Back to the thread,fit a set of toyos and get the 4 wheel alignmnet done, then enjoy
Would it be rude to add that aren’t P6000s stiffer in the side wall (ie designed for a heavier car) and therfore not best suited to a ~1000kg car?
I’ll shut up now…
Somebody else suggested that they are better on heavier cars and also front wheel drive. That would certainly explain the differences I’ve noticed from the old 1.6. In my initial post I said ‘is it that the tyres don’t suit the car?’ Looks like I probably answered my own question from the start. I could always try the old trick of a couple of bags of sand in the boot. Made a world of difference in my Volvo 360GLT many years ago. Oh no…don’t think I should have admitted to that one. Problem is that it would fill the boot in the 5. Looks like I’ll just have to drive like a loon for a while to wear these out then I can get some Toyos. Anybody fancy a track day? 
I think I already mentioned that in this thread, Jon. You were “overseas” at the time I think so completely forgiven … 
Interesting comment on the sidewall stiffness though. I once had a rapid deflation of a P6000 on the OSR wheel on my Mondeo at 70+ with all the family on board. We were on our way back from Scarborough on a section of the M1-A1 link road at night with that horrible ribbed concrete road surface. It didn’t register that anything was wrong until I spotted the smoke from the rear wheel arch in the NS door mirror.
When I came to a stop on the hard shoulder the sidewall was almost completely destroyed but the beads were securely on the rim and the car had remained safe and controlled throughout. Can’t fault the P6000 in this respect, a very safe “run flat” tyre even if somewhat poorly suited for spirited driving in an MX-5.
Not sure why this tyre failed but I now suspect that transporting large amounts of building materials the previous summer and not over inflating the tyres to compensate may not have helped.
Not quite sure I like your tone, so just for you I have just conducted a simple experiment, anyone can do this at home.
This is done only to establish my honesty, decency, manners, and above all integrity for the benefit of Captain Muppet, who will doubtless decide to try this for himself, before apologising for being a number-crunching and quite rude n*rd for even doubting my honest and freely given advice gleaned from a lifetime`s experiance in aeronautics and motor-sport.
In my lounge we have a hardwood floor, there is a four-legged coffee table which has a wheelbase of 900mm
I also have some very accurate bathroom scales…can you tell what it is yet?
With the table level with scales under one end and with two end legs (rear wheels) sat on them, the scales, after zeroing are reading 6.9kg
(by the way my lap-top is representing the engine at the front end of the table and the fruit bowl is pretending to be half a tank of petrol towards the rear of centre over towards the left)
By raising the front legs (wheels) by 20mm the weight reading on the rear scale increases to 7.5kg
By further raising the front legs (wheels) by another 20mm the weight reading has increased to 8.1kg on the rear legs(wheels)
Now then, if you want to do the percentages and maths, by all means carry on, personally I can`t be bothered but I think if you scale up the model to MX5 size then you will see that raising the nose and lowering the rear will result in some pretty significant weight bias changes and indeed vice-versa, as I suggested originally, yes?..good.
I realise conducting this controlled experiment in the lounge could point to me being certifyable1 but you can see what I`m up against, reading back through this thread.
Yours with total integrity, trust me, I am the doctor,
Eunos
You forgot to add the vase of flowers in the middle to represent the driver.
At the risk of starting the MX5 OC Forum Apocalypse here, I would be interested in views from both The Captain and The Doctor on the relevance of slight variations in static corner weights.
IIRC, the OP was more concerned with the cars dynamic behaviour (in pitch and roll). Isn’t the effect of weight transfer more relevant here, which will be more heavily influenced by spring rates and spring preload rather than static corner weights?
Brilliant! I will do it all again and at least Mrs Eunos will love me when she comes in 
Thanks for reading it, am getting fed-up talking to myself about it lol!
Dr. Eunos
Yeah, like you said, wonky-donkey and all that. I am now officially bored.
Without know how much fruit you have in your bowl, and the height of the table, it is hard to directly match your results. But for something reasonably tabley and with a tablish weight distribution I can match your table experiements.
But I still can’t match your 15kg from a 3mm ride height change on an MX5, unless it was across one corner rather than raising the entire front. Do you think you could possibly confirm that one peice of information please? Simple question, simple answer.
Answer “the weight change was just from adjusting one corner” for me to post a :rolleyes: smilie.
Answer “the weight change was from adjusting both front damper simultaneously” for me to post “my maths are wrong”.
So close to the end now Doc, please, no more tables, no more fruit, no more evasive questions about other things, no more bluster about tone and hurt feelings, just answer the question that I’ve asked several times now. Please, end this.
The relevence of slight variations: on the road, with a normal driver, irrelevant. On a track, with a really good driver, potentially race winning.
In answer to “Isn’t the effect of weight transfer more relevant here, which will be more heavily influenced by spring rates and spring preload rather than static corner weights?” - Yes. The vast majority of my posts on this thread have been miles off topic, but light relief from another forum where a religious war has broken out.
Sorry, not criticising either yourself or Taff here Dave. I am genuinely curious, hence the question. 
Is it the case that static corner weights do have a bearing on weight transfer during pitch and roll and/or that pre-load on the springs on each corner can significantly affect static corner weights?`
It is probaby all explained in the late Allan Staniforth’s book but it must be nigh on 20 years since I read it and would need to borrow a copy again to refresh my memory. 
Right, enough already
Just like all good films and books, I`m going to leave you in suspense on this one.
Suffice to say if you raise the nose of your car and lower the rear of your car then the handling will improve without any other changes apart from a camber angle compensation, where un-equal length double wishbone suspension is employed, all the maths is there both practically and in theory. Any of you old enough to remember Mk1 and 2 Ford Escorts or even Escort Cosworths may recall they were always significantly lower at the rear for added traction, especially for asphalt.
If you drop the back end so that when you go through B&Qs (Bridgend) carpark and go over the little brick sleeping policemen at about 3mph and hear a gentle clonk- then thats about perfect ride height for best handling on the Queens` highway.
This still translates to MX5s today. There are no question marks in this post, I`m not expecting an answer thank you.
Dr. Eunos
Oh good, an evasion.
Just answer the question. You said I was wrong, which would be fine, but you refuse to answer a simple question about it.
Answer the question, please.
I’ve got an interesting anecdote about Metro 6R4s as a reward if you do.
Ok I made it all up you were right all along.
This will be good, what are you going to tell me about 6R4s that I may not already know? (I did mechanic Rob Gibsons car in rallycross for around 6 years, probably the fastest normally aspirated 6R4 ever built?)
Regards, your friend,
Dr. Eunos
Depend whether the corner weight adjustment is done by playing with an adjustable spring perch or whether the coil-over has a seperate ride height adjustment. If you have a seperate adjustment you can get the cornerweights perfect while simultanously having the preload you need/want to get the dynamic effects you want.
Have a chat with the nice chaps at WIM, they know way more about this stuff than me. I set my car up for a particularly forgiving sport with a particularly limited driver and no expectation of winning. Other cars I’ve set up as part of a very controlled loop of feedback from a talented driver, and you really need one of those for this stuff to make a difference.
Nothing, it was a bluff.
For real ,really,i have forgot what he is just learning. LOL
Ha Ha - my fingers were crossed anyway
hope I get to race you one day, that will be funny!
Dr. Eunos