On the outside of corners you will rarely find a flat field or a mile of tarmac run-off, what you will find is a rock, a tree or six, a fence, or even Joe who decided to stand on the outside of a corner and isn’t afraid of death. If for whatever reason the car understeers, chances are you were still on the brakes, or if the car is prone to understeer you needed to use the handbrake once you turned back into the turn. To get even more rotation you can hit the brake for a split second between the two phases of turning. The rear should step out and you can apply throttle to slide through the turn. In essence, the Scandinavian Flick is sharply moving a rally car from one direction to another during the braking zone in order to rotate the vehicle, thus avoiding understeer through a corner.īrake in a straight line and let the weight transfer, then a few car lengths before the turn come off the brake and quickly steer away from the turn (as if you were turning in the opposite direction) at 20 to 45 degrees (the more angle and aggressiveness the more rotation you will get) and quickly steer back into the turn (hence the term “flick” as you are flicking the car, perfected by the Scandinavians). But that’s what makes rally so fun, it’s essentially drifting on a dirt track or mountain road, what is there not to love? The Scandinavian Flick Any more and you’re probably already facing the wrong way. I guess now is the perfect time to remind you there is no run-off…Īs a general approximation, anything up to 45 degrees of slip is acceptable depending on the car you’re driving. Once you start the slide you are committed for the whole corner, straightening the car immediately when you get oversteer will mean going off on the outside. When you are approaching a corner, slow or fast, the general approach is the same: lift off the throttle > turn in > slide > countersteer enough to avoid spinning but point the front to the apex > apply more brake or throttle depending on if you are too fast/slow. Rally cars slide because of the low grip that gravel provides, but also because of the lack of downforce, even on high-speed asphalt rallies. Sideways IS your friend, and it’s also way more fun than scrubbing off speed braking in a straight line like in circuit racing. It takes practice but the stability gained will grant you a lot of confidence to improve and start other techniques. Keep the throttle half applied into the corner and brake normally, then either hold the brake half on through the corner (or pump the brake) while keeping the throttle on. In most rally cars this will balance out the car preventing you from oversteering or understeering on gravel. Use both throttle and brake during the turns. My number one tip is actually very simple for beginners or people struggling generally. You’ll want to make sure that it is possible to hit 100 per cent braking pressure, unlike in an F1 game, for example, where trail braking is a key approach. If you are indeed using a wheel and pedal set, the last thing you need to check is your brake calibration. Using a wheel is more of an advantage for most people in rallying due to the knife-edge you are forced to drive on. If you are using a controller or even a keyboard, I would recommend experimenting with steering saturation (aka. I recommend starting off between 360 and 540 degrees rotation, enough to react quickly and permit small adjustments at the same time.īear in mind that this depends also on your driving style, as the WRC pros use anything from 380 to 540 or more. In F1 games the pros tend to use between 300 and 360 degrees wheel rotation (mainly to be able to react quickly), but in rally, this can often be very hard to control as you will spin out if you try to turn too fast. For starters, you will probably need to adjust your controls. It’s a different kind of car control than say a single-seating racing car and takes a unique approach. On a serious note, rally cars are constantly sliding, so you need to use that to your advantage. Adjust your wheel peripheral rotation angles “If you’re going hard enough left, you’ll find yourself turning right” -Doc Hudson, Cars. In certain conditions, those driving assists can also induce chronic understeer, something which circuit racers will scoff at! Paradoxically, disabling assists is a great way to get faster right out of the box once you are no longer a rally amateur, as sliding the car and provoking oversteer on throttle are the top two ways of controlling a rally car.
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