Toyota GR86
用户手册Toyota GR86
User Manual

亲爱的 iRacing 用户：

Toyota GR86 是全新 Toyota GR Cup——丰田全新单一车型公路系列赛——的官方赛车，也是一款易于上手、充满运动感的车辆，能帮助车手磨炼驾驶技巧。该车型于 2022 年发布，每辆 Toyota GT86 最初都是完整的量产车，随后运往北卡罗来纳州，由 Toyota Gazoo Racing North America 的工程师将其改造为足以征战美国顶级公路赛道的赛车。

Toyota GR Cup 定位为面向业余车手的系列赛，无论是崭露头角的新秀、休闲车手，还是退役传奇车手，都能参与其中，而 GR86 完全能够胜任。六速序列式变速箱、极具攻击性的全新车身套件等定制改装，使这款公路车型具备赛道所需的更高性能，同时又不会骤然变得难以驾驭。坐进 GR86 的驾驶席，在其现实赛事正式亮相之前，率先体验赛车运动中最令人兴奋的全新统一规格组别之一！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,

The official car of the all-new Toyota GR Cup, Toyota’s all-new single-make road racing series, the Toyota GR86 serves as an approachable, sporty vehicle for drivers to hone their craft. Announced in 2022, each Toyota GT86 starts as a fully production vehicle before heading to North Carolina, where Toyota Gazoo Racing North America engineers transform it into racing machines capable of taking on some of America’s premier road courses.

The Toyota GR Cup is designed as an amateur racing series that can welcome up-and-comers, casual drivers, and retired legends alike, and the GR86 is up to the task. Custom modifications like a six-speed sequential transmission and aggressive new bodywork elevate the profile of the road-going car for the needs of the track, without becoming too much to handle too quickly. Get behind the wheel of the GR86 and experience one of racing’s most exciting new spec classes before it makes its real-world debut! 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!

前悬架采用麦弗逊支柱结构，后悬架采用双叉臂结构

MCPHERSON STRUT FRONT SUSPENSION, DOUBLE WISHBONE REAR SUSPENSION

2.4 升自然吸气水平对置四缸发动机

NATURALLY ASPIRATED 2.4 LITER 4-CYLINDER BOXER

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。

建议在仪表台最后一颗换挡提示灯亮红色时升挡，对应转速为 7100 RPM。注意：发动机达到 7200 RPM 时，所有换挡提示灯会闪烁红色作为额外警告，但此时已经超过最佳换挡点。

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.

Upshifting is recommended when the final shift light on the dashboard is illuminated in red. This is at 7100 rpm. Note: all shift lights will flash red at 7200 rpm as an additional warning; however, this is beyond the optimal shift point.

首次进入比赛会话时，车辆会自动载入 iRacing 基准设置。如果希望尝试 iRacing 预制的其他设置，可依次进入“车库 > iRacing 设置 >”，再选择符合需求的选项。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。

When you first load into a session, the iRacing Baseline setup will be automatically loaded onto the car. If you would like to try any of the other iRacing pre-built options, you may select it by going to Garage > iRacing Setups > and then selecting another option that fits 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.

Toyota GR86 使用安装在仪表台上的单页显示屏，以清晰易读的布局向车手显示全部发动机数据和比赛信息。

警告横幅

车辆出现严重问题时，仪表顶部会显示警告横幅，同时点亮显示屏两侧各一颗 LED。该横幅会显示燃油压力过低、机油压力过低、机油温度过高或冷却液温度过高等信息。

The Toyota GR86 uses a single-page, dash mounted display to show all engine data and race information to the driver in a clear and easy-to-read format.

WARNING BANNER

If a major issue is present the dash will display a warning banner across the top and illuminate one LED on either side of the display. This banner will display information such as low fuel pressure, low oil pressure, or high oil or water temperatures.

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.

起始胎压

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

上次热态胎压

车辆返回维修区后的轮胎气压。冷态与热态胎压之差可用于判断车辆在一个赛道驾驶阶段中的平衡变化；负荷较重的轮胎会产生更大的冷热胎压差。理想情况下，工作状态相近的轮胎应以相同速率增压，以免车辆的操控平衡随着轮胎使用时间而改变。因此，应调整冷态胎压，使同类轮胎达到工作温度后具有相近胎压。

上次胎温 OMI

车辆返回维修区后的轮胎胎体温度。单轮载荷和轮胎在赛道上的工作强度会反映在胎温中，可利用这些数值分析车辆的操控平衡。中央温度适合直接比较各条轮胎的工作强度；内侧与外侧温度则可用于分析车辆在赛道上的车轮定位状态。这些数值分别在胎面上的三个区域测量。

剩余胎面厚度

车辆返回维修区后轮胎的剩余胎面厚度。轮胎磨损非常有助于识别车轮定位方面的潜在问题，例如轮胎一侧过度磨损；还可结合胎温分析车辆的操控平衡。这些数值分别在胎面上的三个区域测量。

STARTING PRESSURE

Air pressure in the tire when the car is loaded into the world. Higher pressures will reduce rolling drag and heat buildup, but will decrease grip. Lower pressures will increase rolling drag and heat buildup, but will increase grip. Higher speeds and loads will 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.

LAST HOT PRESSURE

Air pressure in the tire after the car has returned to the pits. The difference between Cold and Hot pressures can be used to identify how the car is progressing through a run in terms of balance, with heavier-loaded tires seeing a larger difference between Cold and Hot pressures. Ideally, tires that are worked in a similar way should build pressure at the same rate to prevent a change in handling balance over the life of the tire, so Cold pressures should be adjusted to ensure that similar tires are at similar pressures once up to operating temperature.

LAST TEMPERATURES OMI

Tire carcass temperatures once the car has returned from the pits. Wheel Loads and the amount of work a tire is doing on-track is 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 while on track. These values are measured in three zones across the tread of the tire.

TREAD REMAINING

The amount of tread remaining on the tire once the car has returned from 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 three zones across the tread of the tire.

防倾杆尺寸

前防倾杆尺寸会改变前悬架的侧倾刚度。共有三个选项：两种尺寸以及完全断开防倾杆。“硬”选项会提高侧倾刚度并增加过弯时的转向不足；“软”选项会降低侧倾刚度并减轻转向不足。断开防倾杆会大幅降低侧倾刚度，使车辆过弯时更趋向转向过度，但过大的车身侧倾也可能造成不稳定。

防倾杆设置

选择前防倾杆尺寸后，可通过三个防倾杆设置进一步微调前悬架侧倾刚度。无论防倾杆尺寸选择“硬”还是“软”，较低的设置值都会使防倾杆总成更硬并增加转向不足；较高的设置值则会使防倾杆总成更软并减轻转向不足。如果防倾杆尺寸设为“断开”，此项调整不会影响操控特性。

前束

从上方观察时，前束角是前轮相对于底盘中心线的夹角。该设置的正值表示正前束，负值表示负前束。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，会因转弯时内侧轮胎滑移角增大而降低直线稳定性。这有助于提高初始转向响应，但转向角过大时也更容易使轮胎滑移过度并失去抓地力。前轮正前束会降低初始转向响应，但可减少前胎温度积聚。

限位缓冲块长度

前悬架可安装限位缓冲块，以加强车高控制并提高前悬架的等效刚度。它们相当于非线性刚度的弹簧，压缩量越大，刚度越高，因此能在平整赛道上改善车高控制。不过，安装后会降低前轴机械抓地力，并削弱悬架吸收路肩冲击等大幅冲击的能力。

“限位缓冲块长度”选项会改变前悬架限位缓冲块的高度，从而决定其何时介入并开始提高前悬架刚度。限位缓冲块介入后，悬架会显著变硬，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。数值越低，限位缓冲块在压缩行程中越晚介入；数值越高则越早介入。

对角配重

对角配重是右前轮与左后轮载荷之和占车辆总重的百分比。可通过弹簧座偏移进行调整，它会影响底盘的不对称操控特性。高于 50% 时，车辆在左弯中更容易转向不足、在右弯中更容易转向过度；低于 50% 时则相反，左弯更容易转向过度、右弯更容易转向不足。对于公路赛道和街道赛道，最好将该数值保持在尽可能接近 50% 的位置。

前轴配重

前轴配重是前轴承受的载荷占车辆总重的百分比。较高的前轴配重（车头重量更大）会增加过弯时的转向不足，较低的前轴配重则会增加转向过度。该数值无法直接调整，但会随燃油量变化。

ARB SIZE

The Front ARB Size will alter the front suspension roll stiffness. Three options are available, two size options and an option to disconnect the bar entirely. The Stiff option will result in a higher roll stiffness and induce understeer while cornering, while the Soft option will reduce the roll stiffness and reduce understeer. Disconnecting the bar will greatly reduce roll stiffness, inducing oversteer while cornering, but can lead to instability due to excessive body roll when cornering.

ARB SETTING

The Front ARB setting can be set to one of three options to fine-tune the front suspension roll stiffness once a Front ARB size has been selected. For both the Stiff and Soft ARB Size options, lower ARB Setting values will stiffen the ARB assembly and induce understeer. Higher values will soften the ARB assembly and reduce understeer. If ARB Size is set to “Disconnected”, this adjustment does not influence handling characteristics.

TOE-IN

Toe is the angle of the front wheels, when viewed from above, relative to the centerline of the chassis. Positive values for this setting are Toe-In, negative values are Toe-out. Toe-in is when the front of the wheels are closer to the centerline than the rear of the wheels, and Toe-out is the opposite. On the front end, adding toe-out will decrease straight-line stability by increasing the slip angle on the inside tire when turning. This can aid in turn-in response but can make it easier to over-slip the tire and lose grip with too much steering angle. Toe-in at the front will reduce turn-in responsiveness but will reduce temperature buildup in the front tires.

BUMP RUBBER LENGTH

Bump rubbers are an option that may be fitted to the front suspension for additional ride height control and increased effective front suspension stiffness. These act as a non-linear rate springs (increasing with compression) which will produce better ride height control on smooth tracks. However, fitting them will result in a reduction in mechanical grip at this axle and poorer absorption of large impacts such as kerb strikes.

The Bump Rubber Length option will alter how tall the front suspension’s bump rubbers are and thus change when they will engage and begin increasing the front suspension rate. 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 later and higher values will engage sooner in compression.

CROSS WEIGHT

Cross Weight is the percentage of the car’s total weight situated on the Right-Front and Left-Rear tires. This can be altered with the Spring Perch Offset settings and influences the asymmetric handling behavior of the chassis. Values above 50% will induce understeer in left-hand corners and oversteer in right-hand corners, while values below 50% will induce oversteer in left-hand corners and understeer in right-hand corners. For Road Course and Street Circuits, it is best to keep this value as close to 50% as possible.

NOSE WEIGHT

Nose Weight is the percentage of the car’s total weight situated above the front axle. Higher nose weight values (more weight on the front end) will induce understeer while cornering while lower nose weight values will induce oversteer while cornering. This value is non-adjustable, but changes with varying fuel levels.

制动力分配

制动力分配表示总制动力中传递至前制动系统的百分比。Toyota GR86 的此项设置不可调整，固定为 50%。

制动片

提供三种制动片选项，用于改变制动系统产生的减速力。“高摩擦”制动片可提供最大的制动力，但车手较难细腻调制踏板以避免车轮抱死；“低摩擦”制动片产生的制动力最小，但最容易调制踏板。“中摩擦”制动片则在高、低摩擦选项之间取得折中。

ABS 设置

防抱死制动设置控制 ABS 系统为防止车轮抱死而尝试介入的程度。设置 1–3 分别控制干预程度，其中“3”的辅助最多，“1”的辅助最少；设置“0”则完全关闭 ABS 系统。

TC 设置

可通过 TC 设置根据赛道条件和车手偏好微调牵引力控制系统。与 ABS 设置相同，数值 1–3 会改变牵引力控制系统在加油时为防止车轮空转而介入的程度，其中“3”的辅助最多，“1”的辅助最少；设置“0”则关闭 TC 系统。

BRAKE PRESSURE BIAS

The Brake Pressure Bias represents the percentage of the total braking force that is sent to the front braking system. On the Toyota GR86 this is non-adjustable and is locked at 50%.

BRAKE PADS

Three different brake pad options are available to alter the amount of deceleration force exerted by the brake system. High Friction pads will provide the most braking force but are difficult for the driver to modulate to avoid lockups, while Low Friction pads produce the least braking force with the easiest level of pedal modulation. Medium Friction is a compromise between High and Low Friction pads.

ABS SETTING

The Anti-Lock Brake setting controls how much the ABS system will attempt to intervene and prevent brake lockups. Settings 1-3 control the amount of intervention, with “3” providing the most assistance and “1” providing the least. Setting “0” will disable the ABS system entirely.

TC SETTING

The Traction Control system can be fine-tuned to both track conditions and driver preferences with the TC Setting option. Just like the ABS Setting, values 1-3 will alter how much the Traction Control system tries to intervene and prevent wheelspin on throttle, with “3” providing the most assistance and “1” providing the least amount of assistance. Setting “0” will disable the TC system.

单轮载荷

显示车辆在车库中静止时各车轮承受的载荷，可用于在底盘调整过程中判断重量分布。

车高

底盘车高是地面到前轮后方底盘底部参考点的距离。由于该数值是相对于参考点、而非车辆最低点测量，因此未必代表车辆的实际离地间隙。

弹簧座

弹簧座偏移通过改变弹簧在静止状态下的预载来调整车高和单轮载荷。减小数值会提高弹簧预载，增加该轮载荷并抬高该轮车高；增大数值则作用相反，会降低该轮车高和载荷。调整车高时，应成对调整这些设置（例如左右轮同步调整），或同时调整车辆全部四个弹簧预载，以避免改变对角配重。

压缩刚度

压缩刚度表示减振器在压缩行程（即“压缩”）中的阻尼强度，例如前减振器在制动时所经历的工况。提高前减振器的压缩设置会增加压缩阻力，可能在制动和初始入弯时导致转向不足。降低压缩设置会使减振器变软，减轻制动和初始入弯阶段的转向不足。

回弹刚度

回弹刚度控制减振器抵抗伸长（即“回弹”）的程度，例如前减振器在加速时所经历的工况。较低的数值会使前减振器更强烈地抵抗伸长，可能在加速时导致转向不足。较高的数值会降低减振器的伸长阻力，从而增加前轴机械抓地力，并减轻加速时的转向不足。

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。

CORNER WEIGHT

This displays the weight on each wheel while sitting in the garage under static conditions. Useful for determining weight distribution during chassis adjustments.

RIDE HEIGHT

Chassis Ride Height is the distance from the ground to a reference point on the bottom of the chassis just behind the front tires. Since this value is to a reference point, and not necessarily the lowest point on the car, this may not be representative of the vehicle’s ground clearance.

SPRING PERCH

Spring perch offset is used to adjust ride height and corner weight by changing the preload on the spring under static conditions. Decreasing the value increases preload on the spring, adding weight to its corner and increasing the ride height at that corner. Increasing the value does the opposite, reducing height and weight on a given corner. These should be adjusted in pairs (left and right together, for example) or with all four spring preload adjustments in the car to prevent crossweight changes while adjusting ride height.

BUMP STIFFNESS

Bump Stiffness is how stiff the shocks are under compression, or “bump”, such as what the front shocks experience under braking. Higher Bump settings on the front shocks produce a stiffer shock in compression, which can induce understeer under braking and turn-in. Lower Bump settings will soften the shock and reduce understeer in the braking and turn-in phase.

REBOUND STIFFNESS

Rebound Stiffness controls how resistant the shock is to expansion, or “rebound”, such as what the front shocks experience under acceleration. Lower values will make the front shocks more resistant to expanding, which can induce understeer on acceleration. Higher values will make the shock less resistant to expansion, which can increase front end mechanical grip and reduce understeer when accelerating.

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.

单轮载荷

显示车辆在车库中静止时各车轮承受的载荷，可用于在底盘调整过程中判断重量分布。

车高

底盘车高是地面到后轮前方底盘底部参考点的距离。由于该数值是相对于参考点、而非车辆最低点测量，因此未必代表车辆的实际离地间隙。

弹簧刚度

弹簧刚度是悬架弹簧部件的刚度数值。数值越高，弹簧越硬；数值越低，弹簧越软。在后轴使用较硬弹簧可降低车辆空气动力学平衡对俯仰姿态的敏感度，即加速时空气动力学平衡不易发生变化，但会减少后轴机械抓地力，并可能导致过弯时转向过度。较软弹簧会增加机械抓地力，使机械平衡趋向转向不足，但车辆在大幅加速时的空气动力学稳定性可能下降。

弹簧座

弹簧座偏移通过改变弹簧在静止状态下的预载来调整车高和单轮载荷。减小数值会提高弹簧预载，增加该轮载荷并抬高该轮车高；增大数值则作用相反，会降低该轮车高和载荷。调整车高时，应成对调整这些设置（例如左右轮同步调整），或同时调整车辆全部四个弹簧预载，以避免改变对角配重。

压缩刚度

压缩刚度表示减振器在压缩行程（即“压缩”）中的阻尼强度，例如后减振器在加油时所经历的工况。提高后减振器的压缩设置会增加压缩阻力，从而可能提高加油时的牵引力。降低压缩设置会使减振器变软，并减轻加速阶段的转向不足。

回弹刚度

回弹刚度控制减振器抵抗伸长（即“回弹”）的程度，例如后减振器在制动时所经历的工况。较低的数值会使后减振器更强烈地抵抗伸长，可能在制动和初始入弯时导致转向不足。较高的数值会降低减振器的伸长阻力，从而减少后轴机械抓地力，并在制动时引发一定程度的转向过度。

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，但会降低加速时的纵向抓地力。外倾角过大会缩短轮胎寿命，因此需要在耐久性与性能之间取得平衡。

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。该设置的正值表示正前束，负值表示负前束。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。在后轴增加负前束会降低直线稳定性；这有助于提高初始转向响应，但也会使车辆在弯中更容易打转。后轮正前束会提高直线稳定性，但会降低初始转向响应。

CORNER WEIGHT

This displays the weight on each wheel while sitting in the garage under static conditions. Useful for determining weight distribution during chassis adjustments.

RIDE HEIGHT

Chassis Ride Height is the distance from the ground to a reference point on the bottom of the chassis just ahead of the rear tires. Since this value is to a reference point, and not necessarily the lowest point on the car, this may not be representative of the vehicle’s ground clearance.

SPRING RATE

Spring Rate is the stiffness value of the suspension’s spring components. Higher values represent stiffer springs and lower values represent softer springs. At the rear end, stiffer spring values can reduce the car’s aerodynamic pitch sensitivity (less likely to change aerodynamic balance under acceleration), but will reduce mechanical grip at the rear and can induce oversteer while cornering. Softer springs will increase mechanical grip and can shift mechanical balance to understeer, but aerodynamic stability can suffer under heavy acceleration.

SPRING PERCH

Spring perch offset is used to adjust ride height and corner weight by changing the preload on the spring under static conditions. Decreasing the value increases preload on the spring, adding weight to its corner and increasing the ride height at that corner. Increasing the value does the opposite, reducing height and weight on a given corner. These should be adjusted in pairs (left and right together, for example) or with all four spring preload adjustments in the car to prevent crossweight changes while adjusting ride height.

BUMP STIFFNESS

Bump Stiffness is how stiff the shocks are under compression, or “bump”, such as what the rear shocks experience under throttle. Higher Bump settings on the rear shocks produce a stiffer shock in compression, which can increase traction on throttle. Lower Bump settings will soften the shock and reduce understeer in the acceleration phase.

REBOUND STIFFNESS

Rebound Stiffness controls how resistant the shock is to expansion, or “rebound”, such as what the rear shocks experience under braking. Lower values will make the rear shocks more resistant to expanding, which can induce understeer when braking and turning into a corner. Higher values will make the shock less resistant to expansion, which can decrease rear end mechanical grip and induce some oversteer while braking.

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 acceleration. Excessive camber values can reduce tire life, so it is important to find a balance between life and performance.

TOE-IN

Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Positive values for this setting are Toe-In, negative values are Toe-out. 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 rear end, adding toe-out will decrease straight-line stability. This can aid in turn-in response but can make the car easier to spin in the middle of a corner. Toe-in at the rear will increase straight-line stability and reduce turn-in responsiveness.

燃油量

燃油量是车辆驶离车库时油箱内的燃油量。改变燃油量会使前轴配重数值和操控平衡发生变化，因此必须留意不同燃油量带来的重量变化。

防倾杆尺寸

后防倾杆尺寸会改变后悬架侧倾刚度，可选择连接（“软”设置）或断开。“软”选项会连接后防倾杆，提高后轴侧倾刚度并增加过弯时的转向过度。断开后防倾杆会大幅降低后轴侧倾刚度，使车辆更趋向转向不足。

防倾杆设置

使用后防倾杆时（仅限“软”设置），可通过两个防倾杆设置进行微调。设置 1 较软，产生的后轴侧倾刚度较低，因此相较设置 2 更趋向转向不足；设置 2 会使后悬架更硬，并在过弯时产生更多转向过度。

尾翼设置

尾翼设置会改变尾翼攻角，可设为 5、10 或 15 度。数值越高，尾翼产生的下压力与阻力越大。这些较高数值还会使空气动力学平衡向后移动，导致中高速弯中更多转向不足；较低数值则会减少阻力和下压力，并使空气动力学平衡前移。

FUEL LEVEL

Fuel level is the amount of fuel in the fuel tank when the car leaves the garage. Changing fuel levels will alter the Nose Weight value and alter handling balance, it is important to be aware of weight changes with varying fuel levels.

ARB SIZE

The Rear ARB Size will alter the rear suspension roll stiffness and can either be connected (“Soft” setting) or disconnected. The Soft option will connect the rear ARB, increasing rear roll stiffness and inducing oversteer while cornering. Disconnecting the rear ARB will greatly decrease rear roll stiffness and induce understeer.

ARB SETTING

If the Rear ARB is used (“Soft” setting ONLY), it can be fine tuned with two options on the ARB Setting. Setting 1 is softer and will produce a lower rear roll stiffness, inducing understeer when compared to Setting 2, which will stiffen the rear suspension and result in more oversteer when cornering.

WING SETTING

The Wing Setting changes the rear wing’s angle of attack. This can be set to 5, 10, or 15 degrees, with higher values producing more downforce and more drag at the wing. These higher values will also shift aero balance rearward, inducing understeer in mid- to high-speed corners, while lower values will reduce drag and downforce and shift aero forward.