THE 6 MOST
COMMON RACE CAR
HANDLING PROBLEMS:
HOW TO UNDERSTAND, OPTIMISE
& GO FASTER
INTRODUCTION
Thank you for taking the time to download this Driver 61
guide to help you understand and develop your track car’s
setup.
My name is Scott Mansell, I’ve been racing for 21 years and
over this time I have been lucky enough to drive and develop
the setup of many, many racecars - from Caterhams to ex-F1
racers. It is my pleasure to begin to share the knowledge I
have built up over many years of racing.
Getting the most out of a racecar’s setup can be challenging
and with that said, the goal of this guide being to help you
understand the basics - there are many other alterations pos-
sible, but to keep things simple we have only focused on a
few core changes.
We ask you to be careful when altering mechanical parts and
to accurately record any changes made - so you can revert
back to the original settings if you make a mistake. If there is
any doubt when making a change, please seek the advice of a
race engineer.
Once again thanks for reading and be sure to watch out for
the launch of the full Driver 61 website.
Have fun and stay safe,
Driver 61 Founder
THE MOST COMMON
HANDLING PROBLEMS
#1 GLOBAL OVERSTEER
#2 GLOBAL UNDERSTEER
#3 TURN-IN OVERSTEER
#4 THROTTLE-ON OVERSTEER
#5 THROTTLE-ON UNDERSTEER
#6 POOR CHANGE OF DIRECTION
#1 GLOBAL OVERSTEER
THE CAR IS TRYING TO SWAP ENDS AT EVERY
OPPORTUNITY - AND AT ALL POINTS ON TRACK!
How it feels What to change
Rake - the difference between the front and rear
The rear of the car will feel light and will slide at
ride heights. For example, if the front ride height
all sections of the corner. You will have to steer
is 40mm and the rear is 60mm, you have 20mm of
gently and apply the throttle smoothly to reduce
rake.
the risk of the rear of the car stepping out of line.
The front of the car feels stable and secure.
To reduced global oversteer, reduce rake by increas-
ing front ride height or reducing rear ride height.
How much to change it? Why this works
It’s hard to say as different cars will be vary in how Changing the car’s rake alters the front-to-rear
sensitive they are to rake change. However, begin weight distribution by moving the car’s mass rear-
with a small change of 1-2mm and see if you can wards - therefore giving the rear more grip.
feel a difference for the better on track.
#2 GLOBAL UNDERSTEER
THE CAR WILL NOT TURN AS MUCH AS YOU WANT IT
TO - AT ANY POINT ON THE CIRCUIT.
How it feels What to change
Rake - which is the difference between the front
The front of the car will not turn as much as you’d
and rear ride height. For example, if the front ride
like and will feel as if it’s washing away in all
height is 40mm and the rear is 60mm, you have
sections of the corner. When front traction is broken
20mm of rake.
and the car understeers, the steering will feel light-
er than usual. The rear will feel stable and secure.
Reduced global understeer by increasing rake: de-
crease front ride height or increase rear ride height.
How much to change it? Why this works
It’s hard to say as different cars will be vary in how Changing the car’s rake alters the front-to-rear
sensitive they are to rake change. However, begin weight distribution and by moving the car’s mass
with a small change of 1-2mm and see if you can forawrds the vehicle has more frontal grip.
feel a difference on track.
#3 TURN-IN OVERSTEER
AS SOON AS YOU TURN THE STEERING WHEEL, THE
CAR WANTS TO SWAP ENDS.
How it feels What to change
There are a few options here:
The rear of the car feels unstable when you turn the
Anti-roll bar: stiffen the front anti-roll bar
steering wheel as you enter the corner. Once you have
Springs: stiffen the front springs
reached the apex and head towards the exit, the car
Dampers: increase front damping
feels stable again.
- 1 way dampers: stiffen
- 2 way dampers: stiffen bump
- 3 way dampers: stiffen slow bump
How much to change it? Why this works
Anti-roll bar: It depends on the type of roll bar - Anti-roll bar: Reduces the force of lateral load
adjustment varies, so make a small change when first change at turn-in - basically it slows how quick-
altering. ly the weight is transferred to the outside of the
Front springs: It depends on the car’s mass and sus- car, reducing the initial ‘bite’ of the steering input.
pension ratios, but a small change would be around Front springs: stiffening reduces the amount of dive
10lbs. under braking - the front of the car will not drop as
Dampers: The range of adjustment between dampers much. This leaves more mass at the rear, equalling
varies. Firstly, find out what the range of the damper is more grip. If the car is already well balanced from apex
and then where the damper adjustment is positioned. to exit, this may cause understeer.
A normal range is around 30 ‘clicks’. A good first ajust- Dampers: stiffening reduces the amount of dive under
ment here would be 3 clicks, so around 10%. braking - the front of the car will not drop as much.
This leaves more mass at the rear, equalling more grip.
#4 THROTTLE-ON OVERSTEER
THE CAR WANTS TO SWAP ENDS AS SOON AS YOU
TOUCH THE THROTTLE. IT LOOKS COOL, IT’S NOT FAST!
How it feels What to change
There are a number of options:
When throttle is applied (at the apex), the rear of the
Springs: Soften the rear springs.
car slides. The rear of the car feels okay at corner entry,
but is rear limitied on the exit. It’s great for a powers-
Damping: Decrease rear damping.
liding picture in Autosport, not so good for laptime!
- 1 way dampers: soften
- 2 way dampers: soften bump
- 3 way dampers: soften slow bump
How much to change it? Why this works
Springs: It depends on the car’s mass and suspension Springs: When you apply the throttle the car’s mass
ratios, but a small change would be around 10lbs. moves rearwards also know as squat. The softer
springs will allow more squat and more weight to
Dampers: The range of adjustment between dampers transfer to the rear axle, increasing rear grip.
varies. Firstly, find out what the range of the damper is
Dampers: Softening the rear dampers will allow more
and then where the damper adjustment is positioned.
squat and more weight to transfer to the rear axle,
A normal range is around 30 ‘clicks’. A good first ajust-
increasing rear grip.
ment here would be 3 clicks, so around 10%.
#5 THROTTLE-ON UNDERSTEER
THE MOST TEDIOUS OF ALL SETUP PROBLEMS, HERE’S
HOW TO CURE THROTTLE-ON UNDERSTEER.
How it feels What to change
There are a number of options:
When throttle is applied (from the apex) the front of
the car washes away and does not turn as much as Springs: Stiffen the rear springs.
expected. The front of the car is okay at turn-in, but
Damping: Increase rear damping.
you are front limited once you being to accelerate.
- 1 way dampers: soften
- 2 way dampers: soften bump
- 3 way dampers: soften slow bump
How much to change it? Why this works
Springs: It depends on the car’s mass and suspension Springs: When you apply the throttle the car’s mass
ratios, but a small change would be around 10lbs. moves rearwards also know as squat. The stiffer
springs will allow less squat and less weight to
Dampers: The range of adjustment between dampers transfer to the rear axle, leaving more on the front and
varies. Firstly, find out what the range of the damper is increaing front grip.
and then where the damper adjustment is positioned.
Dampers: Stiffening the rear dampers will allow less
A normal range is around 30 ‘clicks’. A good first ajust-
squat and less weight to transfer to the rear axle, leav-
ment here would be 3 clicks, so around 10%.
ing more on the front and increasing front grip.
#6 POOR CHANGE OF DIRECTION
CHICANES ARE DIFFICULT (SEE ABOVE), TURNING LEFT-
TO-RIGHT FEELS UNSTABLE AND NERVOUS.
How will it feel? What to change
Try stiffening the front or rear anti-roll bars - but be
When turning from left to right, or right to left (eg
aware that this will likely influence handling in other
in a chicane) the car feels unstable and doesn’t give
areas of the corner.
confidence - you feel as if you have to be careful with
the steering when changing direction.
How much to change it? Why this works
It depends on the type of roll bar - adjustment varies, Stiffening anti-roll bar will slow how quickly the car’s
so make a small change when first altering. mass transfers from side to side. When the car feels
nervous changing direction, it’s because the mass is
transferring too violently - stiffening the anti-roll bar
will slow this process down and make the car feel
more secure.
Be sure not to go too far with this as if the anti-roll
bar is too stiff you will reduce turning grip. Like all
setup, it’s a balancing act!
THANK YOU FOR READING!
THANKS FOR TAKING TO TIME TO READ THIS GUIDE, WE
HOPE IT’S BEEN OF VALUE.
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