Note: snap oversteer is especially dangerous — and fairly common — in rear-engine, rear-wheel-drive (RR) cars, particularly older or high-performance models.

 

Causes

​

• Rearward weight bias: adds grip, but once it’s lost, the rear swings aggressively (fast rear unloading)

• Light front end: doesn’t resist rotation well — hard to catch once it starts

• Lift-off or brake mid-corner - forward weight transfer unloads the rear instantly

• Short wheelbase - increases rotational responsiveness (quick yaw once oversteer starts)

​

Fixes

 

Focus on smooth throttle transitions during cornering to prevent abrupt weight shifts

​

Fine tune camber settings

​​

Entry Phase (trail braking / lift off - rear gets light suddenly - can be caused by: 1) too much brake force on the rear; 2) sudden forward weight shift with throttle lift off; and 3) aggressive trail braking)

• large front brake bias increase (to stabilize rear under braking)

• increase rear aero

• soften rear rebound (allows smoother weight transfer, prevents rear unloading)

• soften rear compression damping (to slow the rear's rise and maintain grip / slow rotation)

• soften rear ARB (to increase compliance on corner entry)

• slightly stiffen front ARB (for added stability on entry)

​

Mid-Corner (lateral load overwhelms rear grip - can be caused by: 1) rear suspension too stiff and can't maintain grip; 2) too much camber and poor tire contact; 3) aero imbalance

• increase rear aero (to plant rear)

• much softer rear springs (to improve compliance)

• soften rear compression damping (to allow better tire contact)

• slightly stiffer front ARB (to reduce mid corner rotation)

• softer rear ARB (helps to maintain tire contact of rear tires during cornering)

• moderate negative rear camber (for better lateral grip)

​

Exit Phase (throttle overwhelms rear tires. Throttle management is critical)

• increase rear aero (to keep rear planted)

• softer rear rebound damping (to prevent snap)

• moderate negative rear camber (for cornering grip)

​​​