Mercedes-AMG GT4
用户手册Mercedes-AMG GT4
User Manual

亲爱的 iRACING 用户：

恭喜您购买 Mercedes-AMG GT4！iRacing 全体成员感谢您的支持与信赖。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尽享赛道激情！

与 GT3 级别的兄长相比，Mercedes-AMG GT4 的实力依然不容小觑。虽然采用与公路版 Mercedes-AMG GT 相近、排量较小的 4.0 升 V8 发动机，它仍能输出高达 544 马力。车辆也保留了 Mercedes 极具辨识度的设计元素，从修长而富有攻击性的车头，到让身后对手一眼认出的标志性格栅。

在 Black Falcon 与 Schnitzelalm 车队手中，它多次在 Nürburgring 24 Hours 证明实力：前两次参赛均赢得竞争激烈的 SP10 组别，并于 2021 年再添一冠。它也是 IMSA Michelin Pilot Challenge 的热门车型；2018 年，Team TGM 与车手 Hugh Plumb、Owen Trinkler 为其赢得首个锦标赛冠军，并且在参加该组别的前四个赛季中每年至少获胜一次。

本指南将说明如何充分发挥新车性能，包括如何在车库调节设置，以及驾驶时座舱内各项显示的含义。希望它能帮助您尽快掌握车辆。

再次感谢您的购买，我们赛道上见！

DEAR iRACING USER,

Congratulations on your purchase of the Mercedes-AMG GT4! 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!

Compared to its big brother in the GT3 class, the Mercedes-AMG GT4 still packs a powerful punch. Despite carrying a smaller 4.0-liter V8 engine, bringing it in line with a street-legal Mercedes-AMG GT, the car still produces a whopping 544 horsepower. The car also possesses most of the signature elements that set Mercedes vehicle design apart from its competitors, from a long and menacing front end to a signature grille that lets other racers know exactly who’s trailing you.

In the hands of the Black Falcon and Schnitzelalm race teams, the car has repeatedly proven its worth in the Nurburgring 24 Hours, winning the competitive SP10 class on its first two tries and adding a third victory in 2021. Also a popular addition to the IMSA Michelin Pilot Challenge grid, Team TGM gave the car its first championship in 2018 with drivers Hugh Plumb and Owen Trinkler, and the car took at least one win in each of its first four seasons in the division.

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!

前后双叉臂悬架

FRONT AND REAR DOUBLEWISHBONE SUSPENSION

双涡轮增压铝制 90 度夹角 V8 发动机

TWIN-TURBO ALUMINUM 90 DEGREE V8

本指南旨在帮助您深入了解车库中的底盘设置调节项目，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、TC 和 ABS 设置映射控制按键。这样可在赛道上根据驾驶需求快速调整制动力分配和稳定性管理系统。

进入车辆后，只需拨动“升挡”拨片挂入挡位，再踩下油门即可起步。本车采用自动化序列式变速箱，升挡和降挡均无需手动操作离合器。

如果当前车速对于目标挡位过高，降挡保护会阻止降挡，指令将被直接忽略。

建议在所有换挡指示灯闪烁红色时升挡，通常约为 6600 RPM，但会随当前挡位略有变化。

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, TC and ABS settings. While this is not mandatory, this will allow you to make quick changes to the brake bias and stability management systems to suit your driving while out 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 the shift lights flash red, this is at approximately 6600 rpm but will shift up or down slightly depending on the selected gear.

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.

进入比赛会话后，车辆会自动载入 iRacing 基准设置 [baseline.sto]。如需使用 iRacing 针对不同条件预制的设置，可依次点击“Garage（车库）”>“iRacing Setups（iRacing 设置）”，然后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调整，然后点击“Apply（应用）”。

如需保存设置供以后使用，请点击右侧的“Save As（另存为）”，为设置命名并保存更改。点击车库右侧的“My Setups（我的设置）”，即可查看所有个人保存的设置。

如需与另一位车手或会话中的所有人共享设置，可点击车库右侧的“Share（共享）”。

如果其他车手向您共享设置，也可在车库右侧的“Shared Setups（共享设置）”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.

本车的仪表显示可调整，共有三个可选页面，分别显示不同层级的车辆信息。

The dash display in this car is adjustable and features three selectable pages to display differing levels of vehicle information.

维修区限速器启用时，屏幕顶部会出现显示当前车速的横条：低于限速时为蓝色，超速时变为红色；换挡灯组还会以蓝色与黄色交替闪烁。

When the pit limiter is active a blue bar will appear at the top of the screen specifying the current vehicle speed. This bar will be blue while under the limit and red when over. In addition to this, the shift light cluster will flash with alternating blue and yellow lights.

换挡指示灯由外向内依次点亮。第一盏 LED 的点亮转速随挡位变化，因此下表仅适用于 3 挡。

The shift lights illuminate from the outer edges inwardly. Illumination of the first LED will shift depending on the selected gear as such, the below values are only valid for 3rd gear.

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

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，同时提升抓地力。较高的车速和负载需要更高胎压，而在车速和负载较低时，较低胎压通常表现更好。为获得最佳性能，应依据赛道特性设定冷态胎压。一般建议从较低胎压开始，再按需逐步提高。

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段连续行驶过程中平衡如何变化；负载较大的轮胎通常会出现更大的胎压增幅。理想情况下，工作状态相近的轮胎应以相同速率升压，以免随着轮胎使用时间增加而改变操控平衡。因此，应调整冷态胎压，使相似轮胎达到工作温度后具有相近胎压。应在轮胎经过若干圈、状态稳定后分析热态胎压。由于每段行驶的圈数会随赛道长度而变化，可将完成约半箱燃油里程时作为初步参考点。

轮胎温度

车辆返回维修区后，使用高温计测得的轮胎胎体温度。车轮负载以及轮胎在赛道上的工作量都会反映在胎温中，可据此分析车辆操控平衡。胎面中央温度适合直接比较各条轮胎的工作量；内侧和外侧温度则适合分析赛道行驶时的车轮定位状态，尤其是外倾角。数值分别取自胎面的内侧、中部和外侧三个区域。

剩余胎面厚度

车辆返回维修区后轮胎剩余的胎面厚度。轮胎磨损对于识别潜在的车轮定位问题非常有帮助，例如胎面一侧过度磨损；结合胎温，还可用于分析车辆操控平衡。数值取自与胎温相同的三个区域。

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 AIR 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.

HOT AIR 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. Center 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) while on track. These values are measured in three zones across the tread of the tire. Inside, Middle and Outer.

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 those of temperature.

横向稳定杆设置

提高设置会缩短横向稳定杆力臂、增加前悬架侧倾刚度，减少车身侧倾但加剧机械性转向不足，并可能提升转向响应。降低设置则会增加侧倾、减轻转向不足并提高前轴抓地力，但转向感会较迟缓。较软设置还会削弱高速弯中的空气动力学平台控制，可能降低气动效率。

前束

从上方观察时，前束是车轮相对于底盘中心线的夹角。前轴增加外八会提高内侧轮胎滑移并降低直线稳定性；增加前束则会减少滑移并提升直线稳定性。

对角重量比

右前轮与左后轮重量之和占整车总重的百分比。非椭圆赛道通常以 50.0% 为理想值。高于 50% 会使左弯更易转向不足、右弯更易转向过度，可通过各车角弹簧座偏移调整。

前轴重量比

前轮所承受重量占整车总重的百分比。该数值无法直接调节，但会受燃油量影响。由于油箱位置，燃油消耗或起步燃油减少时，前轴重量比会上升，使整体平衡趋向转向不足。改变燃油量时可参考此项判断所需设置调整幅度。

ARB SETTING

Increasing the ARB setting shortens the ARB moment arm and will increase the roll stiffness of the front suspension, resulting in less body roll but increasing mechanical understeer. This can in some cases, lead to a more responsive steering feel for the driver. Conversely, reducing the ARB setting lengthens the ARB moment arm, softening the suspension in roll and increasing body roll but decreasing mechanical understeer. This can result in a less-responsive feel from the steering, but grip across the front axle will increase. Along with this, the effects of softening or stiffening the ARB assembly in relation to aerodynamics should also be considered, a softer ARB configuration will result in more body roll which will decrease control of the aero platform in high speed corners and potentially lead to a loss in aero efficiency.

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.

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 acting on the front corners. This cannot be adjusted per say but is influenced by the total fuel load carried. As fuel burns (or less starting fuel is specified) the nose weight of the car will increase due to the fuel tank location. This will tend to push the overall balance towards understeer. As such, this reference item can be useful in establishing how much of an adjustment to the setup is required when changing fuel load.

仪表显示页面

切换当前数字仪表页面。本手册仪表配置章节所述，共有 2 个页面可选。

制动力分配

表示施加到前制动器的制动力百分比。高于 50% 会使制动平衡前移，增加前轮抱死倾向，但可能提高制动稳定性。应结合车手偏好与赛道条件调校。

刹车片

“Low”摩擦力最低、制动效能较弱，但最便于细腻控制；“Medium”和“High”摩擦力及制动效能更高，但可调制性最低。

ABS 设置

共有 12 挡。1 挡辅助最多，11 挡介入最少，12 挡完全关闭 ABS；推荐基准为 4 挡。增加介入可减少制动抱死概率和持续时间，但若相对可用抓地力过于激进，可能延长制动距离。

TC 设置

决定 ECU 在后轮空转时削减发动机扭矩的积极程度。1–11 挡由 11 挡介入最少逐步增加至 1 挡介入最多，12 挡完全关闭 TC；推荐基准为 10 挡。增加介入可减少空转与后轮磨损，但过度削减扭矩会限制出弯加速并降低性能。

DASH DISPLAY PAGE

Changes the currently selected digital dash page. 2 options are available as previously described in the dash configuration section of this manual.

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.

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 providing the most modulation, while “Medium” and “High” provide more friction and increase the effectiveness of the brakes but the least modulation.

ABS SETTING

The current ABS map the car is running. 12 positions are available. Position 11 has the least intervention/support while position 1 has the most support. Position 12 disables the ABS completely. Position 4 is the recommended baseline setting. More intervention reduces the possibility of and the duration of lockups during braking but can result in longer braking distances if the system is set overly aggressive for the amount of available grip.

TC SETTING

The position of the traction control switch determines how aggressively the ecu cuts engine torque in reaction to rear wheel spin. 12 positions are available. Settings 1-11 range from least intervention/sensitivity (position 11) through to highest intervention/ sensitivity (position 1). Position 12 disables the traction control completely. Position 10 is the recommended baseline setting. 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.

单轮重量

车辆静止时每条轮胎承受的重量。合理分配整车重量至关重要，单轮重量与对角重量比通过各车角弹簧座偏移调整。

前部车身高度

地面至底盘参考点的距离。提高前部高度会减少前部及整车下压力，但允许前轴产生更多载荷转移；降低高度则会增加前部及整车下压力，同时减少前轴载荷转移。

弹簧刚度

较硬弹簧可减少不同负载下的高度变化、改善气动平台控制，但会增大轮胎载荷波动并损失机械抓地力，在颠簸赛道上尤其明显。改变弹簧时应结合横向稳定杆维持前后侧倾刚度分配，并通过弹簧座偏移恢复原有静态高度。

弹簧座偏移

增大偏移会降低该车角，减小偏移会抬高该车角。同轴左右应保持对称；也可按对角线成对调整以改变静态对角重量比。

压缩阻尼刚度

联动控制低速和高速压缩阻尼，0 为最小、15 为最大。提高阻尼可提升入弯响应，但减少前轴整体抓地力并使路肩冲击更生硬。平整赛道通常适合较高阻尼；颠簸赛道可用较低阻尼换取机械抓地力。

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.

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

SPRING PERCH OFFSET

Used to adjust the ride height at this corner of the car by changing the installed position of the spring. Increasing the spring perch offset will result in lowering this corner of the car while reducing the spring perch offset will raise this 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.

BUMP STIFFNESS

The bump stiffness setting is a paired adjustment controlling both the low and high speed compression damping characteristics of the damper. In this case 0 is minimum damping (least resistance to compression) while 15 is maximum damping (most resistance to compression). Increasing the bump stiffness will result in a faster transfer of weight to this corner of the car during transient movements such as braking and direction change with increased damping usually providing an increase in turn-in response but a reduction in overall grip in the context of front dampers. High speed compression damping will increase proportionally to the increase in low speed compression damping which will also result in harsher response to kerb strikes. At smoother tracks more bump stiffness will typically increase performance while at rougher tracks or ones with aggressive kerbs less compression damping can result in an increase in mechanical grip at the expense of platform control.

回弹阻尼刚度

联动控制低速和高速回弹阻尼，0 为最小伸长阻力，12 为最大。提高回弹阻尼会减慢减振器伸长，改善气动平台与底盘响应；但回弹过慢会使轮胎失去接地，并可能引发或加剧严重振荡。

外倾角

负外倾可提高轮胎横向力，但会减少制动时的纵向抓地力并加快磨损。增大前轮负外倾通常可提升中高速弯前轴抓地力，却会损失制动性能，因此需要将制动力分配适当后移补偿。

REBOUND STIFFNESS

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. A typical low damper 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. 0 is minimum damping (least resistance to extension) while 12 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 rebounding 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.

后部车身高度

提高后部高度会减少后部下压力、增加整车总下压力，并允许后轴产生更多载荷转移；降低高度会提高后部下压力占比，但减少总下压力和后轴载荷转移。应结合后弹簧匹配静态高度。

压缩阻尼刚度

范围与前减振器相同。提高阻尼可提升加速和变向响应，但会降低整体抓地力，尤其是出弯牵引力；过硬会在颠簸赛道上造成明显牵引力损失。

回弹阻尼刚度

范围与前减振器相同。提高阻尼会减慢减振器伸长、改善平台控制；过慢则可能使轮胎失去接地。适度提高可放慢制动时的俯仰变化并改善稳定性。

REAR RIDE HEIGHT

Distance from ground to a reference point on the rear of the chassis. 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.

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 a faster transfer of weight to this corner of the car during transient movements such as accelerating and direction change with increased damping usually providing an increase in response but a reduction in overall grip especially at corner exit traction in the context of rear dampers. Excessively stiff compression damping can cause very poor traction on rough tracks as it can result in large tire load variation and a reduction in overall grip.

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 at the front, high rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response but it is important to avoid situations where the shock is too slow in rebounding as this will result in the tire losing complete contact with the track surface. This can be particularly detrimental during braking events and during the initial turn-in phase though an increase in rebound stiffness can help to ‘slow down’ the change in pitch of the car as the brakes are applied, potentially increasing braking stability.

外倾角

与前轮一样，后轮也适合采用较大的负外倾，以提升横向抓地能力；不过，后轮负外倾通常会略小于前轮。主要有两个原因：首先，后轮比前轮更宽；其次，后轮还负责驱动车辆前进，外倾角对横向抓地力的增益必须与纵向牵引性能的损失进行权衡。

前束

后轴通常采用前束。增加前束可提升直线稳定性，但会降低变向响应。应尽量避免过大的前束值，因为这会增加滚动阻力并降低直线速度。调整后轮前束时，请注意后轴数值针对每个车轮单独设置，而前轴为成对调节。因此，将左右后轮前束相加后，后轴单轮设置值的影响强度是前轴组合调节值的两倍。通常建议左右前束保持一致，以避免车辆斜行或出现不对称操控；不过，在 Lime Rock Park 等高度不对称的赛道上，后轮前束及其他设置采用不对称配置可能带来性能收益。

CAMBER

As at 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

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; however, heavily asymmetric tracks such as Lime Rock Park may see a benefit in performance from running asymmetric configurations of rear toe and other setup parameters.

燃油量

车辆载入赛道时油箱中的燃油量。

横向稳定杆设置

提高刚度会减少后轴侧倾但加剧机械性转向过度，并使车辆入弯时更快稳定姿态；降低刚度会增加侧倾、减轻转向过度并提高后轴抓地力，但瞬态响应会减慢。

尾翼设置

增大尾翼攻角会增加总下压力和阻力，使气动平衡后移；中高速弯抓地力提高，但直线速度下降。应结合前后车身高度及前后倾角（rake）调整；增大尾翼角度时需要提高前后倾角，才能维持原有气动平衡。

差速器离合片

离合摩擦面数量决定维持差速器锁止的总作用力。它相当于倍增系数：增加摩擦面会提高锁止力，但在输入扭矩接近零时没有影响。此项属于差速器的粗调，主要影响完全滑行和全油门工况。

FUEL LEVEL

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

ARB SETTING

Increasing the ARB assembly stiffness will increase the roll stiffness of the rear suspension, resulting in less body roll but increasing mechanical oversteer. This can also cause the car to “take a set” more quickly at initial turn-in. Conversely, reducing the ARB assembly stiffness will soften the suspension in roll, increasing body roll but decreasing mechanical oversteer. This can result in a less-responsive feel from the rear especially in transient movements, but grip across the rear axle will increase.

WING SETTING

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.

DIFF CLUTCHES

The number of clutch faces affect how much overall force is applied to keep the differential locked. Treated as a multiplier, adding more faces produces increasingly more locking force but has no impact around zero input torque. This can be considered to be a coarse adjustment to the differential and is most impactful under true coast and wide open throttle situations.

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.

在 iRacing 设置文件夹中，您可以选择以下几套默认设置：

BASELINE

50% 燃油量。首次载入车辆时使用的默认设置，刻意采用保守调校，便于您熟悉新车或新赛道。

BASELINE_WET

50% 燃油量。用于湿滑赛道的默认设置，已安装湿地胎，并针对湿地条件调整驾驶辅助系统。

ENDURANCE

100% 燃油量。适用于大多数最佳尾翼角度处于 3–5 挡的赛道，以及时长达到或超过一小时的比赛。

ENDURANCE LOW DOWNFORCE

100% 燃油量。适用于重视直线性能、需要较低尾翼角度的赛道（如 Daytona、Le Mans 等），燃油量按时长达到或超过一小时的比赛配置。

SPRINT_OPEN

56% 燃油量。适用于开放设置系列赛中的大多数赛道，其最佳尾翼角度通常处于 3–5 挡。

SPRINT_OPEN_LOW_DOWNFORCE

56% 燃油量。适用于开放设置系列赛中重视直线性能、最佳尾翼角度较低的赛道。

SPRINT_FIXED

50% 燃油量。适用于短程冲刺赛，也是固定设置系列赛采用的设置。

In the iRacing Setup folder you will find several default setups to choose from:

BASELINE

50% fuel level, the default setup when first loading the car, intentionally conservative to allow you to acclimatize to a new car or track.

BASELINE_WET

50% fuel level, the default setup for a wet track with wet tires fitted and driver aids adjusted for wet conditions.

ENDURANCE

100% fuel level, intended for most tracks where optimal wing angles will be in the 3-5 range and race lengths are at, or over, one hour in length.

ENDURANCE LOW DOWNFORCE

100% fuel level, intended for tracks where straight-line performance is a priority (Daytona, Le Mans, etc.) and a low wing angle is required. Fueled for race lengths at, or over, one hour in length.

SPRINT_OPEN

56% fuel level, intended for most tracks in the Open Setup series where optimal wing angles are in the 3-5 range.

SPRINT_OPEN_LOW_DOWNFORCE

56% fuel level, intended for tracks in the Open Setup series where straight-line performance is a priority and optimal wing angles are low.

SPRINT_FIXED

50% fuel level, intended for short sprint races and the setup used for the Fixed Setup series.

如需自行调校，最直接的车辆平衡调整方式是横向稳定杆或尾翼：前横向稳定杆更硬会增加转向不足；后横向稳定杆更硬会增加转向过度；降低尾翼会增加转向过度、减少下压力并提高直线速度；提高尾翼则相反。

如果改变燃油量或其他设置后未能通过技术检查，通常需要调整车身高度。右键单击弹簧座偏移（正值）会降低高度，左键单击（负值）会提高高度。

Should you choose to make your own adjustments the easiest way to change the balance of the car is through the Anti-Roll Bars or the Wing setting:

Stiffer front ARB - More understeer

Stiffer rear ARB - More oversteer

Lower wing setting - More oversteer, less downforce, and higher straight-line speed.

Higher wing setting - More understeer, more downforce, and lower straight-line speed.

In the event a setup fails tech inspection after fuel level or other changes it is likely the ride heights require adjustment. This is performed by using the Spring Perch Offset adjustments at either end of the car: Right-clicks (positive) will reduce the ride height, left-clicks (negative) will increase the ride height.