Aston Martin Vantage GT3 EVO
用户手册Aston Martin Vantage GT3 EVO
User Manual

亲爱的 iRACING 用户：

恭喜您购入 Aston Martin Vantage GT3 EVO！iRacing 全体团队感谢您的支持与对我们产品的认可。我们致力于提供极致的模拟赛车体验，也希望您驾驶这辆新赛车时，能在赛道上收获无限激情！

本指南将介绍如何充分发挥这辆新赛车的性能，包括如何在离开赛道后调整车辆设定，以及驾驶时会在座舱内看到哪些信息。希望本指南能帮助您尽快熟悉赛车、提升圈速。

再次感谢您的购买，赛道上见！

DEAR iRACING USER,

Congratulations on your purchase of the Aston Martin Vantage GT3 EVO! From all of us at iRacing, we appreciate your support and your commitment to our product. We aim to deliver the ultimate sim racing experience, and we hope that you’ll find plenty of excitement with us behind the wheel of your new car!

The following guide explains how to get the most out of your new car, from how to adjust its settings off of the track to what you’ll see inside of the cockpit while driving. We hope that you’ll find it useful in getting up to speed.

Thanks again for your purchase, and we’ll see you on the track!

前后短长臂双叉臂悬架，外置式螺旋弹簧与减振器

SHORT-LONG ARM DOUBLE WISHBONE FRONT & REAR, OUTBOARD COILOVER SPRINGS AND DAMPERS

4.0 升双涡轮增压 DOHC V8 发动机

TWIN-TURBOCHARGED 4.0L DOHC V8

本指南中的信息旨在帮助您更深入地理解车库内可用的底盘设定调整项目，以便根据个人偏好调校车辆。

不过，在深入调整底盘之前，最好先熟悉赛车和赛道。为此，我们为这些赛车经常使用的各条赛道提供了基准设定。

要加载基准设定，只需打开“Garage（车库）”，点击“iRacing Setups”，再选择适合目标赛道的设定。如果当前赛道没有专用基准设定，可以选择特性相近赛道的设定作为起点。

选好适当设定后，请驶上赛道，专注于做出平顺且稳定的圈速，找准正确的行车线，并在连续多圈中了解轮胎磨损和操控特性的变化趋势。

The information found in this guide is intended to provide a deeper understanding of the chassis setup adjustments available in the garage, so that you may use the garage to tune the chassis setup to your preference.

Before diving into chassis adjustments, though, it is best to become familiar with the car and track. To that end, we have provided baseline setups for each track commonly raced by these cars.

To access the baseline setups, simply open the Garage, click iRacing Setups, and select the appropriate setup for your track of choice. If you are driving a track for which a dedicated baseline setup is not included, you may select a setup for a similar track to use as your baseline.

After you have selected an appropriate setup, get on track and focus on making smooth and consistent laps, identifying the proper racing line and experiencing tire wear and handling trends over a number of laps.

进入座舱后，挂入一挡。在踩下油门的同时缓慢松开离合器即可起步。停车时必须踩下离合器以防发动机熄火，挂倒挡时也需要使用离合器；但车辆起步后，升挡和降挡均无需踩下离合器。升挡时只需松开油门并挂入高一挡；降挡时则应在选择低一挡的同时补一脚油门。如果降挡过早或补油不足，车轮转速与发动机转速会不匹配，可能导致后轮跳动，甚至引发车辆打转。

Once you load into the car, select 1st gear. Slowly release the clutch while applying the throttle to drive away. A clutch is necessary when coming to a stop to prevent stalling the engine and shifting into reverse if necessary, but the clutch isn’t required once the vehicle is in motion for upshifts or downshifts. To upshift, simply let off the throttle and select the next higher gear. To downshift, give the throttle a blip while selecting the next lower gear. If you downshift too early, or don’t blip the throttle sufficiently, the wheel speed and engine speed will be mismatched, leading to wheel hop at the rear and a possible spin.

进入比赛时，车辆会自动加载 iRacing 基准设定 <baseline.sto>。如果希望使用 iRacing 针对不同条件预先制作的其他设定，可依次点击“Garage（车库）”>“iRacing Setups”，然后选择符合需求的设定。

若要自定义车辆设定，只需在车库中完成所需调整，然后点击“Apply（应用）”。

若要保存设定供日后使用，请点击右侧的“Save As（另存为）”，为设定命名并保存更改。点击车库右侧的“My Setups（我的设定）”即可查看全部个人设定。

若要与另一位车手或当前比赛中的所有人共享设定，可点击车库右侧的“Share（共享）”。

如果其他车手正与您共享设定，也可在车库右侧的“Shared Setups（共享设定）”中找到。

Upon loading into a session, the car will automatically load the iRacing Baseline setup <baseline.sto>. If you would prefer one of iRacing’s pre-built setups that suit various conditions, you may load it by clicking Garage > iRacing Setups > and then selecting the setup to suit your needs.

If you would like to customize the setup, simply make the changes in the garage that you would like to update and click apply.

If you would like to save your setup for future use click “Save As” on the right to name and save the changes. To access all of your personally saved setups, click “My Setups” on the right side of the garage.

If you would like to share a setup with another driver or everyone in a session, you can select “Share” on the right side of the garage to do so.

If a driver is trying to share a setup with you, you will find it under “Shared Setups” on the right side of the garage as well.

Aston Martin Vantage GT3 EVO 的数字仪表采用单页布局，以清晰易读的方式显示全部信息。在某些情况下，仪表会切换显示样式，例如显示上一圈圈速或启用维修区限速器时。

The digital display in the Aston Martin Vantage GT3 EVO is a single-page display with all information displayed in an easy-to-read format. The display can change display styles in various situations, such as previous lap time display and pit speed limiter.

完成一圈后，仪表会以紫色填充三个区域并短暂“冻结”，在右侧向车手显示刚刚完成的圈速。数秒后该显示会自动清除。

After the completion of a lap, the display will fill three sections with purple and “freeze” to display the previously completed lap time to the driver on the right of the display. This clears after several seconds.

启用维修区限速器后，仪表会切换显示，以帮助车手达到并维持维修区限速。与此同时，换挡提示灯会闪烁绿色，侧置 LED 则根据车速亮起与屏幕颜色一致的灯光。在所有维修区限速页面中，仪表左侧中部的信息组都会替换为大号车速显示。

当车速高于维修区限速时，仪表会变为橙色，侧置 LED 也会闪烁橙光。

当车辆以维修区限速行驶时，屏幕和侧置 LED 均为绿色。

当车速过低时，屏幕会变为白色。

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When the Pit Limiter is activated the display will change to assist with reaching and maintaining the pit road speed limit. This is accompanied by the shift lights flashing in green and the side-mounted LEDs illuminating in a color based on the vehicle speed to match the screen’s color. With all pit road speed limit screens, the middle-left cluster is replaced with a large speed display.

If the vehicle’s speed is higher than the pit road speed limit, the display will change to orange with the side LEDs flashing orange.

When the vehicle is traveling at the pit road speed limit, the screen and side LEDs will be green.

If the vehicle speed drops too low, the screen will change to white.

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本节面向希望深入了解车辆各项设定的高级用户。驾驶本车并不要求调整以下参数，但这些调整可能显著改变车辆的操控特性。建议每次仅对单一变量进行小幅调整，并在测试效果后再继续修改。

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This section is aimed toward more advanced users who want to dive deeper into the different aspects of the vehicle’s setup. Making adjustments to the following parameters is not required and can lead to significant changes in the way a vehicle handles. It is recommended that any adjustments are made in an incremental fashion and only singular variables are adjusted before testing changes.

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轮胎类型

选择车辆进入赛道时安装的轮胎类型。干地胎（即光头胎）用于干燥赛道，湿地胎则适用于降雨和湿滑赛道条件。

冷胎压／初始胎压

车辆进入赛道时轮胎内的气压。较低胎压可提供更多抓地力，但会产生更大的滚动阻力并更快积聚温度。较高胎压会让车辆响应稍快、滚动阻力更小，但抓地力也会降低。一般而言，高速赛道更适合较高胎压；在强调机械抓地力的低速赛道上，较低胎压通常表现更好。

上次热胎压

完成一段赛道驾驶并返回车库后，胎压会显示为热胎压。冷热胎压之差可以有效反映轮胎在赛道上的负载与工作强度。工作量更大的轮胎会产生更明显的升压；留意哪些轮胎升压更多，并据此调整冷胎压进行补偿，是优化轮胎表现的关键。

上次轮胎温度

车辆返回车库后会显示轮胎胎体温度，该温度在胎面内部测量。这些数据可有效判断各条轮胎在赛道上承受的工作量或负载。内侧与外侧温差可用于调校单个车轮的定位参数；中央温度与外侧温度的对比则有助于调校胎压。

剩余胎面

轮胎剩余胎面量显示在轮胎温度下方，以新胎为 100% 计。这些数值有助于判断一套轮胎在更换前还能行驶多远，但不像温度数据那样，能够直接说明轮胎工作不足或过度。

TIRE TYPE

Selects which type of tire is installed on the car when loaded into the world. Dry, or slick, tires are used for dry racing conditions while Wet tires are intended for raining and wet track conditions.

COLD PRESSURE / STARTING PRESSURE

The air pressure in the tires when the car is loaded into the world. Lower pressures will provide more grip but will produce more rolling drag and build temperature faster. Higher pressures will feel slightly more responsive and produce less rolling drag, but will result in less grip. Generally, higher pressures are preferred at tracks where speeds are higher while lower pressures work better at slower tracks where mechanical grip is important.

LAST HOT PRESSURE

When the car returns to the garage after an on-track stint, the tire pressure will be displayed as Hot Pressure. The difference between cold and hot pressure is a good way to see how tires are being loaded and worked while on track. Tires seeing more work will build more pressure, and paying attention to which tires are building more pressure and adjusting cold pressure to compensate can be crucial for optimizing tire performance.

LAST TEMPERATURES

The tire carcass temperatures (measured within the tread) are displayed after the car returns from the track. These temperatures are an effective way to determine how much work or load a given tire is experiencing while on track. Differences between the inner and outer temperatures can be used to tune individual wheel alignment and the center temperatures can be compared to the outer temperatures to help tune tire pressure.

TREAD REMAINING

The amount of tread on the tire, displayed as a percentage of a new tire, is shown below the tire temperatures. These values are good for determining how far a set of tires can go before needing to be replaced, but don’t necessarily indicate an under- or over-worked tire in the same way temperatures will.

空气动力学计算器用于帮助理解调整尾翼设定以及前、后车高时，空气动力学平衡会如何变化。请务必注意：此处显示的前、后车高数值不会对车辆本身产生任何机械设定变化；但在此处更改尾翼角度会实际应用到车辆上。本计算器仅为参考工具。

高速前车高

高速车高（RH at Speed）为计算器提供空气动力学计算所需的参考高度。使用计算器时，请通过遥测读取赛车在赛道任意位置的前车高，并将其输入“Front RH at Speed（高速前车高）”。建议采用左前与右前车高的平均值，以更准确地反映当前空气动力学平台状态，而非只使用单个车角的高度。

高速后车高

与高速前车高相同，高速后车高也是空气动力学计算的参考数值。请通过遥测读取赛车在赛道任意位置的后车高，并将其输入“Rear RH at Speed（高速后车高）”。建议采用左后与右后车高的平均值，以更准确地反映当前空气动力学平台状态，而非只使用单个车角的高度。

尾翼角度

尾翼设定是指尾翼的相对迎角。尾翼会显著影响车辆产生的总下压力和阻力，较高设定还会使空气动力学平衡向后移动。增大尾翼设定可提升中高速弯的总体过弯抓地力，但会降低直线速度。调整尾翼时，应同时考虑前、后车高，尤其是两者之差，即“前后倾角（rake）”。增大尾翼角度时，要保持相同的整体空气动力学平衡，就必须增大车辆的前后倾角。

空气动力学计算器中的“Rear Wing Angle（尾翼角度）”与“Chassis（底盘）”页面“Rear（后部）”区域内的尾翼设定直接联动；更改其中一项会自动同步另一项。

前轴下压力占比

该数值显示在计算器所设定的尾翼和车高组合下，作用于前轴的下压力占总下压力的比例。它只代表这组参数下某一瞬间的空气动力学平衡。可选取弯道或某段赛道中的多个位置，对比制动、稳态过弯和出弯加速等不同状态下空气动力学平衡的变化。前轴占比越高，车辆在中高速弯中越容易表现出转向过度。

The Aero Calculator is a tool provided to aid in understanding the shift in aerodynamic balance associated with adjustment of the rear wing setting and front and rear ride heights. It is important to note that the values for front and rear ride height displayed here DO NOT result in any mechanical changes to the car itself, however, changes to the rear wing angle here WILL be applied to the car. This calculator is a reference tool ONLY.

FRONT RH AT SPEED

The Ride Height (RH) at Speed is used to give the Aero Calculator heights to reference for aerodynamic calculations. When using the aero calculator, determine the car’s Front Ride height via telemetry at any point on track and input that value into the “Front RH at Speed” setting. It is advisable to use an average value of the LF and RF ride heights as this will provide a more accurate representation of the current aero platform rather than using a single corner height.

REAR RH AT SPEED

Like the Front RH at Speed setting, the Rear RH at Speed is a reference for aerodynamic calculations. Determine the car’s Rear Ride height via telemetry at any point on track and input that value into the “Rear RH at Speed” setting. It is advisable to use an average value of the LR and RR ride heights as this will provide a more accurate representation of the current aero platform rather than using a single corner height.

REAR WING ANGLE

The wing setting refers to the relative angle of attack of the rear wing, this is a powerful aerodynamic device which has a significant impact upon the total downforce (and drag) produced by the car as well as shifting the aerodynamic balance of the car rearwards with higher settings. Increasing the rear wing setting results in more total cornering grip capability in medium to high speed corners but will also result in a reduction of straight line speed. Rear wing setting should be adjusted in conjunction with front and rear ride heights, specifically the difference between front and rear ride heights known as ‘rake’. To retain the same overall aerodynamic balance it is necessary to increase the rake of the car when increasing the rear wing angle.

The Rear Wing Angle value in the Aero Calculator section is tied directly to the Wing Setting in the Chassis page’s Rear section. Changing one will automatically change the other.

FRONT DOWNFORCE

This value displays the proportion of downforce acting at the front axle for the given wing and ride height combination set within the calculator parameters. This value is an instantaneous representation of your aero balance at this exact set of parameters and it can be helpful to pick multiple points around a corner or section of track to understand how the aerodynamic balance is moving in differing situations such as braking, steady state cornering and accelerating at corner exit. A higher forwards percentage will result in more oversteer in mid to high speed corners.

防倾杆刀片

可调整防倾杆刀片（或连接臂）来精细调校悬架侧倾刚度。此选项改变刀片方向，并以数字简化表示：8 为最软，数值逐步降低至 1 时刀片越来越硬。点击右箭头（>）会增加刚度。较硬的刀片设定会提高前轴侧倾刚度并增加转向不足；较软设定则会降低前轴侧倾刚度并减少转向不足。

请注意，前后防倾杆的位置编号方向相反。前、后防倾杆刀片位置之和，可作为整套防倾杆系统对机械平衡贡献的指标。总和较小（1 FARB + 1 RARB = 2）表示车辆更偏转向不足或后轴抓地力更高；总和较大（8 FARB + 8 RARB = 16）则会产生更多转向过度，并提供更多前轴抓地力。

总前束

从上方观察时，前束角是车轮相对于底盘中心线的夹角。车轮前缘比后缘更靠近中心线称为正前束，反之则称为负前束。在前轴增加负前束（负值）会增大内侧轮胎的滑移并降低直线稳定性；增加正前束则会减小滑移并提高直线稳定性。

前制动主缸

可通过改变前制动主缸尺寸来调整前制动卡钳的管路压力。较大的主缸会降低前制动管路压力，使制动力分配后移，并增加前轮抱死所需的踏板力。较小的主缸会提高前制动管路压力，使制动力分配前移，并减少前轮抱死所需的踏板力。

后制动主缸

可通过改变后制动主缸尺寸来调整后制动卡钳的管路压力。较大的主缸会降低后制动管路压力，使制动力分配前移，并增加后轮抱死所需的踏板力。较小的主缸会提高后制动管路压力，使制动力分配后移，并减少后轮抱死所需的踏板力。

制动片

可通过制动片配方改变车辆的制动表现。“Low（低）”配方的摩擦力最小，制动效能最低，但最易于细腻调制；“Medium（中）”和“High（高）”配方提供更大摩擦力、提升制动效能，但可调制范围最小。

耐力赛灯光

夜间比赛时可安装辅助灯条，以改善车手视野。安装该灯条不会影响车辆性能。

夜间 LED 灯带颜色

改变挡风玻璃顶部灯带的颜色，帮助车手在夜间比赛中快速识别车辆。共有关闭、紫、红、黄、橙、绿和蓝七种选项，所有选项均不会影响车辆性能。

前分流器中央高度

前轴中心线前方，分流器最低点的高度。该数值必须高于 50 mm（1.97 in）才能通过技术检查。

ARB BLADES

The Anti Roll Bar blades (or arms) can be adjusted to fine tune the suspension roll stiffness. This option changes the orientation of the ARB blades and are given numerical values for simplicity, with 8 being the softest option and the blades becoming stiffer as the value is decreased to 1. Clicking the right arrow (>) increases stiffness. Stiffer blade settings will increase front roll stiffness and induce understeer while softer blade settings will reduce front roll stiffness and reduce understeer.

Please note that the roll bar positions are inverted front to rear. The total sum of the Front and Rear ARB blade positions is a metric for the mechanical balance contribution of the ARBs as a system. A small sum (1 FARB + 1 RARB = 2) indicates understeer or more rear grip, a large sum (8 FARB + 8 RARB = 16) will produce oversteer and have more front grip.

TOTAL TOE-IN

Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. On the front end, adding toe-out (negative value) will increase slip in the inside tire and decrease straight-line stability while adding toe-in will reduce the slip and increase straight-line stability.

FRONT MASTER CYLINDER

The Front Brake Master Cylinder size can be changed to alter the line pressure to the front brake calipers. A larger master cylinder will reduce the line pressure to the front brakes, which will shift the brake bias rearwards and increase the pedal effort required to lock the front wheels. A smaller master cylinder will increase brake line pressure to the front brakes, shifting brake bias forward and reducing required pedal effort to lock the front wheels.

REAR MASTER CYLINDER

The Rear Brake Master Cylinder size can be changed to alter the line pressure to the rear brake calipers. A larger master cylinder will reduce the line pressure to the rear brakes, which will shift the brake bias forwards and increase the pedal effort required to lock the rear wheels. A smaller master cylinder will increase brake line pressure to the rear brakes, shifting brake bias rearward and reducing required pedal effort to lock the rear wheels.

BRAKE PADS

The vehicle’s braking performance can be altered via the Brake Pad Compound. The “Low” setting provides the least friction, reducing the effectiveness of the brakes but allowing the most modulation, while “Medium” and “High” provide more friction and increase the effectiveness of the brakes but allow the least modulation.

ENDURANCE LIGHTS

An auxiliary light bar may be installed for night racing to improve driver visibility. Installing this will not affect vehicle performance.

NIGHT LED STRIP COLOR

Changes the color of the light strip across the top of the windshield. This helps to quickly identify the car during a night session. Seven options are available: Off, Purple, Red, Yellow, Orange, Green and Blue. None of these settings has any influence on the car’s performance.

CENTER FRONT SPLITTER HEIGHT

The height of the lowest point of the splitter forward of the front axle centerline. This value must be above 50mm (1.97in) to pass tech inspection.

制动力分配

制动力分配表示传递至前制动器的制动力百分比。数值高于 50% 时，前制动管路压力高于后制动管路压力，制动平衡因此前移，前轮更容易抱死，但制动区内的整体稳定性也可能提高。应根据车手偏好和赛道条件进行调校，以获得当前情境下的最佳制动表现。

ABS 设置

车辆当前使用的防抱死制动系统映射。共有 12 个挡位：1 挡介入／辅助最少，11 挡辅助最多，0 挡则完全关闭 ABS。建议以 3 挡作为基准设定。提高介入程度可降低制动抱死的概率并缩短抱死持续时间；但若相对于可用抓地力设定得过于激进，制动距离可能反而增加。1 至 6 挡适用于干地，7 至 11 挡应留给湿地条件。

牵引力控制设置

牵引力控制开关的位置决定 ECU 在后轮滑移时削减发动机扭矩的积极程度。共有 12 个挡位：1 至 11 挡从最低介入程度／灵敏度（1 挡）逐步增加至最高（11 挡），0 挡则完全关闭牵引力控制。1 至 6 挡用于干地，7 至 11 挡用于湿地。提高介入程度可减少车轮空转和后轮磨损，但如果系统过于积极地削减发动机扭矩、抑制出弯加速，整体性能也可能下降。

红色旋钮

红色旋钮控制涡轮增压器防迟滞系统的扭矩响应。1 挡的涡轮迟滞最明显，达到峰值扭矩所需时间最长；5 挡的防迟滞最激进，达到峰值扭矩的时间最短。

EPAS 设置

EPAS 是电子助力转向系统，提供多个挡位以适应车手偏好。1 挡的转向助力最少，方向盘手感最重；5 挡助力最多，方向盘手感最轻。

前轴重量分布（%F WTDIST）

前轴重量分布是前轮承载重量占车辆总重的百分比，代表车辆纵向重心位置，并直接影响高速稳定性和低速操控平衡。较高的前轴重量分布可提高方向稳定性，适用于低抓地力赛道以及采用较高前轴下压力的设定。反之，较低数值更适合高抓地力赛道和高后轴下压力配置。该数值无法直接调整，但会随燃油量变化，因为本车油箱位于车手后方。

对角配重（X WT）

对角配重是车库静态状态下，作用于右前和左后车角的重量占车辆总重的百分比。若其他底盘设定均保持左右对称，50.0% 通常最适合非椭圆赛道，可使车辆在左弯和右弯中表现对称。

高于 50% 的对角配重会增加左弯的转向不足和右弯的转向过度。可通过调整各车角的弹簧座偏移量改变对角配重。

BRAKE PRESSURE BIAS

Brake Bias is the percentage of braking force that is being sent to the front brakes. Values above 50% result in greater pressure in the front brake line relative to the rear brake line which will shift the brake balance forwards increasing the tendency to lock up the front tyres but potentially increasing overall stability in braking zones. This should be tuned for both driver preference and track conditions to get the optimum braking performance for a given situation.

ABS SETTING

The current Antilock Brake System map the car is using. Twelve positions are available: Position 1 has the least intervention/support, position 11 has the most support, and position 0 disables the ABS completely. Position 3 is the recommended baseline setting. More intervention reduces the possibility of and the duration of lockups during braking but can result in longer braking distances if the system is set overly aggressive for the amount of available grip. Positions 1-6 should be used in Dry conditions while 7-11 should be reserved for Wet conditions.

TRACTION CONTROL SETTING

The position of the Traction Control switch determines how aggressively the ECU cuts engine torque in reaction to rear wheel slip. Twelve positions are available: Settings 1-11 range from least intervention/sensitivity (position 1) to the highest intervention/sensitivity (position 11) while position 0 disables the traction control completely. Positions 1-6 are for dry conditions while 7-11 should be used for Wet conditions. More intervention will result in less wheelspin and less rear tire wear but can reduce overall performance if the traction control is cutting engine torque too aggressively and stunting corner exit acceleration.

RED ROTARY

The Red Rotary setting controls the torque response from the turbocharger anti-lag system. Setting 1 will result in the most turbo lag and delay to peak torque, while Setting 5 is the most aggressive anti-lag setting and the shortest time to peak torque.

EPAS SETTING

EPAS is the Electronic Power Assisted Steering, featuring multiple settings for driver preference. Setting 1 is the least power steering assistance, producing a heavier steering feel, while Setting 5 is the most assistance and the lightest steering feel.

%F WTDIST

The vehicle’s Front Weight Distribution is the percentage of total vehicle weight on the front tires. This represents the longitudinal Center of Gravity location in the vehicle and has a direct influence on the high-speed stability of the vehicle and low-speed handling balance. Higher Nose Weight values result in a more directionally-stable vehicle, good for low-grip tracks and situations where the vehicle is set up with extra front downforce. Conversely, lower distribution values are good for high-grip tracks and configurations with high rear downforce levels. This is not directly adjustable but varies with fuel load (the fuel cell is behind the driver in this car).

X WT

The percentage of total vehicle weight in the garage acting across the right front and left rear corners, also known as Cross Weight. A setting of 50.0% is generally optimal for non-oval tracks as this will produce symmetrical handling in both left and right hand corners providing all other chassis settings are symmetrical. Higher than

50% cross weight will result in more understeer in left hand corners and increased oversteer in right hand corners. Cross weight can be adjusted by making changes to the spring perch offsets at each corner of the car.

车角重量

车库静态状态下，每条轮胎所承载的重量。合理分配车辆各处重量，对于针对特定赛道和条件优化赛车至关重要。可通过调整各车角车高，分别改变车角重量和对角配重。

车高

地面到后轴中心线处车辆底板下表面的距离。提高后车高会降低后轴下压力占比、增加总下压力，并允许车辆过弯时在后轴产生更多横向重量转移。反之，降低车高会提高后轴下压力占比、减少总下压力，同时减少后轴横向重量转移。后车高是调校机械平衡和空气动力学平衡的关键项目；为获得最佳性能，应结合所选后车角弹簧匹配静态后车高。最大下压力对应的动态后车高范围为 66 至 70 mm（2.60 至 1.76 in）；赛道上实现最小阻力的后车高范围为 15 至 20 mm（0.59 至 0.79 in）。

缓冲胶间隙

减振器在接触缓冲胶前可运动的距离。缓冲胶介入后悬架刚度会显著提高，可改善空气动力学平台控制和高速弯稳定性，但会降低低速弯及颠簸路面上的抓地力。较小数值会让缓冲胶更早介入；较大数值则延后介入，使悬架保持更好的顺从性。在 Daytona 椭圆赛道倾斜弯这类高负载场景中，让后缓冲胶介入可以防止底盘触地；但刚度提高也会使车辆在过弯或施加油门时更难控制。

弹簧刚度

与前轴相似，较硬弹簧会缩小高、低负载状态之间的车高变化，并通过更好的平台控制提升空气动力学性能，但会牺牲机械抓地力。慢速弯出口激进加油时，这一现象尤其明显；硬弹簧在这类情况下表现较差，在颠簸赛道上更可能造成显著牵引力损失。弹簧刚度应匹配赛道需求，并使车辆在高速与低速弯中的操控平衡保持一致。例如，一辆高速弯转向不足、低速弯转向过度的赛车，可能会受益于提高后弹簧刚度。这样可以使用更低的静态后车高，减少低速弯中的后轴重量转移，同时在高速弯保持甚至提高动态后车高，使空气动力学平衡前移并减轻转向不足。多数情况下，更改弹簧刚度后，应在车库中让车辆恢复此前的车高。

外倾角

与前轴相同，后轮也适合使用较大的负外倾角来提高横向抓地能力；不过后轮负外倾角通常会略小于前轮。主要有两个原因：第一，后轮比前轮更宽；第二，后轮还需要负责驱动车辆前进，外倾角带来的横向抓地收益必须与纵向牵引力的损失进行权衡。

CORNER WEIGHT

The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for optimizing a car for a given track and conditions. Individual corner weight adjustments and crossweight adjustments are made by adjusting the ride heights for each corner.

RIDE HEIGHT

Distance from ground to the bottom surface of the car’s floor at the rear axle centerline. Increasing rear ride height will decrease rear downforce as well as increase overall downforce and will allow for more weight transfer across the rear axle when cornering. Conversely, reducing ride height will increase rear downforce percentage but reduce overall downforce while reducing the weight transfer across the rear axle. Rear ride height is a critical tuning component for both mechanical and aerodynamic balance considerations and static rear ride heights should be considered and matched to the chosen rear corner springs for optimal performance. Maximum downforce is between 66 and 70 mm (2.60” & 1.76”) dynamic rear ride height. Minimum drag is from 15 - 20 mm (0.59” - 0.79”) RRH on track.

BUMP RUBBER GAP

The distance the damper will travel before engaging the bump rubber. This will result in a much stiffer suspension and will provide better aerodynamic platform control and better stability in highspeed corners but it will reduce grip in low-speed corners and over rough surfaces. Lower values will engage the bump rubber sooner and higher values will delay engagement to allow for a more compliant suspension. Engaging the bump rubbers on the rear can keep the chassis off the track in high-load situations to keep the car from bottoming out on the track, like Daytona’s oval banking, but due to the increased stiffness it can make the car more difficult to control when cornering or during throttle application.

SPRING RATE

Similar to the front axle, stiffer springs will result in a smaller variance in ride height between high and low load cases and will produce superior aerodynamic performance through improved platform control at the expense of mechanical grip. This can be particularly prominent when exiting slow speed corners with aggressive throttle application. Stiffer springs will tend to react poorly during these instances especially so on rough tracks which will result in significant traction loss. Spring stiffness should be matched to the needs of the racetrack and set such that the handling balance is consistent between high and low speed cornering. As an example case, a car which suffers from high speed understeer but low speed oversteer could benefit from an increase in rear spring stiffness. This will allow for a lower static rear height which will reduce rear weight transfer during slow speed cornering while maintaining or even increasing the rear ride height in high speed cornering to shift the aerodynamic balance forwards and reduce understeer. In most cases, a spring rate change should return the car to its previous ride height in the Garage.

CAMBER

As with the front of the car it is desirable to run significant amounts of negative camber in order to increase the lateral grip capability; however, it is typical to run slightly reduced rear camber relative to the front. This is primarily for two reasons, firstly, the rear tires are wider compared to the fronts and secondly the rear tires must also perform the duty of driving the car forwards where benefits of camber to lateral grip become a tradeoff against reduced longitudinal (traction) performance.

车角重量

车库静态状态下，每条轮胎所承载的重量。合理分配车辆各处重量，对于针对特定赛道和条件优化赛车至关重要。可通过调整各车角车高，分别改变车角重量和对角配重。

车高

地面到后轴中心线处车辆底板下表面的距离。提高后车高会降低后轴下压力占比、增加总下压力，并允许车辆过弯时在后轴产生更多横向重量转移。反之，降低车高会提高后轴下压力占比、减少总下压力，同时减少后轴横向重量转移。后车高是调校机械平衡和空气动力学平衡的关键项目；为获得最佳性能，应结合所选后车角弹簧匹配静态后车高。最大下压力对应的动态后车高范围为 66 至 70 mm（2.60 至 1.76 in）；赛道上实现最小阻力的后车高范围为 15 至 20 mm（0.59 至 0.79 in）。

缓冲胶间隙

减振器在接触缓冲胶前可运动的距离。缓冲胶介入后悬架刚度会显著提高，可改善空气动力学平台控制和高速弯稳定性，但会降低低速弯及颠簸路面上的抓地力。较小数值会让缓冲胶更早介入；较大数值则延后介入，使悬架保持更好的顺从性。在 Daytona 椭圆赛道倾斜弯这类高负载场景中，让后缓冲胶介入可以防止底盘触地；但刚度提高也会使车辆在过弯或施加油门时更难控制。

弹簧刚度

与前轴相似，较硬弹簧会缩小高、低负载状态之间的车高变化，并通过更好的平台控制提升空气动力学性能，但会牺牲机械抓地力。慢速弯出口激进加油时，这一现象尤其明显；硬弹簧在这类情况下表现较差，在颠簸赛道上更可能造成显著牵引力损失。弹簧刚度应匹配赛道需求，并使车辆在高速与低速弯中的操控平衡保持一致。例如，一辆高速弯转向不足、低速弯转向过度的赛车，可能会受益于提高后弹簧刚度。这样可以使用更低的静态后车高，减少低速弯中的后轴重量转移，同时在高速弯保持甚至提高动态后车高，使空气动力学平衡前移并减轻转向不足。多数情况下，更改弹簧刚度后，应在车库中让车辆恢复此前的车高。

外倾角

与前轴相同，后轮也适合使用较大的负外倾角来提高横向抓地能力；不过后轮负外倾角通常会略小于前轮。主要有两个原因：第一，后轮比前轮更宽；第二，后轮还需要负责驱动车辆前进，外倾角带来的横向抓地收益必须与纵向牵引力的损失进行权衡。

前束角

从上方观察时，前束角是车轮相对于底盘中心线的夹角。车轮前缘比后缘更靠近中心线称为正前束，反之则称为负前束。后轴通常采用正前束。增加正前束可改善直线稳定性，但会降低变向响应。应尽量避免使用过大的正前束，否则会增加滚动阻力、降低直线速度。调整后轮前束时要注意，后轴设置值针对单个车轮，而前轴设置值是左右轮的合计值。因此，把左右后轮的设置值相加后，后轴总前束变化量是前轴同一显示数值所代表变化量的两倍。通常建议保持左右前束值相等，避免车辆出现斜行或不对称操控；但在莱姆罗克公园这类左右弯严重不对称的赛道，采用不对称的后轮前束及其他设置参数可能有性能收益。

CORNER WEIGHT

The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for optimizing a car for a given track and conditions. Individual corner weight adjustments and crossweight adjustments are made by adjusting the ride heights for each corner.

RIDE HEIGHT

Distance from ground to the bottom surface of the car’s floor at the rear axle centerline. Increasing rear ride height will decrease rear downforce as well as increase overall downforce and will allow for more weight transfer across the rear axle when cornering. Conversely, reducing ride height will increase rear downforce percentage but reduce overall downforce while reducing the weight transfer across the rear axle. Rear ride height is a critical tuning component for both mechanical and aerodynamic balance considerations and static rear ride heights should be considered and matched to the chosen rear corner springs for optimal performance. Maximum downforce is between 66 and 70 mm (2.60” & 1.76”) dynamic rear ride height. Minimum drag is from 15 - 20 mm (0.59” 0.79”) RRH on track.

BUMP RUBBER GAP

The distance the damper will travel before engaging the bump rubber. This will result in a much stiffer suspension and will provide better aerodynamic platform control and better stability in highspeed corners but it will reduce grip in low-speed corners and over rough surfaces. Lower values will engage the bump rubber sooner and higher values will delay engagement to allow for a more compliant suspension. Engaging the bump rubbers on the rear can keep the chassis off the track in high-load situations to keep the car from bottoming out on the track, like Daytona’s oval banking, but due to the increased stiffness it can make the car more difficult to control when cornering or during throttle application.

SPRING RATE

Similar to the front axle, stiffer springs will result in a smaller variance in ride height between high and low load cases and will produce superior aerodynamic performance through improved platform control at the expense of mechanical grip. This can be particularly prominent when exiting slow speed corners with aggressive throttle application. Stiffer springs will tend to react poorly during these instances especially so on rough tracks which will result in significant traction loss. Spring stiffness should be matched to the needs of the racetrack and set such that the handling balance is consistent between high and low speed cornering. As an example case, a car which suffers from high speed understeer but low speed oversteer could benefit from an increase in rear spring stiffness. This will allow for a lower static rear height which will reduce rear weight transfer during slow speed cornering while maintaining or even increasing the rear ride height in high speed cornering to shift the aerodynamic balance forwards and reduce understeer. In most cases, a spring rate change should return the car to its previous ride height in the Garage.

CAMBER

As with the front of the car it is desirable to run significant amounts of negative camber in order to increase the lateral grip capability; however, it is typical to run slightly reduced rear camber relative to the front. This is primarily for two reasons, firstly, the rear tires are wider compared to the fronts and secondly the rear tires must also perform the duty of driving the car forwards where benefits of camber to lateral grip become a tradeoff against reduced longitudinal (traction) performance.

TOE-IN

Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. At the rear of the car it is typical to run toe-in. Increases in toe-in will result in improved straight line stability and a reduction in response during direction changes. Large values of toe-in should be avoided if possible as this will increase rolling drag and reduce straight line speeds. When making rear toe changes remember that the values are for each individual wheel as opposed to combined as at the front. This means that individual values on the rear wheels are twice as powerful as the combined adjustment at the front of the car when the rear toes are summed together. Generally, it is advised to keep the left and right toe values equal to prevent crabbing or asymmetric handling behavior; however, heavily asymmetric tracks such as Lime Rock Park may see a benefit in performance from running asymmetric configurations of rear toe and other setup parameters.

燃油量

车辆进入赛道时油箱内的燃油量。

防倾杆刀片

可改变防倾杆刀片（或连接臂）来精细调校悬架侧倾刚度。此选项改变刀片方向，并以数字简化表示：1 为最软，数值逐步增加至最大设定 8 时刀片越来越硬。点击右箭头（>）会增加刚度。较硬的刀片设定会提高后轴侧倾刚度并增加转向过度；较软设定则会降低后轴侧倾刚度并减少转向过度。

请注意，前后防倾杆的位置编号方向相反。前、后防倾杆刀片位置之和，可作为整套防倾杆系统对机械平衡贡献的指标。总和较小（1 FARB + 1 RARB = 2）表示车辆更偏转向不足或后轴抓地力更高；总和较大（8 FARB + 8 RARB = 16）则会产生更多转向过度，并提供更多前轴抓地力。

尾翼角度

尾翼角度是指尾翼的相对迎角。尾翼会显著影响车辆产生的总下压力和阻力，增大角度还会使空气动力学平衡向后移动。增大尾翼角度可提升中高速弯的总体过弯抓地力，但会降低直线速度。调整尾翼时，应同时考虑前、后车高，尤其是两者之差，即“前后倾角（rake）”。增大尾翼角度时，要保持相同的整体空气动力学平衡，就必须增大车辆的前后倾角。为维持空力平衡，尾翼角度每增加 1 度，应将动态前车高降低 1.5 mm（0.060 in），或将动态后车高提高 4.0 mm（0.157 in）。这些灵敏度并不一定适用于整个尾翼角度或车高调整范围；如需更精确的数值，请使用车库“TIRES/AERO（轮胎／空气动力学）”选项卡中的空气动力学平衡计算器。

FUEL LEVEL

The amount of fuel in the fuel tank when the car is loaded into the world.

ARB BLADES

The Anti Roll Bar blades (or arms) can be changed to fine tune the suspension roll stiffness. This option changes the orientation of the ARB blades and are given numerical values for simplicity, with 1 being the softest option and the blades becoming stiffer as the value is increased to the maximum setting of 8. Clicking the right arrow (>) increases stiffness. Stiffer blade settings will increase rear roll stiffness and induce oversteer while softer blade settings will reduce rear roll stiffness and reduce oversteer.

Please note that the roll bar positions are inverted front to rear. The total sum of the Front and Rear ARB blade positions is a metric for the mechanical balance contribution of the ARBs as a system. A small sum (1 FARB + 1 RARB = 2) indicates understeer or more rear grip, a large sum (8 FARB + 8 RARB = 16) will produce oversteer and have more front grip.

REAR WING ANGLE

The Rear Wing Angle refers to the relative angle of attack of the rear wing, this is an aerodynamic device which has a significant impact upon the total downforce (and drag!) produced by the car as well as shifting the aerodynamic balance of the car rearwards with increasing angle. Increasing the rear wing angle results in more total cornering grip capability in medium to high speed corners but will also result in a reduction of straight line speed. Rear wing angle should be adjusted in conjunction with front and rear ride heights, specifically the difference between front and rear ride heights known as ‘rake’. To retain the same overall aerodynamic balance it is necessary to increase the rake of the car when increasing the rear wing angle. To maintain aero balance, for every 1 degree of rear wing angle added: lower the FRH 1.5 mm (0.060”) OR raise the RRH 4.0 mm (0.157”). These sensitivities do not necessarily apply across the whole RWA adjustment range or the full RH ranges. Use the Aero Balance Calculator tool in the Garage on the TIRES/AERO tab for more precise values.

齿比组

齿比组会改变变速箱各前进挡的传动比。共有两套齿比组：FIA 适用于大多数赛道；在某些高速赛道采用极小尾翼角度时，可选择 LeMans 齿比组。

摩擦片工作面数量

差速器内摩擦片工作面的数量会影响保持后轴锁止所施加的总作用力。该数值相当于一个倍数系数，增加工作面数量会逐级提高锁止力。例如，8 个摩擦片工作面的锁止力是 4 个的两倍，而 4 个又是 2 个的两倍。

差速器预载

差速器预载是始终存在于差速器内的静态锁止力，在加速和减速时均保持恒定。提高预载会增加差速器两侧的锁止程度，使车辆在松开油门时更容易转向不足，并在激进加油时产生更突然的转向过度。提高预载也会让收油与加油之间的过渡更加平顺，因为差速器锁止力不会降至零；这有助于减少收油转向过度并增强车手信心。若慢速弯出弯驱动力明显不足，或车辆在中低速弯由油门切换至制动的过程中旋转过度，通常应提高差速器预载。

GEAR STACK

Gear Stack changes the forward gear ratios in the transmission. There are two gear stacks available. FIA should be used at the majority of tracks. LeMans may be chosen at some high-speed tracks when very low rear wing angles are used.

FRICTION FACES

The number of friction faces in the differential affect how much overall force is applied to keep the rear axle locked. Treated as a multiplier, adding more faces produces increasingly more locking force. For example, 8 friction faces will have twice the locking force of 4 faces, which will have twice the force of 2 faces.

DIFFERENTIAL PRELOAD

Diff preload is a static amount of locking force present within the differential and remains constant during both acceleration and deceleration. Increasing diff preload will increase locking on both sides of the differential which will result in more understeer when off throttle and more snap oversteer with aggressive throttle application. Increasing the diff preload will also smooth the transition between on and off throttle behavior as the differential locking force will never reach zero which can be helpful in reducing lift-off oversteer and increasing driver confidence. Typically diff preload should be increased when there is noticeable loss in slow corner exit drive and/or over-rotation during transition between the throttle and brake in low to mid speed corners.

本模拟模型中的四向可调减振器，基于真实赛车提供给 iRacing 的力／速度曲线构建，调整范围很大。阻尼可能设得过硬，这会带来过强的底盘控制，但也会使轮胎接地印迹的受力波动过大，导致抓地力降低；阻尼也可能设得过软，这样虽能获得最大的机械抓地力，却会削弱底盘控制。请避免将所有调节器都设在各自范围的极端位置。

低速压缩阻尼

低速压缩阻尼（LSC）决定减振器在较低轴速下压缩（长度缩短）时的阻力，通常对应转向、制动、油门等车手操作以及过弯力引起的底盘运动。该调节器采用泄流螺钉：从全闭位置起 0 格为最大阻尼（压缩阻力最大），18 格为最小阻尼（压缩阻力最小）。提高低速压缩阻尼会使车辆在制动、变向等瞬态运动中更快地向前轴或后轴转移重量；增加阻尼通常还会提高车辆在施加油门时的转向不足倾向。

在前轴，提高 LSC 会使车辆在制动以及前悬架压缩时更容易转向不足。在后轴，提高 LSC 可在施加油门和后悬架压缩时增加牵引力；设定过高时，车手可能会将这种表现感知为转向不足。

高速压缩阻尼

高速压缩阻尼（HSC）影响减振器在较高活塞杆速度下的表现，通常对应碾过路肩和赛道路面颠簸。0 为最大阻尼，18 为最小阻尼。提高高速压缩阻尼会让悬架在这些情况下更硬；降低 HSC 则能更好地吸收冲击，但可能损害赛道各处的空气动力学平台。在平顺赛道上，提高高速压缩阻尼通常能改善性能；在颠簸赛道或路肩激进的赛道上，降低高速压缩阻尼可用平台控制作为代价换取更多机械抓地力。HSC 对正确控制底盘侧倾、俯仰和升沉非常重要。

低速回弹阻尼

低速回弹阻尼（LSR）控制减振器在较低活塞杆速度下伸展时的刚度，通常对应车手操作引起的车身运动。该调节器采用泄流螺钉：从全闭位置起 0 格为最大阻尼，18 格为最小阻尼。较高回弹阻尼会抑制减振器伸展，较低阻尼则让减振器更快伸展。提高回弹刚度可改善空气动力学平台控制和整体底盘响应；但如果悬架在负载减小时来不及充分伸展，也可能使轮胎完全失去与赛道表面的接触。

在前轴，提高 LSR 会让加速时的车头保持低位更久，但可能在施加油门或越过坡顶时引发转向不足。在后轴，提高 LSR 可增强制动时的车辆稳定性，但设定过于激进也可能引发转向不足。

高速回弹阻尼

高速回弹阻尼（HSR）控制减振器在通过颠簸和路肩后伸展时的表现。0 为最大阻尼，18 为最小阻尼。较高阻尼力会减慢减振器伸展，较低数值则让减振器更快伸展。HSR 对车手操作引起的操控变化影响不如其他阻尼明显，但对于底盘针对赛道输入作出正确的空气动力学响应十分重要。

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The 4-way dampers in this simulation model are based on the force / velocity curves used in the real car which were provided to iRacing. The adjustment range is large. It is possible to have too much damping, this will result in excessive chassis control but also too much tire contact patch force variation (low grip). It is also possible to set the dampers to be too soft, this will result in the most mechanical grip but poor chassis control. Avoid setting all the adjusters at the extreme ends of their ranges.

LOW SPEED COMPRESSION

Low speed compression (LSC) affects how resistant the shock is to compression (reduction in length) when the shock is moving at relatively low speeds, usually in chassis movements as a result of driver input (steering, braking, & throttle) and cornering forces. This adjustment is a bleed screw where 0 clicks from closed is maximum damping (most resistance to compression) and 18 clicks is minimum damping (least resistance to compression). Increasing the low speed compression damping will result in a faster transfer of weight to the front or rear of the car during transient movements such as braking and direction change with increased damping usually increasing the car’s tendency to understeer on throttle application.

On the front end of the car, increasing LSC will induce understeer under braking and whenever the front suspension is compressing. On the rear, more LSC can increase traction on throttle and when the rear suspension is in compression, which can be perceived as understeer in extreme cases.

HIGH SPEED COMPRESSION

High speed compression (HSC) affects the shock’s behavior at faster damper shaft speeds, usually attributed to curb strikes and bumps in the track’s surface. The 0 setting is maximum damping and 18 is the minimum. More high speed compression will cause the suspension to be stiffer in these situations, while less HSC will allow the suspension to absorb these bumps better but may hurt the aerodynamic platform around the track. At smoother tracks more high speed compression damping will typically increase performance while at rougher tracks or ones with aggressive kerbs less high speed compression damping can result in an increase in mechanical grip at the expense of platform control. HSC is important for proper roll, pitch & heave control of the chassis.

LOW SPEED REBOUND

Low speed rebound (LSR) damping controls the stiffness of the shock while extending at lower damper shaft speeds, typically during body movement as a result of driver inputs. This adjustment is a bleed screw where 0 clicks from closed is maximum damping and 18 clicks is minimum damping. Higher rebound values will resist expansion of the shock, lower values will allow the shock to extend faster. Higher rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response but can result in the tire losing complete contact with the track surface if the suspension can’t extend fast enough with reduced loads.

On the front end, higher LSR settings will hold the front of the car down longer during acceleration but can induce understeer on throttle application or over crests. On the rear of the car, more LSR will stabilize the car under braking but can induce understeer if set too aggressively.

HIGH SPEED REBOUND

High-speed rebound (HSR) controls the shock in extension after bumps and curb strikes. The 0 setting is maximum damping and 18 is the minimum. Higher forces will reduce how quickly the shock will expand, while lower values will allow the shock to extend more quickly. Despite not having as much of an effect on handling in response to driver inputs, HSR is important for proper chassis aerodynamic response to circuit inputs.

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本节旨在帮助希望深入了解车辆各项设定的用户。

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This section is aimed toward helping users who want to dive deeper into the different aspects of the vehicle’s setup.

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Baseline 是一套稳定、最大下压力的设定，用于帮助车手熟悉车辆。因此它应能在各种燃油量和赛道条件下通过技术检查（Nürburgring Nordschleife 布局除外，该处应使用 nuburgring_sprint/endurance），但不会提供极致性能。

名称带有 _wet 的设定预装湿地胎，并包含适合湿地条件的调整。

名称带有 _sprint 的设定采用 50% 燃油量，车辆平衡更激进，适用于存在燃油限制或比赛时长约为 25 至 30 分钟的场合。这些设定用于正式竞赛。

名称带有 _endurance 的设定采用 100% 燃油量，适用于没有燃油限制和／或比赛时长约为 1 小时以上的场合。名为 fixed 的设定用于固定车辆设定系列赛，与 high_downforce_sprint 设定相近。

名称带有 nurburgring_ 的设定采用 70 mm 最低车高，仅用于 Nürburgring Nordschleife 的各类赛道布局。

虽然大多数赛道通常偏向较高下压力，但在某些情况下，减小尾翼角度以降低阻力可能更有利。

如果某条赛道没有专用设定，建议先从高下压力设定开始，再评估其他下压力等级。判断赛道是否可能受益于降低下压力配置时，最高车速是一项很好的指标。

以下范围可用于判断可能最合适的配置等级，但请注意，赛道设计（高速弯数量等）、海拔和环境条件等因素也会影响选择；海拔较高或环境温度较高时，通常更偏向使用较高下压力。

Baseline is a stable, maximum downforce setup that is intended as an introduction to the car. As such, this setup should always pass tech inspection at every fuel load and track (Except Nürburgring Nordschleife configurations where ‘nuburgring_sprint/endurance’ should be used) but will not provide ultimate performance.

Setups labeled ‘_wet’ have wet tyres pre-fitted and setup adjustments to suit wet conditions.

Setups labeled ‘_sprint’ have a 50% fuel load, a more aggressive balance and are intended for use where there is either a fuel limitation OR race lengths are approximately 25 to 30 minutes in length. These setups are intended to be used in competition.

Setups labeled ‘_endurance’ have a 100% fuel load and are for use where no fuel restriction is present and/or race lengths are approximately 1 hour or more in length. The setup titled ‘fixed’ is the setup used in the fixed setup series and is similar to the high_downforce_sprint setup.

Setups labeled ‘nurburgring_’ are built with 70 mm minimum ride heights and are for use solely on Nürburgring Nordschleife configurations.

While most tracks will trend towards favoring more downforce there can be some instances where reducing rear wing angle for less drag may be beneficial.

If a track doesn’t have a setup it is recommended to start out with the High Downforce setup first before evaluating the other downforce level options. A good indicator of if a track may benefit from a reduction in downforce trim is the maximum speed reached.

The following boundaries are suggestions for what trim level may be optimal but please note that other factors such as track design (number of high speed corners, etc), altitude and ambient conditions will also impact your decision here with higher altitude tracks and hotter ambient conditions favoring more downforce.

GT3 赛车对前、后轴车高的细微变化非常敏感，因此在调整静态车高、各车角弹簧刚度和尾翼角度等项目时，必须始终考虑这一点。

获得最大总下压力的最佳配置如下：

• 尾翼角度：+10.5
• 动态前车高：35.0 mm（±2.5 mm）
• 动态后车高：70.0 mm（±2.5 mm）

一旦车高高于或低于上述目标，总下压力便会开始下降。以最大下压力为目标时，必须考虑赛道的所有工况。例如，如果制动时后车高超过目标值，空气动力学平衡会前移，同时总下压力也会降低，车辆因此变得不稳定。在真实驾驶中，正是这些制动工况决定了您能多接近最大下压力目标。

获得最小总阻力的最佳配置如下：

• 尾翼角度：+0.5
• 动态前车高：17.5 mm（±2.5 mm）
• 动态后车高：17.5 mm（±2.5 mm）

在大多数赛道上，很难将车高降到足以达到这些低阻力目标，但 Daytona 等赛道可以做到。请记住，绝对最低车高受路面条件限制；接近目标时空气阻力会降低，但如果车底开始接触地面，整体阻力反而可能增加。还需说明的是，这套低阻力配置既无法提供最佳总下压力，也无法提供最佳操控平衡。

调整尾翼角度时，应进行以下配套调整以维持空气动力学平衡：

• 尾翼角度：+1
• 前车高：-1.5 mm
• 或
• 后车高：+4.5 mm

 

• 尾翼角度：-1
• 前车高：+1.5 mm
• 或
• 后车高：-4.5 mm

这些调整灵敏度在空气动力学图谱的各区域并不相同，也不适用于所有尾翼角度。因此强烈建议使用“TIRES/AERO（轮胎／空气动力学）”选项卡中的空气动力学平衡计算器：

• 从一套已知高速空气动力学平衡良好的车辆设定开始。
• 记录前轴下压力占比和高速动态车高。
• 根据所需的总下压力变化增大或减小尾翼角度。
• 调整高速后车高，直至达到目标前轴下压力占比。
• 将维持平衡所需的动态后车高差值，应用到“Chassis（底盘）”选项卡中的静态后车高。

必要时也可同时组合调整前、后车高（例如较低后车高不易实现时）。减小尾翼角度后，这样做可保留更多总下压力而不破坏平衡，但代价是空气阻力略有增加。

这些参考值只是建议追求的目标，车辆整体平衡仍应放在首位。在某些情况下，可能无法在这些目标值下获得良好平衡，此时应牺牲少量绝对性能，以换取更好的操控平衡。

• 较小尾翼角度 = 更多转向过度、更少下压力、更小阻力、更低过弯速度、更高直线速度。
• 较大尾翼角度 = 更多转向不足、更多下压力、更大阻力、更高过弯速度、更低直线速度。

GT3 cars are very sensitive to small variations in ride heights at both the front and rear axle and this must be kept in mind when making setup adjustments such as static ride heights, corner spring rates and rear wing angle.

The optimal configuration for most total downforce is as follows:

• Rear Wing Angle: +10.5
• Dynamic Front Ride Height: 35.0 mm (+/-2.5 mm)
• Dynamic Rear Ride Height: 70.0 mm (+/-2.5 mm)

Should you go over or under the ride height targets stated above you will begin to lose overall downforce. It is very important to consider all aspects of the track when aiming for this maximum downforce target. Consider that if the rear ride height increases beyond the target during braking, you will experience both a balance shift forwards and a loss in overall downforce resulting in a destabilizing situation. It is these braking considerations that will govern how closely you can approach this maximum in a real world situation.

The optimal configuration for the least total drag is as follows:

• Rear Wing Angle: +0.5
• Dynamic Front Ride Height: 17.5 mm (+/- 2.5 mm)
• Dynamic Rear Ride Height: 17.5 mm (+/- 2.5 mm)

For the majority of tracks, it will be difficult to achieve ride heights low enough to hit these drag targets; however, it is possible at a track such as Daytona. Please keep in mind that your absolute minimums are governed by the road surface and that while aerodynamic drag will decrease as you approach these targets, overall drag may increase if the car starts to make ground contact. It should also be stated that this low drag trim is neither optimal for total downforce nor handling balance.

When adjusting the rear wing angle, the following adjustments should be made to retain aerodynamic balance:

• Rear Wing Angle: +1
• Front Ride Height: -1.5 mm
• OR
• Rear Ride Height: +4.5 mm

 

• Rear Wing Angle: -1
• Front Ride Height: +1.5 mm
• OR
• Rear Ride Height: -4.5 mm

These adjustment sensitivities are not the same in all parts of the aeromap nor are they valid for all rear wing angles. For this reason, it is strongly suggested that one use the Aero Balance Calc tool on the Tires/Aero tab:

• Start with a setup that is known to have good high speed aero balance.
• Note the % Front Downforce and dynamic RHs at speed.
• Add or subtract Rear Wing Angle for the desired overall downforce change
• Adjust the Rear RH at speed until the target % Front Downforce value is reached
• Apply the difference in dynamic Rear RH needed to retain balance to the static Rear RHs on the Chassis tab.

It is also possible to combine adjustments of front and rear ride height together if necessary (such as when lower rear heights cannot be easily achieved), this can result in more overall downforce being retained when reducing wing angle without detrimentally impacting the balance but at the cost of slightly increased aerodynamic drag.

These reference values are provided as targets to aim for, however, overall car balance should remain the priority. It may not be possible to achieve a good balance at these targets in certain situations and as such, you should elect to sacrifice some raw performance for a better balance.

• Lower Rear Wing Angle = More oversteer, less downforce, less drag, lower cornering speed, higher straight line speed.
• Higher Rear Wing Angle = More understeer, more downforce, more drag, higher cornering speed, lower straight line speed.

如果希望调整车辆的基础平衡，又不想显著影响空气动力学平台的俯仰和升沉，也不想调整差速器，可以使用可调式前、后防倾杆。

• 更硬的前防倾杆 -> 更多转向不足
• 更软的前防倾杆 -> 更多转向过度
• 更硬的后防倾杆 -> 更多转向过度
• 更软的后防倾杆 -> 更多转向不足
• 同时调软前、后防倾杆 -> 空气动力学性能下降、机械抓地力增加（适合颠簸路面），对操作输入的响应变慢。
• 同时调硬前、后防倾杆 -> 空气动力学性能提升（适合高速长弯）、机械抓地力减少，对操作输入的响应加快。

Should you wish to adjust the underpinning balance of the car without impacting the aero platform significantly in pitch and heave, or adjusting the differential then front and rear adjustable anti-roll bars are available.

• Stiffer front ARB -> More Understeer
• Softer front ARB -> More Oversteer
• Stiffer rear ARB -> More Oversteer
• Softer rear ARB -> More Understeer
• Softer front AND rear ARB -> Reduced aerodynamic performance, more mechanical grip (good for rough surfaces) and slower response to inputs.
• Stiffer front AND rear ARB -> Increased aerodynamic performance (good for fast sweeping corners), less mechanical grip and increased response to inputs.

差速器提供两类调整选项。

• 增加摩擦片工作面 -> 收油时更多转向不足、加油时更多转向过度；在颠簸路面和碾过路肩时，内侧车轮较不易空转。
• 减少摩擦片工作面 -> 收油时较少转向不足、加油时较少转向过度；在颠簸路面和碾过路肩时，内侧车轮更易空转。通常更适合 Spa 一类路面平顺、路肩平坦的赛道。

在全油门、持续制动或完全滑行等高输入扭矩状态下，摩擦片工作面数量起主导作用。

预载会叠加到差速器的总锁止扭矩中，相当于一个始终存在的偏置扭矩，即使输入扭矩为零也不例外。因此，在差速器输入扭矩接近零的过渡阶段，例如松开油门和／或开始拖刹时，预载的作用更为明显。

• 增加预载 -> 较少收油转向过度、更高入弯稳定性、收油时更多转向不足、加油时更多转向过度。
• 减少预载 -> 更多收油转向过度、较低入弯稳定性、收油时较少转向不足、加油时较少转向过度。

Two adjustment options are available for the differential.

• More friction faces -> More off throttle understeer, more on throttle oversteer, less inside wheelspin-up on rough surfaces and kerb strikes.
• Less friction faces -> Less off throttle understeer, less on throttle oversteer, more inside wheelspin-up on rough surfaces and kerb strikes. Typically better at tracks like Spa or those with smooth surfaces and flat kerbing.

Friction faces are dominant at high input torques such as full throttle, sustained braking or pure coastdown.

Preload is additive to the total locking torque of the differential and acts as an offset torque which is always present, even at zero input torque. This means that it is more dominant during transition behavior where the differential input torque is near zero, such as at throttle lift and/or during initial trail braking.

• More preload -> Less liftoff oversteer, more corner entry stability, more off throttle understeer, more on throttle oversteer.
• Less preload -> More liftoff oversteer, less corner entry stability, less off throttle understeer, less on throttle oversteer.