Porsche 911 Cup (992.2)
用户手册Porsche 911 Cup (992.2)
User Manual

亲爱的 iRacing 用户：

恭喜您购买 Porsche 911 Cup (992.2)！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。

再次感谢您一直以来的支持，我们赛道上见！

DEAR iRACING USER,

Congratulations on your purchase of the Porsche 911 Cup (992.2)! 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 continued support, 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

自然吸气水平对置六缸发动机

NATURALLY-ASPIRATED FLAT-SIX

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.

进入车辆后，挂入 1 挡。踩下油门的同时缓慢松开离合器，即可起步。停车时需要踩下离合器以防发动机熄火，必要时挂入倒挡也需要操作离合器；但车辆开始行驶后，升挡和降挡均无须使用离合器。升挡时可以保持油门全开，降挡则需要轻点油门补转速，以卸除变速箱负荷。如果降挡过早或补油不足，车轮转速与发动机转速将无法匹配，导致后轮跳动，车辆甚至可能打转。

Once you load into the car, select 1st gear. Slowly release the clutch while applying the throttle to drive away. A clutch is necessary when coming to a stop to prevent stalling the engine and shifting into reverse if necessary, but the clutch isn’t required once the vehicle is in motion for upshifts or downshifts. Upshifting can be done without lifting off the throttle, however downshifting will require a small throttle blip to unload the transmission. If you downshift too early, or don’t blip the throttle sufficiently, the wheel speed and engine speed will be mismatched, leading to wheel hop at the rear and a possible spin.

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.

“比赛 2”页面与“比赛 1”页面基本相同，但左侧数据组改为显示燃油系统信息。

The Race 2 page is the same as the Race 1 page, however the data group on the left side has changed to display fuel system information.

排位页面会移除屏幕上的大部分数据，改为显示圈速与分段计时信息。

The Qualifying page removes most of the data from the screen, replacing it with laptime and split information.

一排多色 LED 会直观显示发动机转速，并提示发动机何时达到最佳换挡时机。当仪表显示屏顶部的所有 LED 均呈蓝色闪烁时，请执行升挡。1 挡的换挡转速为 7900 RPM，2 挡为 8200 RPM，3 挡为 8400 RPM，4 挡为 8500 RPM，5 挡为 8600 RPM。6 挡采用特定的提示逻辑，用于显示发动机正接近允许的最高转速。绿色区域内的提示灯表示转速处于“安全”范围。仅在 6 挡且赛道拥有极长直道时，才允许发动机转速超过 8750 RPM，但这样会缩短发动机使用寿命。6 挡时蓝灯闪烁代表发动机已达到 9000 RPM，即允许的最高转速。

A row of multi-colored LEDs provide a visual representation of the engine’s RPM and indicate when the engine has reached the optimum point for shifting. When all the LEDs at the top of the dash display flash blue, shift up. This is at 7900 rpm for 1st gear, 8200 rpm for 2nd gear, 8400 rpm for 3rd gear, 8500 rpm for 4th gear and 8600 rpm for 5th gear. 6th gear has specific behaviour to indicate the approach to maximum allowable engine speed. Lights in the green region are considered ‘safe’. Engine speeds above 8750 rpm are permitted for tracks with extraordinarily long straights in 6th gear only but will reduce the service life of the engine. Blue flashing lights in 6th gear indicate 9000 rpm and the maximum allowable engine speed.

启用维修区限速器后，中央数据显示会替换为一个大型方框，中央显示当前挡位，右侧显示车速。车速不超过维修区道路限速时，方框显示绿色；超过限速时则显示红色。由于车速已在中央区域显示，显示屏顶部通常用于显示车速的方框会改为显示发动机转速。

When the pit limiter is active the data displays in the center will be replaced by a large box featuring the selected gear in the center and the vehicle speed on the right. If the speed is at or under the pit road speed limit the box will be green and if the speed is above the pit road speed limit the box will be red. Since vehicle speed is shown in the center area, the box at the top of the display that normally shows speed is replaced by Engine RPM.

ABS 系统关闭时，如果某个车轮在重刹过程中开始抱死，显示屏两侧的状态灯会亮起，指示发生抱死的车轮。品红色 LED 代表前轮，黄色 LED 代表后轮。

Should one of the wheels begin locking under heavy braking while the ABS system is disabled, status lights on the sides of the display will illuminate to signal which wheel is locking. The front wheels are represented by magenta LEDs and the rear wheels are represented by yellow LEDs.

牵引力控制系统介入时，仪表罩两侧会各亮起一组蓝色 LED。此提示会覆盖当时可能已经亮起的车轮抱死指示灯。

When the traction control system is active, a cluster of blue LEDs on either side of the instrument binnacle. This overrides any wheel lockup lights that may be active at the time.

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.

前制动片摩擦系数

“前制动片摩擦系数”用于选择前制动系统安装的制动片。摩擦系数是制动片所能产生摩擦力的数值表示，因此数值越高，摩擦力和制动能力越强。较高的摩擦系数也会增加车轮抱死的风险，并使车手更难细腻调制制动力；较低的摩擦系数则因制动能力较弱而降低抱死风险。更多信息请参阅本指南末尾的“调校提示”章节。

防倾杆设置

可通过车库中的前防倾杆设置调整防倾杆刚度。共有七个挡位：1 最软，6 最硬；由于防倾杆的安装方式，设置 7 比设置 6 略软。较硬的设置会增加转向不足并提高高速过弯稳定性，较软的设置则会减轻转向不足。

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并降低直线稳定性；增加正前束则会减少滑移并提高直线稳定性。

燃油量

车辆载入赛道时油箱内的燃油量。

低燃油警告

设置向车手显示“Low Fuel”警告时的燃油量阈值。

前轴配重

前轴配重是前轮承受的载荷占车辆总重的百分比。该数值可粗略反映车辆纵向重心的位置，并会直接影响高速稳定性和低速操控平衡。较高的前轴配重会提高车辆的方向稳定性，适合低抓地力赛道及类似情境。

FRONT BRAKE PAD MU

The Front Brake Pad Mu setting selects the brake pads installed in the front brake system. Mu is a numerical representation of the amount of friction the pads can produce, thus a higher Mu value will result in more friction and greater braking capability. Higher Mu values will also increase the risk of locking and can be more difficult for the driver to modulate, while lower Mu values will reduce the risk of a lockup due to reduced braking capability. For more information, see the “Setup Tips” section at the end of this guide.

ARB SETTING

The Anti-Roll Bar stiffness can be tuned using the front ARB Setting in the garage. Seven settings are available, with 1 being the softest setting, 6 being the stiffest, and setting 7 being slightly softer than setting 6 due to how the ARB is installed. Stiffer settings will induce understeer and increase stability in high-speed cornering while softer settings will reduce understeer.

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.

FUEL LEVEL

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

FUEL LOW WARNING

Sets the fuel level at which a “Low Fuel” warning will be displayed to the driver.

FRONT WEIGHT

The vehicle’s Front Weight value is the percentage of total vehicle weight on the front tires. This represents a rough approximation of the longitudinal Center of Gravity location in the vehicle and has a direct influence on the high-speed stability of the vehicle and low-speed handling balance. Higher Nose Weight values result in a more directionally-stable vehicle, good for low-grip tracks and situations

显示页面

更改当前选择的数字仪表页面。本手册前述仪表配置章节介绍了三个可选页面。

TC 模式

TC 模式会在不同参数组之间切换，使牵引力控制系统适应赛道与天气条件。“湿地”设置允许的滑移更少，介入程度高于“干地”设置，以在湿地比赛条件下防止车轮空转。系统会根据车辆安装的轮胎自动设置；如果比赛进站期间更换轮胎类型，该模式也会随之改变。

ABS 设置

ABS 设置决定防抱死制动系统在制动时为防止车轮抱死而介入的程度。设置“1”的辅助最少，设置“11”的辅助最多，设置“0”则关闭 ABS 系统。

TC 设置

TC 设置控制牵引力控制系统在加速时为防止车轮空转而介入的程度。设置“1”的辅助最少，设置“11”的辅助最多，设置“0”则关闭牵引力控制系统。

油门设置

可通过更改油门设置来调整油门踏板映射，以适应不同驾驶风格或天气条件。设置 1 的油门曲线较为柔和，设置 2 则更为激进。

制动力分配

制动力分配表示传递至前制动器的制动力百分比。数值高于 50% 时，前制动管路压力相对于后制动管路更高，制动平衡会向前移动，前轮更容易抱死，但车辆在制动区内可能更稳定。应结合车手偏好和赛道条件进行调整，以获得当前情境下的最佳制动表现。

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。

DISPLAY PAGE

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

TC MODE

The TC Mode setting switches between a set of parameters to tailor the Traction Control system to the track and weather conditions. The Wet setting allows less slip and will intervene more than the Dry setting to prevent wheelspin in wet racing conditions. This is set automatically based on the tires installed on the car and will change during a pitstop if the tire type is changed during a race.

ABS SETTING

The ABS Setting sets how much the Anti-Lock Braking System will intervene to prevent wheel lockups when braking. Setting “1” will provide the least amount of support while setting “11” will provide the most, setting “0” will disable the ABS system.

TC SETTING

The TC Setting controls how much the Traction Control system will intervene to prevent wheelspin under acceleration. Setting “1” is the least amount of assistance, setting “11” is the most, and setting “0” disables the Traction Control system.

THROTTLE SETTING

The Throttle Pedal Map can be changed to suit different driving styles (or weather conditions) by changing the Throttle Setting. Setting 1 is a more moderate throttle shape, setting 2 is more aggressive.

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.

CROSS WEIGHT

The percentage of total vehicle weight in the garage acting across the right front and left rear corners. A setting of 50.0% is generally optimal for non-oval tracks as this will produce symmetrical handling in both left and right hand corners providing all other chassis settings are symmetrical. Higher than 50% cross weight will result in more understeer in left hand corners and increased oversteer in right hand corners. Cross weight can be adjusted by making changes to the spring perch offsets at each corner of the car.

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。

车高

地面到前轮轴线所对应底盘底部参考点的距离。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。

弹簧座偏移

通过改变弹簧的安装位置来调整车辆前轮的车高。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，因此需要将制动力分配相应后移作为补偿。

CORNER WEIGHT

The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for optimizing a car for a given track and conditions. Individual wheel weight adjustments and crossweight adjustments are made via the spring perch offset adjustments at each corner.

RIDE HEIGHT

Distance from the ground to a point on the bottom of the chassis project to the front wheel axis. 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 under static conditions. 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 PERCH OFFSET

Used to adjust the ride height at the front corners 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 and necessitate a rearward shift in brake bias to compensate.

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。

车高

地面到后轮轴线所对应底盘底部参考点的距离。提高后车高会减少后轴下压力和整车总下压力、增加空气阻力，但会允许过弯时后轴发生更多横向载荷转移。相反，降低后车高会提高后轴下压力占比和整车总下压力，同时减少空气阻力和后轴横向载荷转移。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后轮的车高。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

与前轮一样，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。主要有两个原因：其一，后轮比前轮更宽；其二，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。

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；但在莱姆罗克公园这类左右弯严重不对称的赛道，采用不对称的后轮前束及其他设置参数可能有性能收益。

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.

RIDE HEIGHT

Distance from ground to a point on the bottom of the chassis projected to the rear wheel axis. Increasing rear ride height will decrease rear downforce as well as reduce overall downforce, while increasing drag, but will allow for more weight transfer across the rear axle when cornering. Conversely, reducing ride height will increase rear downforce percentage and overall downforce while reducing aerodynamic drag and 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 rear corners 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

As with the front of the car it is desirable to run significant amounts of negative camber in order to increase the lateral grip capability; however, it is typical to run slightly reduced rear camber relative to the front. This is primarily for two reasons, firstly, the rear tires are wider compared to the fronts and secondly the rear tires must also perform the duty of driving the car forwards where benefits of camber to lateral grip become a tradeoff against reduced longitudinal (traction) performance.

TOE-IN

Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. At the rear of the car it is typical to run toe-in. Increases in toe-in will result in improved straight line stability and a reduction in response during direction changes. Large values of toe-in should be avoided if possible as this will increase rolling drag and reduce straight line speeds. When making rear toe changes remember that the values are for each individual wheel as opposed to paired as at the front. This means that individual values on the rear wheels are twice as powerful as the combined adjustment at the front of the car when the rear toes are summed together. Generally, it is advised to keep the left and right toe values equal to prevent crabbing or asymmetric handling behavior; 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.

后制动片摩擦系数

“后制动片摩擦系数”用于选择后制动系统安装的制动片。摩擦系数是制动片所能产生摩擦力的数值表示，因此数值越高，摩擦力和制动能力越强。较高的摩擦系数也会增加车轮抱死的风险，并使车手更难细腻调制制动力；较低的摩擦系数则因制动能力较弱而降低抱死风险。更多信息请参阅本指南末尾的“调校提示”章节。

防倾杆设置

可通过车库中的后防倾杆设置调整防倾杆刚度。共有七个挡位：1 最软，6 最硬；由于防倾杆的安装方式，设置 7 比设置 6 略软。较硬的设置会增加转向过度并降低高速过弯稳定性，较软的设置则会减轻转向过度。

尾翼设置

尾翼设置是指尾翼的相对攻角。尾翼是重要的空气动力学装置，会显著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。

REAR BRAKE PAD MU

The Rear Brake Pad Mu setting selects the brake pads installed in the rear brake system. Mu is a numerical representation of the amount of friction the pads can produce, thus a higher Mu value will result in more friction and greater braking capability. Higher Mu values will also increase the risk of locking and can be more difficult for the driver to modulate, while lower Mu values will reduce the risk of a lockup due to reduced braking capability. For more information, see the “Setup Tips” section at the end of this guide.

ARB SETTING

The Anti-Roll Bar stiffness can be tuned using the rear ARB Setting in the garage. Seven settings are available, with 1 being the softest setting, 6 being the stiffest, and setting 7 being slightly softer than setting 6 due to how the ARB is installed. Stiffer settings will induce oversteer and reduce stability in high-speed cornering while softer settings will reduce oversteer.

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.

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，可以找到适用于不同空气动力学下压力水平和比赛距离的多种默认设置，其中也包含大量赛道专用设置；这些设置已按照 iRacing 官方系列赛在对应赛道采用的比赛距离加注燃油。

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。

Porsche 911 Cup (992.2) 可调整的设置项目相对较少，其设计宗旨是让车手成为决定表现的核心。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。

In the iRacing Setups folder you will find a variety of default setups for various aerodynamic trims and race lengths. You will also find numerous track specific setups which are fuelled for the race length used in the official iRacing series at that named track.

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 Porsche 911 Cup (992.2) is a car with relatively few setup adjustments available and is intended to put the driver front and center in regards to making the difference. However, should you wish to build your own setup, we have provided the following notes to help you get started.

此设置用于使制动平衡向前或向后移动。最佳设置高度取决于车手个人偏好，但可在驾驶过程中调整，也很容易根据车辆对操作输入的反应进行判断。数值越高，前轮获得的制动力越多；设置过于靠前时，车辆在制动中将难以旋转并出现转向不足；设置过于靠后时，车辆则会在制动阶段变得不稳定。当前后轴均使用交付规格制动片时，预期的最佳制动力分配范围为 48–52%。

This moves the brake balance forwards or rearwards. This is highly subjective to each driver but can be adjusted while driving and easily based upon the reaction to driver inputs. A higher number equates to more braking power at the front wheels, too much and you will struggle to rotate the car on the brakes and encounter understeer, too far rearwards and the car will be unstable during the braking phase. The expected optimal brake bias range is in the 48-52% when using the delivery spec brake pads on both axles.

前轴提供多种制动片，后轴则有两个选项。可利用这些选项微调制动脚感：使用摩擦系数较低的制动片，可以允许更大的踏板输入幅度（关闭 ABS 时尤其有用）；也可利用制动片在制动阶段升温和冷却时的特性，使动态制动力分配产生不同程度的变化。请注意，更换制动片后，制动力分配通常需要按照制动片摩擦系数的大致百分比差异进行调整。例如，前轴摩擦系数从 0.58 改为 0.53 时，可能需要将制动力分配向前移动多达 2.5%，才能获得相近的制动平衡感受。

A range of brake pads are available for the front axle while two options are available at the rear axle. These may be used to fine tune the braking feel, either by allowing more pedal input through use of a lower friction pad (particularly helpful when running with ABS disabled) or to achieve differing shifts in dynamic bias as the pads heat and cool during the braking phase. Please note, you should expect to shift your brake pressure bias by the approximate % difference in pad mu should you make a change. For example, a shift from 0.58 mu to 0.53 at the front axle may require as much as a 2.5% shift forwards in brake pressure to achieve a similar felt balance.

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。

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.

尾翼是调整中高速赛道操控平衡的主要工具。增大尾翼角度会增加下压力，使空气动力学平衡向后移动（车辆更趋向转向不足），同时也会增加空气阻力。尾翼的预期使用范围为 0–12 度：0 度适合代托纳等低下压力赛道，12 度则适合匈牙利赛道等高下压力赛道。如果希望在增加整车总下压力的同时维持相同的空气动力学平衡，就必须在增大尾翼角度的同时提高后车高。

Your primary tool for balance at mid and high speed tracks. More wing angle = more downforce and a shift rearwards (towards understeer) in aero balance as well as an increase in aerodynamic drag. The expected area of operation for the wing is in the 0 to 12 degrees area with 0 degrees being appropriate for a low downforce track such as Daytona and 12 appropriate for a higher downforce track such as Hungaroring. If you wish to keep the same aerodynamic balance but add overall downforce to the car you will have to increase the rear ride height as you increase the wing angle.

防倾杆是调整中高速操控平衡的次要工具，也是改变低速操控平衡的主要工具。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。还需注意，防倾杆挡位并非按编号线性递增，其实际顺序如下：

前防倾杆（由软到硬）：1-2-3-4-7-5-6

后防倾杆（由软到硬）：1-2-3-4-5-7-6

基准防倾杆设置为前 3／后 4。

Your secondary tool for mid/high speed balance adjustment and your primary tool for low speed balance changes. 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. It is also important to note that the ARB ranges are not linear but are as follows:

Front ARB (softest to stiffest) 1-2-3-4-7-5-6

Rear ARB (softest to stiffest) 1-2-3-4-5-7-6

The baseline ARB configuration is 3F/4R.

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 72 mm，后部为 106 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；但如果不同时增大尾翼角度，这也会减少整车总下压力、增加空气阻力并降低后轴性能。车高通过前述弹簧座偏移进行调整。

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 72 mm in the front and 106 mm in the rear. Front ride height should only be increased at extreme tracks such as the Nürburgring in the event of excessive ground contact. Rear ride height can be increased slightly to move the aerodynamic balance forwards for more oversteer but this will produce less overall downforce, more aerodynamic drag and reduced rear axle capability unless it is paired with an increase in rear wing angle. This is adjusted by moving the spring perch offsets as stated previously.

短距离比赛建议在车辆前后两端均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；不过，在特定赛道或耐力赛情境中，也可通过减小任一车轴的负外倾角来改善制动或牵引力表现。

For short races it is advised to run as much camber as possible at both ends of the car. 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 however you may find the trade-off of running lower camber at either axle to improve braking or traction performance at specific tracks or in endurance racing scenarios.

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。

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.