spdracerut

Across the Porsche line, the GTS trim is the daily driver, but still okay to toss around in the canyons. It's way too soft for serious track use. For the occasional track weekend, still fun of course. I'll track anything, including airport rental Ford Focus. Anyway, a good starting point is to double the spring rates for track use on street tires; not Porsche specific, just a general rule of thumb in turning a street friendly car into more of a track car. Stepping up to R-comp track slicks, even higher spring rate. Of course, matching dampers required. Note that the GT Porsche cars have way more spring rate than the street friendly trims, in that 2x-3x range, as they are track focused.

WP0

So, what exactly would doubling the spring rate accomplish: a stiffer suspension, and stiffer ride? And that accomplishes what exactly: less compression of the suspension when cornering, so the suspension doesn't bottom out?

spdracerut

Wow, how much run time did you get out of the rotors?

spdracerut

Much faster transients. Think jet fighter vs. Boeing 747. A visual reference. Granted, different generation Miatas, but you can tell the newer Miata is on an aftermarket track suspension setup that is much stiffer.

4 Point 0

Half the original FM1000 and 3 sets of ME20 pads. Just over a year.

Going cheap, but just adding stiffer springs, without matching the valving will destroy your ride. Matching the valving and adding DSC module, my car is now more comfotable on the street with the higher 100 upfront than it was with the 75 up front. Stock is 33 up front for your info.

rear stock is a lot stiffer than others it is 108. GT3 is 120 and GT3-RS is 160.

I went for 150 in rear with the 75 in front. Now i run 100/150 wich is basiclaly GT3-RS 100/160

WP0

Video provides a great visual of the potential performance difference between a softer suspension and a firmer suspension, which I suppose is mostly related to the spring rates and dampers. Thanks.