS6
JBR Oil Pan Baffle and BSD MS6
MS3
JBR Oil Pan Baffle and BSD MS3
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Sure BSD
WARNING: read http://www.mazdaspeedforum.org/forum/foru...3/#post1927730

OTC BSD Kit & Baffle Plate

Available from: BSD Kit & Baffle Plate
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 BSD
No image
Available from: SpeedPerf6manc3 BSD
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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VVT Kit

Edge Autosport MZR VVT Replacement Kit

One of the common issues with the MZR motor is the weak OEM VVT Actuator, which is heard as a rattle on start-up coming from the passenger side of the motor due to the actuator not holding oil pressure in order to take up the chain slack thus allowing it to hit the timing cover. Replace this quickly because if the car slips timing, pistons will meet valves and you will be left looking for a new motor.
Available from: Edge Autosport MZR VVT Replacement Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

DCR VVT Actuator

Unlike PTP’s double-pinned button, this eliminates the button with a pinned, threaded insert and improved spring rate ensuring the locking pin works
Available from: DCR VVT Actuator
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Camshaft & Valve Springs

CorkSport
10% HP gain up to 26 more HP at near factory idling quality
No longer available
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Stage 2 Camshaft

best possible compromise between drivability and power, this grind has data to support their 823WHP current world record claim and has enough piston-to-valve clearance to avoid engine damage. You must upgrade your valve springs if upgrading your camshaft. Note: Stage 3 for 60 HP more with just VVT changes @ 25 psi, but no data
Available from: SpeedPerf6manc3 Stage 2 Camshaft
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Crower Valve Springs

Extreme duty valve train upgrade kit for use with high performance cams with more lift and duration than stock, allows for higher valve lift and better valve stability at high rpm levels, Seat: 1.400" @ 66 lbs / Nose: 1.000" @ 161 lbs / Coil bind: 0.860"
Available from: Crower Valve Springs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SuperTech Valve Springs

Chrome Silicon Vanadium Steel alloy for higher performance & durability at high rpms and better memory Retainers are manufactured with high quality military certified Titanium alloy, CNC machined for a tight fit that will ensure a long durability, Single Spring Type: 55 @ 35 Press. Seat: Press Open: 150 @ 10, Max Lift: 14.3mm, Coil Bind: 20.7mm, Rate: 9.6mm
Available from: SuperTech Valve Springs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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EGR Delete

Un-tick code P0403 as deleting the EGR can cause knock during partial throttle unless you tell the ECU that the EGR is perpetually not ready as the ECU is expecting the combustion reaction to take longer due to lower oxygen with EGR. @Ziggo; )

JBR EGR Block Off Kit

is the most inexpensive way to keep carbon and soot build up from occurring in the DISI engine. Cut from .062 thick 5052 aluminium, this plate kit is tough enough to do the job without the risk of stripping bolts during re-installation. With the included plug, you can completely remove the EGR tube making the installation easier.
Available from: JBR EGR Block Off Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Kozmic EGR Delete Kit

deleting the primary EGR solenoid opens usable space on the back of the engine for aftermarket turbo kit fitment and fuel pump access
Available from: Kozmic EGR Delete Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SSP Texas TX Race Series
See Kozmic EGR Delete Kit image
for complete EGR removal, thicker CNC precision cut aluminium plate with new shorter bolts and proper washers for use with stock gaskets
Available from: SSP Texas TX Race Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CP-E BlockD EGR Delete Kit

billet 5/8 inch thick aluminium, CNC cut, anodised black with intake manifold plug, 1/8 inch NPT coolant port, saves space for BT build
Available from: CP-E BlockD EGR Delete Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

OTC EGR Delete

Available from: OTC EGR Delete
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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PCV

In stock form, the DISI MZR only has a single vent of crank case pressures when under boost: the valve cover. As power levels increase, so does crank case pressure, which can cause the turbo to start smoking. Boosting more than 24 psi can push your dipstick out splattering oil everywhere (do a compression check if this is seen). Although the valve cover baffles with pills were redesigned for Genpus after Mazda came out of denial (TSB 01-002-11), proper crankcase ventilation is seen as a Stage-2 mod.

This PCV Plate helps vent the crankcase by adding a second vented port right at the source of the crank case pressure, the bottom end. Rather than force said pressure to flow all the way up through the long block into the valve cover through the gamut of valve cover baffles and finally out the valve cover port, a PCV Plate provides a dedicated port to vent right at the source. (Edge Autosport)

This PCV Plate reduces flow to the valve cover while maintaining the OEM baffle system, which is integral to the block. A vacuum line is run from the PCV Plate to the OCC. This is preferable to valve cover / crankcase breather filter caps. If you can remove air (racers pay for going into vacuum) from beneath the pistons, you will get less pumping resistance. Some racers also port between pistons that are in opposite phases where one pushes air (pumping) behind the piston that needs help in compressing.

PERM PCV Plate

Available from: PERM PCV Plate
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

OTC Mazda MPS PCV Plate

Available from: OTC Mazda MPS PCV Plate
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Valve Cover Breather

offers a cheaper option to the PCV Plate solution. However, this (tastysi2004) and a vented OCC ( @btstarcher; ) have caused an oil smell in the cabin as they vent to air with the former being an oil cap replacement even though it has a baffle and check ball preventing unmetered air from entering the crankcase at idle. As your rings wear allowing more blow-by, this smell will increase and oil will be visible on these filters.
Available from: SpeedPerf6manc3 Valve Cover Breather
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Spark Plugs



NGK LTR7IX-11 or Denso ITV22 (both 0.4mm core) (or HKS M-Series with 0.6mm core and thermal edge to reduce carbon build-up), (also Torque Master and Autolite Iridium) the general rule is KR will force you to run one step cooler for every 50 – 75 WHP gain as one step colders remove 70º to 100º C (158º - 212 º F) of cylinder heat (NGK SA). In fitting, once snug, turn one quarter (90º) more only to properly seat the spark plugs. Run to temperature to help seal the porcelain in the tip and do not just start the motor to see if everything is still working. Note that the ITV22 has had reports of cracked porcelain.

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Intake Gasket Kit and TP Coolant Bypass

Thermal Insulating Gasket Kits, as opposed to the OEM paper thin metal gaskets between the intake manifold and cylinder head and between the throttle body and intake manifold, allow heat transfer affecting BATs.

Throttle Plate (TP) Coolant Bypass is for those that live in areas where it never freezes; you can reroute the water heater pipes to bypass the TP. This will lower BATs and KR.

JBR Thermal Insulating throttle plate and intake manifold
Intake Gasket

Throttle Body & Coolant Bypass Kit

Constructed out of 0.062 virgin grade PTFE, can be stacked four thick and is reusable.
Available from: JBR Thermal Insulating & TP Coolant Bypass Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Sure (intake plenum, throttle body)
of PTFE, reusable, CAD/CAM designed to have larger ports than the stock gasket which ensures the TIG™ will not restrict air flow, in 1/8” or 1/16” thickness
WARNING: read http://www.mazdaspeedforum.org/forum/foru...3/#post1927730

Zack
Available from: Not found

EONON D5151
Available from: Not found

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Injector Seals

The seals can begin to fail after 60K miles, high boost levels or high compression levels.

CP-E Safe Seals for injectors

one of the biggest hurdles is taking them out, but CP-E has machined and included a small slide hammer to aid in the removal of the injectors, included are the necessary studs, nuts, and washers for proper torque without stripping the head of the engine while allowing there to be a higher clamping force, the supplied washers are custom CNC lathed aluminium designed to match the stock washers that are normally reused. No more cutting, grinding, or time wasting, this kit comes with everything you will need for a full, proper installation.
Available from: CP-E Safe Seals for injectors
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

CorkSport 2007-2013 Mazdaspeed 3 and 2006-2007 Mazdaspeed 6 BeCuse Injector Seals

reliable beryllium copper cups allow proper crush sealing, the groove and flared lip design allows the seal to crush into the cylinder head, sealing in the OEM location and against the side for superior sealing performance, no studs required, 90 day warranty on initial installation
Available from: CorkSport 2007-2013 Mazdaspeed 3 and 2006-2007 Mazdaspeed 6 BeCuse Injector Seals
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)


PTP
FJ Motorsports (previously Protégé Garage)
Not found

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Larger fuel injectors with rail pressure relief valve set at 2000 psi

SpeedPerf6manc3 Secondary Injection Fuel Kit

Fuel is the most limiting factor of DISI. Although most resort to using WMI systems, which can be un-reliable, inaccurate, and costly to refill on a regular basis, a combination of direct injection (DI) and port injection (PI) meets the demands of higher horsepower. This kit is designed to work with a secondary fuel rail mounted to your cold pipe just before the throttle body. By using a standard fuel injector, you are able to precisely inject an exact amount of fuel as opposed to a WMI kit which just pushes fuel through an orifice at a pre-calculated rate. By using the Split Second AIC Fuel Injector Controller, you are provided with a 3D table in which you can reference MAF voltage and RPM in order to inject fuel exactly when you need it. This kit includes the DeatschWerks 265LPH direct fit, drop-in upgraded fuel pump to replace the stock in-tank fuel pump. It also replaces the fuel lines under the hood with Russell / Aeroquip -6AN lines for full flow to the secondary fuel rail and then out to the CDFP. This allows un-restricted flow from tank to injector compared to some of the other kits on the market which utilize a restrictive and leak-prone adapter for the stock fuel line. This kit also includes two factory Bosch high impedance 1000cc injectors. They have a 30 degree cone shaped spray pattern which provides instant atomization as the fuel exits the tip of the injector. They also have an extended tip which allows the injector nozzle to reach down into the intercooler piping to ensure that fuel is directly mixed with the surrounding air. Aeroquip E85 rated fuel hose, reducer couplers for TP and IC. Takes three weeks; needs serial adaptors (Serial to USB adaptor to laptop). Allow two to three weeks for shipping
Available from: SpeedPerf6manc3 Secondary Injection Fuel Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

SpeedPerf6manc3 Port Injector Fuel Kit

similar to their Secondary Injector Set, but has a direct fit, drop-in fuel pump top hat to replace the stock in-tank fuel pump. This top hat allows you to utilize two DeatschWerks 320LPH fuel pumps while still retaining stock tank fitment. The stock bucket is re-used in order to maintain the accuracy of the stock fuel level float and also to maintain the integration of the venturi, which is used to pull fuel from the opposite side of the fuel tank. This allows a BSFC of .75 for a forced induction motor running e85 in order to feed all 8 injectors (4 OEM, 4 port injectors) to over 800whp. Comes with four Bosch high impedance 1000cc injectors, but choose the 2000cc if using e85. Includes a custom Plug-N-Play harness with two weather-pack relays, two weather pack 15A fuses, soldered eye-ring terminals for the battery and ground connections and posi-tap connectors for tapping the relevant ECU wires. Takes three weeks; only works with JMF IM.
Available from: SpeedPerf6manc3 Port Injector Fuel Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Kozmic Motorsports K27 5th and 6th Port Injection Kits

Beyond 380-400 whp; secondary fuelling is required. Many meth injections kits lack the reliability and configurability needed for safe and consistent tuning and has potential faults in the system (be it a slow water/meth drip while the car is parked hydro locking your motor, or a hardware failure while at WOT resulting in detonation) can quickly result in damage to the engine. fuel injectors are more reliable than “nozzles”. The Fifth Port kit comes with two, 1000 cc/min, high impedance Bosch injectors. The stock DI injectors are rated at 1700 cc/min at ~1700 psi. In “port injected” terms, this is roughly equivalent to 850 cc/min injectors, so adding an additional 2000 cc/min to the stock 3400 cc/min results in a substantial gain in fuel-ability. To help assure this fuel is delivered from the tank reliably, we recommend an upgraded in-tank fuel pump (NOT INCLUDED). From there, fuel is tapped off the low pressure side of the HPFP, and delivered to a custom dual injector boss pipe placed right before the throttle body. Auxiliary injection control is provided by a Split Second fuel controller utilizing their R4 software. A provided “true tach” circuit is used to deliver an accurate RPM signal to the SS controller (Now built into the SS controller), along with a voltage from the mass air flow sensor (MAF), giving the SS controller the necessary airflow and rpm information for the use of its two dimensional fuel table. This results in a very consistent and configurable aux fuel injection amount. When coupled with a proper R4 map (of which PERM Tuning is happy to help you achieve), the necessary ECU tweaks are minimal and predictable
Available from: Kozmic Motorsports K27 5th and 6th Port Injection Kits
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Bosch 1000 cc / min
Image - not found (yet)
Available from: Bosch 1000 cc / min
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

InjectorRX Injector Cleaning Service
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Why pay 4 – 16 times or even more for a new injector or, at minimum, double the amount for remanufactured ones if, for $25.00 per direct injector, you can have your gummed up, clogged, dirty or leaking injectors restored to their original condition. Fast, reliable and cost effective OEM approved ultrasonic cleaning process and flow testing will save you money.
Available from: InjectorRX Injector Cleaning Service
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Break-in Oil

Lucas Engine Break-in oil SAE 30: for rebuilds, high in zinc

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Associated

Clutch

Heavy duty pressure plates allow increased clamp load, reduced deflection and maximizes clutch life, absorbs more heat, engagement is harsher, but shifting is faster

ACT (Advanced Clutch Technology) Race / Streetlite / 6 Puck Clutch Kit 4 / 6 Pad

Available from: ACT (Advanced Clutch Technology) Race / Streetlite / 6 Puck Clutch Kit 4 / 6 Pad
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)
Note: all state “out of stock”

ClutchMasters Street / Race / Stage 2.5 / FX400

Available from:
MS6
ClutchMasters Street / Race / Stage 2.5 / FX400 MS6
MS3
ClutchMasters Street / Race / Stage 2.5 / FX400 MS3
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

LuK Clutch kit fits 2007-2013 MAZDA 3 2.3L DOHC TURBOCHARGED MAZDASPEED (10-064)

Popular with Fidanza Flywheel @TiGraySpeed6;
Available from: LuK Clutch kit fits 2007-2013 MAZDA 3 2.3L DOHC TURBOCHARGED MAZDASPEED (10-064)
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)


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Flywheel

ACT Flywheel

Available from: ACT Flywheel
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Clutchmasters Flywheel

Available from:
MS6
ClutchMasters Flywheel MS6
MS3
ClutchMasters Flywheel MS3
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Fidanza 6061 T6 Aluminium

Available from: Fidanza 6061 T6 Aluminium
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

South Bend
SBC S3

Stage 2 with 430 ft / lbs, Stage 3 with 500 ft / lbs or Stage 4 with 625 ft / lbs or Stage 5 with 655 ft / lbs torque capacity, all with anti-chatter technology except Stage 5
Available from:
MS6
South Bend MS6
MS3 Gen1
South Bend MS3 Gen1
MS3 Gen2
South Bend MS3 Gen2
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Upgraded fuel pump in the tank

DeatschWerks 65C for 265 LPH (litres per hour) Compact In-Tank Fuel Pump W/Set Up Kit

drop in, ethanol compatible, three year warranty
Available from: DeatschWerks 65C
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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Auxiliary Fan Controller

SpeedPerf6manc3 Auxiliary Fan Controller

for emission purposes, OEM maintains coolant temperatures between 214 and 217º F, but this increases BATs reducing power and potentially warping your head. This unit allows you to set the temperature with Cobb AP, MSD, Dashhawk, Ultragauge (like Genwans) as to when the radiator fan turns on and runs for 15 to 20 seconds. Fails over to OEM controller, works with A/C per normal
Available from: SpeedPerf6manc3 Auxiliary Fan Controller
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

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OCC (Oil Catch Can)

Install an OCC (oil catch can) to increase the longevity of your engine by collecting the blow-by gases and oil mist coming from the unclean crankcase vapours coming through the PCV (positive crankcase ventilation one-way vacuum valve) to prevent coating your intake tract making it less efficient at cooling (more KR). This IC gunk restricts air flow while dropping boost pressure. Most OCCs eliminate the need for a check valve which restricts the air flow building unwanted crankcase pressure. It is amazing how much water these OCCs trap. Sight tubes allow one to view when the OCC needs to be drained. Be sure that the vacuum hose is reinforced. Note that even brand new OEM PCVs are notorious for not being able to completely close to prevent boost from entering the crankcase. The more boost you run, the greater the problem becomes. (JBR)

JBR Stage I, II with 1/2” check valve, III needs vent to atmosphere (VTA) kit
S2

VTA

Stage III absolutely stops gunk as there is no vacuum line return. (Jamie at jamesbaroneracing@gmail.com), 304 SS, CNC machined, TIG welded, Internal filters machined from 6061 perforated aluminium, 1/4" NPT quick drain
Available from:
MS6
JBR OCC MS6
MS3
JBR OCC MS3
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

(Matt) Damond Motorsports OCC
OCC

VTA

replaces stock PCV hose, non-transferable lifetime warranty
Available from: Damond OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Corksport Aluminium OCC

Cyclonic Design: Uses vacuum force to separate the oil and contaminates from the air and includes an internal disk to prevent backflow.
Available from: Corksport Aluminium OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Saikou Michi Co Stage 2 OCC

closed loop, trap design, traditional OCC in PVC
Available from: Saikou Michi OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Out There Customs (OTC) Stage 2 ST250 OCC

Available from: OTC Universal OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) in Red, Blue, Black or Silver

Mishimoto Black OCC

prevents oil from getting into pressurized turbo plumbing, which can lead to couplers coming off under boost. Oil vapours can get into the intake system which will lower combustion temperatures and reduce overall efficiency.
Available from: Mishimoto Black OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

Kozmic Motorsports TX Race Series OCC

Fits in Drivers bumper area making for easy draining access, designed to clear most CAI, high quality 10AN fittings utilize 5/8” hose to your OEM PCV breather and valve cover. High temp caps are included for the intake manifold and intake with clamps
Available from: Kozmic Motorsports OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)

GReddy Super Light Oil Catch Tank

Made of light weight high quality aluminium, removes carbon and sludge build-up in the intake system, prolongs engine life, easy to clean, empty and maintain, visual fluid level shows when to empty the catch tank
Available from: GReddy Super Light Oil Catch Tank
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes)
Attached Images
File Type: jpg ACT_6_Pad_Clutch.JPG (33.4 KB, 45 views)
File Type: jpg ACT_Flywheel_Prolite.JPG (21.1 KB, 43 views)
File Type: jpg ARP_Main_Studs.JPG (32.5 KB, 43 views)
File Type: jpg ARP2000_Head_Studs.JPG (25.3 KB, 44 views)
File Type: jpg Carrillo_Con_Rods.JPG (26.7 KB, 44 views)
File Type: jpg Clevite_Main_Bearning.JPG (25.7 KB, 44 views)
File Type: jpg ClutchMasters_725_Series_Clutch.JPG (44.0 KB, 47 views)
File Type: jpg ClutchMasters_Flywheel.JPG (39.1 KB, 43 views)
File Type: jpg CP-E_Con_Rod.JPG (31.8 KB, 43 views)
File Type: jpg CP-E_EGR_Delete.JPG (14.5 KB, 804 views)
File Type: jpg CP-E_S1_Piston.JPG (35.8 KB, 41 views)
File Type: jpg CP-E_S2_Pistons.JPG (49.4 KB, 37 views)
File Type: jpg CP-E_S3_Pistons.JPG (34.0 KB, 37 views)
File Type: jpg CP-E_Safe_Seal.JPG (34.5 KB, 38 views)
File Type: jpg CP-E_Short_Block.JPG (32.2 KB, 37 views)
File Type: jpg Crower_Valve_Springs.JPG (24.0 KB, 33 views)
File Type: jpg CS_OCC.JPG (26.2 KB, 33 views)
File Type: jpg Cunningham_Con_Rod.JPG (17.1 KB, 33 views)
File Type: jpg Damond_OCC.JPG (31.2 KB, 35 views)
File Type: jpg Damond_OCC_VTA.JPG (27.1 KB, 35 views)
File Type: jpg DCR_VVT.JPG (25.5 KB, 34 views)
File Type: jpg DeatschWerks_65C_Fuel_Pump.JPG (33.7 KB, 35 views)
File Type: jpg Edge_VVT_Kit.JPG (23.3 KB, 34 views)
File Type: jpg Fidanza_Flywheel.JPG (25.3 KB, 33 views)
File Type: gif Firing_Order.gif (3.3 KB, 793 views)
File Type: jpg GReddy_OCC.JPG (41.8 KB, 35 views)
File Type: jpg JBR_BSD.JPG (13.0 KB, 795 views)
File Type: jpg JBR_EGR_Delete.JPG (16.5 KB, 33 views)
File Type: jpg JBR_Intake_Gasket.JPG (24.1 KB, 33 views)
File Type: jpg JBR_OCC_S2.JPG (28.4 KB, 35 views)
File Type: jpg JBR_OCC_VTA.JPG (43.4 KB, 34 views)
File Type: jpg JBR_Oil_Pan_Baffle_BSD.JPG (16.3 KB, 797 views)
File Type: jpg JBR_Throttle_Body.JPG (16.4 KB, 795 views)
File Type: jpg K1_Con_Rod.JPG (24.0 KB, 32 views)
File Type: jpg King_XP_Rod_Bearings.JPG (26.8 KB, 32 views)
File Type: jpg Kozmic_EGR_Delete.JPG (19.6 KB, 33 views)
File Type: jpg Kozmic_OCC.JPG (38.4 KB, 32 views)
File Type: jpg Manley_Con_Rods.JPG (23.6 KB, 33 views)
File Type: jpg Manley_Piston.JPG (24.6 KB, 34 views)
File Type: jpg Mishimoto_OCC.JPG (34.7 KB, 35 views)
File Type: jpg OTC_BSD_Baffle_Plate.JPG (30.1 KB, 34 views)
File Type: jpg OTC_EGR_Delete.JPG (14.7 KB, 791 views)
File Type: jpg OTC_OCC.JPG (30.5 KB, 31 views)
File Type: jpg OTC_PCV_Plate.JPG (21.2 KB, 33 views)
File Type: jpg PERM_PCV_Plate.JPG (22.5 KB, 30 views)
File Type: jpg Saikou_Michi_OCC.JPG (38.3 KB, 30 views)
File Type: jpg SBC_S3_Clutch.JPG (39.8 KB, 31 views)
File Type: jpg SP63_2nd_Inj_Fuel_Kit.JPG (25.1 KB, 31 views)
File Type: jpg SP63_Aux_Fan_Controller.JPG (27.9 KB, 31 views)
File Type: jpg SP63_Custom_Pistons.JPG (30.9 KB, 29 views)
File Type: jpg SP63_Head_Serv.JPG (52.1 KB, 30 views)
File Type: jpg SP63_L19_HS.JPG (20.5 KB, 30 views)
File Type: jpg SP63_Long_Block.JPG (26.6 KB, 28 views)
File Type: jpg SP63_Pistons.JPG (25.6 KB, 29 views)
File Type: jpg SP63_Port_Injection_Fuel_Kit.JPG (30.8 KB, 29 views)
File Type: jpg SP63_Pro_Piston.JPG (28.5 KB, 31 views)
File Type: jpg SP63_S2_Camshaft.JPG (34.0 KB, 30 views)
File Type: jpg SP63_Short_Block.JPG (31.7 KB, 29 views)
File Type: jpg SP63_VC.JPG (29.2 KB, 30 views)
File Type: jpg SuperTech_Valve_Springs.JPG (24.2 KB, 32 views)
File Type: jpg Wiseco_OTS_Piston.JPG (36.9 KB, 32 views)
File Type: jpg SP63_Crank_Key_Serv.JPG (40.9 KB, 32 views)
File Type: jpg CS_Injector_Seals.JPG (24.4 KB, 33 views)
File Type: jpg Kozmic_5th_Port_Injection.JPG (59.0 KB, 30 views)
File Type: jpg Edge_Remfg_Long_Block.JPG (31.0 KB, 31 views)
File Type: jpg LuK_Clutch.JPG (87.1 KB, 32 views)
__________________
MS3 Gen2: AT: HPFP Int; Cobb: AP V3/ATR; CS: SRI/TIP, Catless DP; DIY: Air-box; GS: EBCS;
Hankook: V12; NGK: 1 step cooler; OTC: EGR Del, OCC with VTA, PCV Plate, TP Coolant Bypass
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Default 2015 Prices

2015 Prices

Engine Rebuild

Easy Way

Short and Long blocks

SpeedPerf6manc3 Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $2,899 (or $3,168) Core Charge: $1,400, Pistons: Wiseco included, Manley $103, SP63 9.5:1 87.5mm $148, SP63 9.5:1 88mm $148, SP63 10.6:1 87.5mm $178, SP63 10.6:1 88mm $178 Rods: Manley H-Beam included, Manley I-Beam $429, Carillo H-Beam $748, Rod Bolts: ARP2000 included, ARP Custom Age 625 $257, 11mm Upgrade Service: drilling & taping $695, Coat Bearings: $79 (optional), Add BSD: $35 (optional), Add Rear Main Seal: $68, Keyed Crank: keyway only $75, Crank Pulley and Sprockets $269

SpeedPerf6manc3 Long Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $4,199 Core Charge: $1,900, Have SP install this motor: $1,100, Pistons: Wiseco included, Manley $103, SP63 9.5:1 87.5mm $148, SP63 9.5:1 88mm $148, SP63 10.6:1 87.5mm $178, SP63 10.6:1 88mm $178 Head Studs: 10mm L19 included, 12mm H11 $434, Rods: Manley H-Beam included, Manley I-Beam $429, Carillo H-Beam $748, Rod Bolts: ARP2000 included, ARP Custom Age 625 $257, Coat Bearings: $79 (optional), Add BSD: $35 (optional), Keyed Crank: keyway only $75, Crank Pulley and Sprockets $269

Edge Autosport MZR DISI Remanufactured Long Block Mazdaspeed 3 Mazdaspeed 6 2006-2013
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $3,940 (includes a refundable $460 core charge and US shipping to a business or industrial address), optional no fault insurance +$50

Mazdaspeed Motorsports Development Long Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) should see a savings of at least $1,050 vs retail. Requires registering for free membership, but requires two published race results from a sanctioned racing organisation such as SCCA.

Local Mazda Dealership
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) basically to establish a baseline for price comparisons

SpeedPerf6manc3 Head Porting Services
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) Complete Head Overhaul: $525, Core Charge: $1,200 later or new head, Head Porting: Mild Porting Intake $250, Mild Bowl Work Intake $563, Single Runner Intake $900, Mild Porting Exhaust $250, Single Runner Intake & Mild Exhaust $1,050, Upgraded Valve Springs: Crower 65 lbs $254, SuperTech 55 lbs $297, SuperTech 70 lbs $327, SuperTech 83 lbs $327, Upgrade Intake Valves: +1 $540, Upgrade Exhaust Valves: +1 $540, Upgrade Cams: Stage 2 $750, Custom Grind (call for quote), Pinned Camshaft: $205 (optional), New Camshafts, Exhaust Sprocket & VVT: $450

SpeedPerf6manc3 Crank Keying Service
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $75 includes crank and keyway, optional: include keyed pulley and sprockets $194, add balance and micro-polish $136, core charge for new crank pulley and two sprockets $253; allow two to three weeks

Custom Performance Engineering (CP-E) MZRevolved Stage I Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $3,419.95 options: Stage II pistons, ARP head studs, gasket set, multi-layer head gasket 0.018 thickness (recommended), crate charge $150, core charge $1,900

CP-E MZRevolved Stage II Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $5,599.95 Stage I pistons (88.5 or 89), options: Stage II pistons 88.5 or 89 +$199, multi-layer gasket set +$120 with OEM gasket set +$342.27, ARP head studs +$161.75, crate charge $150, core charge $1,900

CP-E MZRevolved Stage III Short Block
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $6,449 multi-layer gasket set +$120 with OEM gasket set +$342.27, crate charge $150, core charge $1,900

Out There Customs (OTC)
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) Prices upon request

Local Build

Forged Pistons

Wiseco OTS Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $480 stock bore (87.5mm) or 88 (5 over)

CP-E Stage I Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $500

CP-E MagnumDI Stage II Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $699.97 stock bore (87.5mm) or 88 (5 over)

CP-E MagnumDI Stage III Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $797.93

SpeedPerf6manc3 Custom Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $610 Bore Size: 87.5 or 88; Compression Ratio: 9.5:1 or 10.6:1 (+$30); Add Armor Plating: Yes (+$80)

SpeedPerf6manc3 Pro Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $540

Molnar (CP, Diamond, RaceTec and Ross pistons for Molnar rods only)
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) contact for custom piston prices; $653 for OTS CP only

Manley Pistons
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $540

Main Studs

ARP2000 Pro Series Head Studs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $169, but are worse than OEM @Ziggo;

ARP Main Studs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $112

SpeedPerf6manc3 L19 Head Studs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $295

Con Rods (Connecting Rods)

Manley Connecting Rods
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $350

K1 Technologies
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $385.66

Carrillo 22mm pin diameter Pro-Super A beam
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $972.30

CP-E MZR DISI Rods
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $410

Cunningham
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $260 each

Molnar Sport Compact Rods
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $403.82

Main Bearings

Clevite AL Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $76 over- / under-sized available upon request

Clevite H Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $94.28 over- / under-sized available upon request

Rod Bearings

King XP Tri-Metal Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $89.99

Clevite H Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $54

BSD (Balance Shaft Delete)

James Barone Racing (JBR) BSD
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $35

JBR Oil Pan Baffle and BSD
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $100

OTC BSD Kit & Baffle Plate
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) South African R950 (about $80)

SpeedPerf6manc3 BSD
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $39

VVT Kit

Edge Autosport MZR VVT Replacement Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $398.38

DCR VVT Actuator
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $200 Core Charge +$50

Camshaft & Valve Springs

SpeedPerf6manc3 Stage 2 Camshaft
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $725

Crower Valve Springs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $264

SuperTech Valve Springs
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $378.74

EGR Delete

JBR EGR Block Off Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $25

Kozmic EGR Delete Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $31.99

SSP Texas TX Race Series
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $38.99

CP-E BlockD EGR Delete Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $99.99

OTC EGR Delete
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) South African R250 (about $20)

PCV

PERM PCV Plate
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $180

OTC Mazda MPS PCV Plate
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) South African R950 (about $80)

SpeedPerf6manc3 Valve Cover Breather
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $70

Intake Gasket Kit and TP Coolant Bypass

JBR Thermal Insulating throttle plate and intake manifold
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) Intake Gasket $45, Throttle Body & Coolant Bypass Kit $30

Injector Seals

CP-E Safe Seals for injectors
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $204.97

CorkSport 2007-2013 Mazdaspeed 3 and 2006-2007 Mazdaspeed 6 BeCuse Injector Seals
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $189.99

Larger fuel injectors with rail pressure relief valve set at 2000 psi

SpeedPerf6manc3 Secondary Injection Fuel Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $950

SpeedPerf6manc3 Port Injector Fuel Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $1,796 Single or Dual Pumps: single included, dual $376, Upgraded Injectors: 1000 CC included, upgrade to 2000 CC (700 HP) $194, Autometer Fuel Pressure Gauge: $194 (optional), PnP Coil Pack Harness: $135 (optional)

Kozmic Motorsports K27 5th and 6th Port Injection Kits
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) 5th port $735, optional 6th port +$168

Bosch 1000 cc / min
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $104.50 each

InjectorRX Injector Cleaning Service
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $25 / injector

Associated

Clutch

ACT (Advanced Clutch Technology) Race / Streetlite / 6 Puck Clutch Kit 4 / 6 Pad
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) price ranges from Perf Street Sprung for $1,033 to $1,145 for Race Sprung 6 Pad
Note: all state “out of stock”

ClutchMasters Street / Race / Stage 2.5 / FX400
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $525 FX100 to $1,875 for 725 series with twin disc with aluminium flywheel

LuK Clutch kit fits 2007-2013 MAZDA 3 2.3L DOHC TURBOCHARGED MAZDASPEED (10-064)
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $444

Flywheel

ACT Flywheel
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $416 for Prolite or $477 for Streetlite

Clutchmasters Flywheel
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $575 in steel or aluminium to $750

Fidanza 6061 T6 Aluminium
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $516.16

South Bend
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $1,030 for SBC Stage 2 (S2), $1,130 for S3, $1,230 for S4, $1,330 for S5 (4 puck)

Upgraded fuel pump in the tank

DeatschWerks 65C for 265 LPH (litres per hour) Compact In-Tank Fuel Pump W/Set Up Kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $149

Auxiliary Fan Controller

SpeedPerf6manc3 Auxiliary Fan Controller
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $125

OCC (Oil Catch Can)

JBR Stage I, II with 1/2” check valve, III needs vent to atmosphere (VTA) kit
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) Stage 1 (S1): $185, S2 $215, S3 +$45 for the VTA

(Matt) Damond Motorsports OCC
MS6 (Yes) $185, MS3 Gen1 (Yes), MS3 Gen2 (Yes) $190, VTA +$30

Corksport Aluminium OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $209.99

Saikou Michi Co Stage 2 OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $170 for Version 1 (V1), $175 for V2

Out There Customs (OTC) Stage 2 ST250 OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) South African R1,200 (about $100) in Red, Blue, Black or Silver (says for Ford Focus, but is universal)

Mishimoto Black OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $96.75

Kozmic Motorsports TX Race Series OCC
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $246.05

GReddy Super Light Oil Catch Tank
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) $150
Cheapspeed and Sleepin6 like this.
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 Old 04-06-2015, 06:00 AM   #3
 
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Did I mention something good about the CPS? hmmm, cool, good for me

For the engine, long block and short block, it's worth it to have Mazda and Mazdaspeed Motorsports in the mix- Mazda for retail pricing and MSM for the killer discounted pricing. I got my long block from MSM for less than $3500 including tax & shipping to my driveway. Retail at that time was $4134, not including shipping & tax.

Speaking of stock- should add the LuK clutch (LuK part no. 10-064, +/-$350) - which is the stock clutch and really good for those not consistently launching and staying under 400ish hp. It's a great match for the Fidanza FW too, and that pair is a popular combo.





LuK & Fidanza combo in my speed

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 Old 04-06-2015, 08:13 AM   #4
 
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In the original post you mention larger injectors and then mention aux fueling. I assume you mean new injectors for the aux fueling but you might want to reword to avoid confusion. Unless I missed the release of larger direct injected injectors then you might want to reword.
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 Old 04-06-2015, 08:55 AM   #5
 
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Just a couple things I noticed.

Corksport injector seals:
CorkSport 2006-2013 Mazdaspeed 3 and 6 Injector Seals

Kozmic 5th/6th port injection:
K27 5th and 6th Port Injection Kits - MazdaSpeed 3/6

Remanufactured engine from Edge:
MZR DISI Remanufactured Long Block Mazdaspeed 3 Mazdaspeed 6 2006-2013

I think Posifab was a few members on here that started selling parts. I believe they stopped when one of the members had some issues.
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 Old 04-06-2015, 08:56 AM   #6
 
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Originally Posted by jdmage_mx5 View Post
In the original post you mention larger injectors and then mention aux fueling. I assume you mean new injectors for the aux fueling but you might want to reword to avoid confusion. Unless I missed the release of larger direct injected injectors then you might want to reword.
Just for clarity, I used the section title of: "Larger fuel injectors with rail pressure relief valve set at 2000 psi", but then I describe a dual and quad additional injectors kits with associated in-tank fuel pump upgrades, Bosch injector and injector cleaning service. So, you are requesting a section title name change to Auxiliary Fuelling...is this correct?
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 Old 04-06-2015, 09:11 AM   #7
 
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Originally Posted by Inquisitive View Post
Posifab
@btstarcher; where did you get these (weblink please)?
Posifab no longer exists. When I looked, the threads regarding these pistons were either deleted or couldn't be found. @phate; might recall more, but it makes no difference really since you can't get them any more.

Regarding bending the oil squirters: it's for Wiseco pistons, because the piston skirt contacts the squirters and breaks them off. I'm not sure if they ever fixed the issue with newer piston designs. Just rotate the assembly and see if there's any contact.
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 Old 04-06-2015, 08:10 PM   #8

 
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Dont even put ARP head studs in the list. They are trash in this application.
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 Old 04-07-2015, 05:43 AM   #9
 
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Originally Posted by Ziggo View Post
Dont even put ARP head studs in the list. They are trash in this application.
Are you referring to ARP2000 Pro Series Head Studs, ARP Main Studs, or both?

Originally Posted by TiGraySpeed6 View Post
For the engine, long block and short block, it's worth it to have Mazda and Mazdaspeed Motorsports in the mix- Mazda for retail pricing and MSM for the killer discounted pricing.
Please provide the weblinks. I think the Mazdaspeed one requires a logon / password (or snipped images).

The LuK clutch has been added to the OP. I won’t ask how long ago you got it as the price is now $444 on eBay.

@Amnesiac;

I have added Corksport injector seals, Kozmic 5th/6th port injection and Remanufactured engine from Edge to the OP. Not sure how many would be interested in just a rebuild when there is the opportunity / potential to build a fully bolted version, but it has been added for completeness. It might have cost comparative value.
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 Old 04-07-2015, 06:09 AM   #10
 
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Mazda engine links - well, your local parts counter works.... Alternatively any mazda online parts source that strikes your fancy, but be sure to include shipping and tax, then I'd whore it out to the best price I could find after I checked my local parts counter to see if they would match or beat it.

Mazdaspeed Motorsports does require membership, but it's free to join. The only requirement they have is that you are a member of a sanctioned racing organization such as the SCCA. SCCA membership runs ~$70 for a year. But, considering the long block through MSM is ~$1050 less than retail I'd say that's a fair trade, plus you can go autocross.... MSM does ask for two published race results per year, but you can be a member for up to a year before posting results from your first event and again, it's a great reason to go Autocross with that SCCA membership!


Here's one of more than a dozen random options. Parts diagrams are easy to find & use here, but may not be the least expensive.
Mazda Parts - Authentic OEM Mazda Parts direct from Jim Ellis Mazda


MSM is right where you'd expect em to be-
MAZDASPEED MOTORSPORTS DEVELOPMENT - Home Page

Note that MSM is Mazda's in house racer support program, and you see the logo in many forum members signatures, including mine.


As for pics, not sure what you want here? All Mazda has available are the line drawings found in the parts break downs. They couldn't give a crap about glossy pics, they save that effort for selling the cars, not the part for the cars. I've got these from when I ordered mine, perhaps between these and the invoice from MSM, which shows the retail mazda price too, there will be something you can use?







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 Old 04-07-2015, 07:54 AM   #11
 
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I have an Excel spreadsheet that I use for engine builds in my Beans above the Frank thread. OP if I remember correctly d
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Originally Posted by Inquisitive View Post
Are you referring to ARP2000 Pro Series Head Studs, ARP Main Studs, or both?

ARP2000 headstuds. They are worse than OEM.
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 Old 04-08-2015, 05:17 AM   #13
 
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Originally Posted by TiGraySpeed6 View Post
Mazda engine links - well, your local parts counter works....
lol - Mazda dealership - OK, I get it. I just never think of buying Mazda parts - ever. To me, it is like Alan Shepard saying, “The fact that every part of this ship was built by the lowest bidder”, while sitting atop the Redstone rocket. We know that Mazda has cut corners on our vehicles (to enhance profits). I prefer to buy from those that over-engineer spare capacity / an extra margin of safety into their products.

Originally Posted by TiGraySpeed6 View Post
Mazdaspeed Motorsports does require membership, but it's free to join. The only requirement they have is that you are a member of a sanctioned racing organization such as the SCCA.
Thanks for the response to my noob type of question. I am under correction, but I really don’t think the SCCA exists on this side of the pond. What about the following already added to the OP and second post?

Mazdaspeed Motorsports Development Long Block
No image
Available from: MAZDASPEED MOTORSPORTS DEVELOPMENT - Home Page
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) should see a savings of at least $1,050 vs retail. Requires registering for free membership, but requires two published race results from a sanctioned racing organisation such as SCCA.

Local Mazda Dealership
No image
Google search for the dealership closest to you
MS6 (Yes), MS3 Gen1 (Yes), MS3 Gen2 (Yes) basically to establish a baseline for price comparisons

@Ziggo; Warning added to ARP2000 Pro Series Head Studs in OP. Thanks

Originally Posted by silvapain View Post
I have an Excel spreadsheet that I use for engine builds in my Beans above the Frank thread. OP if I remember correctly d
Thanks - I had read your thread before, but hadn’t downloaded the spreadsheet until now. I have added a link in the OP.

It is a pity about Positive Fabrications being discontinued.

The Toyota injector seals are a much cheaper option.

I am more surprised that the aftermarket vendors have not produced lighter titanium valves in order to raise the redline (with upgraded valve springs). There’s lots of “free” HP up there.
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 Old 04-10-2015, 06:36 AM   #14
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Discuss here
The Official Engine Build Components Thread
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