I've never been on a course with my TR2, but I regularly hit 105mph on our Texas freeways...just keeping up with traffic...and with a totally stock suspension. No problems at all.
From my understanding, "Ackerman" was the gentleman who realized that the front wheels must turn at different amounts in order not to drag the wheels around a tight turn. The angle of the front wheels must extend to the same point along the line of the rear axle. Carts and mowers must have a perfect ackerman steering or they will bind and scrub when turning.
At speed the ackerman angles are complicated by the fact that any time a tire has a side load (in turns), you also have a skid, and because the weight on the tires differs inside and out, the amount of skid also differs. The end result is designers start with a "modified ackerman" steering set-up, and then road test to determine the "optimum modified ackerman" steering for the tire and suspension being used. The ackerman angles are important in tight parking lot turns, but nearly meaningless on fast roadway turns.
In summary, I think the TR factory steering angles are fine for tires close to OEM. If you go with much different tire sizes and compounds, then the car may benefit from a modified steering setup. Remember that any modification from the perfect ackerman steering will make tight turns bind up. For example, my 2017 Vette uses highly sticky 14" wide tires. It handles close to a McLaren on the track and stops so fast that it undershot the Road and Track skid pad. But, in a parking lot the tires crunch and grind across the pavement...the ackerman steering angles were highly modified. The Vette was optimized for the track and has power steering...our TR's do not.
I'm not recommending going either way. Just trying to give some food for thought. If you drive mostly around town, you could make the car a bear in the parking lot to gain a slight edge on the track.