Good-Win Racing Mazda Performance Parts

RoadsterSport FIAT 124 Springs

2017-2018

Front Rate 300, Rear 200

Fiat 124 2017-2018 · Suspension · Springs


Part Number: 61-1847R

Application: 2017-2018

Price: $269.00

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RoadsterSport FIAT 124 Springs
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Shown here on our own Fiat 124. Stock heights were 14.25 to 14.75 (measured center of wheel up to fender lip). Lowered heights with these springs approximately 13.75 on stock shocks, 13.25 as shown here on KONI Sport shocks which are lower pressure than stock shocks and therefore settle lower. Important to understand these are really too much for base trim stock shocks, the stock Bilsteins on the Abarth version handle these 'okay', ideally used with the Koni adjustable SPORT shocks. Your results will vary depending on which shock you use and the age of the shocks, as shock pressure declines over time the car will settle lower.

These Fiat 124 springs feature increased spring rates for vastly upgraded handling capabilities. Certified high-tensile SAE spring wire materials. These Fiat 124 springs are cold-wound on modern CNC coiling machines, then stress relieved, pre-set, and shot-peened for maximum durability.


Rates 300 Front, 200 rear.
-All spring kits are powdercoated.
-Drop amount varies by 0.25" depending on shocks used.

APPLICATION NOTES: Our new favorite for around town fun that can still hit the canyons or autocross/track the weekends, enough rate to make the car much more flat in the turns without making the car harsh riding. These are a great choice for those who want to replace the soggy factory springs to take out some of the factory body roll, and improve handling, without dropping the car a lot. Lean on them in the turns and you will find the car is MUCH flatter and faster because the tires stay flatter to the ground instead of rolling onto the sidewalls as happens with the soggy factory springs. For those who want MORE DROP than the the springs provide, combine these springs with our KONI SPORT shocks. For those who want the car even more flat in the turns.

INSTALL NOTES: Important not lock down the bolts to the suspension after install while the car is suspended in the air with the suspension fully extended. Bounce it on the ground, then give it a drive around the block with the bolts just snug so you get it to settle before you torque everything ON THE GROUND. Many shops will NOT know to do this...SMART CUSTOMERS PRINT ALL THIS PAGE FOR THE INSTALLER! See details in our forum installation section from NC application, thread is titled: "Spring Installation, Mazda Workshop Manual Notes" and factory TSB notes below. Once you do it right, drive it 500 miles and then do it again (which usually results in another quarter inch or more of lowering)....and then do the alignment. ROCKY'S TIPS: Our head mechanic Rocky has his own method that seems to work even better than the factory TSB. Once he finishes install at each corner he jacks up just that corner with BOTH UPPER AND LOWER LINKs loose, so the full weight of the car is compressing just that corner, then he torques the bolts...and he finds car will still settle with 500 miles but usually only another 1/8th inch.

Below is NC service manual notes, but design with ND/Fiat 124 is so similar that same rules apply.

Below is NC service manual notes, but design with ND/Fiat 124 is so similar that same rules apply.

Picture below is with KONI SPORT shocks.

Alignment depends much on what you do with the car. Assuming no autocross or track use, for pure street driving my suggestion is:


Front Camber -1.2
Toe IN 1/32nd per side (some shops call this 1/16th 'total' toe in).
Caster 6


Rear Camber -1.2
Toe IN 1/32nd per side
Racers will take much more camber and zero toe all corners (and usually full coilovers instead of just these very mild street springs). Autocross customers will toe OUT the front, track users usually toe ZERO front and rear.

BRIAN'S ADDITIONAL THOUGHTS: Our Fiat 124 took Top Time of Day at last Autocross of the 2016 season with these springs and our Koni SPORT shocks and our sway bars. That's an AMAZING result for a car that is not upgraded to serious coilovers, this setup rides well yet goes FAST, a great choice for drivers not happy with the soggy stock setup.

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REVIEWS

After reading many other positive reviews on both the GWR and Miata forums I finally decided to buy this product. My main concern for many months was whether or not I was up to the task of installing the header. But with the excellent instructions on Brian's forum as well as several Miata forum threads it turned out easier than I expected. After receiving notice that the header would arrive on a Friday afternoon, I began the disassembly process. After about 3 hours I had the stock manifold out. Later that afternoon the new catted header arrived right on schedule. And it is a thing of beauty. I opted for the stainless version. Installation on Saturday morning took another 3 hours, although I could have shaved some time off of that but I was actually enjoying the process of double checking torque values and cleaning up my engine compartment. I already have the GWR catted midpipe, so that connection was a snap. I put everything back together, reconnected my battery, and went for a drive. NO CODES! Nice throaty sound with my RSII muffler, and a significant boost in power and low/mid torque. Another happy camper here. I since have added a M-E tune and I feel I have realized all of the gains that Brian has achieved on his 2012 project Miata. I've put several hundred miles on my Miata since the install with zero problems. This is the car that Mazda should have built all along. Thanks Brian.

-- Ron P.

Last week I spoke to Brian, I ordered a aluminum Koyo 37mm radiator for 97 Miata. Brian, you run a first class show! It arrived the next day. It is a fully polished work of art. The welding is perfect. The fit is perfect, old radiator slipped right out, new one slipped right in. Perfect. I am very pleased. Thank you.

-- Allan R.