Mazda MX-5 (ND) Cup — ND2 Sequential

TYRES

• Slick, front 28.5 PSI, rear 28.0 PSI. No tyre blankets in AC Evo. Camber: Front -3.6°, Rear -2.2°. Toe: Front -0.10° (toe-out), Rear +0.15° (toe-in). Optimal tyre operating temp: 85–95°C core.

ELECTRONICS

• TC: 1 (minimal, allows rotation on throttle)
• ABS: 1 (minimal, max braking feel for late braking)
• Engine Braking: Medium-High (reduces mid-corner stability loss, aids rotation into Andretti)
• Brake Bias: 62% front (see below)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 26500 N/m / 26500 N/m
• ARB: 14 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 62%
• // REAR
• Ride Height: 58 mm
• Wheel Rate RL / RR: 24000 N/m / 24000 N/m
• ARB: 10 N/m
• Diff Preload: 35 Nm
• Diff Coast: 0.35
• Diff Power: 0.55

DAMPERS

AERO

• No adjustable wings (stock MX-5 Cup aero). Front splitter/lip: fixed. Brake ducts: N/A (not adjustable on this model). Ride height and mechanical balance are primary aero-performance levers on this car.

KEY SETUP NOTE

• The low-powered MX-5 Cup lives and dies by momentum and minimum corner speed — the Corkscrew punishes any setup with excess rear ARB or soft rear damping (causes compression instability on the drop), so this setup favors slightly stiffer front ARB and firmer rear fast bump to keep the chassis flat through 8/8A while retaining front-end bite for Andretti's tight traction zone.

TRACK GUIDE

• T1/T2 (Andretti entry): Brake late in a straight line, trail-brake to rotate the nose, get back to throttle early — this car rewards exit speed over entry speed for the long run to the hairpin.
• Esses (T3-T6): Commit fully, minimal steering corrections, use curbs lightly on exit of T4/T5 to maintain momentum — any lift here costs multiple tenths through the rhythm section.
• Corkscrew (T8/8A): Brake earlier than instinct suggests, turn in with a single smooth input, let the car drop — do not add steering mid-compression. Trust the stable rear end from the damper setup.
• Rainey Curve (T9): Carry max speed, this is a high-load third/fourth-gear sweeper — steady throttle, avoid any trail-braking here.
• T11 (final corner): This is where the lap is won — late apex, prioritize traction over rotation since the straight is long; a clean exit is worth more than a tight entry.

THEORETICAL BEST LAP

• 1:38.500 — based on optimized sequential-shift MX-5 Cup pace in dry conditions, clean lap, no traffic.

REAL WORLD RECORD

• No official record (MX-5 Cup class l