Mazda MX-5 Cup
用户手册Global Mazda MX-5 Cup
User Manual

亲爱的 iRacing 用户：

恭喜您成为 iRacing 会员，希望您能尽情享受 Global Mazda MX-5 Cup 赛车！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 iRacing membership, and we hope you enjoy the Global Mazda MX-5 Cup car. 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!

前悬架采用双叉臂结构，后悬架采用多连杆结构

DOUBLE-WISHBONE FRONT, MULTI-LINK REAR SUSPENSION

SKYACTIV-G 16 气门直列四缸发动机

SKYACTIV-G 16-VALVE 4 CYLINDER

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

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.

出于安全考虑，Mazda MX-5 要求先踩下离合器才能接通发动机启动机。如果使用“手动离合器”设置，启动车辆时务必将离合器完全踩下，否则启动机不会工作。如果使用“自动离合器”或换挡辅助，则可像其他车辆一样启动发动机。

发动机启动后，只需按下“升挡”按钮挂入挡位并踩下油门，即可驶离维修区；如果使用手动离合器，请同时缓慢松开离合器。

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。

建议在仪表台上的换挡提示灯闪烁时升挡。提示灯会在 7400 RPM 时开始闪烁，转速限制器则在 7500 RPM 时介入。

The Mazda MX-5 requires the clutch to be depressed prior to engaging the engine starter for safety reasons. If you are using the Manual Clutch setting, be sure to have the clutch fully depressed when starting the car or the starter will not turn on. If you are using Auto Clutch or a shifting aid, you can start the engine like any other car.

Once the engine is started, leaving the pits is as easy as selecting the “upshift” button to put it into gear, and hitting the accelerator pedal while slowly releasing the clutch if using Manual Clutch.

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 shift lights on the dashboard are flashing. This occurs at 7400 RPM, the rev limiter kicks in at 7500 RPM.

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.

本车的仪表显示不可调整，仅提供一个页面，用于显示关键车辆信息。

仪表外框左上方和右上方设有六个带编号的状态指示灯。各指示灯对应不同状态，灯光颜色则表示该状态的不同等级：

1. 发动机警告 — 发动机出现严重故障时亮红灯，通常还会在主显示屏上同时显示提示信息。
2. 水温 — 发动机冷却液过热时闪烁蓝灯。
3. 燃油量 — 根据剩余燃油占满箱容量的百分比，分三个阶段显示：
   • 绿色：剩余燃油超过 25%
   • 黄色：剩余燃油低于 25%、但高于 15%
   • 红色（闪烁）：剩余燃油低于 15%
4. 不可用
5. 不可用
6. 维修区限速器 — 维修区限速器开启时闪烁黄灯。注意：维修区限速器仅能在 1 挡使用。

Global MX-5 配备 AiM MXL2 数字仪表，以清晰易读的布局向车手显示所有重要信息。

• RPM Band — 通过依次填充显示屏顶部周围的分段来显示发动机转速，每条刻度代表 1000 RPM。
• Speed — 车辆速度，显示于转速条“7”下方的显示屏中央。
• Gear — 当前选择的挡位，显示于转速条右侧。
• H2OT — 发动机冷却系统的冷却液温度。
• GPS: Good — GPS 连接状态。
• Lap — 已完成圈数。返回车库时不会重置为零。
• Lap Time — 上一完整圈的圈速，显示于显示屏底部中央。
• Engine Warning Box — 发动机出现严重问题时，显示屏右侧会出现带边框的提示信息。

The dash display in this car is non-adjustable and features a single page to display critical vehicle information.

Six numbered status indicator lights are featured in the top left and top right of the dash within the outer frame. Each light displays a different condition, with the light’s color representing a different level of each condition:

1. Engine Warning - Will illuminate in red if a serious engine problem is present, usually paired with a message on the main display.
2. Water Temperature - Flashes blue whenever the engine cooling water is overheated
3. Fuel Level - Displays fuel level in three stages based on percent of a full tank:
   • Green: More than 25% of fuel level remaining
   • Yellow: Less than 25%, but more than 15% remaining
   • Red (Flashing): Less than 15% remaining
4. Inoperable
5. Inoperable
6. Pit Limiter - Flashes yellow when pit speed limiter is on. NOTE: Pit speed limiter is only available in 1st gear.

The Global MX-5 is equipped with an AiM MXL2 Digital Dash to show the driver all vital information in an easy-to-read display.

• RPM Band - Displays engine RPM by filling-in segments around the top of the display. Every line is 1000 RPM.
• Speed - Vehicle speed is shown in the center of the display just underneath the “7” on the RPM Band.
• Gear - The currently selected gear is on the right of the RPM band
• H2OT - Water Temperature in the engine cooling system
• GPS: Good - GPS Connection status
• Lap - Displays the number of laps completed. This does not reset to zero when returning to the garage.
• Lap Time - The previously completed lap time is displayed in the center bottom of the display.
• Engine Warning Box - Should a serious issue develop with the engine, a boxed message will appear on the right side of the display.

启用维修区限速器后，数字 6 旁的黄色指示灯会闪烁，仪表右侧也会切换为仅显示“Pit Speed”。维修区限速器只能在 1 挡使用，升挡会将其关闭。

When the pit limiter is active the yellow light beside the 6 will flash. The right side of the dash will also be changed to only display “Pit Speed”. The pit limiter is only available in 1st gear, shifting up will deactivate it.

仪表提示灯会从两侧向中央成对亮起，并在车辆达到换挡时机时闪烁。

The dash lights illuminate in pairs, meeting in the middle and then flash when the car should be shifted.

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.

轮胎配方

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。

TIRE COMPOUND

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.

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。前束为负值时，轮胎前缘比后缘更远离中心线；前束为正值时，轮胎前缘比后缘更靠近中心线。负前束会降低车辆的直线稳定性，但可提高初始转向响应，代价是胎温和磨损增加。减小负前束（甚至采用正前束）会提高直线稳定性并降低胎温与磨损，但可能使车辆对转向输入的响应变得迟缓。

防倾杆

前防倾杆提供三个设置，用于改变前悬架的侧倾刚度。较软的设置会降低前悬架侧倾刚度、减轻转向不足，但也会略微降低车头对快速转向输入的响应。较硬的设置会提高前悬架侧倾刚度，增加转向不足和转向响应。

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。调整对角配重时，务必成对调整弹簧座偏移（两个前轮、左后与右前、右后与左前，或全部四轮），避免大幅改变车高。车高变化本身会改变悬架动态，可能掩盖预期的对角配重调整效果或与之冲突。

TOE-IN

Toe is the angle of the wheels relative to the chassis centerline when viewed from above. Negative toe-in sets the front of the tires farther from the centerline than the rear of the tires while positive toe-in sets the front of the tires closer to the centerline than the rear of the tires. Toe-out will destabilize the car in a straight line but this will increase turn-in response at the cost of increased tire temperature and wear. Reducing toe-out (and even running toe-in) will stabilize the car in a straight line and reduce temperature and wear, but could make the car sluggish in response to steering inputs.

ANTI-ROLL BAR

The front Anti-Roll Bar can be set to one of three settings to change the roll stiffness of the front suspension. Softer settings will reduce front suspension roll stiffness, reducing understeer but slightly reducing the front end’s responsiveness to quick steering inputs. Firmer settings will increase the front suspension roll stiffness, increasing understeer and steering response.

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. When adjusting cross weight, be sure to adjust the perch offsets in pairs (both fronts, LR+RF or RR+LF, all four) to avoid dramatically altering the ride heights. Changing ride heights will alter the suspension dynamics on its own, which could mask or conflict with the desired crossweight adjustment.

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，但可提高抓地力。车速和负荷较高时需要更高胎压，车速和负荷较低时则通常使用较低胎压表现更好。为获得最佳性能，应根据赛道特性设置冷态胎压。一般建议从较低胎压开始，再按需逐步提高。

上次热态胎压

车辆返回维修区后的轮胎气压。冷态与热态胎压之差可用于判断车辆在一个赛道驾驶阶段中的平衡变化；负荷较重的轮胎会产生更大的冷热胎压差。理想情况下，工作状态相近的轮胎应以相同速率增压，以免车辆的操控平衡随着轮胎使用时间而改变。因此，应调整冷态胎压，使同类轮胎达到工作温度后具有相近胎压。应在连续行驶若干圈、胎压趋于稳定后分析热态胎压。由于每次驾驶阶段的圈数会随赛道长度变化，可先在完整燃油驾驶里程或比赛距离约 50% 处进行分析，具体取更符合赛事情况的一项。

上次胎温 O M I（轮胎温度）

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，主要是外倾角。这些数值分别在胎面外侧、中部和内侧三个区域测量。

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。其测量区域与胎温相同。

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。

前车高

地面到前轮后方底盘参考点的距离。由于数值是相对于车辆上的特定参考点测量，因此未必代表车辆的实际离地间隙，但可作为车辆静止时距赛道表面高度的可靠基准。调整车高是获得最佳性能的关键，因为车高会直接影响车辆过弯时的机械抓地力与响应。提高前车高会允许过弯时前轴发生更多横向载荷转移，通常可减轻转向不足，但有时会降低车头响应。相反，降低前车高会减少前轴横向载荷转移，可能导致转向不足，但通常能为车手提供更灵敏的响应感受。

弹簧座偏移

通过改变弹簧的静态预载来调整车辆该轮的车高。增大弹簧座偏移会降低该轮车高并减少单轮载荷；减小弹簧座偏移则会抬高该轮车高并增加单轮载荷，同时也会影响其余三个车轮的载荷。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。

压缩阻尼

压缩阻尼设置会同时调整减振器的低速与高速压缩阻尼特性。对于 MX-5，“0”是最小阻尼设置（压缩阻力最小），“+11”是最大阻尼设置（压缩阻力最大）。提高压缩阻尼会使制动、变向等瞬态动作中的载荷更快传递至车轮，通常可提高初始转向响应，但会降低整体抓地力。高速压缩阻尼会随低速压缩阻尼同步增加，因此车辆碾过路肩时的冲击响应也会更生硬。在较平整的赛道上，较高压缩阻尼通常有利于性能；在较颠簸或路肩激进的赛道上，降低压缩阻尼则可牺牲部分平台控制来换取更高的机械抓地力。

回弹阻尼

回弹阻尼设置会同时调整减振器的低速与高速回弹阻尼特性。提高回弹阻尼会减慢减振器在低速和高速工况下的伸长速度。典型的低减振器速度工况是车辆在出弯时由侧倾状态恢复水平；高速工况则是悬架在大幅碾过路肩后伸长。“0”是最小阻尼设置（伸长阻力最小），“+11”是最大阻尼设置（伸长阻力最大）。较高的回弹刚度可改善底盘响应，但应避免减振器回弹过慢（设置过高），否则轮胎可能完全失去与赛道表面的接触，引发或加剧严重振荡。

外倾角

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

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.

LAST HOT PRESSURE

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

LAST TEMPS O M I (TIRE TEMPERATURES)

Tire carcass temperatures 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.

CORNER WEIGHT

The weight underneath each tire under static conditions in the garage. Correct weight placement 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 just behind the front wheels. 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 mechanical grip when cornering and responsiveness. Increasing front ride height will allow for more weight transfer across the front axle when cornering, usually reducing understeer but sometimes reducing front-end responsiveness. Conversely, reducing ride height will reduce the weight transfer across the front axle, which can induce understeer but usually provides a more responsive feel to the driver.

SPRING PERCH OFFSET

Used to adjust the ride height at the corner of the car by changing the static preload on the spring. Increasing the spring perch offset will result in lowering the corner of the car and reducing the corner weight, while reducing the spring perch offset will raise the corner of the car and increase the corner weight (along with changes to the other three corner weights). 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.

COMPRESSION DAMPING

The compression damping setting is a paired adjustment controlling both the low and high speed damping characteristics of the damper. For the MX-5, “0” is the minimum damping setting (least resistance to compression) while “+11” is maximum damping (most resistance to compression). Increasing the compression damping will result in a faster transfer of weight to the wheel 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. 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 compression damping 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.

REBOUND DAMPING

The Rebound damping 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. Setting “0” is minimum damping (least resistance to extension) while “+11” is maximum damping (most resistance to extension). While high rebound stiffness will result in improved chassis response it is important to avoid situations where the shock is too slow in rebound (set too high) 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.

后车高

地面到后轮前方底盘后部参考点的距离。提高后车高会允许过弯时后轴发生更多横向载荷转移，通常会增加转向过度。相反，降低后车高会减少后轴横向载荷转移，通常会增加转向不足。

压缩阻尼

压缩阻尼设置会同时调整减振器的低速与高速压缩阻尼特性，调节范围与前减振器相同。提高压缩阻尼会使加速、变向等瞬态动作中的载荷更快传递至车轮，通常可提高响应，但会降低整体抓地力。在颠簸赛道上，压缩阻尼过硬可能导致轮胎负荷大幅波动并降低整体抓地力，从而严重损害牵引力。

回弹阻尼

回弹阻尼设置会同时调整减振器的低速与高速回弹阻尼特性，调节范围与前减振器相同。提高回弹阻尼会减慢减振器在低速和高速工况下的伸长速度。与前轴相同，较高的回弹刚度可改善平台控制和底盘整体响应，但应避免减振器回弹过慢（设置过高），否则轮胎可能完全失去与赛道表面的接触。此问题在制动和初始入弯阶段尤其不利；不过，提高回弹刚度也能在施加制动时“减缓”车辆俯仰姿态的变化，从而可能改善制动稳定性。

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。与前轮相似，为提高横向抓地能力，后轮也适合采用较大的负外倾角；不过，后轮负外倾通常会略小于前轮。这主要是因为后轮还负责驱动车辆前进，因此外倾角对横向抓地力的增益需要与纵向牵引力的损失进行权衡。

REAR RIDE HEIGHT

Distance from ground to a reference point on the rear of the chassis just in front of the rear wheels. Increasing rear ride height will allow for more weight transfer across the rear axle when cornering, typically inducing oversteer. Conversely, reducing ride height will reduce weight transfer across the rear axle, typically inducing understeer.

COMPRESSION DAMPING

The compression damping 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 the compression damping will result in a faster transfer of weight to the wheel during transient movements such as accelerating and direction change with increased damping usually providing an increase in response but a reduction in overall grip. 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 DAMPING

The rebound damping 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 and better overall chassis response but it is important to avoid situations where the shock is too slow in rebound (set too high) 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.

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. Similar to 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 because 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.

燃油量

油箱内的燃油量。

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。

防倾杆

后防倾杆有两种设置：“OEM”和“断开”。选择“OEM”时，原厂后防倾杆保持连接，会提高后悬架刚度并增加过弯时的转向过度。选择“断开”时，后防倾杆脱开，后轴侧倾刚度会大幅降低，从而增加转向不足。

FUEL LEVEL

The amount of fuel in the fuel tank.

TOE-IN

Toe is the angle of the wheels, 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 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.

ANTI-ROLL BAR

The rear Anti-Roll Bar can be run one of two ways: “OEM” and “Unhooked”. When “OEM” is selected, the stock rear Anti-Roll Bar is attached, increasing rear suspension stiffness and inducing oversteer while cornering. When “Unhooked” is selected, the rear Anti-Roll Bar is detached, dramatically reducing rear roll stiffness, which will induce understeer.