The HPI Stage-D24 brings true RWD drifting to 1:24 scale. A defined track turns a few laps on the floor into repeatable lines, transitions and countersteer. Our roll-out 1:24 PVC drift tracks transform a living room, hobby room, basement or garage into a complete RC drift circuit with realistic layouts, curbs and track detail.
REAL DRIVING FOOTAGE
Two perspectives, one track: watch the HPI Stage-D24 drift on our mat with its body fitted and with its chassis exposed.
Real driving footage on a DriftTracks mat. Colour and contrast adjusted.
Find a matching 1:24 track
DriftTracks · Setup roadmap
A well-tuned setup lays the groundwork. Smooth, controlled drifts come from practice, carefully measured throttle and your own counter-steering inputs.
Our practical settings on DriftTracks mats are starting points, not HPI factory specifications or guaranteed ideal values. Check free movement first, then ride height and geometry.
Watch our drift videosThe stock tyres have too much grip for the slow drift we want on our mat. Suitable lower-grip drift tyres from other micro-drift models or manufacturers can make drifts slower and more controlled, with a more realistic look. Check dimensions and wheel fit before ordering.
Tyres are the foundation for the remaining setup. Changing wheels can affect not only grip and driving feel, but also ground clearance and chassis attitude.
Check ride height with the battery and body fitted on a level surface before readjusting camber and toe.
Both front wheels must spin as freely and easily as possible – straight ahead and across the full steering sweep to the left and right. They must never bind, catch or rub when you steer. Check them again after changes to track width, camber or steering. This concerns the free rotation of the wheels themselves, not just the movement of the steering servo.
A wheel can spin freely when straight yet still rub during counter-steering. Clearance therefore needs to remain throughout the steering range you use and at different suspension positions.
Check both front wheels individually: straight ahead, at typical counter-steering angles and at maximum lock.
Lightly lubricate the moving sliding points of the front suspension with a suitable, plastic-compatible dry lubricant so the suspension responds softly and evenly. We use dry lubricant so less dust and hair sticks to the sliding points and interferes with the suspension. Keep the tyres and the driving surface clean while doing so.
Check free suspension movement before setting ride height. Do not conceal binding with extra spring preload.
This view shows the front suspension and steering mounting points. The linkage point affects the relationship between steering angles; free compression and extension remain a separate, equally important check.
After a change, check joint movement, screw engagement and wheel clearance. This image is not a universal installation plan.
Dry lubricant can be part of front suspension maintenance. It does not replace checking for stressed, incorrectly seated or binding components.
The suspension must move without catching and settle consistently; do not conceal binding with additional preload.
When changing to other drift tyres and wheels, the outside diameter may be smaller than the HPI stock tyres. Wheel-and-tyre combinations around 22 or 22.5 mm outside diameter are one example. What matters is the actual diameter of the assembled wheel, not just the rim specification.
Smaller wheels bring the car closer to the ground. Check both clearance and the chassis attitude between the front and rear axles. If the front sits too low after the change, readjust the height. However, making all four wheels equally smaller does not necessarily create a new tilt. Measure and check first rather than automatically raising the front.
This side view shows the low front of our HPI. Smaller complete wheels can reduce ground clearance, so check chassis attitude between the front and rear axles after a wheel change.
Do not raise the front automatically. First check the ready-to-drive car on a level surface; weight distribution cannot be inferred from this photo.
This image provides a comparison for corrected chassis attitude, not a universal ride-height measurement. The final setting depends on your wheels and your ready-to-drive car.
Check with the battery and body fitted: sufficient ground clearance, remaining droop travel and free movement during compression and steering.
On our HPI build, suitable spacers at the upper spring seat can increase preload and raise the front, provided downtravel remains available. Dimensionally accurate 3D-printed rings or suitable burr-free washers from model suppliers or hardware shops are options. They must sit properly and must not obstruct the spring guide.
The tool points to the upper spring seat. Spacers placed here can change preload and ride height while droop travel remains; they do not increase the spring rate itself.
Work in small, equal steps on both sides. Do not stack spacers up to the droop stop or use them to conceal binding suspension.
Start with equal spacer thickness on both sides and make small changes. After each adjustment, place the ready-to-drive car on a flat surface, gently compress the front suspension and release it. It must move freely and repeatedly return to a comparable resting position. Include the battery and body in the final height check.
The clip shows the front suspension compressing and returning, first in real time and then in slow motion. Look for free movement without catching and a repeatable resting position after release.
Original silent clip with German on-screen labels. The included slow-motion section runs at 0.65× speed. It demonstrates spring movement, not a measured damping curve or oil damping.
If you run complete wheels measuring 22 or 22.5 mm after changing tyres, keep an eye on the main chassis plate as well, not just the lower front suspension bush. With little ground clearance, the plate can ground on uneven surfaces or a PVC mat with slight waves. This slows the car abruptly and interrupts a steady drift, making the driving look unsettled rather than clean and smooth.
Your photo shows the low main chassis plate from the side. With 22 or 22.5 mm complete wheels, the remaining clearance can be insufficient on uneven ground or small PVC waves. Plate contact slows the drift abruptly.
Check ready to drive and test slowly on your surface. The photo compares chassis positions; it does not provide a measurable clearance value.
The second side view shows the higher main chassis plate position. If your chassis grounds, our 0.5 mm washer beneath the T-bar is a starting point for adjustment, not an automatic modification for every car.
After adjustment, check chassis attitude, free suspension movement and clearance with the battery and body fitted, then drive a slow comparison lap.
If the main chassis plate grounds, our recommended starting point is a 0.5 mm washer used as a spacer under the T-bar. This is our practical tip, not an HPI factory specification.
The tool indicates the T-bar mounting area from below. This locates our chassis-height spacer tip. A suitable burr-free washer beneath the T-bar is our recommendation if the main chassis plate grounds on your driving surface.
Disconnect the battery, check seating and screw engagement, and avoid stressing the T-bar. Afterwards check for contact ready to drive, during compression and while steering.
Do not add the spacer automatically: use it only when clearance is genuinely insufficient. Disconnect the battery before working. The washer must fit the mounting surface, be burr-free and sit properly beneath the T-bar; afterwards check screw engagement and free suspension movement. With the battery and body fitted, recheck front-to-rear chassis attitude and clearance during gentle compression and steering. Test slowly on your actual driving surface to confirm the plate stays clear. Flatten waves in the mat wherever possible: extra height is not a substitute for a level surface.
Our tip for more usable steering lock: clip the steering stops on the knuckle with suitable pliers. First identify exactly which small stops limit steering travel. Disconnect the battery, remove the affected parts if needed and clip only the clearly identified stops, leaving joint mounts and load-bearing areas untouched. This is an optional, irreversible modification for experienced builders.
Essential afterwards: adjust EPA (End Point Adjustment), the steering endpoints on your transmitter, separately for left and right. Start with limited travel and increase it only as far as the wheels cannot fold over and the linkage stays within its usable range. Check both directions during compression too: nothing must bind, rub or make the servo push against resistance. Then also check the gyro’s counter-steering movement.
More steering lock only helps when the wheels remain free to move. Check both sides: free movement in one direction does not establish clearance in the other.
Steer slowly to both limits and also check during compression whether tyres or rims touch any components.
Set the front track slightly wider than the rear and make equal changes on both sides. On our setup, this gives the front axle more guidance: the car can be easier to guide calmly through a drift, with smoother transitions. The wheels must remain clear throughout the steering range.
On our build, a wider rear track tends towards more rear grip. Front-axle guidance then becomes less dominant and the drift can feel more abrupt rather than clean and smooth. That is not the balance we want here. This is our setup tendency, not a guaranteed effect for every tyre and surface combination. Test small changes individually and then recheck toe and clearance.
Track width is part of your front axle's overall geometry. Changing it alters the space around the wheels and needs to be assessed together with steering lock and tyre contact.
Make equal changes on both sides, then check both wheels for free movement during counter-steering and suspension travel.
For our HPI Stage-D24, we use about 6–7° negative front camber as a starting point. Negative camber means the tops of the wheels lean inward. Measure initially with the steering straight and the car at ready-to-drive ride height.
The front view helps you compare the inclination of both front wheels. For your drift, it also matters how tyre contact changes at the steering angles you actually use.
Readjust toe and Ackermann after every camber change, then check suspension movement and counter-steering. Free movement still matters more than a particular angle.
This value is not mandatory. Less negative camber can also work well, depending on tyres, surface, steering angle and your driving style. On our setup, more negative camber can feel more agile at the initial steering input. This is a tuning tendency, not a general promise that more camber always brings more steering or grip.
Static camber describes wheel inclination with straight steering, but does not by itself describe the wheel position during a turn. Caster is the steering-axis inclination viewed from the side. Caster and steering geometry influence how wheel inclination changes while steering.
This angled view shows why a straight-ahead check alone is insufficient. Camber and caster affect tyre contact during steering in different ways; adding camber does not replace every effect of changing caster.
Optimise the leading tyre’s contact at your most-used drift steering angle, check both sides and readjust toe/Ackermann after camber changes. This HPI assembly has no separate stock caster adjustment.
The HPI build shown here does not give us a separate stock caster adjustment. We therefore use camber to tune tyre contact at the counter-steering angles we actually drive. This does not replace all the effects of a caster change.
With the existing caster, tune camber so the leading front tyre has the best possible contact patch at the steering angle you use most often in a drift. Check the equivalent situation in both drift directions: the main working angle matters more than perfect contact only with straight steering.
After every camber change, recheck and readjust toe and the Ackermann progression. The new wheel inclination changes the geometry, so do not simply retain the previous steering setup without checking it.
Look at both front wheels: not only the more heavily loaded wheel in the corner, but also the front wheel leading in the drift. The actual drift motion and counter-steering matter. Do not automatically equate the leading wheel with the inside wheel according to steering direction.
Check contact with straight steering, typical counter-steering angles and maximum usable lock, in both directions. Do not force both tyres to have full contact at every angle. What matters is a controllable combination of tyre contact, freely spinning wheels and smooth suspension.
Static toe describes wheel alignment at a specified ride height with the steering straight. With toe-out, the front edges point apart; with toe-in, they point towards each other. For our HPI baseline, start with neutral to slight front toe-out.
Ackermann describes the relationship between the steering angles of the two front wheels during steering. For our HPI drift setup, aim for near-parallel wheels throughout the usable steering range, opening slightly towards toe-out at the end. Slight toe-out elsewhere in the sweep is acceptable too. Check the progression in both directions, free wheel rotation and suspension movement, not just one maximum steering angle.
Urgently avoid toe-in while steering: for our setup, the wheels should not close towards each other. Check the full usable steering sweep in both directions and correct the linkage if this occurs.
This overview shows our steering toe setting, not a bumpsteer check. The dimensions belong to our camber and track width; do not copy them to your car without checking. Consistent measuring conditions make the adjustment repeatable.
Measure equivalent steering points on both sides at the same height and corresponding steering positions so left and right are set identically.
This close-up shows our toe measurement. The reading depends on camber, track width and measuring points. The aim is not to copy our number but to set your steering identically on both sides and compare its progression while steering.
Repeat measurements on both sides; readjust toe/Ackermann after every camber or track-width change. Compare straight ahead and at corresponding steering angles in both directions.
The two caliper photos show our toe settings, not a bumpsteer measurement. The dimensions depend on our camber and track width and are not universal millimetre targets. Always measure the steering while adjusting it: compare equivalent points on the left and right at the same ride height and corresponding steering positions so both sides are set identically. Check straight ahead and at matching angles to the left and right. Remeasure and readjust toe/Ackermann after changing camber or track width.
Bumpsteer, in contrast, is a change in toe or wheel steering angle caused by suspension compression or extension with the steering input unchanged. Check it separately in the next step.
For this HPI drift baseline, we do not recommend deliberately tuning a toe change towards toe-in on droop.
The Ackermann mounting points are shown in the detail photo under “Make the front suspension move smoothly”.When the front wheels open or close during compression or extension despite an unchanged steering input, this is bumpsteer. It can affect the driving feel even though you have not applied more steering on the transmitter.
For our HPI baseline on DriftTracks mats, start with as little bumpsteer as possible: toe or wheel steering angles should change as little as possible within the suspension travel actually used. Check with straight steering first, then at typical counter-steering angles.
Suitable washers can change the height of the steering-link mounting points and therefore the bumpsteer curve. These spacers serve a different purpose from spring-preload spacers. Check the appropriate position and thickness against the actual geometry.
This top view shows a front axle check. Bumpsteer means that toe changes during compression or extension even though your steering input stays the same.
Move the axle slowly and measure rather than estimating. The photo does not specify spacer thickness or installation position; near-constant wheel alignment remains our starting point.
The photo illustrates the check. It is not a measured spacer installation plan or before-and-after proof. It does not establish washer thickness, mounting position or adjustment direction.
For a rear end that responds more softly, you can slightly loosen the screws on the T-bar. Work your way there in small steps. The screws must still grip securely; the mounting must not develop any loose play. This is our practical tip – not a factory specification from HPI.
The T-bar is part of the rear axle setup. Assess changes alongside turn-in, maintaining the drift angle and the car's response to measured throttle inputs, rather than in isolation.
Change only one setting and drive the same line several times before making another adjustment.
Increase the gain in small steps until the steering shows the first signs of restlessness or wobble. Then dial it back a little until the steering stays calm. Work by feel rather than a blanket percentage – the goal is calm steering without wobble.
You do not always need full motor power. Try reducing the throttle output on your transmitter. Our starting point for DriftTracks mats is 75% of maximum throttle output. With our setup, this makes the car easier to catch after a measured throttle blip on corner entry and less likely to spin. On corner exit, apply only a very small amount of throttle gently until traction builds again. Then gradually increase the throttle.
Gyro and throttle settings let you refine driving feel. They cannot compensate for binding front suspension, rubbing wheels or unsuitable geometry.
Check the mechanics first, then change one setting at a time and test with carefully measured throttle.
Now it's about your feel on the controls.
Test each change separately and check the steering after every adjustment.
Practice makes perfect. With a smooth-running chassis, a suitable setup and a bit of training, you can get closer and closer to the calm, realistic driving look in the videos above.
DriftTracks · Stage-D24
From workbench checks to a clean line.
Both versions are the 2024 Toyota GR Supra in 1:24 with rear-wheel drive. The same DriftTracks layouts fit both. We sell tracks and accessories – not HPI cars.
| HPI item no. | Body colour | Scale / drive | Official source |
|---|---|---|---|
| 161267 | Prominence Red | 1:24 · RWD | hpiracing.com |
| 161268 | Metallic Dawn Blue | 1:24 · RWD | hpiracing.com |
HPI describes a “3-gear transmission”: a drivetrain with three gear wheels, not three speeds. Setup and steering-angle guide for the Stage-D24 (German)
From a compact technical layout to a generous drift circuit: these current 1:24 PVC tracks give the Stage-D24 room for repeatable lines, countersteer and transitions.
TOP PICK · 1:24A flowing character for long transitions and cleanly connected lines.
TOP PICK · 1:24A technical course for repeatable sections, precise practice and tandems.
TOP PICK · 1:24A compact, direct character for tight entries and quick direction changes.
The Stage-D24 is a compact RWD drift chassis. Its steering angle and gyro help control the car, but only a defined course turns free driving into repeatable practice: corners, clipping points, transitions and lines you can approach again and again.
Discover PVC drift tracksFixed corner sequences let you repeat the same section and improve your line.
No permanent model circuit: roll the track out for a session and store it afterwards.
Asphalt, curbs, markings and drift traces turn the floor into a complete circuit.
Choose a compact technical layout or more room for long transitions and tandems.
One continuous surface makes changes to tyres and setup easier to compare.
Track Reload can be used to maintain or adjust surface behaviour.
183 mm Auto.
Metres of drift.
At only 183 mm long, the Stage-D24 looks extremely compact. But drifting needs room for angle, countersteer, corner exit and the transition into the next bend. That is why 1:24 DriftTracks extend across several metres depending on the layout — turning a small model into a complete session with real lines.
FIND THE RIGHT SIZE
Up to 67.5 degrees of steering angle allow large drift angles and countersteer. That is exactly why the D24 needs sufficient track width and a course where the angle can be carried through the corner and into the next transition.
FIND THE RIGHT LINEFrom the RTR box straight onto your own 1:24 drift track.
YOUR LINE.
Original footage. Loaded only after your click.
Official HPI Racing YouTube video. YouTube only loads after you press play.
The vehicle length alone does not determine the track size. Available room, desired speed, number of cars and whether you prefer technical or flowing lines all matter. For tandems, a larger layout usually creates more space for two vehicles to hold the same line; always plan additional clear space around the printed dimensions.
COMPACT
For smaller rooms and technical lines.
250 × 150 cm · €108.95
View matching trackBALANCED
A good mix of flow, technique and space.
400 × 250 cm · €205.95
View matching trackLARGE
Long transitions, more speed and tandems.
600 × 300 cm · €323.95
View matching trackEnter your actual floor dimensions in the room finder.
Which track fits my room?Every room and every driving style is different. Choose between technical combinations, quick transitions, tight back entries and flowing lines — always using the current images, dimensions and prices from the shop.
HPI D24 / 1:24
HPI D24 / 1:24Compact layout for technical lines and smaller rooms.
300 × 200 cm
€135.95
HPI D24 / 1:24HPI D24 / 1:24Balanced layout combining driving flow, technique and manageable space.
350 × 230 cm
€172.95
HPI D24 / 1:24
HPI D24 / 1:24Balanced layout combining driving flow, technique and manageable space.
400 × 250 cm
€205.95
HPI D24 / 1:24Balanced layout combining driving flow, technique and manageable space.
420 × 245 cm
€205.95
HPI D24 / 1:24Generous layout for flowing transitions and shared sessions.
480 × 250 cm
€237.95
HPI D24 / 1:24Generous layout for flowing transitions and shared sessions.
500 × 253 cm
€248.95
HPI D24 / 1:24Generous layout for flowing transitions and shared sessions.
450 × 275 cm
€258.95
HPI D24 / 1:24Generous layout for flowing transitions and shared sessions.
600 × 300 cm
€323.95
Set the look and your preferred driving character. The result is a non-binding track recommendation based on the three current 1:24 layouts.
1:24 · 420 × 245 cm · €205.95
Planning aid only: no vehicle modification, measured braking-distance simulation or handling guarantee. Tyres, setup and surface treatment affect the result.
The best HPI D24 drift track is not defined by one universal layout. A technical course creates frequent direction changes and repeatable braking points; a flowing circuit gives the car more time to hold angle and connect transitions. Start with the usable room, then choose the character you want to practise. The recommendations above use current 1:24 products, while the general 1:24 guide explains the scale independently of a specific chassis.
Read the brand-open 1:24 track guideScale links the 183 mm vehicle length to lane width, corner radius and the space needed to hold a drift angle. A layout designed around 1:24 proportions gives the Stage-D24 room for countersteer and transitions without turning the course into an oversized empty floor. It remains a scale-based recommendation, not an HPI certification: tyres, gyro setting and vehicle setup determine how the car behaves on the surface.
A living room, hobby room, basement or garage can become an indoor RC drift track when the printed size and additional clear space fit. The advantage of a roll-out PVC circuit is that the route, curbs and clipping points arrive as one complete layout. You do not need to build a permanent model circuit and can store the track again after the session.
Find a track for my roomCurrent purchasable 1:24 variants cover 250 × 150 cm – 600 × 300 cm. These are the printed track dimensions, not the complete room requirement. Add clear edge space so a drift carried too far does not end immediately at furniture or a wall, and allow access for drivers. Speed, technical or flowing lines and tandem use can make a larger layout the better choice.
A printed PVC track provides one continuous driving surface across the complete layout. Asphalt texture, curbs, markings and drift detail can be integrated visually, while the track remains rollable for temporary indoor use and storage. Different sizes can cover compact rooms or larger sessions. DriftTracks does not claim one surface to be perfect for every setup: tyres, vehicle weight and treatment influence the actual slide.
Two Stage-D24 cars can share a line when the track width, transitions and available room allow it. Larger flowing layouts generally offer more space to position a lead and chase car without removing the technical challenge. For regular tandem sessions, compare the largest current 1:24 variants first; for solo practice or smaller rooms, a compact technical layout may be the better use of space.
Compare all current 1:24 tracksA PVC track is not sold as a surface perfectly tuned to every vehicle setup. Tyres, vehicle weight, setup and driving style affect handling. Track Reload can be used to maintain or adjust surface behaviour when you want to tune the slide of your DriftTrack.
View Track ReloadThe Stage-D24 arrives ready to run. The next step is the surface you want to drive on. Roll out your DriftTrack, switch on the car and approach the first line. After the session, the PVC track can be rolled up and stored again.
Charge HPI D24
Roll out DriftTrack
Drive your line
PVC drift tracks from €108.95
Both are the HPI Stage-D24 2024 Toyota GR Supra in 1:24 with rear-wheel drive. According to HPI, 161267 is Prominence Red and 161268 is Metallic Dawn Blue. The colour does not change the track choice; the same DriftTracks layouts fit both.
Yes. If your preferred model is not available at the moment, you can still plan the track by your free floor space. DriftTracks sells tracks and accessories, not HPI cars; ask your dealer about vehicle availability.
Start with a current 1:24 layout and choose it by available floor space and driving style. Drift Heaven favours flowing lines, Competition Track combines practice and tandem potential, while Back Entry Circuit has a tighter technical character. Tyres and setup still influence handling.
A roll-out 1:24 PVC track gives the D24 defined corners, clipping points and transitions. The printed dimensions must fit your room with additional clear space around the mat.
Current purchasable 1:24 variants cover 250 × 150 cm – 600 × 300 cm. Vehicle length alone is not decisive: speed, line choice, number of cars and the available room matter too.
Use the real printed dimensions as the minimum and add clear space around every side for run-off and access. The room finder compares your available area with current purchasable variants.
Yes, in a living room, hobby room, basement or garage if the floor is level and sufficiently large. A roll-out track is useful where the circuit should not remain permanently installed.
Yes. DriftTracks PVC tracks are designed to be rolled out for a session and stored again afterwards. Follow the care and storage information supplied with the product.
A continuous, defined surface helps make repeated lines and setup changes easier to compare. DriftTracks uses printed PVC; tyres, vehicle weight, setup and surface treatment still affect the slide.
PVC allows a continuously printed circuit with asphalt, curbs and markings and can be rolled up for temporary indoor use. DriftTracks does not claim that one surface setting is ideal for every tyre or vehicle setup.
Yes. The current 1:24 range includes compact technical courses, balanced layouts and larger flowing tracks. All current purchasable layouts are listed on this page and in the 1:24 shop filter.
Yes, if the chosen layout and room offer enough space. Larger tracks generally give two drivers more room to hold a shared line, but skill and speed remain important.
Larger, flowing 1:24 layouts create more room for transitions and two vehicles. Compare the current dimensions and choose the largest layout that fits your usable floor area.
No. They are brand-open 1:24 layouts. Mentioning the HPI Stage-D24 describes a scale-based use case and does not restrict the tracks to this vehicle.
No. DriftTracks is independent and does not claim official cooperation, approval or certification by HPI Racing or Toyota.
No. DriftTracks sells PVC drift tracks and track accessories. Vehicle information is linked to the official HPI source; the tracks are available from DriftTracks.
Yes. The shop includes track accessories such as Track Reload. Its purpose is to maintain or adjust surface behaviour; tyres and vehicle setup continue to affect handling.
Measure the clear length and width of your floor and use the room finder. It checks the real dimensions of current purchasable variants rather than relying on the vehicle scale alone.
Independent DriftTracks guide. No official cooperation, approval or certification by HPI Racing or Toyota. DriftTracks does not sell the vehicle.
Technical illustrations and specifications: HPI RacingTurn your HPI Stage-D24 into more than a compact RTR drifter. A roll-out 1:24 PVC track gives you defined lines, realistic motorsport detail and a complete circuit that can be stored again after the session.
Made in Germany · several sizes · realistic PVC layouts · shipping in Germany and Europe
