Chevrolet Corvette Z06 GT3.R
用户手册Chevrolet Corvette Z06 GT3.R
User Manual

亲爱的 iRACING 用户：

恭喜您购入 Chevrolet Corvette Z06 GT3.R！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 Chevrolet Corvette Z06 GT3.R! 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

SHORT-LONG ARM DOUBLE WISHBONE FRONT AND REAR SUSPENSION

GM 小缸体自然吸气 V8 发动机

GM SMALL-BLOCK NATURALLY-ASPIRATED 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，只需按下“升挡”按键挂入挡位，再踩下油门踏板即可起步。本车采用序列式变速箱，升挡和降挡均无需踩下离合器。

不过，如果系统判断当前车速对于目标挡位过高、降挡可能损坏发动机，降挡保护会阻止此次操作，换挡指令将被直接忽略。

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.

Corvette Z06 GT3.R 配备数字仪表，并提供两个页面选项，以便车手在赛道上查看所有相关信息。

The Corvette Z06 GT3.R features a digital dash display with two page options to show all relevant information to the driver while on-track.

供车手按个人偏好使用的精简比赛页面。数据位置和显示方式与完整比赛页面相同，但省略了部分参数。

Simplified race page to be used at the driver’s preference. Data is presented in the same location and same manner but with certain parameters omitted.

维修区限速器启用时，仪表会切换为上图所示的专用格式。绿色背景表示车辆处于或低于目标车速。如果启用限速器时车速比目标值高出超过 20 km/h（约 12 mph），背景会显示为红色。

当车速高出目标值不足 20 km/h 时，背景会变为橙色。随着车辆减速并接近维修区限速，仪表两侧的进度条会从下至上逐步亮起。

Whenever the pit road speed limiter is active the display will change to the special format shown above. A green background indicates that the car is at or below the target speed. If the pit speed limiter is engaged at more than 20 kph (~12 mph) above the target speed, the background will appear red.

It will turn orange when the car is less than 20 kph above the target. Progress bars on both sides of the display will illuminate from the bottom to the top as the car slows and approaches pit road speed.

数字仪表顶部设有一组 LED 换挡提示灯，帮助车手在加速时判断升挡时机。随着发动机转速升高，提示灯会从左至右依次亮起；到达理想换挡点时，所有灯均会变为红色。如果发动机转速继续升高，提示灯会由红色变为蓝色，表示即将触及转速限制器。使用较短挡位时，全红状态持续时间可能非常短；如果发动机转速上升极快，甚至可能看不到该状态。

The top of the digital display has a set of LED shift lights to help the driver know when to upshift while accelerating. As RPM increases the lights will illuminate from left to right, with all lights turning red when the ideal shift point has been reached. If the engine is pushed past this point the lights will change from red to blue, a sign the engine is nearing the rev limiter. For shorter gears the duration of the all-red lights can be very short and may not appear if the engine RPM is rising very quickly.

仪表两侧的 LED 显示后轮与目标滑移率的接近程度。绿色表示正在接近目标；五颗绿灯全部亮起，表示轮胎已达到目标滑移率。左右两组灯分别对应左后轮和右后轮。

当牵引力控制系统正在介入以防止车轮空转时，仪表两侧会亮起蓝色 LED，并覆盖绿色滑移提示灯。系统为防止空转而削减扭矩的程度越强，亮起的蓝灯越多。灯光从下至上逐步点亮；由于发动机扭矩削减会同时影响两个后轮，因此左右显示保持对称。

LEDs on each side of the dash display show how close the rear tires are to the slip ratio target. Green indicates progress toward the target. A full set of 5 green lights indicate the tire is at the target slip ratio. The left & right banks of lights correspond to the left and right rear tires.

Whenever the Traction Control system is active and intervening to prevent wheelspin, blue LEDs will illuminate on either side of the display and overlay the green slip lights. The more aggressively the system is reducing torque to prevent wheelspin, the more blue lights will illuminate. The lights progress from the bottom to the top and are symmetric because the cuts to engine torque affect both rear wheels.

仪表分为与四条轮胎对应的四个象限。检测到抱死时，相应车轮所在象限的背景会被填充。后轮抱死时，屏幕下半部分会填充橙色；前轮抱死时，上半部分会填充红色。这些指示器依据车轮滑移工作，与 ABS 系统是否介入没有直接关系。ABS 介入越强，车轮抱死越少，因此背景指示灯亮起的程度也越低。

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The display is divided into four quadrants that correspond to the four tires. Whenever a lockup is detected, the display’s background will fill the quadrant associated with the locking wheel. For rear lockups the lower half of the screen will be filled with orange and for front lockups the upper half will fill with red. These indicators are tied to wheel slip and are not directly related to ABS system activation. Stronger ABS intervention will result in less lock-up and therefore less illumination of the background lights.

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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

Chevrolet Corvette Z06 GT3.R 可根据天气条件更换轮胎。选择“Dry（干地）”会安装适用于干燥赛道的光头胎；选择“Wet（湿地）”则会安装带胎纹的湿地胎。

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

Tires fitted to the Chevrolet Corvette Z06 GT3.R car can be changed based on weather conditions. The Dry option fits a slick tire intended for dry track conditions while the Wet option fits a treaded tire for wet track surfaces.

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 TEMPS

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

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。

尾翼设置

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“Wing Setting（尾翼设定）”与“Chassis（底盘）”页面“Rear（后部）”区域内的同名项目直接联动；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

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 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.

WING SETTING

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 Wing Setting 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（ARB）刀片（或连接臂）来调校悬架侧倾刚度。此选项改变刀片方向，并以数字简化表示：6 为最软，数值逐步降低至最低设定 0 时刀片越来越硬。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。

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（在车库中显示为负值）。在前轴增加负前束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。

制动踏板杠杆比

制动踏板杠杆比用于放大特定踏板输入力传递至制动主缸的作用力。较低杠杆比需要更大的踏板力才能使车轮抱死，但更易于细腻调制；较高杠杆比所需踏板力更小，但控制难度也更高。

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。

ARB BLADES

The Anti-Roll Bar (ARB) Blades (or arms) can be adjusted to tune the suspension roll stiffness. This option changes the orientation of the ARB blades and are given numerical values for simplicity, with 6 being the softest option and the blades becoming stiffer as the value is decreased to the minimum setting of 0. Stiffer blade settings will increase front roll stiffness and induce understeer while softer blade settings will reduce front roll stiffness and reduce understeer.

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 wheels are closer to the centerline than the rear of the wheels, and Toe-out (Negative value in the garage) 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.

BRAKE PEDAL RATIO

The Brake Pedal Ratio can be used to multiply the amount of force applied to the brake master cylinders for a given amount of force applied to the brake pedal. Lower ratios require more brake pedal application force to lock the wheels but are easier to modulate while higher ratios require less pedal force but can be difficult to control.

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.

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 ABS 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 1 至 6 挡用于干地，7 至 11 挡用于湿地。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高，制动距离可能反而增加。

牵引力控制设置

牵引力控制开关的位置决定 ECU 在后轮空转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。与 ABS 相同，建议 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。

显示页面

改变车辆进入赛道时启用的数字仪表页面。共有“Race（比赛）”和“Race Basic（精简比赛）”两个选项。更多信息请参阅“仪表显示配置”章节。

对角配重

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% 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车高改变对角配重。

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 ABS 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. Positions 1-6 are recommended for use in dry conditions while 7-11 are best for wet conditions. 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 too high for the amount of available grip.

TRACTION CONTROL SETTING

The position of the traction control switch determines how aggressively the ECU cuts engine torque in reaction to rear wheel spin. 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. Like the ABS settings, options 1-6 are recommended for dry conditions and 7-11 are 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.

DISPLAY PAGE

Changes the digital dash page active when the car is loaded into the world. Two options are available: Race and Race Basic. See the Dash Configuration section for more information on the dash pages.

CROSS WEIGHT

The percentage of total vehicle weight in the garage acting across the right front and left rear corners. 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 Ride Height settings 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，分别改变单轮重量和对角配重。

车高

地面到前轴中心线处车辆底板的距离。车高直接影响空气动力学性能和机械抓地力，因此是性能优化的关键。提高前车高会减少前轴下压力和总下压力，但会允许车辆过弯时在前轴产生更多横向重量转移；降低前车高则会增加前轴及总下压力，同时减少前轴横向重量转移。

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。

弹簧刚度

此设定决定各车角安装的弹簧刚度。较硬弹簧会缩小高、低负载状态之间的车高变化，并通过更好的空气动力学平台控制提升空力表现；但过硬的弹簧会增大轮胎负载波动，从而损失机械抓地力。在颠簸赛道上，硬弹簧的缺点通常更为明显，使用较软弹簧往往能提升整体表现。改变车角弹簧会同时影响平台的侧倾和俯仰控制，因此调整弹簧刚度时还应考虑调整防倾杆，以维持原有的前后侧倾刚度分配和整体平衡。降低车角弹簧刚度时，应适当提高防倾杆刚度，以配合较软弹簧并维持原有侧倾刚度。更换本车弹簧时，弹簧座会自动调整，以保持缓冲胶间隙，并让车辆恢复至更换前的车高。

外倾角

外倾角是车轮相对于底盘中心的垂直倾斜角度。车轮顶部比底部更靠近底盘中心线时为负外倾角；顶部比底部更远离中心线时为正外倾角。受悬架几何和过弯负载影响，四个车轮都需要使用负外倾角。增大负外倾角可提高轮胎产生的过弯侧向力，但会降低制动时的纵向抓地力。过大的外倾角虽然能产生很高的过弯力，却也会显著缩短轮胎寿命，因此必须在耐久性与性能之间取得平衡。增大前轮负外倾角通常可提升中高速弯的前轴抓地力，但会损失制动性能，并需要将制动力分配后移以作补偿。

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 ride height adjustments at each corner.

RIDE HEIGHT

Distance from the ground to the floor of the car at the front axle centerline. 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 front ride height will increase front and overall downforce, but reduce the weight transfer across the front axle.

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 high-speed 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.

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 overly stiff springs will result in increased tire load variation which will manifest as a loss in mechanical grip. Typically the drawbacks of stiffer springs will become more pronounced on rougher tracks and softer springs in these situations 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 overall balance. When reducing corner spring stiffness the ARB stiffness should be increased to retain the same roll stiffness as the softer springs. When changing springs on this car, the spring perch is automatically adjusted to maintain the bump rubber gap and return the car to the ride height it had before the change.

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.

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。可通过改变各车角车高，分别调整单轮重量和对角配重。

车高

地面到后轴中心线处车辆底板的距离。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。Corvette 通常在较小前后倾角设定下表现最佳。有关最佳车高设定的更多信息，请参阅“空气动力学目标”章节。

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 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。更换本车弹簧时，弹簧座会自动调整，以保持缓冲胶间隙，并让车辆恢复至更换前的车高。

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。

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 by changing individual corner ride heights.

RIDE HEIGHT

Distance from the ground to the floor of the car 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. Generally, the Corvette will perform best with a relatively low-rake setup. See the section on Aerodynamic Targets for more information on setting optimum ride heights.

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 high-speed 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, 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. When changing springs on this car, the spring perch is automatically adjusted to maintain the bump rubber gap and return the car to the ride height it had before the change.

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 paired 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.

燃油量

车辆进入赛道时的燃油量。

防倾杆刀片

可调整防倾杆（ARB）刀片（或连接臂）来调校悬架侧倾刚度。此选项改变刀片方向，并以数字简化表示：6 为最软，数值逐步降低至最低设定 0 时刀片越来越硬。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。

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，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。调整尾翼角度时，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。

“Chassis（底盘）”页面中的此设定与空气动力学计算器中的“Wing Setting（尾翼设定）”联动；更改其中一项会同步改变另一项。

FUEL LEVEL

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

ARB BLADES

The Anti-Roll Bar (ARB) Blades (or arms) can be adjusted to tune the suspension roll stiffness. This option changes the orientation of the ARB blades and are given numerical values for simplicity, with 6 being the softest option and the blades becoming stiffer as the value is decreased to the minimum setting of 0. Stiffer blade settings will increase rear roll stiffness and induce oversteer while softer blade settings will reduce rear roll stiffness and reduce oversteer.

REAR WING ANGLE

The wing setting 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.

This setting on the Chassis page is linked to the Wing Setting in the Aero Calculator section; changing one setting will also change the other.

齿比组

齿比组会改变变速箱各前进挡的传动比。共有 IMSA、FIA、Le Mans 和 Daytona 四种选择。IMSA 齿比组更适合最高车速较低的高下压力赛道；FIA 齿比组更适合速度较高的中下压力赛道。Le Mans 和 Daytona 齿比组用于车速极高的低下压力赛道，其中 Le Mans 齿比组可实现最高的极速。

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。增加摩擦片工作面会带来更多收油转向不足和加油转向过度；减少工作面则会减弱这些效果。

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. Four choices are available: IMSA, FIA, Le Mans, and Daytona. The IMSA gear stack is more suited to high-downforce tracks where top speeds are low while the FIA gear stack is better for faster, medium-downforce tracks. The Le Mans and Daytona gear stacks are for low-downforce tracks where speeds are very high, with the Le Mans gear stack producing the highest top speed.

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. Adding friction faces will induce off-throttle understeer and on-throttle oversteer, reducing friction faces will reduce these effects.

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.

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：0 格（完全关闭）为最大阻尼（压缩阻力最大），30 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，22 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：0 格（完全关闭）为最大阻尼，30 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，22 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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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 (fully closed) is maximum damping (most resistance to compression) and 30 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 will 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 22 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 (fully closed) is maximum damping and 30 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 22 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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在“iRacing Setups”文件夹中可以找到多种车辆设定：

Baseline 是采用 100% 燃油量的设定，仅用于确保车辆能够加载。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。以下为各赛道建议使用的下压力等级，可作为粗略参考：

如果要驾驶未列出的赛道，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。

In the iRacing Setups folder you will find a variety of setups:

Baseline is a 100% fuel load setup which is intended solely for loading 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. As a rough guide, you can expect the following downforce trims at the following tracks:

Should you wish to drive at a track not listed 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：+9.5
• 动态前车高：37.5 mm（±2.5 mm）
• 动态后车高：57.5 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：+4.0 mm

 

• 尾翼角度：-1
• 前车高：+1.5 mm
• 或
• 后车高：-4.0 mm

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: +9.5
• Dynamic Front Ride Height: 37.5 mm (+/-2.5 mm)
• Dynamic Rear Ride Height: 57.5 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: +4.0 mm

 

• Rear Wing Angle: -1
• Front Ride Height: +1.5 mm
• OR
• Rear Ride Height: -4.0 mm

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.

• 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。

• 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.