Note: understeer MR cars is not as common as oversteer, but it definitely happens — and when it does, it feels frustrating because you’re expecting sharp, agile handling. MR cars are generally very responsive, so if one starts to understeer, it’s usually a setup imbalance, driver input issue, or front grip limitation.

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• Too much front stiffness: front tires can’t compress and grip properly under lateral load

• Not enough front camber or toe-out: reduced front-end bite → vague turn-in and mid-corner push

• Rear too soft or grippy: rear stays planted → car resists rotation

• Driver over-commits to corner entry: the car can’t rotate fast enough before mid-corner

• Braking too deep into the corner: shifts weight forward → overloads front tires

• Aero imbalance (rear-heavy): too much rear downforce lifts front end, reducing grip

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Fixes

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Entry Phase (usually caused by overloading of front tires)

• increase rear brake balance (prevents front tires from overloading and sliding)

• soften front springs (increases front grip)

• soften rear compression damping (to slow the rear's rise and maintain grip / slow rotation)

• increase front negative camber (improves grip on cornering)

• add front toe-out

• add rest toe-in

• lower front tire pressure

• raise rear tire pressure 

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Mid-Corner (too much front stiffness or too soft or grippy rear, to much rear aero)​

• reduce rear aero / increase front aero (to aid rotation)

• soften front springs (increases front end grip during lateral load)

• stiffen rear springs

• soften front compression damping (to allow better tire contact)

• slightly stiffer rear ARB (to reduce mid corner rotation)

• softer front ARB

• increase negative front camber (for better lateral grip)

• add front toe-out

• add rest toe-in

• lower front tire pressure

• raise rear tire pressure 

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Exit Phase (poor car rotation - too much rear grip, too much front rebound stiffness, front tires being unloaded by early throttle)

• stiffen rear springs (prevents the rear from squatting excessively during throttle application and ensures rotation before throttle application)

• soften front rebound damping (allows the front to settle quicker as you exit corner and therefore regain grip)

• increase front negative camber

• more front negative camber (maintains better tire contact under lateral load, especially if the front is lightening during throttle. This supports cornering grip during acceleration, helping keep the front end from pushing wide)

• add front toe-out

• add rest toe-in

• lower front tire pressure

• raise rear tire pressure