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About 7 months after I started the install of the cowl braces, I finally got the chance to finish everything up and take the Miata out of hibernation. One of the last things I needed to do was install V8 Roadster's adjustable end links for the rear sway bar. If you recall from our last installment, the Whiteline bar didn't play too nicely with the stock end links and could only be used in the full soft position, which didn't match the front being set to full stiff. The V8 Roadster's links allow for more misalignment and because of this, I was able to install them and put the rear bar to full stiff.
V8 Roadsters, once again, includes all the necessary hardware to install their end links on the front or rear of both the NA and NB Miata's. I looked into making my own system based off of hardware from McMaster-Carr and it made no sense. The V8 Roadsters system was cheaper, higher quality and looked better!What was meant to be a quick, easy install, measurement and test drive unfortunately got extended out over months and months due to a demanding time suck known as the Professional Awesome Evo. The Miata was ignored for months on end, partially assembled, while the Evo got all of my attention. It wasn’t until the end of summer, that the fenders were installed back on the Miata and she would see the streets again. Additionally, I got a chance to install V8 Roadster’s adjustable rear end links to fix the problem of the misaligned OEM end links and allow for adjustment while at the track.
A street drive of the Miata would show improvement to the chassis rigidity, but it’s not the smoking gun cure I hoped it would be. That being said, I wanted to see if the improvement on track would be more noticeable. With the Evo nearing completion of its build, I put in a request for time off from working on the racecar and it was approved, with the strict guidelines of only being allowed to go to the track day if I am going to “practice driving for our upcoming Speed Ring event!”
This is what makes the Miata a perfect track toy. I literally dump everything by the side of the track, put on my suit and helmet, check the torque of the wheels and then go throw down some laps! No fuss, no muss.On to our favorite test track, Gingerman Raceway, for an “Evening Test & Tune” with the Miata. There I’d spend 18 laps on track, pushing the Miata down to a 1:59.87 lap time. This would be over 2 seconds faster than the last time I was on track, with the same power, same tires and with the only modifications being the V8 Roadsters Cowl Brace, adding the adjustable end links and setting the rear Whiteline bar to full stiff. Defining how the V8 Roadster parts made me faster is a little difficult. Perhaps, the rear bar being at full stiff provided better balance, maybe the stiffer chassis allowed for better suspension control. Either way, the car was consistently faster, even in much warmer temps and this was without the added benefit of comparing drivers back-to-back like last time. I am proud to be nearly 5 seconds a lap faster than when the car first came into my… I mean my fiancée's possession, with zero power modifications!
A new fastest lap of 1:59.87 was set and we have more data for you! Peak cornering G loads are 1.0-1.1G, peak braking is around .8G and peak acceleration is a paltry .1-.2G. This car is an incredible challenge to drive as it has no power to assist in covering up any mistakes. Additionally, because of the lack of straight line speed, the braking zones are TINY. When coming up to a corner, I wait until I feel like I am going to die, get on the brakes hard, turn, rest for 30 seconds on the next straight, then repeat. 
