mazda miata long travel suspension

Offroadster 2.0 is here!!!

In the spring of 2016 we introduced the original Offroadster -- a 1994 turbocharged, track-rat Miata -- turned offroading beast. It was the next "logical" step in product development following the success of our 3" lift kits. Fast forward to 2023 and we've sold nearly 50 of these serious Miata kits to some seriously wild individuals and big kids at heart! Recently, we sat down and completely redesigned the fabricated components in favor of tubular construction using the same proven suspension geometry of the original kit. Offroadster 2.0 is now stronger, lighter, and sexier than ever!

How'd you do it? Details, please..

This project’s key focus was to develop a complete replacement suspension kit to transform a first or second generation Miata from normalcy to a streetable, Stadium Truck style, serious off-roading machine. That’s quite a tall order for a car designed for almost nothing NEAR that capability. Using the factory suspension hard points at the subframes and 31×10.50-15” tires meeting the Earth, everything in between those two givens became fair game. Many, many, MANY hours were spent measuring, drawing, modeling in 3D CAD, prototyping, revising, and testing to result in the Offroadster Kit. The suspension and steering geometry were continually developed and tweaked throughout the process to ensure the best compromises in camber curves, wheel rates and wheel frequencies, bump steer, Ackerman, etc.. The result is a complete, nearly 100% bolt-on set of components which provide some VERY impressive stats:

15” of ground clearance 12” of wheel travel 5” longer wheelbase, 13.5” wider track Complete set of 8 CAD designed tubular control arms with custom upper shock mounts Custom valved AFCO coilover shocks/springs package Extended length, stainless steel braided brake lines Heavy Duty, custom extended axle shafts from The Driveshaft Shop (‘94+ differential required) Optional 5.38:1 gearset compensates for 30-31” tires, maintaining acceleration Custom machined tie rod extensions Heavy Duty steering rack relocation brackets Machined steel steering column extension (welding required) Optional steel fender flares package to allow up to 31” tire fitment

This is an extreme kit for seriously wild builds.

However… the proof, as they say, is in the pudding… Climb in an Offroadster and you’ll quickly forget about stats, numbers, laser-cut this and CNC machined that, and pretty much everything else except feeling like a small child again with the coolest toy on the block. Build your own Offroadster, and go conquer stuff.

How do I buy?

We thought you’d never ask! Check out pricing details below, or click the button to go to the shop page!

• 8 Powder Coated Control Arms (with new front upper ball joints)
• 4 upper shock mounts
• Steering rack spacers
• Steering shaft extension tube (welding required)
• Tie rod extensions
• Front and rear sets - Energy Suspension polyurethane bushings
• Extended stainless braided brake lines
• All hardware required
• End user will need full set of suspension bushings and shocks/springs of their choice to complete the kit, as well as extended axles. We can help customize your kit to suit your needs! Contact us!
• AFCO custom coilovers
• Driveshaft shop custom extended axles with new CVs
• Fender flares and cut templates package
• 5.38:1 Ring and Pinion for 7” diff
• Everything from the base Offroadster kit. ($4,999.00)
• AFCO custom coilovers ($1,699.00)
• Driveshaft shop custom extended axles with new CVs ($1499.00)
• Fender flare package ($299.00)
• 5.38:1 Ring and Pinion for 7” diff ($449.00)

Offroadster FAQ

Yes, the steering rack is relocated a few inches to maintain good Ackermann geometry and to minimize bump-steer, but you will have the same power or manual steering that you started with.

Depending upon the size of the tires you choose (up to 31″ will fit the large fender flares) you will notice some loss of acceleration performance due to taller overall gearing.    The available 5.38:1 gearset for the differential brings gearing back to factory specs when using 31″ tires, but the overall larger mass of the wheel/tire combo compared to factory sized street tires will still have a negative effect on acceleration.

Mostly yes. Some localities have more strict requirements on fender coverage over tires, so check your local laws to be sure.  

This will vary upon your capability, shop equipment, and haste, but this kit can be installed over a weekend with capable hands.    It’s a complete, permanent transformation of the car, so it’s NOT for the faint of heart or skill.    You’re replacing all of the factory control arms and coilovers, relocating the steering rack with bolt-on brackets, replacing brake lines, adding bolt-on extensions to the tie rods, cutting and welding an extension into the steering column, and cutting the body for the weld-in fender flares.    You’ll need to do body work to blend the flares into the factory sheet metal, repaint those areas, set desired ride height on the coilovers and do a 4 wheel alignment.

You will need your desired wheel/tire package, but everything else is included in the kit.

Yes, the large tires will reduce acceleration, but the available 5.38:1 gearset brings overall gearing back to nearly factory specs.

Acceleration will be reduced, but the available 5.38:1 gearset compensates nearly 100% for that using 31″ tires…    Handling will be quite different than before.    This is now a serious off-road capable car, and has a much lower wheel rate and lots more body roll.    The suspension geometry has been designed to work fine on the street and highway, however, and the drivability is surprisingly good for such an extreme set of modifications.    With a proper alignment, the car won’t do anything surprising or unexpected on the street.    Care needs to be taken at high speeds when changing lanes on the highway, but a bit of careful practice and a few miles behind the wheel goes a long way.    No reason that an Offroadster can’t be driven daily.    The biggest difference overall is how much attention you will draw to yourself driving such a beast!!!

Gas mileage will suffer for sure.    How much though??    That’s tough to quantify, but expect a very significant drop in mileage.    Larger tires with more rolling resistance, a big drop in aerodynamics, and more torque required from the engine in city driving all contribute to lower MPG.

This is a guarantee, as far as we’re concerned…    Expect to spend at least 10-15 minutes at the gas station answering questions and for picture taking, continuous thumbs up and shout-outs from passing admirers, and lots of people speeding up to take pics on the highway.    Be careful driving your young children around in this thing, as some folks can’t help but pull up at stoplights next to you and start yelling random expletives as they try to figure out what sort of awesome just filled their field of vision…

It’s not completely necessary to upgrade the brakes, though the added mass of larger wheels/tires will make them work harder.    A street/track hybrid pad is recommended, and for anything beyond street/moderate speed off-road use, the factory brakes should be ok.     If you’re entering the Baja 1000, please upgrade to the 6 piston Wilwoods like on our shop car, available from Flyin’ Miata.

YES!!!    Unless you are only putt-putting around on the street showing off and never putting a wheel off the pavement, get a roll bar or a roll cage.    It’s a good idea in ANY Miata.

The lightweight nature of the Miata and the ground clearance provided by the Offroadster Kit make it a good contender in the mud.    Much of it’s capabilities will depend on your gearing and choice of tire.

Roughly 75-100 lbs, plus the difference between your existing wheel/tire package and the ones you replace them with.  

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FPSpec Ohlins DFV "Long Stroke" Coilover Kit (ND MIATA)

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• Grand Touring (6kg/3kg)
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• Track Lite (10kg/5kg) (Includes Helpers Front & Rear)
• Track Dedicated (11kg/6kg) (Includes Helpers Front & Rear)
• Tailored (Consultation)

  Product Description

*Due to high order volume, please allow 1-2 weeks to hand valve these shocks here on site, in our Ohlins Motorsports Authorized valving-lab.

The FPSpec "Long-Stroke":   The FPSpec Long-Stroke is the no-compromise custom DFV kit (the same kit that took first place at STR Nationals driven by Ian Stewart!). This kit can be customized from low spring rate Ultra Grand Touring 6/3kg and below, all the way up to full on Race kits (typically 11/6kg) with optional helper springs. The FPSpec includes all of the features of the ClubSport Kits plus, even longer stroke custom DFV shock bodies to allow for soft spring rates or high race rates with helper springs, Ultra-Accurate Swift brand main and helper springs - in custom Ohlins Yellow color, One-Piece Billet Rear Lower Mounts - light/rigid/and make room for extra shock body length for more stroke, and billet aluminum front forks (lighter and stronger than their standard steel fork counterparts). The no-compromise custom Ohlins DFV solution, engineered by SakeBomb Garage and MiataSpeed!

Exclusive features:

30% More Rear Stroke Longer stroke means more total travel, and completely eliminates the need for pre-load all the way down to 3K spring rates. These custom ultra-long-length damper bodies increase rebound and compression travel to provide maximum performance and drivability regardless of spring rate. Longer stroke also allows the use of helper or assist springs for maximum suspension performance. Billet Aluminum Lower Mounting Forks Critical to the FPSpëc design is a single piece billet aluminum rear lower mounting fork. The single piece design increases strength and eliminates wasted length. This allows the exclusive long stroke damper to be installed while still reducing the assembly’s total length. The end result is a lower ride height than the standard Öhlins DFV kit for optimal track performance and appearance, while maximizing travel. On the front damper, a billet fork has been designed to further improve strength.

Product Features Include:

• 2017 STR Class Winning Suspension

Custom Long-Stroke Öhlins DFV Damper Bodies Exclusive to SBG

Available in Two Tailored Stiffness Options Tuned to Meet Your Needs

Swift® Main Springs in SBG Exclusive Ohlins Gold

Swift® Helper Springs in SBG Exclusive Ohlins Gold

Fully Floating Billet Aluminum Top Hats with Teflon Lined Aurora Bearings

Bullet Nose Studs For Easy Installation

High-Torque Non-Marring Aluminum Adjustment Spanners

We are proud to introduce our SakeBomb Garage FPSpëc Long-Stroke Öhlins DFV. The ultimate solution in customized suspension, specifically aimed at the Miata enthusiast.

Since its introduction, the Öhlins DFV line has revolutionized coilovers, and as a result, no longer are customers forced to choose between performance and ride quality. The Öhlins DFV valving design made it possible to have a truly track worthy damper that was also not only livable, but comfortable on the street due to the patented Öhlins DFV technology.  Sakebomb Garage is proud to provide this cutting edge, modern suspension technology, for your Miata.

Specially Tailored Spring Rate Options, Optional Custom Spring Rates Available

We don’t believe in having you dig through forums to try to figure out what spring rates, ride heights and settings other people think are comfortable or easy to drive.  For the ND, we are offering two specially tailored spring rate combinations to suite the vast majority of customer’s applications.  Each kit includes a detailed assembly guide including preload and free-length settings to achieve your specified ride height.

Floating Aluminum Tophat with Aurora Bearings and Bullet Nose Studs

Floating aluminum top hats eliminate bending loads on the spring and damper reducing friction on the damper and providing a perfectly parallel spring platform. This reduces hysteresis to ensure consistent, predictable damper performance in all conditions while extending the life of your damper. The only choice of top race teams, Aurora’s stainless steel, teflon lined spherical bearings provide high strength, silent articulation and will never rust.

Same Dual Flow Valve Technology That You Have Came to Love

Derived from Öhlins Racing heritage, the DFV is uniquely able to provide the damping support needed to snake through a slalom at an autocross yet being silky smooth while attacking the apex curbs at the track. The Öhlins DFV has become the defacto road & track damper choice for the ND Miata and many other platforms due to its impressive combination of body control during aggressive driving while maintaining ride comfort on rough roads. The simple fact is: no other damper near this price point has the ability to keep up.

High Torque, Non-Marring Adjustment Spanners

When it comes time to make adjustments, we’ve designed an exclusive non-marring high-torque adjustment spanner to avoid damaging the spring perches. With multiple engagement teeth, it provides positive engagement to avoid slippage and protect your knuckles from the wrath of punching a control arm. A 14mm open end wrench is provided for quick removal of the damper adjustment knob. Also includes a 3/8” breaker-bar attachment for pesky long stuck jam nuts and finally a bottle opener for those long nights in a cold garage.

Assembly and Installation Services Available

For customers in the San Francisco Bay area, we offer suspension installation, alignments and corner balancing out of our Fremont California service center. Please contact us for pricing and scheduling.

For customers not in our area, we can fully assemble your FPSpëc Suspension and provide a ready to install kit, simply bolt in the suspension and make a visit to your local alignment specialist. Please note: These are hand-built, and are made specifically for you once your order is placed. Please expect a 3-4 week wait time. For the most accurate ETA possible, please send us an email at [email protected]

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Mazda Miata Coilovers: The Ultimate Suspension Upgrade

Published on:

24. May 2023

Updated on:

Table of contents

Introduction

What is Miata Coilovers?

Benefits of Miata Coilovers

Choosing the Right Miata Coilovers

NA Miata Coilovers

Nb miata coilovers, nc miata coilovers, nd miata coilovers.

DIY Miata Coilover Installation: Step-by-Step Guide

A frequently asked question

Looking to take your Miata’s handling to the next level? Want to feel the rush of carving through corners like a pro? Well, forget about those stock, soggy suspension springs. It’s time to upgrade to the ultimate performance upgrade – Mazda Miata coilovers!

Not only will they give your ride a sleek and aggressive look, but you’ll also get the added benefit of improved handling, responsiveness, and control. And let’s be honest, who doesn’t want to feel like a boss on the road?

So buckle up, folks, because we’re about to take a deep dive into the world of Miata coilovers, and trust me, it’s going to be a wild ride because we will cover all generations of the Miata, which include the NA, NB, NC, and ND, and discuss the high-quality Miata coilovers for each.

What is Mazda Miata coilovers?

Coilovers are an adjustable suspension system that replaces your automobile’s stock shocks and springs. They include a coil spring and a shock absorber, housed in a single unit. The height of the coilovers may be adjusted with the use of threaded collars, which will let you set the journey top to your selected stage. Coilovers additionally include adjustable damping, which allows you to track the stiffness of the suspension to fit your riding style.

Mazda Miata coilovers provide a number of benefits over the stock suspension device, consisting of advanced handling, better responsiveness, and a snugger driving experience. Here are some of the important advantages of Miata coilovers:

Mazda Miata Coilovers are ideal for racing cars

• Better Responsiveness: The adjustability of coilovers allows drivers to set the suspension to their liking, resulting in more responsive guidance and a better average driving experience.

Choosing the perfect Coilovers for your Mazda Miata

When selecting Mazda Miata coilovers, there are a few factors to remember, consisting of ride height adjustment variety, spring quotes, and damping adjustability. Here are a few pointers to help you pick the right coilovers for your car:

• Ride Height Adjustment Range: Make sure the coilovers you pick out have a ride peak adjustment variety with a view to permitting you to set the auto at the desired trip top. Some coilovers have a confined adjustment variety, so be sure to test before making a purchase.
• Spring Rates: The spring rates of your coilovers will affect the stiffness of the suspension. Make sure to pick out a spring charge that matches your driving style and needs. Higher spring prices provide higher management performance but can make for a harsher journey.
• Damping Adjustability: The capacity to adjust damping permits first-rate tuning of the suspension to fit your driving style. Consider coilovers with adjustable damping to get the most from your suspension device.

The Different Types of Mazda Miata Coilovers: Which One is Right for You?

There are distinct styles of Miata coilovers to be had on the market, and deciding on the right one depends on your riding style, price range, and alternatives.

• The most basic kind of coilover is the “sleeve-over” or “coilover sleeve.” It is a budget-friendly alternative that includes installing a threaded sleeve over your existing stock shock absorber.
• Step up is the “non-adjustable” or “fixed” coilover. It comes with pre-set trip height and damping settings, and you can’t make any modifications. This type of coilover affords a slight improvement in handling and overall performance in comparison to the stock suspension; however, it isn’t ideal for lovers who need extra customization options.
• For people who want more adjustability, the “single adjustable” coilover is a famous alternative. It allows you to modify the journey height and one issue of the damping, typically rebound or compression.
• The “double adjustable” coilover is the most superior and expensive kind of Miata coilover. It allows you to regulate both the ride height and the damping, one at a time for rebound and compression. This type of coilover offers the most widespread improvement in management and performance and is good for people who need the final stage of customization and adjustability.

• Gas coilovers use pressurized gas, typically nitrogen, to offer regular damping and better handling. They are more dependable than air coilovers and provide awesome adjustability, making them a famous choice for street and track use.

The NA Miata, which was produced from 1989 to 1997, is a popular platform for coilover improvements. The NA’s suspension is known for its exquisite stability and nimble handling; however, it could greatly benefit from the added adjustability of coilovers.

Some of the most popular coilovers for the NA Miata are V-MAXX the Tein Flex Z, the KW Variant 3.

The NB Miata, produced from 1998 to 2005, is an elegant version of the NA, with stepped-forward suspension geometry and a stiffer chassis. Coilovers for the NB Miata ought to focus on enhancing the already mind-blowing handling while imparting adjustability for song use. Most popular coilovers for the NB encompass the V-MAXX, Ohlins Road & Track, the KW Variant Three, and the Bilstein B14.

The NC Miata, which was produced from 2006 to 2015, is a bigger and heavier car than its predecessors, but it nevertheless has the nimble handling that Miata fanatics love. Coilovers for the NC have to focus on improving body roll and providing a more aggressive stance.

Some of the top coilovers for the NC include the KW Variant 3, the Ohlins Road & Track, and V-MAXX .

The ND Miata, which was added in 2015, is the most advanced and cutting-edge version of the Miata. It has an extra-state-of-the-art suspension device, with double wishbones in the front suspension and a multi-link rear setup. Coilovers for the ND need to focus on enhancing handling and offering adjustability for tuning use.

Some of the pinnacle coilovers for the ND include the KW Variant 3, V-MAXX and the HKS Hipermax IV.

DIY Miata Coilover Installation:

Installing new coilovers on your Miata may seem daunting, but with a little endurance and some primary tools, it’s a process you can easily do at home.

With the right gear and a bit of knowledge, you could have your Miata driving on a modern-day set of coilovers in no time.

Check out this full step by step video guide with beneficial tips to make the set-up process go smoothly. You will see the process of putting in new V-MAXX Sport coilovers on Miata NA.  You can also read our manual here: how to install coilovers on your Miata. 

If you’re a Mazda Miata owner trying to enhance the handling and performance of your car, coilovers are a super upgrade you shouldn’t forget.

With their adjustable peak and damping, coilovers can help you fine-tune your suspension to fit your style and driving situations. Whether you own an NA, NB, NC, or ND Miata, there are masses of brilliant coilovers to pick from.

We can recommend V-MAXX X-Sport coilovers because they come with two-year warranty.

You can check our previous posts:

• Why Upgrading Your Suspension is a Game-Changer for Miata MX-5
• Mazda Miata body kit
• Mazda Miata Maintenance Mistakes to Avoid
• Don’t Ignore Your Mazda Miata’s Warning Lights

What are the benefits of installing coilovers on my Miata?

Coilovers provide numerous benefits over stock suspension structures. They will let you adjust your vehicle’s journey top, dampening, and spring rate, presenting improved handling, better cornering, and a more comfortable experience.

How do coilovers improve my vehicle’s handling and performance?

Coilovers offer improved handling and overall performance by allowing you to alter the ride height and stiffness of your car’s suspension. By reducing the center of gravity, you’ll enjoy less body roll while cornering, and your car will feel more responsive and nimbler. They also absorb bumps and impacts better.

Can I install coilovers on my Miata myself, or do I want a professional to do it?

Installing coilovers can be a bit elaborate and requires a bit of specialized equipment and know-how. While it is viable to put in coilovers in your Miata yourself, it is encouraged that you seek the assistance of an expert mechanic to make sure the installation is carried out effectively.

How do I select the right coilovers for my Miata?

Choosing the proper coilovers for your Miata can be overwhelming, but there are some elements you shouldn’t forget. These consist of your driving style, intended use (avenue or song), price range, and the particular wishes of your vehicle.

It’s also important to pick out a good brand and ensure that the coilovers you choose are compatible with your car’s make and version.

What should I not forget while adjusting my coilovers?

Adjusting your coilovers can extensively affect your automobile’s handling and overall performance, and there are a few factors to consider while making adjustments.

These include your riding style, road situations, and the specific wishes of your vehicle. It’s vital to make small adjustments at a time and to test your vehicle’s management and performance after each exchange.

What maintance is required for Miata coilovers?

Regular renovation is important to make sure that your coilovers stay in good condition and perform efficiently. This consists of normal cleansing, lubrication, and checking for any signs and symptoms of wear and tear or damage.

How much do I have to spend on a set of Miata coilovers?

The value of coilovers can vary considerably depending on the brand and features. Generally, you can count on spending anywhere from a few hundred to a few thousand greenbacks on a set of Miata coilovers.

Can I use coilovers on my Miata for racing or track days?

Yes! Coilovers are a tremendous preference for racing or track days, as they provide stepped-forward management and performance over stock suspensions.

Just make certain to choose coilovers that are specifically designed for track use and modify them for this reason to match your riding style and situations.

V-MAXX X-Street Classic Coilovers for NB 1.6 and 1.8/1.9 (Set of 4)

Rated 5.00 out of 502 €408.00 – €530.00 Sold By: TopMiata

V-MAXX X-Street Classic Coilovers for NA 1.6 and 1.8 (Set of 4)

Rated 5.00 out of 504 €547.00 – €669.00 Sold By: TopMiata

V-MAXX X-Street Coilovers for NC 1.8/2.0/Roadster/Coupe (Set of 4)

Rated 5.00 out of 502 €457.00 – €579.00 Sold By: TopMiata

V-MAXX X-Street Coilovers for MX-5 Miata ND 1.5 / 2.0 SkyActiv-G (Set of 4)

Related posts.

Mazda Miata Coilovers are an essential part of the suspension system that compresses and retracts…

The suspension you run is one of the most important elements that’ll affect your Miata…

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• MX-5 Miata Reviews

2020 Mazda MX-5 Miata Suspension Deep Dive

Why is the nd miata such a brilliant car to drive here's the long answer..

Full disclosure: I’m a longtime Miata fan. And by longtime I mean since mid-1989, the year I obtained, through a series of fortunate connections, one of the three original Chicago auto show display cars . But this was no blatant attempt to butter up a journalist – I barely knew how to spell the word. At the time I worked for the Department of Defense and was racing SCCA showroom stock on the side.

It was destined to be a racecar. I was assured it’d be quick, but doubts surfaced when I arrived at Mazda ’s dealer training center to pick it up. “Oh, it’s that cute Elan-looking thing,” I probably said. But my mind was utterly changed when I eyeballed its double-wishbone suspension and other cleverly engineered features hiding beneath its skin. In subsequent years of racing – and eventually restoring – that car, I spent uncountable hours being impressed by it.

I can safely say that the new ND Miata (2016 - present) is the best yet. It’s lighter than it has been in 20 years, and that’s some trick considering the relentless march of safety requirements and expected convenience features. This car is actually 1.3 inches shorter from nose to tail than my NA Miata, but it’s also 2.4 inches wider and rolls on a wheelbase that is 1.7 inches longer.

But it is the suspension that has always made the Miata great. This look under the skin of a 2020 Mazda MX-5 shows why the ND is the best Miata in that arena, too. The fact that this is an RF model doesn’t much matter one way or the other.

As it was the first time I laid eyes on one, things got off to a promising start as soon as I pulled a wheel off. It’s clear that this is no mere strut suspension, as we can see a coil-over shock and glimpses of aluminum.

The apparent stars of the show are the A-shaped upper wishbone (green arrow) and the L-shaped lower wishbone (white). Miatas have used this layout from Day One, but aluminum didn’t enter the picture until the NC generation.

For 2020, Bilstein monotube shocks (green) come on the Club and Grand Touring models with a manual transmission. This setup was part of the GT-S option package in 2019. The standard shocks are also monotubes, but they’re not Bilsteins and they’re tuned a bit softer.

The upper control arm (yellow) is mounted low down such that its ball joint (white) resides within the barrel of the front wheel. This low position increases the stresses within the arm and at its pivot points, but this car is not heavy enough to make that a consideration. It also avoids the cost and complexity of the tall and curvaceous knuckle that would be needed if this had a high-mount upper arm. Such a move would probably spoil the Miata’s low hoodline and low center of gravity because the shock towers would have to be further-strengthened, too.

Besides, this layout allows the entire suspension to be mounted to a compact and sturdy subframe that can be installed into the car as a unit. I love the utter simplicity and straightforwardness of this approach. It suits the Miata very well.

The front bump stop is hidden inside the bellows that protects the shock’s shaft and upper seal.

The rear lower control arm pivot (yellow) reverts to the fore-aft bolt orientation it had in the NA and NB generations. The NC Miata’s rear bolt came up from the bottom, but that orientation made it hard to accurately damp vertical suspension motions. Such a bushing orientation works with struts, but it introduces unwanted vertical movement when a coil-over bolts to a wishbone.

Either way, the extreme rearward position of the rear bushing allows it to take the edge off the longitudinal component of sharp-edge potholes and the like. Such sharp pulses come in at the ball joint (white) and get turned through 90 degrees so they press in on the rear bushing, with the forward bushing (red) acting as a pivot. The forward bushing will take up some of this, but you can see there’s not much room between its mounting flanges.

Here we can see the all-encompassing front subframe (yellow) and how it contains the mounting points for the upper and lower wishbones. In other views we’ll see how it also houses the stabilizer bar pivots and the steering rack. The engine mounts to it, too. I’ve always loved the tidiness and simplicity of this design, not to mention how easy it is to service.

Hey, we were just talking about you. Here’s the point at which the stabilizer bar (yellow) and front-mounted steering rack (green) mount to the subframe.

The MX5’s coil-over shock and stabilizer bar link attach to the lower wishbone. The spring/shock assembly looks to be about 70% out from the pivot, which means the shock will compress 0.7 inch for each inch of wheel movement. But it leans inward some, so its efficiency will be slightly less than that. How much? It’ll be the cosine of whatever that angle is from vertical when the car is on the ground. If we say that’s 25 degrees, the COS key on my calculator says 91 percent. So 0.7-to-1 becomes 0.63-to-1. The stabilizer link has a similar lean to it, so by the same token its pivot-based 0.55-to-1 motion ratio drops to 0.5-to-1.

The ND Miata has something that previous Miatae have not had: an aluminum front knuckle (yellow). They’re really serious about reducing unsprung mass. The steering connects forward of the axle centerline, which is the best way to go if you want precise steering and crisp turn-in response. It’s easy to pull off here because the MX-5 has a longitudinally-mounted inline-four engine that is pretty compact.

As usually happens, front mounted steering leads to rear-mounted brakes . But this view also shows how the knuckle has been configured to put the upper ball joint (green) right where the designers wanted it.

The MX-5’s single-piston sliding calipers may not be that impressive to look at, but I can say from experience that they stand up to hard use. They’re easy to service in the field, too. 

At the rear, we can see another coil-over Bilsten shock and a pair of links. The prior NC generation had a multilink suspension, too, but early Miatas had a double wishbone setup back here.

But the last-generation’s multilink differed from this one. The forward upper link (left) angled forward, and the rear upper link (right) was much closer to straight. They’ve made the change here because the ND is a much smaller car. The space ahead was needed for pure structure.

The view from below shows this to be a five-link multilink. The angled link (green) at the bottom still points forward, and it works with the forward lateral link (white) to define the wheel’s fore-aft position and resist cornering loads. The longer rear lateral link (yellow) mainly manages wheel toe. If it doesn’t look like that just yet, stay with me.

Nothing much different in this view. I just like the convolutedness of it all. And it’s a good overall view that helps it all sink in.

The shorter lateral link (yellow) is the camber link. It mounts lower on the knuckle, so its eccentric will primarily influence camber. This also puts it in the best position to brace cornering loads (red), which pass through it to a substantial subframe cross-brace. My NA Miata was open across under the differential, and supplemental bracing was added in subsequent years. This extra beef is much-needed.

The longer lateral link (green) is a toe link because its mid-height and rearward knuckle attachment point will create more of a steering effect when its eccentric is turned. The clear difference in the length of these links will cause the front of the rear tire to tuck in slightly as the car heels over and compresses the outside suspension in a turn. This measured dose of roll understeer helps the car turn-in predictably and hold a steady line through fast sweepers.

Meanwhile, the small rear stabilizer bar link (white) connects to our toe link about halfway along its length, indicating something like a 0.5-to-1 motion ratio. It’s a small stabilizer bar that doesn’t need to generate a lot of roll stiffness to balance the chassis, so a simple link will do. The coil-over Bilstein (blue) mounts directly to the knuckle for a 1-to-1 motion ratio.

The rear knuckle is quite compact and is made of aluminum.

The rear brakes are simple-yet-effective single-piston sliding aluminum calipers and solid rotors. This car weighs barely more than a ton, so we’re not looking at undersized stuff. The back side has a cable-operated mechanism that squeezes the caliper when you set the parking brake.

The 2020 Club and Grand Touring come with a limited-slip differential. It’s not a Torsen differential as was sometimes used in past years, but is what Mazda calls a Super LSD. This diff has conical friction elements enveloping the side spider gears, with centrally-positioned springs to preload the friction surfaces.

But the key element that makes the Miata so brilliant isn’t what sort of limited slip you have, or even if you have a limited slip at all. The secret is how that differential is mounted.

The differential housing is supported by one bushing on either side, each of which bolts to the rear subframe. But two mounts doesn’t sound like enough. We need to see what else is going on.

The nose of the differential is firmly mounted with a pair of long bolts (yellow) to what is the Miata’s most distinctive and most hidden design feature. It’s what blew me away the first time I examined that old Miata.

It’s called the Powerplant Frame (PPF), and it’s a large aluminum C-channel (green) that runs the length of the car and connects the nose of the differential firmly to the transmission case itself. There is absolutely no axle windup with this setup. The nose of the differential cannot tip up, the driveshaft universal joints do not articulate. It gives the MX-5 uncommonly good on-off throttle response.

The PPF connects to the transmission case (green) with four bolts. The distance between the upper and lower pairs represents the height of the PPF’s C-channel section. This is nothing less than a structural bridge that binds the engine and transmission to the differential and gives the drivetrain, quite literally, some backbone.

Earlier I mentioned that Bilsteins can’t be paired with the automatic transmission. It has to do with the cross-bracing that spans the car body under the transmission and the PPF. The cross-bracing simply doesn’t fit with the bulkier automatic transmission. But the stiffer upgraded suspension needs the cross-bracing to work properly, so you can only get the Bilsteins with the manual transmission.

These asymmetric-tread 205/45R17 Bridgestone Potenza S001 tires are mounted on 17 x 7-inch wheels, and at 38 pounds, the combination is admirably light. It turns out the aluminum suspension bits we saw earlier were NOT some kind of engineering penance paid to offset porky tires and wheels. Instead, it’s just another sign that the Miata engineering team really does want to make the best affordable lightweight sports car it can. And that’s exactly what hooked me from the start. Well, that and the fact that it proved to be surprisingly fast on a racetrack.

Contributing writer Dan Edmunds is a veteran automotive engineer and journalist. He worked as a vehicle development engineer for  Toyota  and  Hyundai with an emphasis on chassis tuning, and was the director of vehicle testing at Edmunds.com (no relation) for 14 years. And, as we learned today, he also worked for the Department of Defense and was racing SCCA showroom stock on the side.

Read more Suspension Deep Dives below and let us know which cars you'd like to see Dan put up onto the jack stand next ...

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The Exocet Off-Road Is a Lifted, Post-Apocalyptic Mazda Miata

By Kyle Cheromcha

Updated on May 5, 2017 2:20 PM EDT

Up until recently, if you wanted a road-legal, tube-framed, rear-wheel-drive off-road buggy, you had but one choice—the Ariel Nomad. While undoubtedly badass, with a base price of $80,000 for the Sport model, the Nomad isn’t the cheapest flyweight toy on four wheels. 

Enter Exomotive, the American company behind the riotous Mazda Miata-based Exocet kit car, and the company’s latest “Off-Road” derivative. Recognizing that people without six-figure incomes might want to get in on the off-road action, the company is offering its cheapest model for as little as $14,000, provided you build it yourself Ikea-style and BYOM (Bring Your Own Miata). 

For the unfamiliar, the original Exocet uses the drivetrain, subframe, rear differential, suspension, and electricals from donor NA and NB Miatas, while the tube-frame chassis, custom stripped interior, and new body panels are all fabricated and provided by Exomotive. Weighing in at just over 1,500 pounds, the result is a small sports car stripped to its barest essentials, about as pure a representation of track day nirvana as you’ll find for under six figures. The modular platform also allows LS V8 swaps if you so desire, giving it a power-to-weight ratio on par with hypercars costing ten times as much.

So how to improve on such an promising formula? Well, for starters, how about a newly developed long-travel suspension rebuild from Paco Motorsports, big knobby tires, and an NC engine boosted by the folks at Flyin’ Miata to the tune of 252 horsepower? If that’s not your preferred combination, you can still spec it out with the same wide array of engines from Honda, Ford, and GM as the street model—but again, you need to bring the powerplant to the party, and you still have to put everything together yourself. 

That $14,000 stripper model is an estimated build cost including their parts, a basic Paco lift kit, and the donor Miata, and doesn’t include any engine modifications. Going for that Flyin’ Miata turbo, long-travel suspension upgrade and any other high-performance modifications can send the price into the $30,000 range. It may be double the money, but it’s an all-terrain-slaying speed demon for less than half the cost of the base model Ariel Nomad. Zach Bowman is probably still smiling from his mud bath of a test drive last year, and that was without the newest suspension system. 

To get everyone excited about their zero-door buggy just in time for spring, Exomotive released this teaser video on its Facebook page showing the Exocet Off-Road sliding and jumping around a dirt track in the woods. Check it out below, and get your wrenches ready.

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• NB ('99-'05)
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• Service/Installs

FPSPËC OHLINS DFV "Long-Stroke" Coilover Kit (ND MIATA)

Lead time for FPSpec Kits is currently 2/3 weeks. Please contact us if you need a rush order. Thank you for understanding! 

Product Features Include:

• 2017 STR Class Winning Suspension

Custom Long-Stroke Öhlins DFV Damper Bodies Exclusive to SBG

Available in Two Tailored Stiffness Options Tuned to Meet Your Needs

Swift® Main Springs in SBG Exclusive Ohlins Gold

Swift® Helper Springs in SBG Exclusive Ohlins Gold

Fully Floating Billet Aluminum Top Hats with Teflon Lined Aurora Bearings

Bullet Nose Studs For Easy Installation

High-Torque Non-Marring Aluminum Adjustment Spanners

We are proud to introduce our SakeBomb Garage FPSpëc Long-Stroke Öhlins DFV. The ultimate solution in customized suspension, specifically aimed at the Miata enthusiast.

Since its introduction, the Öhlins DFV line has revolutionized coilovers, and as a result, no longer are customers forced to choose between performance and ride quality. The Öhlins DFV valving design made it possible to have a truly track worthy damper that was also not only livable, but comfortable on the street due to the patented Öhlins DFV technology.  Sakebomb Garage is proud to provide this cutting edge, modern suspension technology, for your Miata.

Specially Tailored Spring Rate Options, Optional Custom Spring Rates Available

We don’t believe in having you dig through forums to try to figure out what spring rates, ride heights and settings other people think are comfortable or easy to drive.  For the ND, we are offering two specially tailored spring rate combinations to suite the vast majority of customer’s applications.  Each kit includes a detailed assembly guide including preload and free-length settings to achieve your specified ride height.

FPSpëc Grand Touring

Perfect for the backroads ND, the best possible balance of body control and ride quality.  Extremely capable for the occasional weekend track day.

7kg/mm Front and 4kg/mm Rear Swift Springs in SBG Exclusive Ohlins Gold

FPSpëc Race

The 2017 STR Autocross winning suspension,  higher spring rates provide the superb body control and stability.  Recommended for the frequently track driven ND Miata.

11kg/mm Front and 6kg/mm Rear Swift Springs in SBG Exclusive Ohlins Gold

Front and Rear Helper Springs Standard

FPSpëc Tailored

For those with radically built cars, we can provide our bespoke suspension consultation service to recommend spring rates, anti-roll bars and valving to meet your specific needs.  

Floating Aluminum Tophat with Aurora Bearings and Bullet Nose Studs

Floating aluminum top hats eliminate bending loads on the spring and damper reducing friction on the damper and providing a perfectly parallel spring platform. This reduces hysteresis to ensure consistent, predictable damper performance in all conditions while extending the life of your damper. The only choice of top race teams, Aurora’s stainless steel, teflon lined spherical bearings provide high strength, silent articulation and will never rust.

Same Dual Flow Valve Technology That You Have Came to Love

Derived from Öhlins Racing heritage, the DFV is uniquely able to provide the damping support needed to snake through a slalom at an autocross yet being silky smooth while attacking the apex curbs at the track. The Öhlins DFV has become the defacto road & track damper choice for the ND Miata and many other platforms due to its impressive combination of body control during aggressive driving while maintaining ride comfort on rough roads. The simple fact is: no other damper near this price point has the ability to keep up.

High Torque, Non-Marring Adjustment Spanners

When it comes time to make adjustments, we’ve designed an exclusive non-marring high-torque adjustment spanner to avoid damaging the spring perches. With multiple engagement teeth, it provides positive engagement to avoid slippage and protect your knuckles from the wrath of punching a control arm. A 14mm open end wrench is provided for quick removal of the damper adjustment knob. Also includes a 3/8” breaker-bar attachment for pesky long stuck jam nuts and finally a bottle opener for those long nights in a cold garage.

Assembly and Installation Services Available

For customers in the San Francisco Bay area, we offer suspension installation, alignments and corner balancing out of our Fremont California service center. Please contact us for pricing and scheduling.

For customers not in our area, we can fully assemble your FPSpëc Suspension and provide a ready to install kit, simply bolt in the suspension and make a visit to your local alignment specialist.

• Feal Coilovers

Feal Coilovers, 05-15 Mazda Miata (NC)

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• Description

Default spring rates:

441+: 8k/6k

The NC 441 kit was developed hand-in-hand with the pros over at Good Win Racing. With many years of driving Miata chassis, many podiums, and even a few track records under their belt, Good Win has a solid understanding of the Miata chassis. Good Win employee Ryan Passey even piloted his 442 equipped NA chassis to a track record on our local So Cal track Auto Club Speedway in Fontana, CA. We continuously work with Miata enthusiasts and Good Win Racing to ensure that you are getting the best coilover offering for your Miata.

Each shock is designed with expertise from our success in many top-level international motorsports and through years of experience tuning various shock brands. We at Feal Suspension strongly believe that our coilovers have an edge on shock design that gives you confidence and a competitive advantage where needed most.

441  - Damping adjustability that adjusts Rebound and Compression in one knob. Very easy to tune vehicle firmness, dive, and roll. 

441.5  -  1 Way Adjustable fronts, 2 way adjustable rears with remote reservoirs. The 441.5 kit is a great “bang-for-the-buck” solution for Drifting and Drag Racing. Fine tune traction at every track by adjusting the rear compression force. Also, the rear shock’s 442 remote reservoir has  tons  of compression force adjustably! Dial forward bite, side bite, squat, and bottoming resistance for any track condition. Over the years we have built many of these requested custom kits for budget driven teams. Many podiums later, we created a part number so you too can have this kit. 

442   -  2 Way Adjustable fronts and rears with remote reservoirs.  Separate damping adjustability for Rebound and Compression. Rebound adjustability does not change compression force so that you can fine tune the roll and rate of weight transfer. The huge range of compression adjustability is independent of rebound force. The compression adjustability will allow you to adjust for more or less traction and more or less suspension movement on the compression stroke. 

443  -  3 Way Adjustable fronts and rears with remote reservoirs.  All of the above plus separate damping adjustability for High Speed Compression, Low Speed Compression, and Rebound. Low speed compression damping adjustability allows you to fine tune chassis movement on the compression stroke over round bumps and/or throttle and braking inputs. High speed compression adjustability allows you to fine tune bottoming resistance and wheel movement on the compression stroke over rumble strips and square edge bumps.

Please Note: For  441.5 ,  442  and  443  applications the following line lengths -

Macpherson:  10"  line, reservoir to be mounted to coilover

Multi-Link:  24"  line, reservoir to be mounted remotely

Longer line lengths are available on request for a $30 per corner fee in most applications

*images may not reflect actual product

• Related Products

Feal Coilovers, 16+ Mazda Miata (ND)

Feal Coilovers, 90-04 Mazda Miata (NA/NB)

Feal Coilovers, 03+ Mazda RX8

Feal Coilovers, 93-95 Mazda RX7 FD

Feal Coilovers, 92-98 Mazda MX-3

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Flyin' Miata FOX suspension for NB

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Description.

FOX has been a suspension specialist for 40 years, and have won a huge range of motorsport events from the Paris-Dakar to the Indy 500. As a supplier to Ridetech, they've dominated Pro Touring recently. It's fair to say they know their way around shocks. They also understand the importance of proper suspension travel. Since they've also supplied shocks for the Ford Raptor, they also know how to build to an OE level of quality and durability. So, as you can imagine, we were pretty excited to work with them.

To develop these coilovers, we took measurements of the suspension's full range. FOX then designed a shock setup that would work throughout the whole range. After an initial fitting and test, they brought their race trailer out to our local track and we spent two full days with a two FOX engineers, three Miatas and two drivers to fine-tune the valving. We baselined against our current offerings, and used cars ranging from a typical FM II Miata to the 500 hp Targa Miata. This is the end result - a Miata suspension built from the ground up for us.

Our goal was for a high performance suspension that wouldn't punish on the street. We placed an emphasis on stability in corners, turn-in and body control combined with a very high level of grip. The adjustment was designed to primarily adjust the low speed rebound damping, which is mostly affected by body movements. You can adjust from a street setup to a hyper-aware track setup quickly and easily.

There are a lot of little details on these parts that aren't immediately obvious. The springs sit on a high density plastic ring that acts as a bearing, allowing the spring to rotate on the perch without the expense of a Torrington bearing. The internal washers are disc ground for high accuracy, giving more consistent behavior of the shock. Even the body of the shock is given Kashima coat, which is a superior form of hard anodizing to protect the shock under the worst conditions. The lower bearings have a Teflon liner so there's no need to grease them. Even the shocks are light - 40% lighter than a typical aftermarket unit. They are a monotube design.

The shocks have 5" of shaft travel. That's pretty spectacular, and it's part of the reason they can deliver searing track performance without punishing you day-to-day. When we put an experienced Miata driver and track instructor behind the wheel, he couldn't believe how comfortable they were on the street and how hard he could hit the berms. They just work.

Due to the long travel and maximum compression available, you can run just about any ride height with this setup. If you want to run low, the shocks will allow the suspension to compress as far as possible. If you want to run high, that long shaft travel will mean you still have droop available. You may have to use a longer spring for particularly high heights, such as a Baja application.

The standard spring set is 550 lb/in front and 375 lb/in rear. This is suitable for street use and track use, and it's what we use on the V8 cars we build for customers. On the V8 track car, we used 750/500, and the standard valving can deal with up to 900 lb front springs.

The springs will go loose at full droop. To avoid this, we do offer a helper spring kit for an extra $250. They won't make a difference to how the car drives, but they will keep the springs seated when the suspension is fully extended. It's mostly for ease of maintenance.

There may be some interference between the bottom of the shock and V8Roadster lower control arms. Some grinding will be required in this case. 2001-05 upper front control arms can also make contact with shock bodies depending on alignment, although this is less likely with the slim shock body of the Fox than some other setups. Please make sure there is no interference when you install your shocks.

The kit includes four shocks, bumpstops, front and rear springs (unless you choose "none") and some bushings. You will reuse your factory upper mounts and your existing lower bushing. If you'd like all new replacement parts, order the NA version. These shocks are built in the USA and can be rebuilt. 1-Year Limited Warranty for the original customer against defects in materials and/or workmanship. Custom revalving is available from Fox for $35/shock.

Instructions

What does it fit.

Fits: 1999, 2000, 2001, 2002, 2003, 2004, 2004 MSM, 2005, 2005 MSM

Emissions do not apply.

Customer Reviews

This is from the perspective of someone who is not a track driver. I just enjoy the local twisties here in Northern CA. I have a mostly stock 2000 NB (Racing Beat exhaust and cold air intake are the only mods). My NB had a stock suspension with 55k miles on it. It was bouncy. The stops disintegrated when I removed them. Installing these Fox coilovers was the first car project I'd done. It was not too hard after watching various YouTube videos. After doing the first one the rest were a breeze. Took 2 days overall (not including the exhaustive YouTube and miata.net research). Anyway, after install and test drive all I can say is WOW. The car feels so planted in the corners. Very little body roll. Eventually I stiffened it a couple of clicks from the FM suggested defaults. Still soaks up the bumps, but it's not exactly plush. But I wasn't expecting that. I was expecting it to feel like the most fun go-cart in world and I got that. So cool. My 16yo son loves it too. I only wish you could see the coilovers from the road. Alas the wheels/tires hide them. They are so pretty. :) Are they expensive? Yes. But worth it for me. I have ride height set at 5" rear, 4.5" front (from pinch welds to ground).

I have purchased 2 different sets of coil overs for my NB Miata. The first set was from a brand that comes on everyone�s favorite European supercars/Hypercars. I was underwhelmed I thought the dampening was very aggressive throughout the rebound adjustment range.These Fox coilovers are a different story. I purchased these shocks 1yr ago and these are the ones to buy. From the travel the shock has to the ease of adjustment for ride height. I have 225 200tw tires and I feel the off the shelf spring rates are great for these tires on a street car. These are definitely road car coilovers but, you can feel that off-road Fox DNA when going over bad bumps there�s a terrible expansion joint near me and these soak it up. I�m very pleased with theses coilovers over the 3 different brands I�ve used. Buy from people who deal with Miata�s all day!!

I put this suspension package in a 2000 SE in late January. The car previously had a stock suspension with about 93K miles on it. The difference was night and day. It is a great suspension. It rides very firm but not jarring. I did my first HPDE track event in March and it performed great. I'm still working on exploring the settings to improve it even further.

I am not a suspension expert by any means. But I bought these shocks because I felt my 2003 V8 LS3 was missing something with respect to handling. The shocks I had were fine and did a nice job but somehow I wanted more. Installation was easy except for having to grind off a little material to fit the Fox rear lower mount into my V8 roadster lower control arms. First drive was amazing. I was not even sure what to expect but the car just felt "different". Around a very tight decreasing radius off camber turn I travel every day the car was flat and fast, much quicker than with the old shocks. As I continued to drive over various roads and turns I was searching for a word that fit the difference I was feeling when suddenly it occurred to me...the word is COMPOSED. The car is now composed in every situation. Rough road to freeway and all kinds of turns an amazing difference. Turn in is spectacular and I still have 16 adjustment clicks of firmness to go. Setting ride height which had been somewhat difficult with my old shocks was simple and precise. Finally have the exact ride height I want consistent from corner to corner. Overall perhaps the best purchase I have made for my car so far and worth every penny. PS: Get the helper springs.

The Shocks are awesome! just ran our first race with them In WRL at TWS. The drivers raved about them and the cars performance was amazing 4 laps in we had a 10 second lead on car 2 a Shelby Mustang and 20 second lead on car 3 a Porsche Boxter. Wow. Car is a 2000 miata with a na 2jz ge swap and arrow package, fox shocks with 750 # springs in front and 500# in the rear.

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Tyumen – the First Russian City in Siberia

2 Comments · Posted by Sergei Rzhevsky in Cities , Photos , Travel

Tyumen , founded in 1586, is a large city with a population of more than 700 thousand people located in the south of Western Siberia, about 2,200 km east of Moscow , the administrative center of the Tyumen region .

It was founded as a defensive outpost, which played an important role during the initial colonization of Siberia and the Far East. In the 18th-19th centuries, the town turned into a large transit and trade center, as well as a center of crafts. Photos by: Slava Stepanov .

In the second half of the 20th century, large oil and natural gas fields were discovered in the region. It was an important event in the history of Tyumen, which contributed to rapid industrial growth of the city.

The multi-level embankment on the right bank of the Tura River. The total length of the embankment is about 3 km. There are sculptures and bronze bass-reliefs dedicated to the history of the city here.

Today, Tyumen is one of the industrial and cultural centers of Western Siberia with a developed business and social infrastructure. Tyumen regularly occupies the leading places in the quality of life ratings.

The Pedestrian Bridge of Lovers across the Tura River – one of the main attractions of Tyumen.

Tsvetnoy Boulevard with entertainment and sports facilities, shopping centers, restaurants, and cafes.

“The Seasons” – the largest fountain in Tyumen.

Administration of Tyumen.

The Tyumen Circus.

Government of the Tyumen region.

On the square in front of the government building there is a monument to Lenin.

The Savior Church (1794-1819) – one of the most beautiful churches of Tyumen.

The Holy Trinity Monastery (early and mid 18th century) – one of the oldest architectural ensembles in Siberia.

Znamensky Cathedral (1768) – the main Orthodox church of Tyumen.

The Tyumen Drama Theater – the largest drama theater in Russia.

Memory Square. In the center there is a stele in the form of a candle – a memorial dedicated to the Tyumen residents who died on the fronts of the Second World War.

“Pyotr Stolypin” – a 20-storey business center, which is the highest building in Tyumen (88 meters). On the roof of the building there is an observation deck.

Residential areas.

Silver Streams Public Garden in the Voynovka district.

“LetoLeto” (“SummerSummer”) water park.

Tyumen Railway Station.

Voynovka Classification Yard.

The Heat and Power Plant #2 located in the south-eastern part of Tyumen. It supplies about 40% of the heat the city needs.

DoubleTree Hotel by Hilton Hotel Tyumen.

Welcome to Tyumen !

Tags:  Tyumen city

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Guy Lanza · December 4, 2021 at 1:14 am

Tyumen is a beautiful and progressive city as your report points out. But, it is also home of the University of Tyumen – an excellent intellectual center and rapidly rising research center.

Marion · February 11, 2022 at 9:23 am

I have enjoyed seeing your city, region on this page. would very much like to contact fire station. I would like to buy outfits for my two cats like there mascot cat seen in video. I live in Adelaide, South Australia, Australia. Look forward to hearing from you. Kindest regards.

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Tyumen: Bourgeois Siberian oil capital

The Lover’s Bridge in Tyumen. Source: RIA Novosti

There’s something different about Tyumen. This city of over half a million people was the first Russian settlement in Siberia. Today, it’s the capital of the vast Tyumen Oblast, or province, that stretches from the Kazakhstan border north to the Arctic Ocean. Tyumen Oblast is home to the majority of Russia’s seemingly limitless oil and natural gas reserves. Some of the world’s largest drilling companies have officers here, and Tyumen residents enjoy much higher incomes than elsewhere in Russia. The result is a cosmopolitan city with a bright outlook on the future.

A stop in Tyumen provides an interesting glimpse into how modern Russia’s oil revenue has influenced Siberia’s oldest Russian city. Tyumen is a great stopover point on the Trans-Siberian Railroad and a short ride from Yekaterinburg (five hours) or Tobolsk (four hours).

How to get there

Direct flights run each day between Tyumen and Moscow or St. Petersburg ($450 roundtrip). Tyumen is also located on the Trans-Siberian Railroad. Trains leave Moscow in the afternoon and evening ($110-250, 32-38 hours).

In the 16th century, Russia started expanding eastward into parts of Central Asia ruled by the Tatars, an Islamic people who still live thoughout Russia. A band of Cossacks wrested control of Tyumen from the Tatars in 1580. Six years later, Russians established a fort in Tyumen on the Tura River.

For centuries, Tyumen vied with the nearby city of Tobolsk—once the official capital of Siberia—for the prestige of the region’s most important city. Tyumen won in the end, when the Trans-Siberian Railroad bypassed Tobolsk and was routed through this now oil-rich city.

Tyumen played an important role in Russian history during times of war. At the beginning of the Russian Civil War, the Bolshevik Red Army slowly pushed the White Army, commanded by Admiral Alexander Kolchak, into Siberia. Kolchak and his anti-Bolshevik forces holed up in Tyumen until the Red Army overtook them in January of 1918.

Tura River. Source: Lori / Legion Media

During the Second World War, many Russian industries were moved away from the front to Siberian cities. Tyumen had already become an industrial capital during the early Soviet era, and the city became an ideal spot to relocate Russia’s western factories. As Nazi forces approached Russia in 1941, the embalmed body of Vladimir Lenin was sent from the Lenin Mausoleum in Moscow’s Red Square by train to the Tyumen State Agricultural Academy for safekeeping. In 1945, Lenin’s body was shipped back to Moscow.

Where to stay

Located in a stunningly remodeled Soviet building, The Hotel Vostok offers modern rooms ($80-125). Far more luxurious—and twice as expensive—is The Hotel Tyumen .

Some of the factories relocated to Tyumen during wartime remained in the city. The discovery of oil in the region catapulted Siberia’s oldest Russian settlement to further prosperity. Modern Tyumen is a vibrant city with a number of universities and a revamped center well-suited for exploration by foot.

Start your walking tour around central Tyumen on Ulitsa Respubliki. The city’s main drag has fine pedestrian walkways and leads wanderers past an impressive collection of tsarist-era buildings that recall Tyumen’s importance in the beginning of Russia’s colonization of Siberia.

From the southeastern end of Ul. Respubliki, head north toward the Tura River and take a brief side trip onto Ul. Ordzhonikidze to visit the Fine Arts Museum (47 Ul. Ordzhonikidze) which houses exhibits of classical Russian and Soviet art as well as traditional bone carving and works produced by the native people who live in the far north of Tyumen Oblast.

Detail of wood carvings and windows on wooden house. Source: Getty Images

Back on Ul. Respubliki, you’ll soon see the city’s requisite Lenin statue by the local government buildings. A block away, opposite Lenin, is Tyumen’s city park, a delightful place to walk or hop on one of its amusement rides.

Most Siberian cities developed under the watchful eyes of the atheist Soviet regime and churches are usually not Siberia’s strongpoint. But this isn’t true in four-centuries-old Tyumen. Strolling up Ul. Respubliki, you’ll soon come to the Church of the Saviour (41 Ul. Lenina) and the Znamensky Cathedral (13 Ul. Semakova). Each of these stunning Baroque-influenced churches are located right off Ul. Respubliki and were built in the late 18th century.

Tyumen is also famous for its historic wooden houses. Heading further up Ul. Respubliki, stop to wander around some of the side streets and snap photos of these ornate wooden structures which provide a glimpse back in time. Near the Tura River, you’ll pass a civil war monument in remembrance of the Tyumen natives who died fighting the White Army and the Tyumen State Agricultural Academy (7 Ul. Respubliki) an impressive building in its own right where Lenin was stored during the Second World War.

Near the end of Ul. Respubliki, take a walk over the Tura River on the Lover’s Bridge, a suspension bridge open to foot traffic only that has become one of Tyumen’s iconic sights. The other side of the river is a great place to see more of Tyumen’s signature wooden houses as well as take in the churches scattered around the city center.

Save the best for last and visit the Trinity Monastery (10 Ul. Kommunisticheskaya) at the end of Ul. Respubliki. A white wall surrounds the monastery, giving it the appearance of a mini-kremlin, and the golden onion domes of the 18th century churches within should not be missed.

Although navigating Tyumen is straightforward enough, the St. Petersburg-based travel company OSTWEST can arrange a city tour in Tyumen and the surrounding countryside. 

All rights reserved by Rossiyskaya Gazeta.

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