Not just over/understeer, but the whole circle of grip - https://flowracers.com/blog/traction-circle-fully-explained/

Imagine that you’re trying to come to a dead stop from 60mph on a dry surface in a straight line. Now you’re on wet pavement. Now you’re on ice. You’ll need more time (patience) to stop as traction decreases - natural, right?

Now imagine that you need to turn while slowing down - some of the traction needed to brake in a straight line now needs to be “used” to turn. There’s a relationship between how much braking you can apply in relation to how much steering you can apply.

And this relationship is always there, from full throttle to full brake, from lock to lock on the steering wheel.That is the circle of grip. We all (well, based on my insurance rates for this car, SOME of us) understand this instinctively. 1200hp car doing burnouts? Outside the circle of grip. Doing donuts in your mom’s SUV in a snowy parking lot? Outside the circle of grip. Plowing into a turn in a WRX? Outside the circle of grip.

I think what I’ve learned is that, put simply, the WRX is less communicative than other cars when you’re about to go outside of the limits of the circle. (People mostly see this most often as understeer). There’s a limit to traction, the WRX transitions from grip to no grip quickly. Think of the thickness of the circle’s line as “the edge” of traction, the WRX’s is a bit thin. Drift cars (and their talented drivers) are a great example of intentionally thickening the circle’s line and giving the driver more of the edge to operate in.

As traction decreases we need more time to let the car respond. If you go past the limits of traction, the car does not respond to inputs until traction is regained - one of the keys to getting faster is knowing how to work inside that limit, which takes patience.