Madapo, driving is all about feel, & it is very difficult to put this into words. Sometimes others dont actually hear what we are saying, & sometimes we are actually kidding ourselves, & don't really know what we do, or can't put it into words.

A little story to explain. I was in the original Holden Dealers Team, that ran the Monaros at Bathurst in 68. I spent some time at the GM test facility, Lang Lang, doing suspension tuning on the things before release. Remember those 500s were in stock standard ex factory cars, blueprinted sure, but stock.

We did a lot of laps of their road test circuit, tuning springs, shocks & brakes, all we could change at that late stage, before they went to production.. The things were brilliant, just as their staff people had set them up. We did get a few seconds of their lap times, but nothing like what you would expect.

I was talking to one of the expats, a top Le Mans driver back to drive with us in the race, & told him he would love how you could set it up to understeer, or oversteer into any corner, at will. He asked how. After much talking, he looked at me with a smile & said, "you have just told me to do exactly the same thing to set up under or over steer". "That's OK, I have the same trouble telling people how to do something". "It's our hands & feet that know how to do it, not our brain". When I thought about it he was dead right.I could do it, but not tell you how I did it.

But here goes. In your clips its is a pity we can't see what happens with the wheel. In your first clip the driver was on the over run, so no "lift off" effect & I reckon he was planning to use a bit of road over the centre line. When he saw the oncoming car he had to tighten up. He unbalanced the car, & the tail drifted a little. It may not have happened if he could have applied a little throttle, but he was already a bit quick, so couldn't. I don't think he applied opposite lock, just eased the lock, as there was no kick back.

In the second instance the driver was on a trailing/holding throttle. He did lift off as soon as he lost the tail, as almost all of us do in such a situation, & this helped him get the thing back. He obviously applied opposite lock, & too much of it, which is why the car flicked back the other way. However he is very good, or that flick back would have ended up with another S2000 exiting life backwards to the left, just past the end of that safety fence. That was a pretty nervous laugh after he caught the kick back. That sort of thing was pretty easy to handle in an MG B, or an E type Jag, but requires more skill, reflexes & control in an S2000 or a Porsche today.

When ever I got into trouble on quick stuff, [open wheelers] I am pretty sure I lifted off completely. This is distinct from where a negative camber exit meant the tail was going to go wandering, & was expected, when I would usually hold full throttle without trouble, with just a reduction of steering lock.