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Looking over the scale of the build once more gives a sense of the aerodynamics at play. BN Sports’ design drew strength from the front, pulling it along the sides to the widened rear stance, finally terminating with added scoops on each side of the lower rear bumper.
Again, like many drift builds, Moore opted to simply remove the center portion of the rear bumper, which gave unrestricted access to key components during race weekends.
Nameless Performance fabricated the exhaust piping for the FR-S, choosing to feed gas back through a split dual exit rather than a single straight pipe. The main reason they went with this path was ground clearance: a single pipe would require a larger circular diameter to manage the air flow. By using a split setup, it still allowed ample breathability and only the slightest of turbulence at the point of separation.
The car’s rear end kept the stock housing, and Moore selected a Cusco 2-way limited slip differential to parse the power left/right under gas or brakes. Formula D’s paddock is a little bit torn on what the best differential setup is these days, with some competitors favoring a spool locked diff. It’s a debate that, similar to the split rear brake vs. single caliper, is best answered as personal preference, meaning the correct one is always whatever type the driver is happiest with.
Farther up in the rear we see more of the FR-S’s unique design. Spyder Auto didn’t stop with the front of the car, and showed some love to the tail lights as well. A combination of both a light pipe, and individual LED brakes, it struck a very raw and aggressive look in line with all the other splatter marks on the livery.
Some aero is to guide, while other aero is to release. Flanking the space where the rear window once sat were new aluminum panels with strategic holes. These allowed the clouds of tire smoke a clear exit upwards, away from the rear-mounted radiator that required cleaner air.
