With no set path we can do medium and low speed turns in both the right and left directions.
With the potential to do more angle, we had to do some minor grinding on some of the parts for clearance at full lock. That’s an insane amount of steering lock. In the picture, you can see that tire tilt is minimal and there is decent contact patch for the tire.
Dai reported that the handling was much better. We also noted better and more even side to side tire wear for both the front and the rear tires. We believe this was due to less cross chassis weight jacking. With the car utilizing the tires better, we had more overall grip.
With the basics sorted out we found that we could change some of the cars other settings like shocks, spring rates, and sway bar rates but still have a driveable car. Here we are at Willow Springs Walt James oval track. We like to use this track to test wider radius faster turns. Walt James has some turn combinations that are a little like FD’s Texas round. One of the disadvantages that California teams have is that we don’t have a test facility where we can go fast enough to simulate the more difficult high speed turns of an FD course.
Like the Balcony, we test going both left and right with 90 degree and sweeping turns.
In Formula Drift, the unibody must remain stock between the frontmost suspension pick up point and the rearmost suspension pickup point. Beyond that, a pro car is typically a tube frame where the front and rear parts of the chassis can be unbolted and replaced or repaired quickly. The body panels are also fiberglass or carbon fiber and are also set up to be easily removable for easy repair and maintenance.