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

TYRES

• Compound: Medium (Cup spec)
• Front Pressure: 27.5 PSI (hot target 29.0 PSI)
• Rear Pressure: 26.5 PSI (hot target 28.5 PSI)
• No tyre blankets — build pressure/temp over out-lap, manage front-left deg over race distance
• Optimal operating temp: 80–95°C across tyre surface

ELECTRONICS

• TC: 2 (off-throttle rotation allowed, light safety net for Andretti/T11 exits)
• ABS: 1 (minimal intervention, suits late-braking style)
• Engine Braking: Medium (helps rotation into Andretti, watch rear stability in Esses)
• Brake Bias: see below (69.5% static front)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 26000 N/m / 26000 N/m
• ARB: 14 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 69.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 22000 N/m / 22000 N/m
• ARB: 10 N/m
• Diff Preload: 35 Nm
• Diff Coast: 0.45
• Diff Power: 0.55

DAMPERS

AERO

• No adjustable wings on ND Cup (fixed aero). Front splitter/undertray stock. No brake duct adjustment available — stock cooling sufficient for race stint length at Laguna Seca.

KEY SETUP NOT

• This car lives and dies by mechanical grip and weight transfer management — the slightly front-biased brake bias (69.5%) combined with moderate front ARB and softer rear compression is tuned specifically to keep the rear planted through the Corkscrew's compression and drop, while still allowing enough front bite for late braking into Andretti. Do not chase more rear stiffness for Esses stability — it will upset the car on the Corkscrew's blind drop and cause snap oversteer exiting 8A.

TRACK GUIDE

• T1/T2 entry: brake late but progressive, trail into Andretti Hairpin — car is light, aggressive trail braking rotates it without needing much steering lock.
• Andretti Hairpin: this is your primary traction zone — get on power early but smooth, Diff Power at 0.55 helps put power down without excessive wheelspin.
• Esses (T3-6): commit fully, minimal steering corrections, let the chassis flow — this is a rhythm section, lifting costs more time than it saves.
• Corkscrew (T8/8A): brake in a straight line before turn-in, use minimal input, trust the setup — the softer rear fast bump damping absorbs the compression without unsettling the car; do not add mid-corner steering correction.
• Rainey Curve into T11: carry speed through Rainey, then set up for a late