It all started quite simple enough with a phone call from Car & Driver Magazine. "We are going to write an article featuring four cylinder aftermarket tuner cars, what do you have?" Uh, we have a Î90 Miata, I replied. "Too old, what else?" OK, how about a Î99 Miata? "Great, thanks, bye."

A fax arrived a few weeks later inviting us to join Car and Driver Magazine for a three-day test session showcasing what the "import" aftermarket tuners are doing to enhance the performance of popular import cars. The list of invitees read as follows: Greddy - Turbocharged Honda Civic, RK Sport - turbocharged Chevrolet Cavalier, HKS - Turbocharged Mitsubishi Eclipse GSX, Borla - Ford Focus, TC Kline - Mazda Protege, DC sports - Honda S2000, King Motorsports - Acura Integra Type R, Neuspeed - Audi TT (AWD), Vortech - supercharged Honda Civic Si, Jackson Racing - supercharged Honda Prelude, and Racing Beat - Mazda Miata.

Hmm... some fairly powerful stuff here! Now we were told that this was not a comparison test against each other and the results would only be made against a "stock" version of the same model. Yeah, right! But understanding that nobody wants to go home in last place, we decided to make a considerable effort to enhance the Miataâs performance capabilities. We decided to play to the Miataâs strength.... handling. Since the test sessions were to include mountain roads, the Streets of Willow springs road course (a small, tight course), skidpad, and lane change maneuvering, we felt that the focus of our suspension set-up should be to optimize and enhance the handling characteristics of our Î99 Miata. Oh, and one last detail, once we showed up there would be no changes to the cars. Period. What, no changes to the shocks for the road course? No changes to the sway bars for the skidpad? Nope, none.

So we had to decide on a handling set-up that would perform well in an "all-around " setting. If we went too "firm", the Miata would perform well but ride quality would suffer. Go too "soft" and the Miata might not perform as well, but may gain praise for ride quality. Compromises would have to be made. But since we are racers at heart, and good performance numbers are convincing, we decided towards a more performance-orientated set-up.

First on the car went a set of Racing Beat suspension springs, front tubular sway bar (set to the stiffest setting), sway bar brace kit, end link reinforcement flanges, solid rear sway bar, and a complete set of adjustable end links. Next, we installed a set of KONI adjustable shocks. Our test sessions proved that after the installation of these shocks (and leaving them set on the softest settings), the exit speeds from our "secret test course" showed dramatic gains.

Under the hood we installed a Racing Beat High Flow Air Intake, Racing Beat ceramic-coated header, and Power Pulse "straight-through" muffler. Since the header removed the primary California-equipped catalytic converter, we now had a 49-state legal car. The secondary catalytic converter and stock connecting pipe were retained. The addition of these components yielded a 15 HP gain over the stock model. These results, measured on a Dyno Jet chassis dyno, showed gains from the stock 110 HP up to 125 HP.

To convert this Miata to the elemental driver's car, we removed the air conditioning and power steering pump. No pump of course meant no power steering, so the power steering rack was replaced with a manual rack. We realized that the manual steering would provide a heavier feel, but the benefit of the improved and immediate steering feedback was worth the trade off.

Next, we transplanted a 6-speed transmission and rear-end from a 10th Anniversary Miata. During the installation process we installed a Racing Beat lightweight flywheel and Street/Strip clutch disc. Even though this transmission/rear end combination is expensive ($5629), and not many people are probably going to justify adding this component to their Miata, we threw in the "fun factor" when deciding to add these components. If you thought the Miata was fun to run through the gears with the 5-speed, the 6-speed is a blast!

Our original plan was to include an "oversized" brake package for both front and rear, but due to scheduling conflicts with the "big-name brake company" this was not possible. All this did for us was to delay the selection of the tire/wheel size combination until the last moment. The wheel selection was based upon our long-term relationship with Racing Hart Wheels of Japan. Racing Hart offered a lightweight aluminum alloy wheel weighing in at just under 10 pounds. Perfect! With only 125 HP on tap a lightweight wheel/tire combination would be important.

Since we were trying to maximize the handling of the Miata, we knew that tire choice was critical. The question was whether we should select a high performance street tire or a DOT approved street/race tire. Would the race tire last? Would the ride be too harsh on the street test sessions? What if it rained? Could we find these race tires in an appropriate low-profile size?

Next was tire choice. Toyo, Yokohama, BF Goodrich, Hoosier, Kumho? Now that we were getting close to the test date we had to make a decision quick. Testing needed to be done with the tire/suspension set-up before we would be ready. The decision was made, order a set of both Kumho and Hoosier tires. After testing the tires on the car, the decision of which set we would use for the test would be made. The order went out for a set of Hoosier Road Race and Kumho V-700s (shaved to 4/32" - more on this later).

The following weekend I had a chance to spend some time at the autocross course with the members of the San Diego Miata Club. After talking with the racers regarding the strengths and weaknesses of both the Kumho and Hoosier tires, it was starting to come clear that the Kumho V-700 was better suited for this test. This outstanding DOT approved race tire was ultra "sticky" and offered reasonable treadwear for a race tire. A good portion of the testing was going to be conducted on public streets and therefore road hazards were a serious concern. Taking all of these factors into consideration, the decision was made to run the Kumho Tires.

We finished the appearance package of the Miata with a factory chin spoiler, side skirts, Racing Beat Type II Rear Wing and Type II Style Bar. One benefit of the test was that it pushed forward the development of the Rear Deck cover. Racing Beat owners Jim Mederer and Takayuki Oku spent several days developing a new deck cover for the Miata. The new design offers a stronger, more aggressive look than the earlier cover.

 While the opinion in the Racing Beat shop was to clad the Miata in our traditional red and blue racing stripe appearance package. Looking for a more subtle look we settled on a more subdued silver stripe layout. Modern Image Signworks (famous in the "import" graphics scene) applied the silver vinyl stripes to complete the exterior appearance look.

The last item was the interior. You may notice that Racing Beat doesn't sell many interior accessories. Simple, we concentrate primarily on designing and manufacturing performance and exterior styling products for the Miata. Should we add a fancy radio, dash trim and pedals? Naw. But how about a set of custom leather seat covers? Katkzin Leather Seat Cover Co. supplied a beautiful set of leather custom replacement seat covers. These two-tone color covers incorporate the silver stripe color design that runs the length of the car. The finishing touch was a custom embroidered Racing Beat "Limited Edition" logo stitched into the headrest. 

Final Preparation

 A few days before the test I received the final schedule of events. First on the list, "8:00 am - Willow Springs Raceway - introductions and tire thread depth measurements." Next on the list, "Tread depth shall be no less than 5/32-inch". SAY WHAT! Nobody said anything about 5/32-inch. Considering we have four brand new tires with 4/32-inch of tread, this indeed posed a problem. A phone call to Car and Driver resulted in a "What, you didn't get the fax? " response. No amount of pleading and whining changed their minds.

After a day of several frantic phone calls to Kumho Tire, we graciously had a new set of tires. Thanks go out to John Rozko for his last minute help.

The Test

Upon arriving at Willow Springs Raceway, it became apparent that not all of the invited cars were going to show up. Phone calls confirmed that some of the cars were not ready, had broken, or been crashed. TC Kline changed from the Protege to a Honda S2000, and HKS brought a Subaru Impreza. We were down to six cars.

We hopped in the cars with Car and Driver writers Larry Webster, Don Schroeder, Barry Winfield and John Pearly Huffman behind the wheels. The plan was to drive up into the mountains and switch drivers every few miles, giving each writer a chance to drive each car.

Now, it is one thing to drive your personal car extremely fast up an incredibly twisty mountain road, it is another thing entirely to drive your company car extremely fast up an incredibly twisty mountain road. If you wreck your personal car, a simple "Opps" works fine with me. Wreck your company car and you endure the wrath of The Boss for eternity. No amount of explaining will ever clear your name! "This huge rock tumbled down the side of the hill at the exact moment this big dog was..... ah, nevermind." So with this in mind it was a pure bliss to be sitting in the passenger seat of "the company car" while the C and D guys drove like there was no tomorrow.

For an entire afternoon, each driver focused at driving these cars at their absolute limits. Every shift was at redline, some corners required a dose of "opposite-lock", every straight was at full throttle. The Miata was handling beautifully! In front of us was the Honda S2000, behind us the Integra Type R. The Miata was handling its own against cars with significantly more horsepower.

Suddenly, after rounding a bend the procession came to an unexpected halt. In front of us were several hundred cows making their way slowly up the middle of the road. I guess the trail of cow dung in the road should have tipped us off, but we were oblivious. It was quite a site to see a Honda S2000 slowly prodding aside cattle as we slowly made our way through. Trust me, this is one time when I wished the Miata was not a convertible! Since we had long ago lost the photographers van, none of this was caught on film. The only evidence of this adventure was the cow dung caked in our wheel wells.

After the last "mountain run" of the afternoon, the group pulled to the side of the road to count heads and regroup. Up pulls Mr. California Highway Patrol sporting a rather nasty attitude. "You guys aren't racing are you?" With our hands in our pockets, looking down at the ground, shuffling pine cones back and forth with our feet, we gave a low, collective, innocent sounding "No".  He replied "If I catch you, your all going to jail!" Gulp, time to call it a day.

Day Two

 Honda has chosen the perfect spot to locate their California testing grounds. Find the middle of nowhere, and go another 20 miles! If you are looking for the hottest, coldest, windiest, dustiest place on earth, Honda beat you to it. But what they do have is a fantastic test facility that can be used to test the most extreme conditions under which a car might operate. If a Honda engineer wants to run a new Accord around this place in 108-degree weather, during a dust storm, on dirt roads, for nine days straight... this is the place. (Its no wonder Hondas rarely break.) Surrounding the facility is a 7.5 mile oval test course, which was to be used for the top-speed test runs.

Cars would be driven one at a time on the track for the top speed runs. After each car would leave the staging area, car owners would pace nervously as they waited for their car to appear around the bend. It is one thing to be standing next to the track when a "race car" approaches and passes with all its sound and fury, but a "street" car makes very little sound as it approaches. Tire noise precedes a tremendous "whooshing" sound, followed by the most glorious sound of a four-cylinder engine singing at full throttle. The sound of the Honda S2000 screaming by at around 140 MPH at 9000 RPM can only be described intoxicating. By now the winds were starting to be a factor. The Miata made a run down the front of the track at 139 MPH, and 124 MPH on the back, for and average of 129 MPH. The Miata had just completed about 14 miles at full throttle at around 124 MPH. Not bad! More importantly, nothing had broken. Unfortunately for the Vortech Civic (broken piston) and Acura Integra (drive shaft) things didnât go as well. The Civic traveled home on a tow truck; the Integra was repaired in the staging area.

After completing most of the acceleration runs, quarter mile tests, and braking tests, the desert winds unleashed their full fury. As we huddled together in a portable trailer, the winds rocked the building with sustained blasts of 40 MPH with gusts reaching 50 MPH. The dust and tumbleweeds had transformed six beautiful cars into an ugly sandblasted mess.

The delay gave us time to review the Miataâs test results.

0-60 - Stock 7.8, Racing Beat 6.7 (1.1 second improvement)

0-100 - Stock 23.4, Racing Beat 20.7 (2.7 second improvement)

1/4 mile - Stock 16.0@85 MPH, Racing Beat 15.2@90 MPH

Braking 70-0 MPH - Stock 183 ft, Racing Beat 156 ft (26-ft improvement)

After reviewing the results the Car and Driver guys started to get suspicious about the power gains on the Miata. "OK, what else have you guys done to the engine? Fess up!" "Nothing you canât see" was the reply. But it was true, this Miata has a distinctly more potent feel. This newfound power is available throughout the power band and provides the Miata with noticeably more "grunt" than the stock model.

Day Three

The next morning, after a quick trip to the local car wash, we arrived at back at Willow Springs Raceway for the final skid pad, lane change and "track" sessions. The HKS Subaru was a "no-show" (faulty mass air sensor). Down to four cars.

After completing the lane change maneuver at the speed of 70.5 MPH we moved to the skip pad. This is the test we really wanted to do well. OK guys, let us tweak the car just a bit, please? "No, leave it alone!" was the reply. A four lap average yielded a result of 1.03 g. (The Honda S2000 would later run a 1.04g) The Honda S2000 was running considerably larger tires (245/35/18 vs. our 205/50/15) and race prepared shocks (compared to our "off-the-shelf" KONI'S). However you compare, both cars performed extremely well.

In a related note, Sport Compact Car established their all-time skip pad record of 1.1g with this same Miata about a week after this test session. For this test we were allowed to soften the front sway bar to allow for a touch of oversteer. This was the only "set-up" difference between the Miata in these two test sessions. Amazing results!

The final tests took place on the Streets of Willow racecourse. This course consists of a series of short, tight turns, which places an emphasis on handling performance, perfect for the Miata. The only short straight section of the course leads uphill to a tight right hand corner. Don Schroeder and Larry Webster each ran approximately 5 laps in each car to establish their fastest laps.

Lap times for the Miata were in the 1:20 second range. The Kumho tires were holding up well even after three days of brutal street and track abuse. The Kumhos were really showing their true intentions on the track, as these tires clawed at the pavement with tenacious grip. Even better, the Miata was showing no signs of distress after several "hot" lap sessions.  The Honda S2000 took to the track and turned laps in the 1:18 range. The additional 100 HP this high revving VTEC motor produced pulled the Honda up the hill a bit quicker than the Miata. The Integra followed with laps in the 1:20 range. The race-built Mugen engine in the Integra produced 65 more horsepower than the Miata, but the best lap times between the two cars were within a half-second. (As a side note, King Motorsports (Acura Integra) brought along a young, very talented race driver to join in the testing. After the Car and Driver guys had taken their laps in the Integra, this young hot-shot jumped in "his" car and turned laps about 3 seconds quicker!)

We concluded the test session with the group photos in the fading desert sunlight, then it was our turn to take to the track for a few "hot laps" before the track closed.

Wrap Up

Of course the Kumho DOT race tires contributed to the outstanding performance of the Miata. If you drive your Miata on weekend blasts through canyon roads on sunny weekends, a DOT race tire provides an incredible driving experience. But for everyday usage, a high performance street tire is certainly more practical. Considering our original objective, we had met our goal to demonstrate the incredible handling potential of the Miata on both the street and the track. With the exception of the transmission/rear end combination, most of the products on the Racing Beat Miata are "bolt-on" components that the weekend mechanic can install in their garage. One of the major appeals to a "build-up" approach is the relatively modest cost that is required to obtain this level of performance.  

So, we came away happy with the results, Mazda was pleased, the car was in one piece, and we had a great time. Could things get any better for the Racing Beat project Miata? Yes, read the April 2000 "Eight Great Rides" issue of Sport Compact Car Magazine and find out!