maybe interesting to add to the very good hints already given here:
consider the type of engine-drivetrain layout the car has (FF, RWD, 4WD) and the type of car (Sedan, like the Subaru Impreza, or hatch, like the Lancia Delta), which is reflected in the wheelbase of the car.
Why is that important?
Well, the further apart both axles are to the front/back of the car, the more you can think of it rotating around the middle of it. imagine a car on a stick, like a popsicle. Most extreme example i can think of is the Peugeot 206 WRC:
http://cdn1.snaplap.net/wp-content/uploads/2016/12/09213004/Peugeot206WRC-2002-burns.jpg
The smaller the wheelbase, and the more stuff hanging over either side, the more inertia it will have. That 206 has almost nothing hanging off either side, and needed some enthusiastic handbrake janking to get the back rotate around, but it did so in a quick manner, which absolutely fitted my driving style, quick countersteering inputs and off to the next corner.
Compared to the Focus WRC from Colin Mc Rae, the Ford was more forgiving (slower to rotate), but kept more inertia when rotating, i.e. you had to drive it in a more linear/smoother way.
Last but not least, Sedans have a trunk. Why is that note worthy:
Well, when you have driven hatches that end after the rear wheels (and gotten used to it), you may find yourself crashing into things with your back on tight spaces (Monaco e.g.), if you compensate in mind for that, you should be able to adapt more quickly.
disclaimer:
most of that worked for pad-driving, i only started dabbling in wheelin’ WRC things after 2014/with a proper wheel, ymmv a bit, but since the physics are trying to simulate the real deal, it’ll still apply somewhat.
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