In many ways, the MX-5 Cup should be one of the
best carsWheelsdrives this year. It promises to take
one of the most charismatic and enjoyable sportscars
on sale, and dial everything up to 11. Sounds like a
slam-dunk. But as I thread myself into the stripped-out
cabin – which instantly feels more V8 Supercar than
affordable two-seat roadster thanks to its exposed FIA-
approved rollcage, window netting, enormous wing-
backed Recaro racing seat and AiM Tech digital dash
complete with shift lights – a nasty voice in my head
whispers: “What if they’ve dialled out the fun? What if
the screwed-down suspension and track focus has stolen
some of the MX-5’s magic?”
It’s enough to make me pause as I prod the starter
button. Then the engine catches with a bark that’s
poles apart from the road car’s sanitised purr, and my
world fills with an angry, raspy thrum.
You can buy an MX-5 Cup in America, where they’re
built (hence the left-hand-drive layout), for US$53,000,
which translates to roughly A$70K. That’s at the
affordable end for a turn-key racer, but is still almost
double the 2.0 Roadster’s $39,550, so you’re probably
expecting a big jump in power.
Wrong. The Cup car’s 2.0-litre atmo four is the same
unit wedged into the regular MX-5, only fitted with asealed racing ECU and a less restrictive stainless steel
race exhaust. Mazda says outputs have barely
changed from the road car’s 118kW/200Nm.
It’s not much lighter, either. While the carpets, sound
deadening and passenger seat have all been turfed, and
a lithium-ion battery fitted, any advantage is offset by
that heavy monkey-cage. An upgraded cooling system,
stronger Brembo brakes from the US-spec Club Edition
MX-5 and other racing necessities like an extinguisher
system and ballast box also pile the kilos back on. All
up, the Cup car is just 25kg lighter, meaning it hits the
scales just shy of a tonne,sansdriver.
The biggest dynamic change is delivered by the
heavily revised suspension. Where the road car rolls
from turn to turn, the Cup car uses Multimatic DSSV
coil-overs with 11-stage adjustable bump and rebound
settings to turn and grip much more aggressively.
And even on a slick track, the change in character
is immediately obvious; the road car’s delicate
playfulness replaced with a hard-edged steeliness
that feels far more serious, and noticeably faster.
Until I spin, that is.
With my confidence building and the lap timer
ticking, I fail to heed the warning of water hitting
my visor as a passing shower grows steadily heavier.THERE’SASAYING
INRACING:WHEN
ITFEELSFAST,
YOUKNOWYOU’RE
ABOUTTOCRASH.
HERE’STHEEDITOR
JUSTSTARTINGTO
FEELFAST...
WITHASLIVEROFBLUESKY
JUSTVISIBLE,THEDECISION
WASMADETOGOFORIT
9090 whwheeeelslsmamagg.cocomm.auau
Toyota to Mazda: Oh what a sinking feeling...
Undermining the MX-5 Cup’s prospects of becoming a viable grass-roots
championship in Australia is the fact Toyota already runs a successful, similarly
priced one-make championship with big grids and close racing. Dubbed the Toyota
86 Racing Series, cars feature lowered, revised suspension, racing exhaust, bigger
brakes and a stripped-out cabin with rollcage. Engine mods lift power and torque
to 179kW/246Nm; around 20 percent up on the road-going 86 GTS. Tyres are
18-inch Dunlop R-specs, not slicks as fitted to the Mazda.