1.Under-steer on entry to a bend (PUSH at turn-in)

1) DECREASE rear rebound. More weight transfer to the front end to help it bite better. Overall, less rebound damping is better for traction.

2) DECREASE the compression of front shocks. This will help the front end bite more but keep in mind the more compression you can run, the better.

3) INCREASE the rear brake bias or just brake earlier. You can also try to dial in more Camber on the front and less camber in the back but keep in mind that too much front camber hinders your braking performance.

4) Most people experience this because they're just simply entering the corner too fast...remember slow in fast out is always faster!
 
 
 
 
 
 
 

2.Over-steer on entry to a bend (turn-in)

1) INCREASE rear rebound to take some bite away from the front end. Do this only if the front compression is already full stiff, or if mid-corner balance was dead perfect.

2) INCREASE the compression of front shocks. DECREASE the rear brake bias, or brake later. You can try increasing rear camber here too.

3) Check to see if you're completely off the brakes before you start turning in.  This often happens when you're trail-braking to the apex but it isn't entirely bad because it helps the car turn in on a sharper racing line.
 
 
 
 
 
 
 

3.Mid-bend Under-steer (constant 'wash-out') *(mid corner 'push')

1) Stiffen rear spring and/or anti-roll bar. Soften the front springs and/or anti-roll bar. Switch springs if possible. If not, go with the bar change. For a quick fix, add rear tire pressure, or drop front, or both. Change in 1.0 psi increments max

2) I call this the 'bitch' because I have no choice but to back off on power or even use the brakes a little to increase front grip. It is very likely that you're already off the racing line so the rest of the corners are messed up.
 
 
 
 
 
 
 

4.Mid-bend Over-steer (constant 'tightening' without driver input)

1) Stiffen front spring and/or anti-roll bar. Soften the rear springs and/or anti-roll bar. Try loosening the rear bar as well, if it's on full loose, find a softer rear bar. This will help put power down on corner exit. For a quick fix, add front tire pressure, or drop rear, or both. Change in 1.0 psi increments max.

2) I don't mind this as much as it helps sharpen my exit yaw angle. The best exit angle has been debated but most say 8 degree yaw on exit is best for exit speeds. This kind of oversteer actually allow me to fine tune my exit yaw angle early but of course you lose a little speed.
 
 
 
 
 
 
 

5.Exit Under-steer (throttle on)

1) INCREASE rebound of front shocks. This will transfer less weight to the rear, promoting more over-steer. Do this only after increasing rear compression.

2) INCREASE compression of rear shocks, you want them to 'grip less'.

3) DECREASE static rear toe-in)

4) I HATE this with a passion, you're trying to roll on the power as you near the apex and then your car starts sliding away from your apex...nothing u can do except back-off the throttle...this is BADDDD for exit speeds. You can try more camber up front and less camber in the rear here....
 
 
 
 
 
 
 
 

6.Exit Over-steer (throttle on)

1) DECREASE rebound of front shocks.

2) DECREASE compression of rear shocks. You want them to 'grip more'

3) Add more static rear toe in and maybe more/less camber in the back depending on the situation

4) If you want to have some fun, this isn't exactly BAD heheheheheheheh...however this is NOT 'drifting'.
 
 
 
 
 
 
 
 
 

7.Car is slow to respond to driver's input

1) You need to have your alignment and tire pressures set to internal tire temps first with a real (not IR) pyrometer. The proper operating pressure for tires should always be in the same range, they are not adjustable for 'feel'.

2) Add front TOE OUT, then stiffen springs all around, run shocks at full stiff. More sway-bar will give you much added response.

3) I tend to just want to go with bigger tyres up front and increase front camber. You can try different caster settings too for steering stability.
 
 
 
 
 
 
 
 

8.Car hops over the bump

Reverse of the above.

As a general rule, run the least amount of rebound as possible, and the most compression. Keep spring rates high, and soft sway-bars. Remember, it is desired to keep the tires in contact with the racing surface as much as possible, and the car settled and responsive in the transitions. Make sure the proper tire temps and pressure (from alignment settings) are achieved before doing any of this, otherwise it will have been done all in vain and you will have to start over.
 
 

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