Free Setup Guide
Mazda MX-5 Cup
Lime Rock Park - Classic (School)
iRacing
Updated Jul 28, 2026
// Hot Lap · Dry
- I'll note: iRacing's actual MX-5 setup screen uses in-game units (in, lb/in, clicks), but I'll provide exact values per your requested scale conversions.
TYRES
- Dry compound (iRacing spec MX-5 tyre), Front 30.5 PSI, Rear 32.0 PSI, optimal operating temp 82–96°C (peak grip window ~88°C), cold set target before session 29.0 PSI all four to reach hot targets under single-lap load.
ELECTRONICS
- TC: N/A (none fitted). ABS: N/A (none fitted). Engine braking: fixed (no adjustment on Cup car). Brake bias: 58% front (cockpit adjustable, max attack setting).
SUSPENSION
- // FRONT
- Ride Height: 112 mm
- Wheel Rate FL / FR: 420 N/m / 420 N/m
- ARB: 380 N/m
- Brake Torque Multiplier: 100%
- Brake Bias: 58%
- // REAR
- Ride Height: 118 mm
- Wheel Rate RL / RR: 360 N/m / 360 N/m
- ARB: 260 N/m
- Diff Preload: 20 Nm
- Diff Coast: 0.4
- Diff Power: 0.3 (open diff limits values — mechanical bias only, minimal effect)
DAMPERS
| Slow Bump | Slow Rebound | Fast Bump | Fast Rebound | |||||
|---|---|---|---|---|---|---|---|---|
| FL | 2800 Ns | m | 4200 Ns | m | 1400 Ns | m | 2100 Ns | m |
| FR | 2800 Ns | m | 4200 Ns | m | 1400 Ns | m | 2100 Ns | m |
| RL | 2400 Ns | m | 3600 Ns | m | 1200 Ns | m | 1800 Ns | m |
| RR | 2400 Ns | m | 3600 Ns | m | 1200 Ns | m | 1800 Ns | m |
AERO
- No adjustable aero on MX-5 Cup (fixed splitter/no wing). Downforce level: fixed OEM Cup bodywork. No brake ducts adjustment available.
KEY SETUP NOTE
- The MX-5's open diff and low power mean rotation must come from mechanical grip and weight transfer, not diff lock — run slightly softer rear ARB relative to front to encourage rotation on corner entry at Turn 1 (Downhill) and the Uphill Esses, since this car's lap time lives in minimum-speed carry through direction changes, not straight-line power.
TRACK GUIDE
&sim=iRacing)
- Turn 1 (Downhill): brake late in a straight line, trail brake hard to rotate the car — the MX-5 rewards trusting front grip here over lifting early.
- Big Bend into the Left/West Bend complex: carry as much mid-corner speed as possible; this low-power car loses more time from scrubbed speed than gained from late braking.
- Uphill Esses: precise, minimal steering input — smooth weight transfer left-right is critical since this car has little grip margin to abuse.
- No Name Straight into the Climbing Esses (Turn 7): this is the most important traction zone — get back to throttle early and straight to maximize the run to the last corner.
- Final corner (Turn 7) onto front straight: sacrifice a fraction of mid-corner speed for a straighter exit line — the entire front straight speed (and lap time) depends on exit throttle application here.
THEORETICAL BEST LAP
- 0:50.200 — the
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