Mazda MX-5 (ND) Cup — ND2 Sequential

TYRES

• Compound: Soft Slick (Cup spec)
• Front Pressure: 27.5 PSI
• Rear Pressure: 28.5 PSI
• Optimal Operating Temp: 80–95°C
• No tyre blankets in AC Evo.

ELECTRONICS

• TC: 2 (minimal, allows rotation on exit)
• ABS: 1 (low intervention, max threshold braking control)
• Engine Braking: Medium (factory default, no adjustable map)
• Brake Bias: 58% front (adjustable at brake bias slider below)

SUSPENSION

• // FRONT
• Ride Height: 85 mm
• Wheel Rate FL / FR: 26500 N/m / 26500 N/m
• ARB: 6 (N/m scale, stiff end)
• Brake Torque Multiplier: 102%
• Brake Bias: 58%
• // REAR
• Ride Height: 90 mm
• Wheel Rate RL / RR: 23500 N/m / 23500 N/m
• ARB: 4
• Diff Preload: 60 Nm
• Diff Coast: 0.5
• Diff Power: 0.7

DAMPERS

AERO

• No adjustable wings on ND Cup (fixed splitter/lip). Brake ducts: N/A (fixed cooling). Ride height is primary aero-balance tool here.

KEY SETUP NOTE

• The ND Cup's low mass makes it extremely sensitive to rear ARB and diff coast settings through Craner Curves — too much coast lock will unsettle the car on the blind downhill entry, so keep coast loose (0.5) and lean on a slightly firmer rear spring/ARB for mid-corner stability instead.

TRACK GUIDE

• Melbourne (T1): Brake deep in a straight line, trail off smoothly — car rotates easily, don't overslow it; get on power early for the uphill exit.
• Craner Curves (T2/3): Committed, minimal steering correction — carry speed, trust the aero/mechanical balance; this is where lap time is made or lost, lift cost is huge.
• Old Hairpin (T4): Late, hard brake, rotate the car on entry using trail-braking, get the throttle down early for the long uphill drag to Coppice.
• Coppice (T6): Taken flat or near-flat in the MX-5 — stay committed, let the rear ARB/diff keep it planted, exit speed feeds the back straight.
• Fogarty Esses (T8): Quick direction changes — smooth but fast hands, car must rotate instantly; avoid understeer with sharp initial turn-in.
• Goddards (T9): Late apex, get the car straightened early to maximize traction onto the start/finish straight — this corner matters most for lap time due to the following straight.