No. What I am saying is front extension AND rear compression affect the rate of weight transfer when accelerating. Conversly, front compression AND rear extension affect the same when braking. I believe you are incorrect, both front and rear extension do not affect exits. Only front extension plays a role on exit and only rear extension plays are role in corner entry.
Think about what happens when you brake & maybe reference that wicked awesome diagram above -- the tendency is for the nose to dive and the rear to lift hence, front comp and rear ext. [ie. the flat line dips on the left and rises on the right]. In order to combat this, you increase front comp and/or rear ext. Vice versa for when you get on the gas -- the nose lifts and the rear squats -- front extension and rear compression.
Thus, to reduce corner exit oversteer, you can reduce rear compression and/or reduce front extension. My theory in tuning is change the end that is giving you grief, so in this case (rear stepping out), I'd reduce rear comp 1st.
If it were corner exit understeer I was trying to fix (fronts losing grip), I'd likely increase front extension before increasing rear compression.
Corner entry understeer, reduce front comp 1st then reduce rear ext if needed.
Corner entry oversteer, increase rear ext 1st, then increase front comp.
Anyway, dampers are just one of the tools. LSD, ride height, springs etc can and should be used in conjunction.
I think what you are saying (correct me if I am wrong) is that a higher front ext than rear ext and the bigger that gap is creates oversteer. This is NOT entirely incorrect because a high front ext creates oversteer on exit and low rear ext creates oversteer on entry. It is not the whole picture however & where you'll get into trouble is fixing cars that exhibit different handling characteristics on entry vs exit using dampers. ie. understeer on entry and oversteer on exit.
edits: sorry for editing, i am just trying to clarify what i am attempting to get across.
I'll try it, but you should know unless I say "real-world", I mean GT5.
I understand what you're saying and how it applies in real life, but for that to matter in any game, those same physics have to be in the game. I'm not saying they aren't, but if they are they are at least well hidden.
What I do in GT5 is apparently confusing, as I just had someone else tell me they had my shocks mixed up as well.
First off, allow me to explain that "neutral" does not mean the car will actually have neutral handling in that situation, if the core tune is over-steer or under-steer, a 5/5 setting (or 7/7, etc) would still over or under steer. I always set the balance of the car first to avoid false feedback/settings changes that work around a problem instead of fixing it.
Extension - 5/5 = "neutral" 7front/5rear = More rotation anytime you have weight transfered rearwards. 5front/7rear would cause your car to push when you're on the throttle.(sending weight rearwards)
Compression - 5/5 = "Neutral" 7/5 would be oversteer on deceleration (trickier than ext, because it applies to both lift-throttle and braking) 5/7 would be understeer under deceleration.
The other thing I've found is that cars are always set equally. If a car is at 6/6 4/4 on the shocks, but only has a problem on exit or entry, it means you have 3 problems. Shocks Ext, Comp, and base tune. Every car I've tested so far requires exactly the same offset to be truly "neutral" on entry, mid, and exit. For example 8/6 3/5, or 6/8 5/3, if one needs to be 2 clicks higher, so does the other. If it doesn't feel that way, no matter how much it seems impossible at the time(and it does sometimes) something is wrong.
And of course you should always run lower compression than extension.(like 7/6ext 3/4comp) Always. The menu says otherwise, but it just works better. That's another thing I "knew" before I started tuning in GT5 and was convinced otherwise for a time period.
its the only explanation
