In this situation, the wind drift correction on downwind means the turn to base will involve more than 90 degrees. Also, because of the higher groundspeed on base leg, and the fact that the turn to final will also be more than 90 degrees to roll out with some drift correction, that turn to final will have to be started much sooner than normal. Failure to think through that might lead the pilot to need a steeper than normal turn, especially onto final, at low altitude, probably in turbulence. If all the proper allowances are not made, a pilot should, at best, start an early go-around and make a better plan. At worst, the pilot might be picking grass out of his teeth.