Lift-off oversteer is often exploited in motorsport – particularly on loose surfaces (e.g. In the 1940s, the Nazis described the Tatra automobile as the Czech secret weapon due to its treacherous and deadly lift-off oversteer handling characteristics.Īttorney and consumer protection activist Ralph Nader described this type of handling in his 1965 book Unsafe at Any Speed. ![]() This is often easier to accomplish for inexperienced/panicked drivers. In the case of a very violent spin the safest thing to do is turn the wheel so the tires are pointing straight forward with respect to the vehicle. More specifically aiming the wheels in the desired direction of travel. If the front of the vehicle is spinning to the left, countersteering to the right will help recover control. If unexpected, it can catch the driver off guard when cornering, ultimately leading to loss of control of the vehicle.Īs in all situations where the vehicle experiences loss of traction on the road surface, the proper maneuver to recover is to turn the steering wheel in the opposite direction of the spin ( Countersteering). The lower rotational inertia of mid-mounted engine vehicles causes the vehicle to spin much faster than a front or rear mounted engine vehicle. Mid-mounted engine vehicles have a much lower rotational inertia than vehicles with a front-mounted or rear-mounted engine. Snap oversteer is most common with mid-mounted engine, rear wheel drive (MR) vehicles. Snap oversteer is induced when the throttle is lifted while midway through a corner ( lift-off oversteer), often by inexperienced drivers trying to reduce speed after braking too little. The side forces on the outside wheels increase and the inside rear (LR) wheel even lifts off the ground, a common occurrence. The lateral acceleration also spikes to 0.6 g and levels at about 0.55 g, meaning that the radius decreased (i.e., the turn tightened). ![]() The yaw rate plot shows the oversteer due to the rear wheels losing traction - after an uncomfortable jerk at 20 deg/s, the vehicle spins sharply in the direction of the turn. The steady state cornering is at constant speed, with a lateral acceleration of 0.45 g approximately until the throttle is released at 6 s. The transients in the first couple of seconds are due to the test, in which a step steer input (wheel angle) is applied at 0 s and held constant throughout. ![]() The graphs to the right show the simulated effect of lifting off the throttle in the middle of a left turn.
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