Ferrari 296 Challenge
用户手册Ferrari 296 Challenge
User Manual

亲爱的 iRacing 用户：

恭喜您购买 Ferrari 296 Challenge！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！

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 Ferrari 296 Challenge! 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!

前后悬架均采用双叉臂结构，配备外置式弹簧与减振器

DOUBLE WISHBONE WITH OUTBOARD SPRINGS AND DAMPERS

120° 涡轮增压 V6 发动机

120° TURBOCHARGED V6

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。

不过，在深入调整底盘之前，最好先熟悉车辆和赛道。为此，我们为这些赛车经常使用的各条赛道提供了基准设置。要载入基准设置，只需打开“车库”，单击“iRacing 设置”，然后为所选赛道选择合适的设置。如果某条赛道没有专用基准设置，可以选择特性相近赛道的设置作为起点。

选择合适的设置后，请驶上赛道并专注于跑出平顺且稳定的圈次，找准正确的赛车线，同时在连续多圈中观察轮胎磨损和操控趋势。

当您确信使用随车提供的基准设置已接近自身驾驶极限后，请继续阅读，开始按照个人操控偏好调校车辆。

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.

Once you are confident that you are nearing your driving potential with the included baseline setups, read on to begin tuning the car to your handling preferences.

启动车辆前，建议先为制动力分配、牵引力控制和 ABS 调整映射控制按键。虽然这些并非驾驶车辆的必要操作，但可让您在赛道上根据驾驶风格快速调整车手辅助系统。

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。

Before starting the car, it is recommended to map controls for Brake Bias, Traction Control and ABS adjustments. While this is not mandatory to drive the car, this will allow you to make quick changes to the driver aid systems to suit your driving style while out on the track.

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.

Ferrari 296 Challenge 的仪表台配备大型数字显示屏，可在赛道驾驶时为车手提供丰富信息。显示屏共有四个页面可选；四页的左半部分保持不变，右半部分则随所选页面切换。

The Ferrari 296 Challenge features a large digital display in the dash that provides the driver with a wealth of information while on track. Featuring four pages to choose from, the left half of the display is constant for all four pages while the right half will change based on the page selected.

数字显示屏上方的一组十颗 LED 用于提示发动机何时达到最佳换挡时机。

随着转速升高，提示灯会从左向右依次亮起，颜色由绿色变为红色。当全部提示灯均呈红色并闪烁时，车手应执行升挡。

A set of ten LEDs above the digital display serve as an indication for when the engine has reached the optimum shift point.

As RPM increases the lights will illuminate from left to right, from green to red. Drivers should upshift when all lights are red and flashing.

启用维修区限速器后，所有换挡提示灯都会变为绿色，显示屏上会出现黄色“PIT LIMITER”横幅，并在右下角显示维修区道路限速。

Whenever the pit limiter is active the shift lights will all change to green, a yellow “PIT LIMITER” banner will be displayed, and the pit road speed limit will be shown in the lower right of the display.

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。

冷态胎压／起始胎压

车辆载入赛道时的轮胎气压。较低胎压可提供更多抓地力，但滚动阻力更大，升温也更快。较高胎压会让车辆响应略微更灵敏、滚动阻力更小，但抓地力也会降低。通常，高速赛道更适合较高胎压；在更重视机械抓地力的低速赛道，较低胎压往往表现更好。

上次热态胎压

车辆完成一个赛道驾驶阶段返回车库后，轮胎压力会显示为热态胎压。冷态与热态胎压之差能很好地反映轮胎在赛道上的负荷和工作强度。承受更多负荷的轮胎会产生更大的压力增幅；留意各条轮胎的压力增幅，并通过调整冷态胎压进行补偿，对优化轮胎性能至关重要。

上次胎温

车辆返回车库后会显示轮胎胎体温度（在胎面内部测量）。这些温度能有效判断各条轮胎在赛道上承受的工作量或负荷。内侧与外侧温度之差可用于调整单个车轮的定位参数；中央温度与两侧温度的对比则有助于调整胎压。

剩余胎面厚度

胎温下方显示轮胎剩余胎面厚度，以新胎的百分比表示。这些数值有助于判断一套轮胎在更换前还能使用多久，但不像温度那样能直接反映轮胎负荷不足或过度工作的状态。

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.

防倾杆孔位

可将前防倾杆（ARB）连杆安装在两个孔位之一，以微调防倾杆刚度。“软”设置会降低前轴侧倾刚度，减轻入弯时的转向不足；“硬”设置则会提高前轴侧倾刚度，增加入弯时的转向不足。

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。在前轴增加负前束会提高内侧轮胎的滑移，增加正前束则会减少滑移。前轮负前束（车库中显示为负值）可提高初始转向响应，但会降低直线稳定性。正前束会降低初始转向响应，但可减少前胎温度积聚并提高直线稳定性。

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。

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。

ARB HOLE

To fine-tune the front Anti-Roll Bar’s stiffness the position of the ARB linkages can be changed to one of two positions. The Soft setting will reduce front roll stiffness, reducing understeer at turn-in, while the Stiff setting will increase front roll stiffness and induce understeer at turn-in.

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 will increase slip in the inside tire while adding toe-in will reduce slip. Front Toe-out (negative garage value) will increase turn-in response but will reduce straight-line stability. Toe-in will reduce turn-in responsiveness but will reduce temperature buildup in the front tires and increase straight-line stability.

CROSS WEIGHT

The percentage of total vehicle weight in the garage acting across 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.

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.

显示页面

设置发动机启动时显示的车内仪表页面。

ABS 设置

车辆当前使用的 ABS 映射。ABS 系统提供 4 个挡位，以适应不同赛道条件：数值越低，防止车轮抱死的辅助越少；数值越高，辅助越多。设置 1–2 适用于干地光头胎，设置 3–4 适用于湿地条件。ABS 系统无法关闭。

TC1 设置

TC1 设置控制检测到车轮空转时牵引力控制系统的干预程度。设置 0 会关闭整个牵引力控制系统（TC1 与 TC2）；设置 1 的辅助最少，设置 4 的辅助最多。

TC2 设置

TC2 设置控制牵引力控制系统根据车辆横摆对车轮空转作出反应的灵敏度。设置 1 的辅助最少，设置 4 的辅助最多。只有将 TC1 设为 0 才能关闭 TC2。

DISPLAY PAGE

This sets which of the in-car display pages is shown when the engine is started.

ABS SETTING

The current ABS map the car is running. The ABS system features 4 positions to suit varying track conditions, with lower values providing less assistance and higher values providing more assistance to prevent brake lockup. Settings 1-2 are for slick tires in dry conditions, 3-4 are for wet conditions. The ABS system cannot be disabled.

TC1 SETTING

The TC1 setting controls the amount of intervention the Traction Control will exert when wheel spin is detected. Setting 0 will disable the traction control system (both TC1 and TC2), setting 1 has the least support and 4 has the most support.

TC2 SETTING

The TC2 setting controls how sensitive the Traction Control system will be to wheelspin based on yaw. Setting 1 has the least support and 4 has the most support. TC2 can only be disabled by selecting Setting 0 on TC1.

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。

MP 车高

地面到车辆前部指定参考点（即“主点”）的距离。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。

使用极低尾翼角度的最低阻力设置时，可能需要提高前车高，才能获得适当的空气动力学平衡。

弹簧座偏移

通过改变弹簧的安装位置来调整车辆该轮的车高。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。

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。

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.

MP RIDE HEIGHT

Distance from ground to a designated reference point, or “Master Point”, at the front of the car. 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.

Minimum drag setups with very low rear wing angles may require higher front ride heights in order to achieve the proper aerodynamic balance.

SPRING PERCH OFFSET

Used to adjust the ride height at the corner 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.

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.

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。

MP 车高

地面到车辆后部参考点（即“主点”）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该轮的车高。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。

外倾角

后轮外倾角与前轮作用相似，采用负值可提高横向抓地力。但由于后轮同时也是驱动轮，外倾角会直接影响加速和制动时可用的纵向抓地力。增大负外倾角的绝对值虽可提高横向抓地力和过弯稳定性，却会削弱加油时的前向牵引力；重刹时后轮载荷减小，也会增加后轮抱死的风险。

正前束

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。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 via the spring perch offset adjustments at each corner.

MP RIDE HEIGHT

Distance from ground to a reference point, or “Master Point”, at the rear of the car. 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.

SPRING PERCH OFFSET

Used to adjust the ride height at the corner 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.

CAMBER

At the rear of the car, camber performs a similar job to the front by increasing lateral grip with negative values. However, with the rear tires being driven camber can directly affect the amount of traction available on throttle and under braking. While larger negative camber values can increase lateral grip and cornering stability, it can hurt forward traction when throttle is applied as well as increase the risk of a rear lockup under heavy braking when the load is reduced on the rear tires.

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

车辆载入赛道时油箱内的燃油量。

防倾杆孔位

可将后防倾杆（ARB）连杆安装在两个孔位之一，以微调防倾杆刚度。“软”设置会降低后轴侧倾刚度，减轻入弯时的转向过度；“硬”设置则会提高后轴侧倾刚度，增加入弯时的转向过度。

尾翼角度

尾翼角度是指尾翼的相对攻角。尾翼是作用显著的空气动力学装置，会大幅影响车辆产生的总下压力（以及阻力），并随着角度增加使空气动力学平衡向后移动。增大尾翼角度可提高中高速弯的总体过弯抓地能力，但也会降低直线速度。调整尾翼角度时，应同时考虑前后车高，尤其是两者之差，即“前后车高差”。增大尾翼角度时，若要维持相同的整体空气动力学平衡，就需要增大车辆的前后车高差。

FUEL LEVEL

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

ARB HOLE

To fine-tune the rear Anti-Roll Bar’s stiffness the position of the ARB linkages can be changed to one of two positions. The Soft setting will reduce rear roll stiffness, reducing oversteer at turn-in, while the Stiff setting will increase rear roll stiffness and induce oversteer at turn-in.

REAR WING ANGLE

The Rear Wing Angle 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 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.

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.

防抱死制动与牵引力控制系统

ABS 提供 4 个设置：P1–P2 用于干地胎，P3–P4 用于湿地胎。该设置会影响目标制动力分配、差速器减速侧锁止、制动力分配目标，以及制动时允许的最大车轮滑移率。P1 是激进型干地设置，P2 是保守型干地设置；同理，P3 是激进型湿地设置，P4 是保守型湿地设置。

激进型设置会采用更靠后的制动力分配，允许更大的横摆，并更强调通过拖刹使车辆旋转。由于性能并非最佳，不建议在干地条件下使用湿地 ABS 设置。ABS 无法关闭。

TC1 根据允许的纵向车轮滑移率进行调整，并可按需关闭。共有 5 个 TC1 设置：P0 = 关闭；大多数条件下建议使用 P1–P2；系统干预程度从 P0（关闭）最低，逐步增加至 P4 最高。

TC2 并非根据车轮滑移率进行调节，而是依据车辆横摆角工作；设置越低，系统介入前允许的横摆越大。该设置还会调整差速器驱动侧锁止：挡位越低，驱动侧锁止越强，从而让车辆在加油时更容易旋转。共有 4 个 TC2 设置：P1 允许最大的横摆并提供最强的驱动侧锁止；P4 对横摆限制最严，驱动侧锁止最弱，以提高车辆的易驾性。请注意，选择 TC1 P0（关闭）时，TC2 也会一并关闭，差速器驱动侧锁止则设为与 TC2 P1 相当的水平。

尾翼角度

本车配备可调尾翼，它是调整整车平衡的主要工具。结合后车高变化以维持相同空气动力学平衡时，也可用它为不同类型赛道设定整车下压力水平。尾翼角度每增加 1 度，后车高需相应增加 4 mm（0.157 in），才能维持相同的空气动力学平衡。

底盘调整

如果调整燃油量后设置未能通过技术检查，很可能需要调整车高。可通过车辆前后两端的弹簧座偏移完成调整：右键单击（正向调整）会降低车高，左键单击（负向调整）会提高车高。

Ferrari 296 Challenge 可调整的设置项目相对较少；不过，如果您希望自行创建设置，我们提供了以下说明帮助您入门。

胎压 — 对于大多数赛道的四个车轮，最低胎压通常能提供最佳性能。这些最低值经过设定，可使热态胎压达到典型的真实赛车目标值。不过，如果赛道拥有特别长的直道（例如勒芒），略微提高胎压可能有助于减少滚动阻力和轮胎发热。

防倾杆设置 — 车辆前后两端的防倾杆各有两个孔位，可用于微调操控平衡。前防倾杆越硬，转向不足越明显；后防倾杆越硬，转向过度越明显。

车高 — 在车辆前后两端，只要仍能通过技术检查，使用尽可能低的车高即可同时获得最佳机械性能和空气动力学性能：前部为 105 mm，后部为 107 mm。只有在纽博格林等极端赛道发生严重触底时，才应提高前车高。略微提高后车高可使空气动力学平衡前移，增加转向过度，同时也会提高整车总下压力和空气阻力。若要维持相同的空气动力学平衡，应按照“说明”选项卡中“车手辅助／设置”部分的要求增大尾翼角度。

外倾角 — 建议前轮使用尽可能大的负外倾角。增大负外倾角可提高横向（过弯）能力，但会降低纵向（牵引力与直线制动）能力。通常，横向能力的增益会超过纵向能力的损失。

前束 — 前轮增加正前束可改善弯中表现，但会牺牲入弯稳定性和直线制动表现。增加负前束可改善初始转向响应，但可能使弯中内侧轮胎滑移过大，造成过度拖磨。后轮只能设置正前束。增加正前束可提高制动和加油引起车辆动态变化时的稳定性，但也可能加剧弯中转向不足，并降低车辆对操作输入的整体响应速度。

教练圈速

数字显示屏的“教练”页面可以载入已保存的圈速作为比较基准。使用时，请在模拟器中打开“选项”页面，依次进入“选项 > 分段计时差 > 圈速数据 > 对比圈 > 载入”。载入的圈速将显示在仪表“Coach”一栏中。

ANTI-LOCK BRAKING AND TRACTION CONTROL SYSTEMS

4 ABS settings are available, P1-P2 for dry tires, P3-P4 for wet tires. This setting impacts the target brake bias, the differential coast side locking, the brake distribution targets and the maximum allowable wheelslip during braking. P1 is the aggressive dry setting while P2 is the conservative dry setting. Similarly, P3 is the aggressive wet setting and P4 the conservative wet setting.

The aggressive settings target a further rearwards brake bias, more allowable yaw and a greater emphasis on using trail braking to rotate the car. It is not recommended to use the wet ABS settings in dry conditions due to sub-optimal performance. The ABS cannot be disabled.

The TC1 adjustment is based on allowable longitudinal wheelslip and can be disabled if desired. 5 TC1 settings are available, P0 = OFF, P1-P2 are recommended for most conditions, with intervention increasing from lowest at P0 (OFF) to highest at P4.

The TC2 adjustment does not regulate based on wheelslip but instead on vehicle yaw angle, at lower settings more yaw is permitted before the system will intervene. This setting also adjusts the differential drive side locking for more on throttle rotation at lower positions. 4 TC2 settings are available, P1 allows for the most yaw and the most drive side locking, while P4 restricts yaw the most and has the least drive side locking for driveability. Please note, when TC1 P0 (OFF) is selected the TC2 is also disabled and the differential drive side locking is set to the equivalent of TC2 P1.

REAR WING ANGLE

This car has an adjustable rear wing which is the primary tool for tuning the overall car balance. It can also set the overall downforce trim for different track types when used in tandem with a change in rear ride height to achieve the same aero balance. For each +1 degree step of rear wing angle, +4 mm (+0.157”) of rear ride height is required to achieve the same aero balance.

CHASSIS ADJUSTMENTS

Should you find that a setup fails tech inspection after an adjustment to the fuel level, it is likely that the ride heights require adjustment. This is performed by using the spring perch offsets at either end of the car, right clicks (positive) will reduce the ride height while left clicks (negative) will increase the ride height.

The Ferrari 296 Challenge is a car with relatively few setup adjustments available, however, should you wish to build your own setup, we have provided the following notes to help you get started.

Tire Pressure — For all 4 corners at most tracks minimum air pressures will likely provide the most performance, these minimums have been set such that the hot pressures reach a typical real-world hot pressure target. However, should the track have particularly long straightaways (such as Le Mans) then you may benefit from increasing tire pressures slightly to reduce rolling drag and tire temperature generation.

ARB Setting — Two positions of ARB are available at each end of the car as a fine tune to the balance. At the front of the car a stiffer ARB will result in more understeer while at the rear of the car a stiffer ARB will result in more oversteer.

Ride Height — At both the front and rear of the car the most performance mechanically and aerodynamically is achieved at the lowest possible ride heights while still passing tech inspection. This is 105 mm in the front and 107 mm in the rear. Front ride height should only be increased at extreme tracks such as the Nurburgring in the event of excessive ground contact. Rear ride height can be increased slightly to move the aerodynamic balance forwards for more oversteer and this will produce more overall downforce and more aerodynamic drag. To achieve the same aerodynamic balance, the rear wing angle should be increased as stated in the Driver Aids/Setup portion of the notes tab.

Camber — At the front of the car it is advised to run as much camber as possible. More camber results in more lateral (cornering) capability while reducing longitudinal (traction and straight line braking) capability. Often the gains in lateral capability will outweigh the loss in longitudinal capability.

Toe-in — At the front of the car more toe-in can result in improved mid corner performance but at the cost of entry stability and straight line braking. More toe-out will improve initial turn-in response but can overslip the inside tire during mid-corner resulting in excessive scrub. At the rear of the car only toe-in is available. More toe-in will result in greater stability during braking and on power movements however it may result in more mid-corner understeer and slower overall response to inputs.

COACH LAP TIME

The Coach Page for the digital display can load a saved lap time for comparison purposes. To use this, open the Options page in the sim and go to Option > Split Time Delta > Lap Data > Comparison Lap > Load. This will display the loaded time in the Coach line on the dash display.