None of the above - just pointing out that your opening paragraph was essentially nonsensical. But that's OK I suppose as it's a certain guarantee the content of the thread will never stray off topic.
1. Start with a fine and valid assumption, adequately backed by statistics for the first part and based solidly on the knowledge acquired by the first years of schooling.
2. Pitch in a rather flawed generalization which isn't quite there as a statement but hope to make up on the rebound.
3. Time to wrap it up with your best shot at profound.
And I thought that someone, after all these years, figured out I was using my username as my password.
One interesting side-effect though is that it doesn't seem to allow the "Other" country any longer under the Account Details option in lfs.net - I guess the days of national non-affiliation are over.
Rather boring promo vid, mostly Crashuki Shuntajima yacking for a good part of it and then Nico having a good hair day and saying some rehearsed-for-the-press lines.
Probably just watches the podium ceremony whenever there's a chance she can sing "god save me". That joke never gets old for her apparently.
Also, according to some articles that came up when Hamilton got some award from her earlier this year she saw the last laps of last year's Interlagos grand prix.
I have no idea where the notion that an unstable car is better than a stable car to do controllable-ass-swinging-through-turns with comes from. I'd imagine that a drift car is set-up to be highly controllable at extreme situations which are not useful for normal driving or racing but not that it's an instantly spinning monster.
I wouldn't know about un-natural, but Ackerman steering geometry will have similar effects to a setup with negative toe at high steering angles - most commonly used in slow turns. So I guess Ackerman reduces un-natural toe with further un-natural means the more one turns.
However a much better and in-depth explanation, citing various sources, is available here:
It also features a nice section regarding race cars and why some engineers opt for no ackerman, others for negative ackerman and others for >100% ackerman geometry. All of them for the sake of stability and speed.
So, based on the fact that race engineers seem to find pros for all these extremes and all of them seem to benefit stability, I'd say that Ackerman geometry is probably a minor factor by which to determine the overall stability or instability of a vehicle.
Actually he does exceed 90 degrees in turn entry, use the lines of the track for reference. The telephoto lens on the camera used from that side of the track sort of flattens it. I don't doubt it's the same video no more than I doubt the ear-bleeding enthusiasm of the commentators.
It's pretty much always been like that as far as I know. There are several things that LFS does at real low speeds or when stationary that aren't all that close to reality and have been discussed in other threads (not in test patch threads) either in the general discussion or bug reports subforums.
To the extent of generating the occasional errant "y". A common symptom of post incident stress amongst race drivers apparently - not to be confused with the usual "tires vs tyres" arguments between different nationalities of English-and-semi-English-speaking people.
Add the factor that one is an ultrawhite person and the other is a brown person and you can also do an anti-discrimination segment during the first season.
Try playing with the brightness setting (or any settings affecting brightness - like their "enhanced super amazing auto contrast mode") and see if the sound changes at all (or goes away).