Audi RS 3 LMS TCR
用户手册Audi RS 3 LMS TCR
User Manual

亲爱的 iRacing 用户：

恭喜您购买 Audi RS 3 LMS！iRacing 全体成员感谢您的支持以及对我们产品的认可。我们致力于提供极致的模拟赛车体验，也希望您驾驶新车时能在赛道上尽享激情！

近年来，房车赛在全球迅速走红，Audi RS 3 LMS 也已成为其中最受欢迎的赛车之一。RS 3 LMS 被四大洲的车手广泛使用，首次亮相后很快便取得成功，并在来自 12 家制造商的车型中当选“2018 年度车型”。

Audi RS 3 LMS 车身轻巧、速度迅捷，搭载 2.0 升涡轮增压发动机，最大功率可达 350 马力。序列式换挡机构与出色的 0–60 mph 加速表现，让这辆前轮驱动房车无论何时何地参赛，都能带来精彩激烈的较量。

本指南将说明如何充分发挥新车的性能，涵盖从赛道外的车辆设置调整，到驾驶时在座舱内看到的各种信息。希望本指南能帮助您快速上手。

再次感谢您的购买，我们赛道上见！

DEAR iRACING USER,

Congratulations on your purchase of the Audi RS 3 LMS! 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!

Touring car racing has exploded in popularity around the world over the past few years, and the Audi RS 3 LMS has proven to be one of the most popular cars. Utilized by drivers on four continents, the RS 3 LMS found success quickly after its debut and was voted “Model of the Year 2018” among vehicles from 12 manufacturers.

Light and quick, the Audi RS 3 LMS produces up to 350 horsepower from its turbocharged two-liter powerplant. Sequential shifting and a quick 0-60 time mean that this front-wheel drive touring car produces plenty of exciting action, no matter where or when it’s racing.

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!

前置发动机、前轮驱动；前悬架采用麦弗逊支柱结构，后悬架采用多连杆结构

FRONT-ENGINE, FRONT-WHEEL DRIVE WITH FRONT MCPHERSON STRUT & REAR MULTILINK SUSPENSION

横置直列四缸发动机

TRANSVERSELY MOUNTED IN-LINE 4 CYLINDER

本指南旨在帮助您深入理解车库中可用的底盘设置选项，以便按照个人偏好调校车辆。

启动车辆前，建议先为制动力分配调整映射控制按键。虽然这并非必要操作，但可让您在赛道上根据驾驶风格快速调整制动力分配。

进入车辆后，只需拉动“升挡”拨片挂入挡位，再踩下油门踏板即可起步。本车采用自动化序列式变速箱，升挡和降挡均无须手动操作离合器。不过，降挡保护会在系统判断当前车速相对于请求挡位过高时阻止降挡；此时，降挡指令会被直接忽略。

建议在仪表台上的所有换挡提示灯全部亮起时升挡。

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 starting the car, it is recommended to map controls for Brake Bias adjustment. While this is not mandatory, this will allow you to make quick changes to the brake bias to suit your driving style while on track.

Once you load into the car, getting started is as easy as pulling the “upshift” paddle to put it into gear, and hitting the accelerator pedal. This car uses an automated sequential transmission and does not require manual clutch operation to shift in either direction. However, the car’s downshift protection will not allow you to downshift if it feels you are traveling too fast for the gear requested. If that is the case, the downshift command will simply be ignored.

Upshifting is recommended when all shift lights on the dashboard are all fully illuminated

进入车辆后，只需按下“升挡”按钮挂入挡位，再踩下油门踏板即可起步。本车采用序列式变速箱，升挡和降挡均无须操作离合器。不过，降挡保护会在系统判断当前车速相对于目标挡位过高、可能造成发动机损坏时阻止降挡；此时，降挡指令会被直接忽略。

Once you load into the car, getting started is as easy as selecting the “upshift” button to put it into gear, and hitting the accelerator pedal. This car uses a sequential transmission and does not require a clutch input to shift in either direction. However the car’s downshift protection will not allow you to downshift if it feels you are traveling too fast for the gear selected and would incur engine damage. If that is the case, the gear change command will simply be ignored.

进入比赛会话后，车辆会自动载入 iRacing 基准设置 <baseline.sto>。如果您希望使用 iRacing 针对不同条件预制的其他设置，可以依次单击“车库 > iRacing 设置 >”，再选择符合需求的设置。

如需自定义设置，只需在车库中完成所需修改，然后单击“应用”。若要保存设置供日后使用，请单击右侧的“另存为”，为修改后的设置命名并保存。要查看所有个人设置，请单击车库右侧的“我的设置”。

如需与另一位车手或会话中的所有人共享设置，可以单击车库右侧的“共享”。

如果其他车手正在与您共享设置，也可以在车库右侧的“共享设置”中找到该设置。

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.

Audi RS 3 LMS 提供两个可选仪表页面，两个页面使用相同的 LED 配置。仪表显示屏左右两侧各有八颗 LED，并分别编号。

There are two selectable dash pages in the Audi RS3 LMS, with both dash pages using the same LED configuration. Eight LEDs are on the left and right of the dash display and numbered individually.

LED 警告

LED 1 + LED 5 — 红色慢闪：维修区限速器已启用。LED 1 + LED 5 — 黄色快闪：燃油量低。

LED 1 — 红色快闪：机油压力低。LED 5 — 红色快闪：冷却液温度高。

LED ALARMS

LED 1 + LED 5 - Slow Blinking Red: Pit Limiter is active. LED 1 + LED 5 - Fast Blinking Yellow: Low Fuel

LED 1 - Fast Blinking Red: Low Oil Pressure LED 5 - Fast Blinking Red: High water Temperature

LED 警告

LED 1 + LED 5 — 红色慢闪：维修区限速器已启用。LED 1 + LED 5 — 黄色快闪：燃油量低。

LED 1 — 红色快闪：机油压力低。LED 5 — 红色快闪：冷却液温度高。

LED ALARMS

LED 1 + LED 5 - Slow Blinking Red: Pit Limiter is active. LED 1 + LED 5 - Fast Blinking Yellow: Low Fuel

LED 1 - Fast Blinking Red: Low Oil Pressure LED 5 - Fast Blinking Red: High water Temperature

提示灯从左向右依次在以下发动机转速点亮：

发动机达到 6700 RPM 时，仪表显示屏会弹出“SHIFT”换挡警告。

From left to right the lights become lit at the following RPM:

At 6700 RPM a pop-up alarm will appear on the dash display reading “SHIFT”.

本节面向希望深入了解车辆各项设置的进阶用户。调整以下参数并非必要操作，而且可能显著改变车辆的操控特性。建议所有调整都采用小幅渐进的方式，每次仅更改一个变量，然后上赛道测试效果。

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.

轮胎类型

选择车辆载入赛道时安装的轮胎类型。干地光头胎用于干燥比赛条件，湿地胎则用于降雨和湿滑赛道条件。

起始胎压

车辆载入赛道时的轮胎气压。较高胎压可降低滚动阻力和热量积聚，但会减少抓地力；较低胎压会增加滚动阻力和热量积聚，但可提高抓地力。车速和负荷较高时需要更高胎压，车速和负荷较低时则通常使用较低胎压表现更好。为获得最佳性能，应根据赛道特性设置冷态胎压。一般建议从较低胎压开始，再按需逐步提高。

上次热态胎压

车辆返回维修区后的轮胎气压。冷态与热态胎压之差可用于判断车辆在一个赛道驾驶阶段中的平衡变化；负荷较重的轮胎会产生更大的冷热胎压差。理想情况下，工作状态相近的轮胎应以相同速率增压，以免车辆的操控平衡随着轮胎使用时间而改变。因此，应调整冷态胎压，使同类轮胎达到工作温度后具有相近胎压。应在连续行驶若干圈、胎压趋于稳定后分析热态胎压。由于每次驾驶阶段的圈数会随赛道长度变化，可先在完整燃油驾驶里程约 50% 处进行分析。

轮胎温度

车辆返回维修区后，通过高温计测得的轮胎胎体温度。单轮载荷和轮胎在赛道上的工作强度会反映在胎温中，可利用这些数值分析车辆的操控平衡。温度分别在胎面内侧、中部和外侧三个区域测量。中央温度适合直接比较各条轮胎的工作强度；车辆返回赛道后，内侧与外侧温度则可用于分析车轮定位状态，主要是外倾角。

剩余胎面厚度

车辆返回维修区后轮胎的剩余胎面厚度。轮胎磨损非常有助于识别车轮定位方面的潜在问题，例如轮胎一侧过度磨损；还可结合胎温分析车辆的操控平衡。其测量区域与胎温相同。

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.

STARTING PRESSURE

Air pressure in the tire when the car is loaded into the world. Higher pressures will reduce rolling drag and heat buildup, but will decrease grip. Lower pressures will increase rolling drag and heat buildup, but will increase grip. Higher speeds and loads require higher pressures, while lower speeds and loads will see better performance from lower pressures. Cold pressures should be set to track characteristics for optimum performance. Generally speaking, it is advisable to start at lower pressures and work your way upwards as required.

LAST HOT PRESSURE

Air pressure in the tire after the car has returned to the pits. The difference between cold and hot pressures can be used to identify how the car is progressing through a run in terms of balance, with heavier-loaded tires seeing a larger difference between cold and hot pressures. Ideally, tires that are worked in a similar way should build pressure at the same rate to prevent a change in handling balance over the life of the tire, so cold pressures should be adjusted to ensure that similar tires are at similar pressures once up to operating temperature. Hot pressures should be analyzed once the tires have stabilized after a period of laps. As the number of laps per run will vary depending upon track length a good starting point is approximately 50% of a full fuel run.

TIRE TEMPERATURES

Tire carcass temperatures, measured via Pyrometer, once the car has returned to the pits. Wheel Loads and the amount of work a tire is doing on-track are reflected in the tire’s temperature, and these values can be used to analyze the car’s handling balance. These values are measured in three zones across the tread of the tire: Inside, Middle and Outer. Middle temperatures are useful for directly comparing the work done by each tire, while the Inner and Outer temperatures are useful for analyzing the wheel alignment (predominantly camber) after returning from the track.

TREAD REMAINING

The amount of tread remaining on the tire once the car has returned to the pits. Tire wear is very helpful in identifying any possible issues with alignment, such as one side of the tire wearing excessively, and can be used in conjunction with tire temperatures to analyze the car’s handling balance. These values are measured in the same zones as the temperatures.

前轴配重

车库中前轴载荷占车辆总重的百分比。较高的前轴配重会在过弯时增加转向不足并提高直线稳定性；较低的前轴配重则会在过弯时增加转向过度。该数值无法直接调整，而会随燃油量等其他设置变化。

对角配重

车库中右前轮与左后轮载荷之和占车辆总重的百分比。对于非椭圆赛道，在其他底盘设置左右对称的前提下，50.0% 通常为最佳值，可使车辆在左右弯中呈现对称的操控特性。高于 50% 的对角配重会使车辆在左弯中更容易转向不足、在右弯中更容易转向过度。可通过调整各轮的弹簧座偏移来改变对角配重。

防倾杆管壁厚度

前防倾杆采用空心管而非实心杆，改变管壁厚度即可改变防倾杆刚度。管壁越厚，防倾杆刚度越高，前悬架的侧倾刚度也越大；管壁越薄则会降低防倾杆刚度，使前悬架在侧倾方向上更软。通常，较硬的前防倾杆会增加转向不足，较软的前防倾杆则会减轻转向不足。高速行驶时，较硬的前防倾杆能更好地维持车辆侧倾姿态，有助于在高速弯中保持稳定的下压力水平。较软的防倾杆会产生更大的侧倾角，但可提高低速弯中的机械抓地力。

防倾杆臂长度

可通过改变前防倾杆摆臂长度来微调其刚度。较短的摆臂会略微提高防倾杆的等效刚度，较长的摆臂则会降低等效刚度。其作用方式与管壁厚度调整相同：较硬设置会增加转向不足，较软设置则会减轻转向不足。

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。在前轴增加负前束会提高内侧轮胎的滑移并降低直线稳定性；增加正前束则会减少滑移并提高直线稳定性。

ABS 设置

此设置可开启或关闭防抱死制动系统（ABS）。设置 1 开启 ABS，设置 0 关闭 ABS。该数值可通过 F8 黑框调整。

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，前制动管路压力相对于后制动管路更高，制动平衡会向前移动，前轮更容易抱死，但车辆在制动区内可能更稳定。应结合车手偏好和赛道条件进行调整，以获得当前情境下的最佳制动表现。该数值可通过 F8 黑框调整。

后制动比例阀

后制动比例阀设置可增加或减少传递至后制动器的制动力，而不会降低前制动器的制动力；这与制动力分配设置不同，后者在增加后制动力时会相应减少前制动力。提高后制动比例阀设置会增加后轮制动力，降低设置则会减少后轮制动力。该数值可通过 F8 黑框调整。

手刹比率

手刹比率设置会改变施加手刹的激进程度。较大的比率会施加更强的制动力，使手刹介入时后轮更容易抱死；较小的比率则不易使车轮抱死。

起步转速限制

无论是比赛发车还是驶离维修区，车辆从静止状态起步时，“起步转速限制”都会在车辆开始滚动前，将转速限制器设为此处指定的数值。这有助于尽量减少车轮空转；可根据赛道表面抓地力提高或降低数值，以获得最佳起步。该数值可通过 F8 黑框调整。

仪表显示页面

可在车库中设置车辆仪表默认显示的页面。该数值也可通过 F8 黑框调整。

前分流器高度

车库中会显示前分流器的离地间隙。该数值无法直接调整，但会随车库中的其他设置变化。技术检查不会对此数值进行限制，它仅用于参考车辆静止时的姿态。

NOSE WEIGHT

The percentage of total vehicle weight in the garage across the front axle. Higher Nose Weight values will induce understeer when cornering and promote straight-line stability, while lower Nose Weight values will increase oversteer while cornering. This is not directly adjustable and is altered by other adjustments, such as Fuel Level.

CROSS WEIGHT

The percentage of total vehicle weight in the garage situated on the right front and left rear corners. 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.

ANTI-ROLL BAR WALL THICKNESS

The front Anti-Roll Bar is a hollow tube instead of a solid bar, and changing the thickness of the tube wall will change the bar’s stiffness. A thicker wall will increase bar stiffness, stiffening the front suspension in roll, while a thinner wall will decrease bar stiffness, softening the front suspension in roll. Generally a stiffer front bar will induce understeer while a softer front bar will reduce understeer. At high speeds a stiffer front bar will better maintain the car’s roll attitude, which can help maintain a constant level of downforce in high-speed corners. A softer bar will result in higher roll angles but will increase mechanical grip in slower corners.

ANTI-ROLL BAR BLADE LENGTH

To fine-tune the front Anti-Roll Bar’s stiffness the length of the arms can be changed. Shorter arms will slightly increase the effective stiffness of the bar and longer arms will decrease the effective stiffness. This works in the same way the Wall Thickness adjustment does, with stiffer settings inducing understeer and softer settings reducing understeer.

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 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.

ABS SETTING

The Anti-Lock Brake System (ABS) can be turned on or off through this setting. Setting 1 will enable ABS while Setting 0 will disable ABS. This value can be adjusted via the F8 Black Box.

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 lines relative to the rear brake lines which will shift the brake balance forwards increasing the tendency to lock up the front tires 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. This value can be adjusted via the F8 Black Box.

REAR BRAKE VALVE

The Rear Brake Valve setting can be used to increase or decrease the braking force going to the rear brakes without reducing the force going to the front brakes (This is counter to the Brake Pressure Bias setting which reduces front brake force when increasing rear brake force). Increasing the rear brake valve setting will increase the braking force on the rear wheels while a lower setting will decrease the force to the rear wheels. This value can be adjusted via the F8 Black Box.

HANDBRAKE RATIO

The Handbrake Ratio setting changes how aggressively the handbrake is applied. Larger ratios will apply a more aggressive force, making it easier to lock the rear wheels when the handbrake is applied, while a lower ratio will not lock the wheels as easily.

LAUNCH RPM LIMIT

When launching the car from a standstill, either at the race start or from the pits, the Launch RPM Limit will set the rev limiter to whatever this setting is set to until the car is rolling. This will help to keep wheelspin to a minimum and can be set higher or lower depending on track surface grip levels to get an optimum launch. This value can be adjusted via the F8 Black Box.

DASH DISPLAY PAGE

The default page displayed on the vehicle’s dash can be set in the garage. This value can be adjusted via the F8 Black Box.

SPLITTER HEIGHT

The front splitter ground clearance is shown in the garage. This is not directly adjustable but will change based on other settings in the garage. There are no tech-inspection checks on this value and it only serves as a reference for the car’s attitude under static conditions.

单轮载荷

车辆在车库中静止时，各车轮承受的载荷。合理分配各轮载荷，对于针对特定赛道和条件优化车辆至关重要。单轮载荷和对角配重均通过各轮的弹簧座偏移进行调整。

车高

地面到底盘参考点的距离。由于数值是相对于车辆上的特定参考点测量，因此未必代表车辆的实际离地间隙，但可作为车辆静止时距赛道表面高度的可靠基准。调整车高是获得最佳性能的关键，因为车高会直接影响车辆的空气动力学性能和机械抓地力。提高前车高会减少前轴下压力和整车总下压力，但会允许过弯时前轴发生更多横向载荷转移。相反，降低前车高会增加前轴及整车总下压力，但会减少前轴横向载荷转移。

弹簧座偏移

通过改变弹簧的安装位置来调整车辆各轮的车高。增大弹簧座偏移会降低该轮车高，减小弹簧座偏移则会抬高该轮车高。此类调整应在同一车轴左右对称进行，以确保左右车高一致且不改变对角配重。也可成对角线调整弹簧座偏移（左前与右后、右前与左后），以改变车辆的静态对角配重。

弹簧刚度

此设置决定各轮所安装弹簧的刚度。较硬的弹簧可缩小高、低负荷状态间的车高变化，并通过改善平台控制提高空气动力学性能；但也会加大轮胎负荷波动，导致机械抓地力下降。赛道越颠簸，硬弹簧的缺点通常越明显，此时使用较软弹簧反而能改善整体表现。各轮弹簧的变化会同时影响平台的侧倾和俯仰控制；调整各轮弹簧刚度时，还应考虑相应调整防倾杆，以保持原有的前后侧倾刚度分配和操控平衡。降低各轮弹簧刚度时，应提高防倾杆刚度，以维持更换弹簧前的整体侧倾刚度。更改弹簧刚度后，必须调整弹簧座偏移，将车辆恢复至此前的静态车高。

压缩刚度

压缩刚度设置会同时调整减振器的低速与高速压缩阻尼特性。提高压缩阻尼会使制动、快速变向等瞬态动作中的载荷更快转移至车头。较高的前压缩设置有助于维持更稳定的空气动力学姿态，并带来更灵敏的机械响应；但在较颠簸的赛道上，大幅轮胎负荷波动可能导致前轴牵引力下降。

回弹刚度

回弹刚度设置会同时调整减振器的低速与高速阻尼特性，调节范围与前减振器相同。提高回弹阻尼会减慢减振器在低速和高速工况下的伸长速度。与车辆前部相同，较高的回弹刚度可改善空气动力学平台控制和底盘整体响应。但应避免减振器回弹过慢，否则轮胎可能失去与赛道表面的接触。此问题在制动和初始入弯阶段、后轮负荷相对较低时尤其不利。

回弹刚度（续）

回弹刚度设置会同时调整低速与高速回弹阻尼特性。悬架卸载时，提高回弹阻尼会减慢减振器在低速和高速工况下的伸长速度。典型低速工况是车辆在出弯时由侧倾状态恢复水平；高速工况则是悬架在大幅碾过路肩后伸长。设置 0 是最小阻尼（伸长阻力最小），设置 10 是最大阻尼（伸长阻力最大）。较高的回弹刚度可改善空气动力学平台控制和底盘整体响应，但应避免减振器回弹过慢，否则轮胎可能完全失去与赛道表面的接触，引发或加剧严重振荡。

外倾角

外倾角是车轮相对于底盘中心的垂直夹角。车轮顶部比底部更靠近底盘中心线称为负外倾，轮胎顶部比底部更向外则称为正外倾。受悬架几何和过弯负荷影响，四个车轮通常都需要负外倾。增大负外倾角的绝对值可提高轮胎产生的横向力，但会降低制动时的纵向抓地力。外倾角过大虽然可能产生很强的过弯力，也会显著缩短轮胎寿命，因此需要在耐久性与性能之间取得平衡。增加前轮负外倾通常会增强中高速过弯时的前轴抓地力，但会损失制动性能，因此需要将制动力分配相应后移作为补偿。

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 wheel weight adjustments and crossweight adjustments are made via the spring perch offset adjustments at each corner.

RIDE HEIGHT

Distance from ground to a reference point on the chassis. Since these values are measured to a specific reference point on the car, these values may not necessarily reflect the vehicle’s ground clearance, but instead provide a reliable value for the height of the car off of the race track at static values. Adjusting Ride Heights is key for optimum performance, as they can directly influence the vehicle’s aerodynamic performance as well as mechanical grip. Increasing front ride height will decrease front downforce as well as decrease overall downforce, but will allow for more weight transfer across the front axle when cornering. Conversely, reducing ride height will increase front and overall downforce, but reduce the weight transfer across the front axle.

SPRING PERCH OFFSET

Used to adjust the ride height at the corners of the car by changing the installed position of the spring. Increasing the spring perch offset will result in lowering the corner of the car while reducing the spring perch offset will raise the corner of the car. These changes should be kept symmetrical across the axle (left to right) to ensure the same corner ride heights and no change in cross weight. The spring perch offsets can also be used in diagonal pairs (LF to RR and RF to LR) to change the static cross weight in the car.

SPRING RATE

This setting determines the installed corner spring stiffness. 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; however, they will also result in increased tire load variation which will manifest as a loss in mechanical grip. The drawbacks of stiffer springs will become more pronounced on rougher tracks where softer springs will result in increased overall performance. Corner spring changes will influence both roll and pitch control of the platform and ARB changes should be considered when altering corner spring stiffnesses in order to retain the same front to rear roll stiffness and handling balance. When reducing corner spring stiffness the ARB stiffness should be increased to retain the same roll stiffness as before the spring change. Spring perch offsets must be adjusted to return the car to the prior static ride heights after any spring rate change.

BUMP STIFFNESS

The bump stiffness setting is a paired adjustment controlling both the low and high speed compression damping characteristics of the damper. Increasing the compression damping will result in faster weight transfer to the front of the car during transient movements such as braking and quick direction changes. High front bump settings can help maintain a more consistent aerodynamic attitude and feel more mechanically responsive, but can cause a loss of front traction on rougher tracks due to large amounts of tire load variation.

REBOUND STIFFNESS

The rebound stiffness setting is a paired adjustment controlling both the low and high speed damping characteristics of the damper with identical ranges to those of the front dampers. Increasing rebound damping will slow down the rate at which the damper extends in both low and high speed situations. As with the front of the car, high rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response. However, it is important to avoid settings where the shock is too slow in rebounding as this will result in the tire losing contact with the track surface. This can be particularly detrimental during braking events and during the initial turn-in phase when the rear tires are under relatively low load.

REBOUND STIFFNESS CONT.

The Rebound Stiffness setting is a paired adjustment to both low and high speed rebound damping characteristics. Increasing rebound damping will slow down the rate at which the damper extends in both low and high speed situations as load is removed from the suspension. A typical low speed situation would be as the car rolls back to level on a corner exit while a high speed situation would be where the suspension is extending after large kerb contact. Setting 0 is minimum damping (least resistance to extension) while 10 is maximum damping (most resistance to extension). While high rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response it is important to avoid situations where the shock is too slow in rebound as this will result in the tire losing complete contact with the track surface which can induce or exacerbate severe oscillations.

CAMBER

Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the bottom. Due to suspension geometry and corner loads, negative camber is desired on all four wheels. Higher negative camber values will increase the cornering force generated by the tire, but will reduce the amount of longitudinal grip the tire will have under braking. Excessive camber values can produce very high cornering forces but will also significantly reduce tire life, so it is important to find a balance between life and performance. Increasing front camber values will typically result in increased front axle grip during mid to high speed cornering but will result in a loss of braking performance and necessitate a rearward shift in brake bias to compensate.

单轮载荷

车辆在车库中静止时，各车轮承受的载荷。合理分配各轮载荷，对于针对特定赛道和条件优化车辆至关重要。单轮载荷和对角配重均通过各轮的弹簧座偏移进行调整。

车高

地面到底盘后部参考点的距离。提高后车高会减少后轴下压力、增加整车总下压力，并允许过弯时后轴发生更多横向载荷转移。相反，降低后车高会增加后轴下压力占比、减少整车总下压力，同时降低后轴横向载荷转移。后车高是兼顾机械平衡与空气动力学平衡的关键调校项；为获得最佳表现，应根据所选后轮弹簧匹配静态后车高。

弹簧座偏移

通过改变弹簧的安装位置来调整车辆各轮的车高。增大弹簧座偏移会降低该轮车高，减小弹簧座偏移则会抬高该轮车高。此类调整应在同一车轴左右对称进行，以确保左右车高一致且不改变对角配重。也可成对角线调整弹簧座偏移（左前与右后、右前与左后），以改变车辆的静态对角配重。

弹簧刚度

与前轴相似，较硬的弹簧可缩小高、低负荷状态间的车高变化，通过改善平台控制提高空气动力学性能，但代价是机械抓地力降低。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。提高后弹簧刚度可使用较低的静态后车高，减少低速过弯时的后轴载荷转移；同时在高速过弯时维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。

更改弹簧刚度后，必须调整弹簧座偏移，将车辆恢复至此前的静态车高。

压缩刚度

压缩刚度设置会同时调整减振器的低速与高速压缩阻尼特性，调节范围与前减振器相同。提高压缩阻尼会使加速、快速变向等瞬态动作中的载荷更快转移至车尾。较高的后压缩设置有助于维持更稳定的空气动力学姿态；但在较颠簸的赛道上，大幅轮胎负荷波动可能导致后轴抓地力下降。

回弹刚度

回弹刚度设置会同时调整减振器的低速与高速阻尼特性，调节范围与前减振器相同。提高回弹阻尼会减慢减振器在低速和高速工况下的伸长速度。与车辆前部相同，较高的回弹刚度可改善空气动力学平台控制和底盘整体响应。但应避免减振器回弹过慢，否则轮胎可能失去与赛道表面的接触。此问题在制动和初始入弯阶段、后轮负荷相对较低时尤其不利。

外倾角

与前轮一样，为提高横向抓地能力，后轮也适合采用较大的负外倾角。由于后轮不是驱动轮，且通常承受的负荷小于前轮，因此后轮使用的负外倾角一般小于前轮。增大后轮负外倾角可提高轮胎的过弯力，但也会增加磨损和热量积聚，并降低轮胎的最大制动能力。

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 wheel weight adjustments and crossweight adjustments are made via the spring perch offset adjustments at each corner.

RIDE HEIGHT

Distance from ground to a reference point on the rear of the chassis. Increasing rear ride height will decrease rear downforce but will 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, and static rear ride heights should be considered and matched to the chosen rear corner springs for optimal performance.

SPRING PERCH OFFSET

Used to adjust the ride height at the corners of the car by changing the installed position of the spring. Increasing the spring perch offset will result in lowering the corner of the car while reducing the spring perch offset will raise the corner of the car. These changes should be kept symmetrical across the axle (left to right) to ensure the same corner ride heights and no change in cross weight. The spring perch offsets can also be used in diagonal pairs (LF to RR and RF to LR) to change the static cross weight in the car.

SPRING RATE

Similar to the front axle, stiffer springs will result in a smaller variance in ride height between high and low loads and will produce better aerodynamic performance through improved platform control at the expense of mechanical grip. 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. Increasing rear spring rate 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.

Spring perch offsets must be adjusted to return the car to the prior static ride heights after any spring rate change.

BUMP STIFFNESS

The bump stiffness setting is a paired adjustment controlling both the low and high speed compression damping characteristics of the damper with identical ranges to those of the front dampers. Increasing the compression damping will result in faster weight transfer to the rear of the car during transient movements such as accelerating and quick direction changes. High rear bump settings can help maintain a more consistent aerodynamic attitude, but can cause a loss of rear grip on rougher tracks due to large amounts of tire load variation.

REBOUND STIFFNESS

The rebound stiffness setting is a paired adjustment controlling both the low and high speed damping characteristics of the damper with identical ranges to those of the front dampers. Increasing rebound damping will slow down the rate at which the damper extends in both low and high speed situations. As with the front of the car, high rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response. However, it is important to avoid settings where the shock is too slow in rebounding as this will result in the tire losing contact with the track surface. This can be particularly detrimental during braking events and during the initial turn-in phase when the rear tires are under relatively low load.

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. Since the rear wheels are not driven and are typically under less load than the fronts, the rear tires will usually see better performance with less camber than the front tires. More rear camber will increase cornering forces from the tires as increasing wear and heat buildup, but will decrease maximum braking capacity from the tires.

燃油量

油箱内的燃油量。油箱容量为 100 L（26.4 gal），以 1 L（0.26 gal）为步进单位调整。

防倾杆臂长度

可通过改变后防倾杆摆臂长度来微调其刚度。较短的摆臂会略微提高防倾杆的等效刚度，较长的摆臂则会降低等效刚度。其作用方式与管壁厚度调整相同：较硬设置会增加转向过度，较软设置则会减轻转向过度。

正前束

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。

尾翼设置

可通过尾翼设置改变尾翼攻角。较高角度会使尾翼产生更多下压力，使空气动力学平衡向后移动，从而增加中高速弯中的转向不足，但也会增加阻力。较低角度会减少下压力，使空气动力学平衡前移，从而增加中高速弯中的转向过度，同时也会减少尾翼产生的阻力。可用角度范围为 -4.0° 至 +4.0°；但需要注意，所有角度都会产生下压力，负角度并不会产生升力。

FUEL LEVEL

The amount of fuel in the fuel tank. Tank capacity is 100 L (26.4 gal), adjustable in 1 L (0.26 g) increments.

ANTI-ROLL BAR BLADE LENGTH

To fine-tune the rear Anti-Roll Bar’s stiffness the length of the arms can be changed. Shorter arms will slightly increase the effective stiffness of the bar and longer arms will decrease the effective stiffness. This works in the same way the Wall Thickness adjustment does, with stiffer settings inducing oversteer and softer settings reducing oversteer.

TOE-IN

At the rear of the car it is typical to run toe-in. Increased 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.

REAR WING SETTING

The rear wing’s angle of attack can be changed via the Rear Wing Setting. Higher angles will cause the wing to produce more downforce and shift aero balance rearward, inducing understeer in mid- to high-speed corners, but will increase drag. Lower angles will reduce the amount of downforce generated and shift aero balance forward, increasing oversteer in mid- and high-speed corners, but will also reduce the amount of drag produced by the wing. Angle settings are available from -4.0° to +4.0°, however it is important to note that all angles will produce downforce, and negative angles do not produce lift.

本节旨在帮助希望深入了解车辆各项设置的用户。

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

“iRacing 设置”文件夹中提供以下设置：

基准 — 50 L 燃油，操控特性较为保守，适合首次驾驶本车。

湿地基准 — 50 L 燃油，针对湿地天气调整设置并安装湿地胎。

固定设置 — 25 L 燃油，适用于 15 分钟官方固定设置冲刺系列赛。

纽北固定设置 — 38 L 燃油，适用于纽博格林较长距离的固定设置比赛。

中等下压力 — 45 L 燃油，适用于半小时官方系列赛，下压力水平可应对多种赛道。

低下压力 — 45 L 燃油，适用于半小时官方系列赛，下压力水平适合代托纳或勒芒等重视降低阻力的赛道。

高下压力 — 45 L 燃油，适用于半小时官方系列赛，下压力水平适合狭窄、多弯且偏好高下压力（以及可能较少车身旋转）的赛道。

耐力 — 满箱燃油，中等下压力配置，适用于长距离耐力赛。

The following iRacing setups are provided in the iRacing setups folder:

Baseline - 50L fuel with conservative handling characteristics for your first time in the car.

Baseline Wet - 50L fuel with setup adjustments and wet tires fitted for wet weather conditions.

Fixed - 25L fuel for the 15 minute official fixed sprint series.

Fixed Nordschleife - 38L fuel for the longer fixed race at Nürburgring.

Medium Downforce - 45L fuel for the half hour official series with downforce levels appropriate for a variety of tracks.

Low Downforce - 45L fuel for the half hour official series with downforce levels appropriate for tracks like Daytona or Le Mans where minimizing drag is important.

High Downforce - 45L fuel for the half hour official series with downforce levels appropriate for tighter, twisty tracks where high levels of downforce (and possibly less rotation) is preferred.

Endurance - Full fuel for long endurance races with a medium downforce trim.

本车配有制动力分配调节器，用于改变前后制动管路之间的压力平衡。

Audi RS 3 LMS 还配有后制动压力限制器（比例阀）。在给定踏板力下，它会减少传递至后制动器的压力，但不会影响前制动管路压力；重刹时，它还允许有效制动力分配（前制动管路压力百分比）向前移动。前轮驱动车辆的后胎静态载荷较小，重刹时后胎负荷会进一步减轻。正确调整比例阀可以避免后胎在这种情况下抱死。

较高的比例阀设置允许更高的后制动管路压力和制动力，但也存在后轮抱死的风险。比例阀每从最大值下调一挡，有效前制动管路压力占比约增加 1%。最低的比例阀设置对后制动管路压力限制最强，这会迫使前制动器承担最多工作，并延长制动距离。

应先设置制动力分配调节器，针对低、中等踏板力工况进行调校；再设置比例阀，用它微调大踏板力下的制动表现。

• 较低制动阀设置 = 重刹时有效制动力分配更靠前。
• 较高制动阀设置 = 重刹时有效制动力分配更靠后。

This car has a Brake Bias Adjuster to change the pressure balance between the front and rear brake lines.

The Audi RS3 LMS also has a Rear Brake Pressure Limiter (Proportioning Valve), which reduces the amount of pressure going to the rear brakes (it has no effect on front line pressure) for a given pedal force input. It also allows the effective brake bias (% Front line pressure) to move forward in heavy braking conditions. Since front wheel drive cars do not have much static load on the rear tires, hard braking can result in lightly-loaded rear tires. A properly adjusted Proportioning Valve can keep the rear tires from locking in these situations.

Higher Prop Valve settings allow more rear brake line pressure and stopping power but risk locking the rear brakes. Each Prop Valve adjustment down from the maximum increases the effective % Front line pressure by about 1%. The lowest Prop Valve setting limits rear brake line pressure the most, this forces the front brakes to do the most work and will increase stopping distances.

Set your Brake Bias Adjuster first and tune it for low and medium pedal force situations, then set the Proportioning Valve next as a way to fine-tune high pedal force braking.

• Lower Brake Valve Setting = Higher effective brake bias during heavy brake situations.
• Higher Brake Valve Setting = Lower effective brake bias during heavy brake situations.

改变操控特性最简单的方法是调整尾翼设置。尾翼角度越高（越偏正值），空气动力学平衡越向后移动（车辆越趋向转向不足），阻力也越大。如果不确定某条赛道适合的尾翼配置，可先从 -2 开始，再根据需要调整为更多车身旋转（减少尾翼）或更少车身旋转（增加尾翼）。

• 尾翼更高（更偏正值）= 车身旋转更少／下压力和阻力更大
• 尾翼更低（更偏负值）= 车身旋转更多／下压力和阻力更小

如果希望在不改变下压力配置（尾翼设置）的情况下调整空气动力学平衡，可通过各轮的弹簧座调整改变车辆前后车高差。增大前后车高差（后部更高、前部更低）会使空气动力学平衡前移，增加车身旋转；减小前后车高差（后部更低、前部更高）会使空气动力学平衡后移，减少车身旋转。需要注意，保持较低的前分流器高度对于产生下压力和提高空气动力学效率非常重要。除极端情况外，建议调整前后车高差时保持最低前车高，仅调整后车高。

The easiest way to make changes to the handling is to adjust the rear wing setting. A higher angle (more positive) wing setting is a more rearward aero balance (understeer) as well as more drag. A wing setting of -2 is a reasonable place to start if you are unsure of a reasonable wing trim for any given track. You may find you want more rotation (less wing) or less rotation (more wing) from there.

• Higher Wing (More Positive) = Less Rotation / More Downforce and Drag
• Lower Wing (More Negative) = More Rotation / Less Downforce and Drag

If you find you wish to change the aero balance of the car without changing your downforce trim (wing setting), you can adjust the rake of the vehicle with the spring perch adjustments on each corner of the car. More rake (higher rear, lower front) will move aero balance forward (more rotation) and less rake (lower rear, higher front) will more aero balance rearward (less rotation). It is worth noting that keeping the splitter (front) height low is important for making downforce and aero efficiency. It is recommended that when adjusting rake you adjust rear heights while keeping front heights at minimum for all but the most extreme of situations.

还可通过选择前后弹簧来影响动态空气动力学平衡。前部或后部使用较软弹簧，会在负荷下产生更大压缩量，使车辆该端下沉得更多（动态车高更低）；较硬弹簧则会在相同负荷下更好地支撑车辆该端。利用这些调整，可以改变车辆在赛道行驶时的动态前后车高差。

• 前后车高差更大（后部相对前部更高）= 车身旋转更多
• 前后车高差更小（后部相对前部更低）= 车身旋转更少

如果希望在不改变空气动力学平衡的情况下调整机械平衡，可调整前后防倾杆及防倾杆摆臂。

更大的前防倾杆／更短的防倾杆摆臂 = 车身旋转更少

更小的前防倾杆／更长的防倾杆摆臂 = 车身旋转更多

更大的后防倾杆／更短的防倾杆摆臂 = 车身旋转更多

更小的后防倾杆／更长的防倾杆摆臂 = 车身旋转更少

It is also possible to affect the dynamic aero balance with front and rear spring selection. A softer spring at front or rear will allow more deflection under load which will let that end of the car travel more (lower ride heights) while a stiffer spring will hold up that end of the car more under the same load. You can affect the rake of the car while on track with these adjustments.

• More Rake (Higher Rear vs Front) = More Rotation
• Less Rake (Lower Rear vs Front) = Less Rotation

If you would like to change the mechanical balance without changing the aero balance the front and rear ARBs and ARB arms may be adjusted.

Bigger Front ARB/Shorter ARB Arms = Less rotation

Smaller Front ARB/Longer ARB Arms = More rotation

Bigger Rear ARB/Shorter ARB Arms = More rotation

Smaller Rear ARB/Longer ARB Arms = Less rotation

对这辆前轮驱动车辆，预计可使用一定程度的后轮负前束，以增加车身旋转和出弯驱动力。负前束越大（数值越负），车辆在入弯和弯中的旋转越明显。较小的负前束（数值更偏正）可能更符合您的驾驶风格，也可能让车辆在当前驾驶方式、设置或赛道条件下保持更一致的旋转特性。建议对此进行尝试——这是一项效果非常显著的调整！

It is expected you may wish to run some amount of rear toe out to increase rotation and drive off in this front wheel drive car. More toe out (negative) will result in more rotation on entry and mid corner. You may find less toe out (more positive) may suit your driving style or keep rotation more consistent for your driving, setup, or track conditions. Some experimentation is encouraged here! This can be a powerful adjustment!