Man in the past everyone went from Subaru track cars to Miatas. :lol:

The RCE Yellows are a good basic upgrade but I suspect you'll reach the limitations pretty quickly with those tires. Should still be fun.

I've been super impressed by every 949 equipped Miata I've been in so I'm interested to see where you go from here!

- Andrew

We found they were very well balanced with the stock shocks, stock sway bars and 245/40/17 RE71R's. A tad free perhaps, like a qualifying set up vs a road racing setup. Probably best with about another 2mm of front bar.

Really looking forward to getting the Xida prototypes on the car soon. 86 Xidas will run a dual spring 2.25" Hyperco's set up like our Miata kits.

Finishing up install of the rest of our parts for Blub.
Removed front bumper support. This neccessitated flipping the mounting bracket for the Jackson Racing oil cooler to attach it to the under tray. Bumper support was 14 lbs.

Addded Race Engineering canber plates. Tilting the OEM struts in caused the Whiteline adjustable end links to contact the tub when the suspension compresses. We spotted that while checking for clearance before we drove it. A little grinding on the links and hammering on the tub allowed -3° camber.

Installed the Whiteline RCA kit which consists of extended lower ball joints and outer tie rod ends.

Installed the White line 20mm front sway bar. We chose a 20mm because the car had so little body roll stock. The RCA kit (Roll Center Adjustment) raises roll center to compensate for downward RC shift when the car is lowered. Raising RC restores some natural roll stiffness. Combine that with the slightly loose OEM balance and very little increase is needed for front seat bar diameter.

Last was the 12.88" (328mm) Wilwood Superlite brake kir on all four corners. We run G-Loc R18 front and R10 rear. Dropped 20lbs up front, gained 2lbs rear for a net loss of around 18lbs.

Running our first autocross this weekend. We will see how it goes!

Any plans for some 949racing front and rear endlinks?

No plans. The Whitelines are good, if a bit expensive. We are a small company. Just getting all the Xida variants (single adjustable, triple adjustable, ACE semi-active) dialed in has us busy enough. That and we are still continually developing parts for the early Miatas.

On a side note, we just installed a Battery Tender LiFePo4 battery in place of the stocker. Even with retaining the OEM box and hold down, we dropped 27 lbs. Nice.

Are you guys going to be at round 1 of 86cup on the 26th?

That's the plan. Xida protos and aero bits won't be here yet so still on RCE springs/stock shocks in Mod class. Knife to a gunfight like CVR but we'll have fun anyway.

We should have everything installed and tuned by Round 3 at BRP.

Awesome. I'll be in street class. See you there!

Dyno results
 

Wanted to get a direct A/B on CA91. Same dyno, same SAE correction.
UEL header made a huge improvement in the midrange. 25lbs torque, 20 whp increase. This was our goal with parts choices. Max midrange increase. Top end was already strong. That midrange is what makes it faster on track.

Flex Fuel kit is installed so we'll burn the CA91 off, install corns and go back to the dyno next week.

UEL? Did Ace Headers make any? :)
Meanwhile from dyno it seems that also redline was lifted to 7700rpm, you think it's safe enough oiling-wise?

And how much time to you spend under 5,000 RPM on the track?
I must be doing something wrong. :D

Pat: mid range is not low range, as you see from dynosheet, those gains come from 3-6K and increase noticeably area under curve. Just noted typo of (U)EL :). I also second that it's more beneficial to concentrate on mid range vs targeting only short range near redline, where engine is at only for small fraction of time prior upshift from all used rpm range pre-post gearshift. For me on most tracks i've been to, used range was even from as low as 4K (to redline obviously. Stock gearbox, stock FD). Maybe sometimes there might have been extra torque/power in lower gear, but i see no reason to loose two seconds on extra downshift-upshift back to gain better acceleration for one second. I guess, only cars with variator gearboxes can benefit from absolute top numbers instead of higher increase at most of used range, as variators can use engine at constant most power rpms with always matching best gearing.

OK I'm an idiot. I misread that chart. At first glance I thought the two lines crossed around 6,000 RPM. They don't. Derp.

Yes, I too recognized the typo. Or maybe the extra space in front of the EL on the dyno sheet is where the U was, but for some reason way deleted.

On my best lap the the local track my average RPM was 5931. And shifting at redline means grabbing the next gear around 5,800, I think. I'm still struggling to understand how filing the torque dip below 5,000 RPM helps on a track. But if someone can help me understand why I'd love to learn.

OK I'm an idiot. I misread that chart. At first glance I thought the two lines crossed around 6,000 RPM. They don't. Derp.

Yes, I too recognized the typo. Or maybe the extra space in front of the EL on the dyno sheet is where the U was, but for some reason way deleted.

On my best lap the the local track my average RPM was 5931. And shifting at redline means grabbing the next gear around 5,800, I think. I'm still struggling to understand how filing the torque dip below 5,000 RPM helps on a track. But if someone can help me understand why I'd love to learn.