The Results
There's nothing like a stock car when it comes to generating predictable, consistent numbers. The box-stock STI understeers its way around our relatively tight track to a respectable lap time of 46.296 seconds. Despite such predictability, there are some surprises. We have to check and double-check our numbers when the stock car posts faster exit speeds than the grip car in some places, which clocks in almost two full seconds faster, at 44.543 seconds.
The stock car even clocks a faster split time through sections four and six, both straightaways. Looking at the data, we can see the faster time through section four is likely due to later braking-the grip car has a higher entry speed, but a lower exit speed.
With Verdier behind the wheel, the stock car is also faster through section six. In this case, the stock car had a much greater exit speed at the end of turn five, allowing it to pick up time during the beginning of section six. The need to brake earlier at the end of six meant the grip car was traveling more than two miles an hour faster at section end, but that wasn't enough to make up the time the stock car gained in the beginning.
The drift car, as you probably predicted, turns a slower lap time than either of the other two cars, stopping the timer at 49.88 seconds. Despite having the best power-to-weight ratio by far and recording the highest top speed (74.05mph), the drift car was, put simply, unable to compete.
The drift car was faster through section six, horsepower allowing it to power out of the kink with the tail wagging and the e-brake allowed Verdier to worry less about braking at the end of the section. The big surprise is that the grip car is much faster around turns five and seven, extreme hairpin spin turns designed to trip up the grip car and allow the drift car an advantage. Though e-brake turns look faster, Verdier's drift car dropped down to just 9mph while cornering, compared to 16mph in the grip STi. Unfortunately, tons of horsepower means tons of wheel spin. The drift car routinely lost more speed by the end of corners than the grip car did.
Drifting is perhaps the most difficult way to fling a car around a track. It also looks the coolest by a big margin. But it just isn't the fastest way to drive. Surprisingly, it's not even the fastest way around the tightest hairpin imaginable. Like figure skating, it's designed to look cool and therefore is best when judged subjectively by a panel of pros. But when it comes to extracting lap times, there's still no substitute for big rubber and a well-tuned suspension. But you already knew that.
Stephan Verdier
The drift car had another advantage, in the form of a Frenchman named Stephan Verdier. At 17, Verdier was already the eighth fastest kid behind the wheel of a go-kart in all of France. Old enough to recognize an opportunity, he made the moves necessary to become a full-time racer. But it was another six years before he'd see his next spot of fame, when he won the Bridgestone driver search in 1993 (over 1200 drivers are tested). His rejuvenated fame netted rides in Formula 2000 in Canada and Formula Renault in France, where he finished third and fifth in each season.
Turns out Sebastien Loeb isn't the only Frenchman who can pitch a car sideways in the dirt. In 2001, Verdier was back in the USA, this time behind the wheel of a 150hp Mazda 323 GTX, trying his hand at rallying. It was here, in the California Rally Series Production GT class, the man found his calling. Cars are typically all-wheel-drive, with some form of forced induction and no budget limit. In 2001, he finished second in the CRS PGT championship, having competed in just four of nine races. From 2003 to 2006, Verdier was a full-fledged winner in rally racing, campaigning a variety of WRXs, racking up wins at daunting places like Pikes Peak and Rim of the World.
So he figured he'd try drifting next. Using a salvage-titled WRX and his girlfriend's backyard, he built his own rear-wheel-drive drift car. But, with an FIA-certified roll cage installed, the car can be converted to open-class WRC rally specification in less than a day, and to time attack specs in half that.
Scott VanderHeide's 2005 Subaru WRX STi
Engine
Engine Code: EJ257
Type: 2457cc flat four, aluminum block and heads, turbocharged and intercooled.
External Modifications: APS 3-in. turbo-back exhaust, Injen cold air intake, APS DR725 intercooler and piping, APS blow-off valve, Tomei stainless steel up-pipe, Tomei stainless steel equal-length header, Koyo radiator
Engine Management Modifications: Ecutek reflash with 100-octane and 91-octane tunes, Power Enterprise PE850 injectors, Perrin fuel rail, Walbro 255lph fuel pump, AEM fuel pressure regulator, Blitz boost controller and turbo timer
Drivetrain
Layout: Longitudinal front engine, all-wheel drive
Drivetrain Modifications: none
Suspension
Front: Robispec modified KW Variant 3 coilovers (7kg/mm), Whiteline: 27mm anti-roll bar, anti-lift kit, Max-C camber plates, endlinks, bump-steer kit, DC Sports titanium strut tower brace
Rear: Robispec modified KW Variant 3 coilovers (8kg/mm), Whiteline: 27mm anti-roll bar, endlinks, lateral and toe links and non-eccentric bolts, DC Sports titanium strut bars
Brakes
Front: DBA 5000 two-piece slotted rotors, Techna Fit stainless brake lines, Hawk Blue pads, Motul RBF600 fluid
Rear: DBA 4000 one-piece slotted rotors, Techna Fit stainless brake lines, Hawk HP+ pads, Motul RBF600 fluid
External
Wheels: 17x9.5 Enkei NT03
Tires: Hoosier A6 245/40/17
Body: Cusco front lip, Beatrush carbon fiber brake ducts
Interior: Autopower six-point roll cage, Sparco Evo L seats, Sparco four-point harnesses, Sparco Competition steering wheel with quick release hub
Stephan Verdier's 2006 Subaru WRX STI
Engine
Engine Code: EJ257
Type: 2457cc flat-four, aluminum block and heads, turbocharged and intercooledInternal Modifications: Crawford Performance headgasket, head studs and pistons
External Modifications: Garrett GT30, TiAL wastegate, Crawford Performance intercooler and piping, up-pipe and 3-in. downpipe, Cusco exhaust
Engine Management Modifications: Crawford Performance 720cc/min injectors, TGV deletes, Walbro 255lph fuel pump
Drivetrain
Layout: Longitudinal front engine, all-wheel drive
Drivetrain Modifications: Clutch Masters clutch and FX400 lightened flywheel, deleted front differential and welded center differential, Cusco Torsen rear differential
Suspension
Front: Cusco Zero 2R coilovers, Cusco 22mm anti-roll bar
Rear: Cusco Zero 2R coilovers
Brakes
Front & Rear: Motul RBF600 fluid
External
Wheels: 18x7.5(F), 18x9.5(R) Enkei RPF1
Tires: Cooper Zeon 2XS, 235/40/18(F), 265/35/18(R)
Body: APR widebody kit, Seibon hood and trunk, fiberglass doors, APR wing and mirrors, chassis acid-dipped and seam-welded
Interior: Sparco Corsa seats, Digital AIM dash, FIA WRC roll cage