Wreckfest 2 setup menu · compact American sedan · FRONT-wheel drive — this card inverts the RWD rules
| DIRT — lift-off rally style | STREET — pivot on the rear | MIXED — drama-free commuter |
| Braking Force Balance% toward front — the light rear locks easily | 66%front | 62%front | 65%front | |
| Braking Force Pressurehighest that won't lock | 50–60% | 85–90% | 65–75% | |
| Front Balancertoggle | Test both ways in one hard braking zone. With the engine over the front axle, the fronts carry nearly everything under braking already. | OFF | OFF*test | OFF |
| Powerlocks the FRONT wheels — traction vs torque-steer plow | 55% | 45% | 50% | |
| Coastrun LOW — free lift-off rotation is FWD's steering tool | 35% | 40% | 38% | |
| Preloadbaseline lock | 40% | 45% | 42% |
| Final Driveshorter is safer here than on any RWD card — no oversteer penalty | Short | Med | Short-Med |
| Front Springssoft — the front tires need every scrap of compliance | 35% | 60% | 48% | |
| Rear SpringsSTIFFER than front — inverted from every RWD card | 45% | 70% | 58% | |
| Front Ride Height | 65% | 32% | 50% | |
| Rear Ride Heightlevel or a touch lower than front — no rear rake here | 63% | 30% | 48% |
| Front ARBsoft — protects front grip for steering and power | 25% | 40% | 32% | |
| Rear ARBstiff — makes the rear pivot willingly | 55% | 75% | 65% |
| Lock to Lockmax steering angle | High | Med | Med-Hi | |
| Steering Ratiogamepad: run slower than shown | Quick-Med | Med | Med |
Camber (front view)The front gets nearly all the camber budget. Those tires steer, brake, and drive, so give them real negative camber on tarmac. The rear just follows — keep it near zero everywhere; rear camber on a FWD is mostly wasted drag. |
Toe (top view)Front toe near zero — the driven fronts already fight torque effects, and toe-out on top makes the car dart under power. The interesting axle is the rear: zero to minimal rear toe-in keeps the pivot free. Add rear toe-in only when the rear gets too lively under braking. |
Ackermann & WedgeAckermann: high for tight tracks — FWD understeer is worst at low speed, and Ackermann is free help. Wedge: ovals only, neutral otherwise. A FWD on an oval benefits from slightly freeing the rear (less wedge) since the front pulls it around. |
| Front Camberthe working axle — feed it | −0.5° to −1° | −2° to −3° | −1.5° | |
| Rear Camber | 0° | 0° to −0.5° | 0° | |
| Front Toe | 0° | −0.1°out | 0° | |
| Rear Toelow — a free rear is the point | +0.1°in | 0° | +0.1°in | |
| Ackermann | High | Med | Med-Hi | |
| Wedge | Neutral in all templates. Ovals: if anything, remove a touch — a slightly free rear helps a FWD around a corner it would otherwise plow through. | 0 | 0 | 0 |
DIRTLift-off rally style. FWD dirt driving is its own art: slow the hands, use the feet. A sharp lift (Coast lock is low on purpose) swings the light, stiff-barred rear out on entry, then full throttle from that moment on — the front wheels pull the car straight out of its own slide, which is the FWD superpower: on loose ground, throttle is a stabilizer, not a threat. Left-foot braking mid-corner tucks the nose without lifting. | STREETPivot on the rear. Maximum rear ARB and stiff rear springs make the back end light and willing, front camber goes properly deep, and Power lock stays modest so corner exits pull straight instead of plowing. The driving rule inverts from your RWD cars: slow in, rotate early, then full commitment — once the nose is pointed, a FWD exit is the easiest in the game. Do your rotating before the apex, because after it, throttle only adds understeer. | MIXEDDrama-free commuter. This is honestly the Crusader's best argument: a mid-range FWD setup is the most forgiving thing in your garage across surface changes — no power oversteer exists, and lift-off rotation only happens when you ask for it. Mild rear toe-in and a slightly softened rear bar tame the pivot for traffic, and everything else splits the difference. A great car for chaotic mixed lobbies where survival beats pace. |
| Problem | Phase | Fix, in order of preference |
|---|---|---|
| Plows wide under power on exit | EXIT | −Power lock → soften front springs/ARB → finish rotating BEFORE the apex next lap |
| Won't rotate into the corner | ENTRY | Stiffen rear ARB → −Coast lock → use a sharper lift at turn-in |
| Rear too lively under braking | ENTRY | +Front brake bias → +Rear toe-in → soften rear ARB one notch |
| Inside front wheel spins out of hairpins | EXIT | +Power lock one notch → +Preload → open the exit line |
| Darts under hard acceleration | STABILITY | Front toe to zero → −Power lock → slower steering ratio |
| Skips over rough dirt | ANY | Soften both springs → raise ride height → soften front ARB (keep the rear bar's stiffness edge) |
| Understeers everywhere on tarmac | MID | More front camber → stiffen rear ARB → check you're not on the throttle before the apex |
| Rotation got scary after fixes | ANY | Walk back rear ARB first, then Coast lock — keep the front camber |
Push toward OVERSTEER (more rotation)Rear brake bias · softer front ARB · stiffer rear ARB · softer front springs · raise rear ride height (rake) · more negative front camber · front toe-out · less Coast lock · less preload · remove wedge (ovals) |
Push toward STABILITY (less rotation)Front brake bias · stiffer front ARB · softer rear ARB · softer rear springs · lower rear ride height · more negative rear camber · rear toe-in · more Coast lock · more preload · add wedge (ovals) |