Yup. Just add a rivnut to that bracket to secure the lower corner.

For the next revision, garden edging works great as a lower bracket...

 

Ohhhh that garden edging is brilliant. I knew there had to be something like that out there, I just didn't know what to search for. Bonus points that the company is damn near called Viagra. I'll keep that stuff on my short list as I may make a larger splitter after tracking this front end once or twice. The airdam erased about half of my splitter protrusion in the front and I don't know how it's all going to affect frontal downforce.

I'll add a rivnut to the corner once I get them. Why didn't I think of that...

 

I didn't either... IIRC it was Emilio and crew that came up with all of this back in the S1/S2 days.

 

We got it from William when we were doing T25 stuff.

 

Got a sh*t ton of driving in this weekend! Almost...



A buddy and I signed up to take our Miatas to the local go-kart track for their Friday night Time Attack event. I was lucky enough to have a little free time at work before leaving, and did some prep to the car. Bumped up my camber in the rear from 2.8 to 3.0 degrees and zeroed out the left rear toe setting (was previously toed in 0.1*). I also threw on the RC1's, drained some of the coolant mixture and it with water, and trimmed the airdam inlet a little wider as the car was running a little warmer than before the airdam install.

We hopped on the freeway and made it all of fifteen minutes before my right front tire flatted and tore itself in two. Gah dammit! My car didn't come with a spare and I keep a semi-comprehensive tool kit where the spare would be. It's more likely I'll need that than the spare on any given day haha. Luckily, my buddy lives close by so we grabbed his truck, picked up my RT615's at work, and swapped them on the side of the freeway. Didn't make it to time attack night but there's a good burger place next to where I broke down so that was a bit of a consolation prize.

Saturday, I received the button head bolts, M6 rivnuts, and large OD washers I'd been waiting on. Finished rivnutting the bumper and installed the airdam with the button head bolts (aside from one hole that I drilled slightly too big and will have to partially fill with some epoxy). Looks better now and is a lot more secure.

Sunday I was up early again and met some buddies at our local mountain pass that just opened up again to do some driving. It drizzly and a little wet first thing in the morning, but the sun eventually came up and gave way to drier conditions once we gained some elevation. The car seems to be running at nearly identical temperatures with the larger airdam opening compared to pre-airdam, so that's good. I'm still going to have to open it up more once my screen arrives but the current setup is good for now.



I'm kinda curious as to whether I'll need to extend the splitter, now that the airdam's covering some of what the old lip wasn't. Previously, I had 4" of protrusion all around. With the airdam, that's shrunk to about 2" up front tapering off to almost no protrusion on the sides. I guess it'll be impossible to know if I've got more or less overall front downforce until I track the car next, but do any of you guys have a hypothesis you'd like to share? I'd be stoked if the current setup nets the same or more downforce than before. One, I wouldn't have to cut another splitter, two, the splitter blade already drags on steep driveways, inclines, etc.

Probably won't have many updates in the next couple weeks as the fiance and I are going on vacation from next Saturday until the following one. The weekend after that, though (4/19) will be the car's next event at the Las Vegas Motor Speedway Miata TTC. Super excited for that and will have plenty more to post then!

 

Cars looking great. I'm only an amrchair aerodynamicist, but I think you are definitely netting similar DF with that setup (with less drag). IIRC from Occam's racer and other sources, just the airdam alone makes nearly the amount of DF your old lip+splitter setup generated (with far less drag). Furthermore, your old setup you were having to remove the tire spats, which would result in a loss in DF on that setup compared to #4 here:


If you re-design your splitter to have more protrusion all around, that again should net you more DF, but as-is I'd be surprised if you had less than you did. But the image #6 looks an awful lot like your car does now, and despite your car being an NC it should be somewhat comparable. That said, I'd love to see some people with actual experience on these things chime in.

 

Oh god damn, I just spent like 30 minutes going down the rabbit hole on that site haha. Thanks for the refresher, I forgot that site/comparison existed. Glad you're diving into front end aero too currently, lol.

You're right, going back to that article shows example 5 as having substantially less drag and a little less downforce than 4. Example 6, assuming a 4" splitter, beats out both of them in drag and downforce. Since I'm in the middle, that'd suggest about what you said, similar DF with much less drag than my old setup. I'm spitballing hard here but the real world result seems like it shouldn't be too far off...



I feel like I'm probably in the same ballpark of F/R downforce balance and don't need to explore splitter options/changes until the car's next track day, if at all. Guess we'll see.

Ok, now time to close all these tabs about fastbacks after reading the articles about them on Occam's Racer. Don't need to be making any bad decisions like that soon...

 

Injectors, tune and e85 are all in! And almost dialed...


Stock 330cc injectors next to the ID1050's.



Mmmmm, shiny.

I've been waiting for my 91 octane and e85 tunes from Fab9 for a few weeks and finally called them on Wednesday to get an ETA. Apparently my tune request in their ticket system never went through. I told Bryan the details and he sent me base tunes for both fuel types within a couple hours. I can make guesses about what happened to my original request but I'm not gonna get mad about it. I think they're just permanently swamped over there and whoever is most urgent gets served first. I was able to get my tune revisions painlessly the last couple days after speaking with their head tuner Bryan over the phone.

Wednesday, I installed the ID1050s and loaded up the 91 tune. The tune pegged pretty rich at idle right off the bat so I just took a log and sent it over, thinking the injector characterizations might have been off. I then jumped the fuel pump relay and got as much of the 91 out as I could before adding 5 gallons of e85 to the tank.


High tech apparatus.


Even higher tech apparatus.

The e85 tune was much happier right off the bat. Fueling at idle and low load was pretty close, although the ECU was leaning on lots of fuel trim correction to richen the mixture to 14.7:1 at cruise. AFRs also leaned out to 15:1 and higher at high rpm/load so I couldn't quite beat on it yet. I sent some logs over to Bryan Wednesday night and got a revised tune Thursday that was another improvement. Less fuel trim/EGO correction needed at cruise and idle, but still leaned out at WOT above 4k rpm. I sent more logs to Bryan and he said that the ECU was staying in closed loop all the way up to WOT for some reason. He sent another tune revision yesterday which was closer but not quite there. Fuel trim correction was almost nonexistent at idle and cruise, and AFRs stayed around 13:1 at WOT, but still leaned out to 15:1 and beyond above 5k rpm. I sent some more logs over this morning but am leaving on vacation until next weekend so I won't be able to try any revisions until Sunday 4/13. Hopefully we'll be able to get it dialed before the MTTC race in Las Vegas on 4/19. It's a tease because the car pulls noticeably harder on e85 from 3-5k rpm! Worst case scenario, I'll pop the old injectors and tune back in for the race and fill the tank with 91 for the weekend.

Honestly, I'm still split on the ECU/tuning situation for this car going forward. On one hand, I feel kinda like a dork for having a tuner making me locked tunes, after mostly self-tuning the MegaSquirt on my last Miata. That being said, I still think it's proving to be less time-consuming than doing things the other way. My previous tunes have required little to no revision and that's saved me time that I've used to do other things on the car (or go on bike rides), so that's nice. Kinda plays well with my goal of getting as much seat time as possible in this car and minimizing things I have to fix or mess with. I have been working on a base tune in ECUtek for this thing, whenever I get a minute here or there, just to see if I can get the car started on it myself. The way the ECU calculates fueling on this thing is way different than on MegaSquirt. The engine has both a MAF and a MAP sensor. Fueling is primarily calculated by the MAF, then there's a secondary "load compensation" table that adds a multiplier to pulse width based on MAP load x RPM, to compensate for areas where the engine is more or less efficient. Then there's a whole slew of modifiers and tables like you'd find in any other ECU.

If I have luck making a tune that'll run, maybe I'll refine it over the summer when track season is at a lull out here and finally be able to make adjustments and corrections myself. There are also standalone options out there but I feel like it'd be a bit silly to spend over a grand on an ECU when I already have the tools to tune the factory ECU at my fingertips (albeit with more of a learning curve). For now, though, I'll continue to have Fab9 work on the current tunes for me. What are your guys' thoughts on the different options for tuning on this thing?

 

There is something to be said to leaving the tuning to a guy that has done a TON of them on the platform... My k-swap was the first time that I just said "screw it, shut up and take my money" to a known k-series tuner, and it was pretty great to have him hammer out what has been a ROCK SOLID tune in couple hours with what would have taken me weeks of learning a new ECM to do with likely worse end results.

I feel like as long as Fab9 is responding and you get what you need, you stick it through with him for now on this e85 file. If you ever want to do more exotic engine work, I think learning the ECUtek stuff on the side does no harm. Spending money on an aftermarket ECU doesn't seem like a strong value add if your factory ECM does what you need it to do. As the old saying goes.... Keep it simple stupid.

 

Thanks Pad. That’s about what I was thinking/hoping to hear. It’s super enticing to grab a standalone and tune with a platform I’m more familiar with, but that $1000+ is probably best spent elsewhere.

Definitely going to finish up the current e85 and 91 octane tunes with Fab9 regardless. I’m sure a week will be more than enough to get the e85 tune dialed so it can be run at the car’s next event. Again, I’m super excited to get it finished up as I didn’t expect to feel a difference in power with ethanol vs pump gas.

 

My number 1 rule for projects is this: Establish goals before starting, and stick to them unless you've got a really good, logical reason to change. Scope creep from chasing "more" of something has killed a lot of projects, or engines and transmissions. I think you're familiar...

You've got a great car you enjoy driving, and you've got several other local cars running your pace on similar builds. Why focus on the "how" of achieving it, when the "why" was always about driving the car, not working on it? Play around with a second tune in your free time, sure. But keep the priority on seat time and don't go down a rabbit hole you can't get back out of. There's no shame in paying a professional to get something done if they can do it both faster and better than you are capable of.

My NB is a seat time car. I had plans to get more power out of it, but after the first track day failure I realized I didn't enjoy working on my car at a track day. I enjoyed being one of the last guys on track still pounding out laps a whole lot more.

 

Yup, say no more guys. Thank you for the feedback. I think I'll experiment with creating my own tune when I get some spare time, but will keep it low on the priority list. Got plenty of other things I want to do to the car and it's not like the car doesn't need attention to keep it track-ready as well.

I'll update the thread once I get the next tune revision and hopefully have it dialed in and ready to race with next week. In the meantime, I've gotten to thinking that maybe a couple additional small hood vents would allow me to keep the radiator inlet small when I add the mesh to it...

 

sorry im sure you mentioned this earlier, but does it cost you to get revisions of a tune by fab9? or once you buy the product its free revisions or something?

 

No sweat, I don't think I mentioned anything about that earlier in the thread. Fab9 says that four revisions are free with your purchased tune if needed. However, from my experience, they'll just make sure you're dialed in regardless of how many revisions you need. I actually purchased a tune for my stock 2.0L engine which needed zero revisions, then they provided the initial tune for my 2.5L at no charge including a couple small WOT fueling revisions after that.

I try to identify and notate the exact issues and tweaks I think need to happen as well as when/where they're shown on the logs. Anything to try and take up less of the tuner's time, so maybe that's helped out a bit.

 

Went dormant for a week on here. Fiance and I went on a 6-night trip to Oahu . While I was kinda sweating being away from my bikes and car for a whole week, I guess it didn't totally suck.





Alright, so we didn't have my van and toys with us, but I'd still highly recommend. We didn't do too much touristy stuff. We brought our swim fins and diving masks, rented a vespa, and just rode around the island hitting up different hikes and beaches each day. Plus a luau one night. Really good times! My feet are sore.

We got home Saturday morning at 11am local time, after our flight home was delayed 13 hours. I was planning on giving the car a once over but ended up sleeping almost all day after being up for 26 hours straight. To top the vacation week off, my dad got tickets to the Long Beach Grand Prix Sunday so we went and watched that. Global Time Attack did an event at the LBGP in the mid-2010's and I always think about how cool it would have been to compete had I been into tracking cars at the time. Then I think about how there's no runoff anywhere on the track and I probably would have been too scared to try and go fast haha.



Snagged a great photo of this guy and his pretzel stick, while happening to capture the finish of the race in the background.

Back to our regular programming this week and have been prepping the car for MTTC round 4 at LVMS this weekend. Car's just about ready to rip. Since I'm trying to keep the radiator inlet opening as small as possible, I fortified the cooling system as much as I could. Drained some of the mixture and refilled it with distilled water, then dumped half a bottle of Water Wetter in. Current mixture should be around 80/20 water/coolant, and hopefully the Wetter makes a difference as well. I've also wanted to cut another vent in the hood right behind the radiator for a while. The hood has a 1.5" wide indentation just in front of the center "hump" that I always thought would look cool as a cutout, and potentially create a little low-pressure zone. I cut out said portion yesterday, wrapped some cheap rubber trim around it, and riveted in some steel mesh to make it look a little more "complete". Funny enough, Vegas is supposed to be fairly cool Saturday, with a high of 72*F, so I don't think I'll be putting any serious stress on the cooling system. Current temps on the street are about what they were, or maybe even a little lower than with the stock bumper with a much larger opening.



Polished all of the yellow out of the headlights too. That was long overdue. Those suckers were seriously crusty.

Been working with Fab9 on the e85 tune still. Got a tune revision from them while I was on vacation and loaded it up Sunday night. We're super close now. Very little fuel trim/EGO required while it's in closed loop and WOT fueling is just about dialed up to 6,400rpm, where it leans out to 14:1. I have an appointment with Bryan today to do some live remote tuning and get this thing finished once and for all. That being said, the car definitely pulls harder up until that lean spot on the e85 tune! Very excited that I should be able to run it at the event this weekend.

I had a live tuning appointment on my lunch break with Bryan today and it looks like we (he) got things dialed. The car was entering closed loop again from 6,400rpm on. He got that taken care of, then added more fuel up top. We ended up going through another four tune revisions. Bryan kept adding fuel and we finally landed at a spot where the car was hitting 13.0:1 up to redline, but he said it took a little more load compensation than expected. Looks like my fuel pump is likely getting close to the limit at that WOT/Redline. The stock NC fuel pump is said to be good for 240-250whp on pump gas, and enough for a 2.5L running e85, but mine's at 171k miles now and probably a little down on output from when it was new. I ordered a DW300 since the car's going to need it eventually anyways and will toss it in next week. I have four functioning tunes now with varying amounts of pulse width added above 6,400rpm so hopefully one of those works once the new pump is in. Luckily, the ID1050s are nowhere close to maxed out on pulse width at this power level. Actually it's laughable how little PW they're using. 6.3ms at WOT. I don't know what % DC that equates to but it's half of the opening time that my tuned stock 2.0L was running. at WOT. For now, I'll keep an eye on AFRs up to redline. Absolute worst case scenario, I'll shift at 6,500rpm if I notice AFR's increasing above 13:1 on Saturday.

But all that being said, the car definitely pulls harder on ethanol, and the MAF sensor readings confirm this. So even if (worst case scenario) I have to short shift it this weekend, I think we're still going to be faster on track than before.

 

Been going down the rabbit hole this week regarding what’s next for aero on this car. Anything I add from here will have to be removed for the remaining NASA races this year, but I really want to see what kind of lap times this car can pull with the 185-190whp it’s making currently. After lots of looking at old threads, reading materials on aero theory, and even contacting Ryan Passey about the trunk extension/flat spoiler he made for the HyperMiata. I’ve got a couple things I want to experiment with first. I think I’m going to start with making a larger set of barge boards that include flares to deflect air around the rear wheels, as well as a removable trunk extension to reduce drag. More on that next week.

Last night I cut a couple rear tire spats for sh*ts and giggles. This pic pretty accurately shows what needs to happen next. The spats stick out farther than the current side skirts but still don’t completely cover the tire. I’ll have to put some wider skirts on first.



My plan’s to make a wider pair of skirts out of alumacore, mount some tire spats to them, then cut a panel out of HDPE and use it to make a flare deflecting air smoothly around the side of the tire.

I’ll continue with that next week, though. Got the car loaded up and ready for the next MTTC race at LVMS tomorrow! My 2.5 NC buddies Mitchel and Frankie will be there, as well as a couple other west coast 2.5L NC guys I haven’t met before. As far as I’m aware, it’s a new track for all of us, and our cars are all running nearly the exact same pace. Should make for some good close competition!

 

Nice work on the rear spats. I love that you are diving into aero optimization, it's something I always really liked about a well developed track car. There's something about the function of aero parts that makes them beautiful to me, so interested to see where you go with the aero aspect of this build.

For inspiration on the rear spats and larger skirts see my buddy Serenio's build, here's an overview of his car:
He wanted wider skirts and had a metal shop bend them up out of aluminum and they came out great. I like the way his rear spats attach to the skirts as well, it definitely looks nice in person.

As for the longtail/extension, it's something I've been playing with as well - though I never got past this prototype:





My idea was similar, a flat (or mostly flat) extension under the wing for D.R., and it could look pretty neat if done properly. My idea was either quick release, or piano hinges (or similar) so it could fold up for trunk access. And you could probably get away with like 1/4" birch, or alumalite might even be better, if you go that route.

 

That wing is crazy far back. Essentially I think there are two desirable objectives, generally clean up the airflow at the rear behind the rear panel, and enhance the effectiveness of the wing. The wing is generating DF from the low pressure below the airfoil, cleaning up the airflow will help that, and intuitively I reckon that extension would help the turbulence/drag from the boot (but aero can be counterintuitive sometimes). It may not be practical to extend the shelf back to the trailing edge of that wing but that is what I would be looking at for maximum DF effect Your wing has a long moment arm behind the rear axle line which enhances the effective DF, and you may not need allofit rear DF, but if you do extending the shelf further back would be my suggestion.

 

Nate, I’m with you in regards to aero optimizations as well as their visual appeal. It’s funny, I’ll look at certain cars with aftermarket body kits, etc and go “ugh, the front bumper opening is way too big and that rear end is totally acting as a parachute” lol. But yeah, definitely something I feel should be optimized on a track car, especially because it can be done for cheap compared to a lot of other mods.

Funny enough, I actually went back on your thread last week and pulled up those exact pics for a little inspiration haha. I like the idea of making it a quick release for access. My idea was more crude. Was thinking I’d hard mount the extension directly to the trunk lid, just at trunk width, then make separate side pieces later on. I’ll have to look at the car this week and brainstorm more. I’ll take a look at Serenio’s video too! Never occurred to me that he has a proper set of barge boards in that thing.

Gee, good point on the relation between DF and trunk extension length. Obviously the factors are more interesting on Nate’s car with that long ****, but I was curious about balance on my setup too. Figured I’d start with the extension parallel to the trailing edge of the wing and trim it down if it made excessive DF. I just did my first track day with the new air dam yesterday and the car feels damn near perfect. Was a little plowy at high speeds before but that’s all gone now and I can get the tail to come around without excessive effort. Very happy with it currently.

 

Another damn successful weekend out in Vegas with the SoCal Miata gang! Holy hell, this track was a party.




Aside from getting in at 2am and running all of Saturday on four hours of sleep, the weekend was pretty dang flawless. The car ran great, got to see and drive with a ton of Miata friends from home, and SuperMod class competition was tight. Just 0.3 seconds separating the podium at the end of the day!

I woke up to the sound of 4 cylinder engines surrounding my van on Saturday morning. I opted to camp at the track but a bunch of the SoCal MTTC crew had booked an AirBNB and left early on Friday. My buddies Mitchel and Frankie were at the event in their 2.5 NC's, as well as our resident boosted NA brothers Jack and @DUDELOL, and some other friends too. I also got to meet another 2.5 NC guy, Jeremy, who I've known from one of the NC FaceBook groups for a while now. His car was similarly modified and neck and neck with myself, Frankie, and Mitchel too. I think I heard there were roughly 30 people out here for the MTTC race, great turnout!


Jeremy's 2.5L NC. We might as well have copy and pasted all our cars. Same 17x10 wheels, aero, similar coilovers/spring rates. Jeremy and Frankie are both running the new Fab9 intake manifold and upsized throttle body, Mitchel and I are on e85. Our cars are all neck and neck haha. Jeremy's running more rubber than the rest of us, though. 255s instead of 225s or 235s like I'm on.

LVMS was a new track for just about everybody involved, even the locals as it's almost never run CCW. I had watched a handful of videos of it and thought it looked like an ok layout. Well, video never does anything justice. This track was FAST, had lots of brutal braking zones, and the curbs were TALL! It was an absolute blast, tough on the car, and exceeded my personal expectations. It also took way more effort to get dialed in than I'd anticipated. Fortunately, the new air dam did its thing and was creating more DF on the front end. The car felt great to drive! Much easier to rotate and get the rear end to come around at medium to high speeds. Very happy about that.


Screen grab from Frankie's GoPro later in the day. There were multiple spots on the track where airtime was just about mandatory.

The race format for the day was a qualifying session to set the grid, then sessions two and three would be timed. Fourth and fifth sessions didn't count towards the race. Basically, we'd have to learn the track quickly. I went out first session and felt like I was driving well, but definitely didn't have the track dialed in yet. The four of us NC guys pitted and loaded up our AIM data to my laptop to compare and figure out what was working and what wasn't. To my pleasant surprise, I'd set the fastest time out of us on the first session. The story was the same as at Willow Springs, Frankie and Mitchel were faster than me in the tech sections, but it appeared I had more ***** in the high speed and braking sections My top speed on the back straight was 3-4 mph faster than theirs, so that was something to celebrate. I put down a 1:49.1, but they weren't far behind with a 1:49.4 and 1:49.5.

Second session, I got gridded in a pretty good spot, and had only a couple laps where traffic was a factor. With mostly open track, I was able to set two 1:47.9's, which I was stoked on! I pulled into the pits and was told Mitchel put down a 1:48.1 before spinning in the second to last corner, ruining his potential 1:47 hot lap. I cruised over to his car and he had gotten really lucky. The car had spun into the dirt and just barely grazed the tire wall as it came to a stop, leaving some rubber on his rear fender and bending one of his wing endplates. He said his AIM showed a predictive time in the low/mid 1:47's and I believe him. I was in the lead for now but the final timed session was still anyone's game. Furthermore, our buddy Jack was right behind us in his TSE turbo NA8, running a low 1:48 on session two as well.


Twins posing together before the third session

Meanwhile, Frankie (who used narrower wheels to bump himself down into Modified class), had just run a 1:47.4. He ended up gridded right in front of me, and me in front of Mitchel for the third session. I was anticipating an awesome battle, but we left the pits and six of us got stuck behind this blue C8 Corvette who wouldn't let anyone by. After three laps, I pulled off to get myself a gap. I didn't have much traffic for the rest of the session, but I made a couple mistakes on what would've been good laps and wasn't able to dive back into the 1:47's. Pulled off the track as the checkers came out with a low 1:48.

Luckily (for me and only me), the rest of our group got stuck in traffic for most of the session as well. Jack was able to drop his time to a 1:48.2, but Mitchel didn't get a chance to improve. That set the podium for SuperMod class. Only 0.3 seconds separating the top 3! After the session, there were multiple people (even from outside of our group) looking for the driver of the blue corvette. The driver was found in the paddock, and took off their helmet to reveal that they were some bleach blonde influencer girl who was new to the track. Dunno how they were placed in advanced class. When asked why they didn't give a single point by, her instructor who was in the passenger seat said "well we were faster than you guys in the straights". Lol. Not the end of the world, but pretty damn frustrating.


I need someone to text me the full res pic haha.

So we had two sessions left, and there weren't many cars lined up for the upcoming one. The three NC musketeers lined up next to each other for session four and spent the whole time messing around. Each of us took turns between leading and chasing, and when we got stuck behind this white whatever-it's-called, Frankie began showing off his drifting skills. He nailed the first two drifts in front of me, and then took this one like a champ and with style:


Only there was one problem after session four, Mitchel bested my top time with a 1:47.83. Dammit! I went out for the fifth session and tried to PB again but by then it was much warmer and I was barely getting into the 1:48's. Oh well, I'll have to make some more tweaks and try to go faster at the next event. I still got the #1 plaque to show my friends and parents, so that's cool haha.

The rest of the weekend after the event was pretty damn good too. A bunch of us went back to the AirBNB Saturday night, ordered two boxes of White Castle sliders, drank some Pacificos, and watched F1 qualifying. Some of the group went into old Las Vegas close by to hit the tables, but I was way too wiped out and was in bed by 10. Yesterday, I got up, drove my Miata back to the track, loaded it onto the trailer, and managed to get a quick bike ride in just outside of Vegas before heading home. Good times all around!



The "bad" list from the weekend is pretty short. I've got a bunch of minor things to attend to on the car before its next track day. For starters, the car was running hot once temps got above into the high-70's. Coolant temps got up to 225*f and I saw oil get above 250* on a couple occasions. So much for keeping the tiny bumper opening haha. Gonna have to open that up more this week. Also, one of my tires starts slowly leaking above 60mph for some reason (confirmed this via my little tire pressure display). Pretty sure it's just a valve stem issue, I'll have to diagnose that this week. My front brake rotors are also full of hairline fractures and a handful of the rivnuts in my airdam couldn't hold up at 115+ mph and uprooted themselves. If I can take care of all that this week, I'll likely sign up for a track day at the new Buttonwillow track "The Circuit" this weekend. This will be another new track for me that's also really hard on brakes. Should be a fun time!