These Mazda and racing authorities helped to bless this car with even greater track prowess by producing a suspension that became much more than the sum of its parts. The first essential components were the Moton Clubsport double-adjustable shocks. AWR was called upon to integrate the Motons with new upper spherical bearing aluminum top mounts. Matching the shocks to the proper spring rate was a trial in itself, but after extensive testing, properly chosen and top-secret 2.25-inch inner diameter Hypercoil race springs were finally implemented.
The next items to address: fine-tuning the body control and the anti-roll bars. He couldn't have the slick-equipped Mazda leaning over like the town drunk, so Mouratoff installed several pieces to keep his cornering attitude flat. Mazdaspeed was an appropriate choice. Its bars for the RX-8 fit the bill perfectly. The front bar is sized at 27.2mm while the rear comes in at 17.3mm. Joining these are AWR adjustable anti-roll bar drop links at each end, plus RX-8 bushings and mounting plates.
Along with the aforementioned fender flares, spring top mounts and anti-roll bar drop links, AWR also provided a new roll bar to protect his noggin. The stock piece was a little low for taller drivers and the seats were lowered an additional inch to ensure safety.
To compensate for the extra weight the NC had gained over its predecessors (the NA and NB), Mazda blessed the new chassis with a more powerful motor. Mouratoff knew he had to have at least a little extra, but before moving into the realm of horsepower and torque, he threw the car on a Dyno Dynamics dynamometer to spin out a chart of 145 wheel-hp and 120lb-ft of torque. Put in the perspective of a 2400-pound car, the numbers are pretty decent. Plus, autocross and short track are both momentum sports. But who can say no to a little more?
To keep within SCCA CSP regulations, power modifications are minor; only the flow of air going into and out of the motor is changed. A new header and intake designed for the MX-5 Cup and a Good-Win Racing mid-pipe are used to free a few spare ponies choked out by the stock pieces. New dyno readings reportedly show an increase of 20 wheel-hp and, more crucially, 25lb-ft of torque at the wheels.
What's next? Mouratoff is satisfied with the suspension, but craves more from the engine. Development is now under way for Mouratoff and this MX-5 to take on even more competitive classes. More power to him.
2007 Mazda MX-5
Engine
Engine Code: MZR
Type: 1999cc in-line four, aluminum block and head, DOHC, VVT variable valve timing
Internal Modifications: Stock
External Modifications: Mazdaspeed cold air intake, exhaust header, Good-Win Racing mid-pipe, high-flow catalytic converter, race dual exhaust, polyurethane muffler hangers, Total Power battery and mount kit
Engine Management Modifications: Stock
Drivetrain
Layout: Front engine, rear-wheel drive
Drivetrain Modifications: Mazdaspeed limited-slip differential, Fidanza lightweight flywheel
Suspension
Front: Moton Clubsport double-adjustable shocks, AWR upper spherical bearing aluminum top mounts, Hypercoil race springs (2.25-in. ID), 27.2mm Mazdaspeed RX-8 anti-roll bar, anti-roll bar bushings, mounting plates, AWR adjustable anti-roll bar drop links
Rear: Moton Clubsport double adjustable shocks, AWR upper spherical bearing aluminum top mounts, Hypercoil race springs (2.25-in. ID), 17.3mm Mazdaspeed RX-8 anti-roll bar, anto-roll bar bushing, mounting plates, AWR adjustable anti-roll bar drop links
Brakes
Front: Stock
Rear: Stock
External
Wheels: 18x9.5 Enkei RPF1 (+45mm, track), 18x8.5 (+47mm, front) and 18x9.5 (+42mm, rear) Volk RE30 (street)
Tires: 285/30/18 Kumho Ecsta V710 or Hoosier A6 (track), 245/35/18 (front) and 285/30/18 (rear), Goodyear F1 GSD3 (street)
Body: AWR fender flares (painted factory color), Mazdaspeed front bumperInterior: AWR roll bar, Sparco seat, Autopower lapbelts, 320mm OMP Superturismo steering wheel, Snapoff wheel adaptor, Sparco hub
By Jonathan Lopez
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