I see it frequently brought up on this board that the NC MX-5 is a much quicker race car than the NA or NB. Why exactly is this, and what are the crucial components in the prep to get them there?
I ask because early base 5-speed NCs are starting to show up for prices not far off from a decent NA or NB. If they're really so much quicker, seems like the smarter option.
Ability to fit more rubber, stronger chassis, more powerful base motor, More powerful engine transplant options, and can get down to a light enough weight with weight reduction.
The NA/NB feels faster than is, which is rewarding from a recreational standpoint. The NC is faster than it feels, which is rewarding from a timed standpoint.
As for why, bmw88rider pretty much has it. More rubber, more power, more suspension travel, more weight. But they're also harder to get a legit roll bar into, which is an important consideration if you're looking for a dual street/track car.
Keith Tanner wrote: But they're also harder to get a legit roll bar into, which is an important consideration if you're looking for a dual street/track car.
Can you elaborate? What's the issue?
LuxInterior wrote:Keith Tanner wrote: But they're also harder to get a legit roll bar into, which is an important consideration if you're looking for a dual street/track car.Can you elaborate? What's the issue?
The Z-fold top looks good when it's down, but doesn't leave a lot of clearance for rear braces. In a dedicated race car you're going to take the soft top out so it doesn't matter, but in a dual-purpose car that kinda sucks.
What kind of power/weight numbers can you see out of a well-prepped NC? I'm trying to find some data on them but I'm struggling as the new ND cup car is dominating my Google search results...
codrus wrote:LuxInterior wrote:The Z-fold top looks good when it's down, but doesn't leave a lot of clearance for rear braces. In a dedicated race car you're going to take the soft top out so it doesn't matter, but in a dual-purpose car that kinda sucks.Keith Tanner wrote: But they're also harder to get a legit roll bar into, which is an important consideration if you're looking for a dual street/track car.Can you elaborate? What's the issue?
Yep, there is only one real option in my mind. But $1200 for a bolt-in roll bar is ridiculously expensive to me.
Brian Goodwin got his just under 2100LB but that is with extensive use of carbon fiber throughout the car.
I think the best place to look is the CTSCC ST class miatas. Here are the sporting regs for that class:
http://competitors.imsa.com/sites/default/files/ictsc_scr16_pre_sebring_daytona.pdf
Weight with driver is 2470. Horsepower should be in the 160-170 range. I've never seen a dyno though.
Ahh, that's a hell of a sticking point. It's a shame that the Hard Dog bar is just BARELY not SCCA legal...
http://www.good-win-racing.com/Mazda-Performance-Part/61-0631.html
I love this place, I came to say more rubber and anywhere else I would've been the first place to mention it. Here it was the first response and has been reiterated multiple times.
How big a tire are they jamming under the NC? I run 275 35 15s on my NA and they look ridiculous. Are they able to get up to 315s?
KyAllroad wrote: How big a tire are they jamming under the NC? I run 275 35 15s on my NA and they look ridiculous. Are they able to get up to 315s?
Road race sizes != autoX sizes.
With super sticky tires and "relatively" low hp, tires don't have to get very wide before any small improvement in apex speed is lost down the straights to rolling resistance and aero drag.
We've run 255s on our street cars. Can't get much wider under stock fenders.
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