The Roadster NA Journey Begins

[speed]

Fair enough. When I asked I was told the following.
Remove aircon, power steering, carpet, insulation, stereo, speakers, unused wiring, rubber mat behind the seats, tow hooks, jack, replace battery for a smaller lighter one (think you said that). Center console, replace glass with lexen, remove engine hooks, passenger seat, heater core replaced with smaller lighter unit (think that was also you).

Even with all that, you'd still be heavier than 850kg.

Sent from my GT-I9506 using Tapatalk

[chefie]

Mark

I swapped the willwoods for the stock NB8B rotors and calipers and a higher spec pad QFM Comp 9 for the PSCRAQ November day

The weight difference is 4 KG per corner '

Stock NB8B Rotor,Caliper,mount,pads,brakeline 10.5KG

Willwood 11inch and dynalite alloy 4 spot calipers,pads brakeline 6.5 Kg

there is 8 Kg or 4% of you target weight loss

[Magpie]

THANKS! Looks like that may be on the list of mods for 2017.

With driver/helmet/HANS, sway bars connected, 10ltrs fuel have a cross weight of 49.2% almost not worth adjusting. Will swap the pads out, check heights and do some other 'stuff' then decide if will adjust. Anything to not have to finish an assignment on Tax Law

[Magpie]

No changes really needed to the corner weights

With driver weight, tyres at 31, 15 ltrs fuel it is 49.66% cross weight. I could 'fiddle' with heights (at pinch welds FL 128, FR 129, RL 136, RR 139) but will wait till after testing the alignment. This is about 0.4°of rake

Looks like removing the rear muffler has removed the weight from the back end (46.8%) and made the car a little more front heavy, hence possibly understeery. However I can lower the rear if needed as well as lower the car over all depending on how it goes. Not wanting to make any massive changes (learnt my lessons). I remember when I last made a massive change in ride heights...

[Magpie]

Have been given #63 for WTAC 2016, not long to go now.
http://www.worldtimeattack.com/index.php/wtac-entry-list/

[Magpie]

Last track run before WTAC 2016, no PB but more than happy with the way the car went. New tune has made the car even better to drive, W6.5's in the rear are a bonus as in the new alignment. A few things had been changed, but after a few laps I was able to churn out sub 1:30 laps with ease. Ran the new AD08R's for about 5 gentle laps and then swapped back to the old AD08R's. Did struggle to keep the tyres at around 31 hot but I'm very happy with the way it went.

I will know in a few weeks if it has all been worthwhile. Notwithstanding already working on the 2017 plan, whilst the car will be changed it will still be more about the driver, plus will remain on AD08R's, unless the WTAC control tyre changes.



Photos from the morning
https://flic.kr/s/aHskEBxFV2

[ManiacLachy]

Nice stuff, Magpie. You definitely seem a lot happier with the car going into this years WTAC than last year, and much more consistent. I know there's been some changes to the car since last year, but I think the driver's come a long way too When's the event?

[Magpie]

14/15 October. Live times on Natsoft as well as streamed.... Hopefully it will be positive footage.

[Magpie]

This has been submitted to the MX5 Car Club for its Rag Top magazine. Sorry that there are no pictures but I have attached the PDF.

The Journey of a MX5 NA6 and its Driver.

How did the journey actually start? Well, I once owned a Eunos 800M and whilst trying various places to get it back on the road and serviced I stumbled across Automotive Plus (MX5 Plus). Much to my surprise they actually had experience with the miller cycle engine, hence the relationship with Automotive Plus began.

Whilst looking for a first car for my youngest son in 2012, we stumbled across a MX5 NA6 (auto) and since I already had a workshop that specialised in MX5’s why not buy it. Turned out that it was fun to drive (even as an auto) so I kept it and purchased my son a red MX5 NA6 (manual), but that is another story…

Its first track day (after having the auto swapped out, but still a 1.6 and the auto ECU) was on May 21 2012 at Queensland Raceway (Clubman), I set a blistering 1:13.0868. However, after this the mod bug was injected and the addiction began.

In late 2012 the mods began to the chassis as well as a little driver training, the car spent more time at Automotive Plus than anywhere else. Norwell Park was visited a few times in 2013 and I even managed to blow the 1.6 ltr engine, which was subsequently replaced by anther 1.6. A valuable lesson from this event was to make sure the gauges can be seen in the peripheral vision. Also it was decided to purchase a trailer as tow trucks were expensive. But, I digress, the important decision in 2013 had been made, that was to build a naturally aspirated engine for the car as well as keep the car road legal. Many, many, many emails/conversations were had with Jason/Danny at Automotive plus to decide on the engine build, my goal was a flat torque curve where peak torque came on nice and early. A budget was agreed, however like the build this was revised many, many times…

The driver training did continue in 2013, SDT gave me my first taste of Morgan Park, where I managed a 1:24.09 on Layout E also my first run at Lakeside of 1:11.7167, again the car was still a 1.6 running on an auto ECU. Then, in August 2013 the engine replacement began, so driver training ceased. However, even during the engine install lots of decisions were needed to be made and again the plans changed (as well as the budget).

On 23 November 2013 the new engine produced, with a basic tune 160 RWHP at 7,500 on the GT Auto Garage hub dyno. Four days later I finally got to drive it, whilst it still had a basic tune it just wanted to rev! The love affair had finally produced a result, now it just needed to be nurtured and moulded, however the same could not be said for the driver. A session at QR on the clubman saw a 1:10.82 with the car running a ‘safe’ tune. To say I disappointed was an understatement, I thought having all this new power would see my times drop however I was only just over 2 seconds faster than the car when it was a 1.6 running on an auto ECU.

Despite the personal disappointment in my lack of improvement on the track the car went back to Automotive Plus to have some more work done, I went off analysing the data and ignored driver development. December 2013 saw the car make 178 RWHP with 184Nm as well as a torque dip at 5,500, this started some investigation into the ‘why’.

Started 2014 with a 1:08.8768 at Lakeside, 1:05.4775 (sprint) and 1:08.7918 (clubman) again not ‘fast’, it was not uncommon to hear ‘the car is faster than that’ or ‘driving a fast car slow’, however I still failed to understand the cause of the problem, which was me. I continued to do data analysis to understand the ‘why’ but still no improvement. In February 2014 I had a chance meeting with Marty Beckton (Motorsport Brakes) at the AustCar Garage show where Automotive Plus had a display (with my car), this lead to me trying the Winmax W5/W3 pad combination. It is no surprise that I still use Winmax pads.

By mid 2014 after lots of conversations between Plus, Competition Systems (Jenvey Distributor) and myself it was decided to test the car with 90mm trumpets instead of the stock 40mm to remove the ‘dip’. This was also when I first thought about attending WTAC, however after discussions with Danny Irvine it was agreed that WTAC 2014 would not be suitable as the car was not fully sorted out yet and my times were in a nutshell ‘bad’.

The end of 2014 saw the car tuned for E85 and the answer that the longer trumpets DO make a BIG difference, so a very similar airbox that was built for Liam McAdam’s by Plus was fitted. However, the testing also resulted in news that no 4 cylinder was showing a loss in compression. Turns out that with data analysis on EGT’s it is possible to see this, however it is only with hindsight that I learned this… Notwithstanding a new head was built and the car/driver finished 2014 with 1:04.8076 (Sprint) and 1:08.3677 (clubman), a pattern is starting to emerge…fast car slow driver still.

Early 2015 saw the car back on the road. March it was at Morgan Park (SDT) and managed a 01:18.22. Then it went down to a NSW MX5 Car Club Track day (12/04/16) and managed a 1:13:10 on the SMP South, however this was when the Cam Angle Sensor (CAS) started to show signs of failing. This is also when entering WTAC 2015 became a possibility, so I did a day at Eastern Creek with MR Tuning to see if it was worth it. I managed a 2:00.29, not fast but the day was plagued with a miss every now and then (CAS Sensor). Notwithstanding the ‘slow’ time I submitted my entry to WTAC 2015 and the wait began. Also in May 2015 I managed 1:06.7872 (clubman), 1:03.4367 (Sprint) and 1:32.1888 (national) again not fast but getting better.

Received news that I was on the ‘reserve’ list for WTAC 2015, notwithstanding the car was still being worked on, air box fitted and it was tuned to make 182 RWHP. However the intermittent miss was proving difficult to diagnose. September 2015 saw a quicker time of 1:05.2932 on the clubman and I had the news that I had been accepted into WTAC 2015.

WTAC 2015 what an experience! The atmosphere, the people, the track all made the car’s lack of reliability all worth it. Knowing that the car had a ‘dodgy’ CAS sensor, the toolbox had about 12 of them. However, despite the constant changing of the CAS the car would not run consistently. The only time I got to hear my name over the PA was when the car died (CAS failed) at the last turn onto the straight. The boys from Haltech even came down to check the car and see if they could diagnose the ‘miss’. Whilst they did not fix the miss they found a dodgy fan fuse!. Haltech did suggest a change in the sensor, but there was not time to mount it or wire it in. Notwithstanding, being the only naturally aspirated car under 2.0 ltrs, it was never going to be ‘fast’, at least I did not finish last with a time of 1:55.6970 some 0:16.2500 seconds behind the class winner. At least the car was consistent, consistently bad…

I learnt some big lessons after WTAC 2015, the biggest was driver mods, the one thing I had never been serious about or done anything about. It is not a case of ‘build it and you will be quick’, it is ‘build it and the car will be quick’. Other lessons learnt was what is possible in the clubsprint class modifications wise. We left WTAC 2015 with the intention of going back in 2016 with the same car but a better driver.
The start of 2016 saw the CAS sensor finally fixed (Haltech’s solution), a new head based on Liam McAdam’s and a change in direction, 2016 would be seat time and minimal car mods. At the start of 2016 my time for the sprint was 1:04.0458 and 01:32.83 on the national, not ‘fast’. The car was losing drive coming out of the dipper on the sprint layout due to the inside wheel unloading. Whilst I had not planned to make any big changes to the car a 2 way 4.3 diff was installed after discussions with Danny at Plus. In addition my BC ER’s were repaired by Murray Coote and re-installed back into the car using Murray’s suggested settings. Another small change to the car was running Winmax 6.5 pads on the front.

Learning to drive with the 2 way almost made me regret the decision due to the power understeer that it caused. I really did question this decision as it felt like a step backwards. However JapNats 2016 saw a very slow 1:07.3806 on the clubman, the car was all over the place and was too easy to lock up. Again I was very disappointed, all these efforts and still nothing, so I made the decision to change one thing I had not done in quite a while, tyres… The FZ201’s was swapped out for the AD08R’s from WTAC 2015. Suffice to say I now know what bad tyres feel like, the AD08R’s allowed a 1:01.6279 on the sprint. Finished JapNats 2016 with a 3rd in class, first ever trophy with the car.

In May I received the news that my entry to WTAC 2016 had been accepted, so it was time to get even more serious with the seat time. June 2016 saw on AD08R’s a 1:27.80 on the National, July 1:00.8356 on the sprint and 1:15.046 on Layout E at Morgan Park, at long last the car was starting to become ‘fast’.

September saw the car visit GT Auto Garage for a check on the tune, bonus was that they made the mid range even better, peak torque of 200Nm at 4,000 and now it has 194 RWHP. Marty Beckton has supplied W6.5’s for the rear to match the W6.5’s at the front.

It is now the end of September and I’m happy with the driver development that I did in 2016 and only general practice at QR on 02/10/16 to go before WTAC 2016. Whilst it should have been done earlier (seat time) at least it has been done. Will this make me ‘faster’ at WTAC 2016 I hope so, however more importantly to me personally is can I show case that a road registered naturally aspirated car should not be underestimated.
The answer in about 2 weeks…

For 2017, well more seat time and finding a way to loose 195kg on the car to make the minimum weight for clubsprint class in WTAC…

Many Thanks to:
• My Partner who whilst not a car fan helps out in the pits as well as supports the addiction. The car is registered in my partners name so she cannot say that I don’t spend any money on her 
• Automotive Plus
• Motorsport Brakes
• Just Jap (BC Racing)
• GT Auto Garage
• SDT Driver Training
• WTAC (Linda Long)

[Magpie]

And the list of mods...
Engine/Engine bay:
Haltech PS1000 ECU (CAN hub, Thermocouple amplifier, I/O expander)
COP's
Flex fuel sensor
4 x Exhaust Gas Temperature sensors
NB8 Block (Toda 85 mm pistons, Toda 0.8mm head gasket, Toda timing belt, Carrillo Super A-Rod, balanced lightweight flywheel/HD clutch/crank, Main Bearing Support Plate upgrade, ACL Race bearings)
NA8 head (B26 valves 1mm oversized, hardened valve seats, RB26 beehive valve springs, Mahrua inner shim kit, custom shimmed, Toda 284 deg in/ex cams with the base circle reduced and ramp angle softened, +11mm lift)
11:1 compression
Toda adjustable cam gears
Racing beat header/exhaust (full front to back)
Jenvey ITB's
725cc injectors
Tomei fuel pressure regulator
Custom (MX5 Plus) vacuum lines from ITB's
Custom (MX5 Plus) coolant reroute
Peterson's Remote Relief Valve
Toda oil pump gears (oil pressure control shimmed so it no longer functions)
Custom oil catch can and breather lines(MX5 Plus)
PWR radiator/oil cooler combo, complete with custom (MX5 Plus) shroud and 2 x SPAL fans.
Radiator cooling panel
Custom (MX5 Plus) oil lines
Oil filter relocation
Air con removed
Power steering - depowered
Cartek isolator

Driveline
6 speed box
MiataRoadster short shifter
4.3 clutch pack 2 war diff
NB8B brakes (Winmax W6.5 brake pads)
NB8B proportioning valve
Braided brake lines
Brake/clutch master cylinder combo (inc. custom (MX5 Plus) brake lines)

Suspension
BC Racing ER's (modified to remote mount the front reservoirs in the engine bay)
Butterfly brace
OEM sway bars
949 Racing adjustable end links
Super-Pro front Eccentric Kit (allows up to an extra -3 deg camber)
SRI Rear Upper Adjustable Arms (allows up to an extra -3 deg camber)
Corner balanced (999kg with ½ tank fuel)

Exterior
949 Racing FRP GTC-200 rear wing
Jet Stream Rear Diffuser
GV front lip, GV bonnet, GV front/rear wind deflectors
Custom splitter
KazeSpec Engineering Heim Rod Front Splitter Mounting kit
Carbon fibre roof scoop
Carbon fibre side mirrors
Pitcrew racing single wiper
Jetstream headlights
Custom blue/silver paint
Rain light
Smoke indicators (front)
Tow hooks
Offset License Bracket
Hardtop Rain Rails

Interior
IQ Logging Dash (Oil pressure/temp, Front/Rear brake pressures, water temperature, TPS, Fuel composition, fuel pressure, speed (road and GPS), 4 x EGT’s, AFR, air temperature, rear suspension, G forces, predictive lap times, fuel level)
MX5 Plus Tallboy roll bar
Quick release steering wheel
Mono D type steering wheel
Rain light switch
Sparco Sprints (and harness to suit)
VBOX Lite camera (with micro module)
Hardtop Brackets
Radio DIN Panel
Custom Gear Knob
Leather Door Pulls
Fire extinguisher

[smy0003]

Nice one, Magpie.
Will have to get my hands on a copy.

[Magpie]

At the general practice on 02/10/16 I started to concentrate on heel/toe as well as stuffing up T2....

If I can get on the gas earlier there is a lot of time to gain. The car pulls well at low RPM and I'm not making use of this, it is wasted as I'm not getting the car accelerating to its potential.

T2 - Washed the speed from 147 to 122 (51m) and was on the gas again quickly (2m) BUT again (and again and again) it took 225m to go from 120 to 133 kmh.
Have to remember brake a little later, wash off more speed and only punch the gas ONCE.
T2 by Eipeip, on Flickr

T3 - the spike in the brake is a result of the heel toe and lack of experience. The idea is to maintain the brake pressure NOT increase it as the cars balance could be upset.
Went from 188 to 77 kmh in 158m but again it took 132m to get up to 100% throttle. I swear that it felt like I was on the gas from the apex, but in reality I was not
T3 by Eipeip, on Flickr

T6 - again the same pattern, high initial brake pressure then I start easing off, therefore this means that I could be braking later and holding the same brake pressure. If I include the G forces you can see that the majority of the braking is done in a straight line, this is good. 110m was used from 160 to 87 kmh but AGAIN 134m was used to get 100% on the gas.

T6 by Eipeip, on Flickr

[Magpie]

Managed to better my time from last year in practice, so hopefully will find some more time...

[speed]

That's awesome Mark. My wife and I are looking forward to seeing you and others in action on saturday.

Sent from my GT-I9506 using Tapatalk

[Magpie]

Will do my best, a few comments were 'that is loud' ...

I'm confident that I will find a few more seconds, looking at the data on a few runs I was almost a second quicker until about T6 then I loose it Want to get some more speed though T1 as well...