MAZDA MX-5 CUP — LAGUNA SECA — QUALIFYING SETUP

TYRES

• Compound: Semi-slick (spec) — note: reference lap was logged on Slicks(H), not available on the standard MX-5 Cup semi-slick-spec car. Setup below built for the correct spec-car semi-slick compound.
• Front: 27.5 PSI cold (targets ~31 PSI hot)
• Rear: 27.0 PSI cold (targets ~30.5 PSI hot)
• Optimum operating window: 80–95°C for peak grip on this compound
• Tyre blankets: session-dependent — if off, first lap is a cold-tyre warm-up lap; pressures above already biased slightly low-cold to compensate for one-lap heat build

ELECTRONICS

• TC: N/A (car has none)
• ABS: N/A (car has none)
• Engine Braking: fixed (not adjustable on spec MX-5)
• Brake Bias: 74.0% front (slightly forward of the logged 75.0% — single hot lap on street/semi-slick grip wants a touch less front bite to rotate the car into Andretti and T11 without locking the front on cold-ish tyres)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 52000 N/m / 52000 N/m
• ARB: 14000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 74.0%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 46000 N/m / 46000 N/m
• ARB: 10000 N/m
• Diff Preload: 30 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• N/A — MX-5 Cup has no adjustable aero (fixed splitter-less road-based body)

KEY SETUP NOTE

• This chassis has no aero and low grip ceiling — the Corkscrew drop is survived by ride height and rebound control, not downforce. Keep rear ride height slightly higher than front (62/60) so the car doesn't bottom and snap on the compression after the blind drop; a touch of rear rebound firmness stops the rear from pogoing and stepping out on exit.

TRACK GUIDE

• T1/T2 (Andretti Hairpin): Brake hard but straight-line first, trail into rotation — this is a momentum car, carry min speed and get on power early for the uphill exit; traction here defines your esses entry speed.
• Esses (T3–T6): Commit fully — no mid-corner corrections. Smooth, progressive steering inputs; the MX-5's low grip means any snatched input scrubs speed through the whole complex.
• Corkscrew (T8/8A): Brake in a straight line before turn-in, minimal steering angle, let the car drop — trust the suspension and do not add input mid-drop. Early apex kills the exit onto Rainey.
• Rainey Curve (T9): Fast sweeper, high lateral load on cold-ish semi-slicks — stay progressive on throttle, car will push slightly; use full track width to flatten the radius.
• T11 (final corner): Late apex for traction onto the front straight — this is where the whole lap is won or lost on a low-power car; prioritize exit speed over entry speed.