Snap oversteer does not exist.

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      If you're an aspiring enthusiast looking to purchase your first rear-wheel-drive performance car, you might have heard the term "snap oversteer." A more precise phrase for it could be “skill issue.”

      Typically linked with track-focused models and older vehicles featuring unusual engine placements along with basic or absent stability control systems, “snap oversteer” often evokes images of cars engineered to the edge of stability, to the extent that they become uncontrollable for average drivers when their limits are reached.

      This phenomenon contributed to the early Porsche 911 gaining the nickname "doctor killer" and spawned numerous theories regarding the Carrera GT involved in Paul Walker’s tragic accident.

      You don’t have to spend a fortune on a Stuttgart masterpiece to encounter this concept. That 2009 Honda S2000 CR in the thumbnail above (a recently restored example kindly provided from Honda’s private collection) carries a similar reputation. While pristine examples aren’t exactly cheap nowadays, they're certainly more attainable than those Porsches. The “CR” variant was intended as the track-oriented S2000, and its enhancements were designed to improve its speed and responsiveness in the hands of a skilled driver. According to some enthusiasts, the revised suspension makes this limited-edition Honda as perilous as any 911.

      But here's the reality: “Snap oversteer” does not actually exist.

      You might be thinking, “That’s nonsense.” After all, these cars earned their reputations through real-world experiences, didn’t they? If "snap oversteer" isn’t a valid term, then what common factor causes so many drivers to lose control of these cars?

      The driver in that S2000 is Nik Romano, a driving school operator, racer, and high-performance coach. As an experienced professional, he has spent years instructing aspiring performance drivers on how to maintain control of their vehicles, and now he's helping us display high-performance driving on The Drive's YouTube channel. His perspective can be succinctly summarized in two words: Skill issue.

      “Far too frequently, I encounter individuals who wish to take a car control course only after experiencing a scary moment in an S2000,” Romano shared. “They’re quick to blame the Honda’s short wheelbase or front-mid engine for causing the sudden snap.”

      “That’s not the real issue,” he clarified.

      The actual problem is lift-off oversteer, which occurs when weight shifts forward as the driver lifts off the gas mid-corner. This isn’t a flaw in the car's design; it stems from the driver’s actions.

      “My inputs caused the car to react that way,” Romano remarked after spinning the Honda on a skidpad.

      He demonstrates the truth of this by executing the same maneuver with a more controlled approach. Unsurprisingly, the Honda handles it with little fuss. The key? Smooth throttle application. With just a bit of finesse on the gas pedal, Romano keeps the CR’s rear end in line.

      “Sometimes, despite your best efforts and the smoothest inputs, oversteer can be unavoidable,” he noted. However, that doesn't make it violent or unpredictable. Oversteer can be managed and corrected by staying attentive and smooth, which he showcases by maintaining constant throttle and using counter-steering techniques to keep the front aligned when the rear begins to drift.

      “The approach is the same whether I’m subtly adjusting the balance with smooth throttle or more assertively correcting it with countersteering,” he said. “I still aim in the desired direction and remain on course without veering awkwardly across the track.”

      Regardless of the technique you opt for, you are ultimately managing how the car's weight shifts in its suspension during cornering.

      However, despite its “mid-mounted” front engine, the S2000 carries a lot of weight in front of the windshield. What about vehicles with engines located behind the passenger compartment? Romano addresses that as well, demonstrating with a Toyota MR2.

      A car with added weight at the rear will have more inertia when the back starts to rotate. This means you may need more (or quicker) adjustments to keep the front straight, but there is nothing about its design that makes it less responsive to your controls.

      “The car will only respond to your inputs,” Romano states. “And as long as you're aware of your instructions, you can recover from any situation.” Of course, this assumes the car is in proper working order.

      So, if you're considering a sports car with a reputation for rear-end mischief, keep in mind: “Snap oversteer” is simply oversteer that takes you by surprise. Address the loose nut behind the wheel, and you'll be ready to handle whatever challenges the manufacturers throw your way.

      Have a tip? Reach out to us at [email protected].