When confronted with Mazda's MX-5 Miata, even those fully into the sport compact scene are prone to think librarian transport, not part-time racer. But the reality is quite different: unworldly grip, dream-like handling and disappointed GT3 owners. It isn't as flashy as the Porsche, but it lets real drivers go real fast-and for a lot less coin than something from Stuttgart.
Despite its lackluster reputation in the States among biased muscle-car and Euro-trash worshippers, Mazda's ultra-light roadster was designed with a sharp focus on motorsport. Exploiting a traditional front-engine, rear-drive layout, engineers went to work with the priority of an exceptionally low curb weight spread evenly across all four tires. The result was a platform that's viable in a variety of race iterations. Skip Barber, for example, has a racing school that trains drivers specifically for the Mazda MX-5 Cup, a pro racing series hosted by the SCCA. NASA and SCCA also offer the ultra-popular Spec Miata series and both organizations enjoy huge amounts of competitors every year. This creates a milieu of professional teams and private entrants all driving Miatas in search of fame and fortune. The racing can be truly fast and dicey.
However, the Miata truly shines when pitted against different sports cars, preferably those with bigger prices and egos attached. For Vasilis Mouratoff, the local autocross and short track events fall within big, fat crosshairs from inside this low-slung, svelte, silver bullet. At the track, BMW M3 and Lotus Esprit owners would be obliged to take note of the AWR fender flares hovering over incredibly wide 18x9.5 Enkei RPF1 wheels (only 17.4 pounds each). Wrapped around these is pure gum: 285/30/18 Kumho Ecsta V710 or Hoosier A6 race slicks. Street challengers will face Volk RE30 wheels, staggered at 18x8.5 up front and 18x9.5 in the back, with Goodyear F1 GSD3 tires.
For a Miata, that's a lot of freakin' rubber. The stock curb weight for the current MX-5 generation is heftier than the two that preceded it, but the car still clocks in at a mere cheeseburger over 2,400 pounds-downright feathery when compared to other sport 'compacts'. The low weight and four grippy contact patches make the car stick to the road with a breathtaking ferocity. According to Mouratoff, this MX-5 has recorded spikes of up to 1.4g on the skidpad in full-on CSP-class SCCA Solo autocross trim.
Of course, accomplishing that level of adhesion requires tuning the suspension with experience and support, plus a slew of select parts and proper application. To this end, Mouratoff acquired help from some of the most knowledgeable Miata tuners in the country while creating this 2007 MX-5 Sport.
"The development of the car has been just that-development. No one has taken an NC (third-generation chassis code) Miata as far as we have," says Mouratoff. Taking it to that next level are suspension modifications designed to use every ounce of available grip that the sticky race slicks can offer, yet still remain compliant enough to be bearable on a day-to-day basis. Those famous Miata handling characteristics had to be retained as well.
The first to join Mouratoff's cabinet of advisors was Tony Woodford of AWR. As the designer of the SCCA's MX-5 Cup car, his sage advice was undoubtedly highly qualified and sought after. Another Mazda expert, Seth Scally from JMC Motorsports, was also a frequent guide in the creation of the ultimate set-up. And George Doganis, a multiple SCCA autocross national champion, helped with real-world solutions and feedback.