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rFactor マニュアルに出ているセッティング方法

rFactor マニュアルの最後の方に出ているセッティング方法で、役に立ちそうなところを翻訳してみました。

ここで紹介されているセッティングのやり方は、サーキットを何周か走って、各コーナーの特徴をつかんで、それぞれに適したチューニングを行うという方法です。こんな感じで狙ったとおりに車の挙動が変わっていって、タイムがあがっていけば、すごく面白いと思いますね。

自動翻訳にかけたかのような、ヘンな表現もありますが、ご了解ください(^^;
Millsというサーキットでどのようにしてセットを変更していくかということが説明されています。

Appendix A: Tuning For Speed.The Garage
In order to be quick, besides having the line down, you need to understand how the
car is behaving and how you can change that behavior if it does not feel right to you.
Car setup is an art, as well as a science, and this section will provide you with a
good idea of just where to start. After a bit of practice and time in the garage, your
driving and car setup skills will rapidly improve. You will now be taken through a
detailed track run-through with setup-guru Achim-T at the challenging Mills track.
Ladies and Gentlemen, strap yourselves as in as we examine Mills from both the
driver and the engineer’s point of view.
【Mills のコースを例として、走ってみる】
The first thing you need to do is become intimately familiar with is the track. If you
have not yet done so, take the Howston out onto the tarmac and drive fifteen.to.
twenty laps using the default setup.
On your first five laps, try and follow the racing line as close as you can. The main
goal at this stage is to memorize the sequence of corners and to identify landmarks
that will trigger the necessary memory-actions later on when you’ll be driving too
fast to see every detail.
After five laps, speed up a tad and follow the racing line more competitively. Not
quite at race speed yet, but fast enough for it to be interesting. Release the throttle
considerably earlier than you normally would, and start braking earlier as well, so
that you’re not hard on the brakes and are slow enough to be able to examine each
corner in order to understand how you will need to attack it. These five laps are for
understanding how each corner works, and your attention should be drawn, in
particular, to the entry and exit phases for each turn.
By lap ten, you should have determined approximate braking points as well as the
correct gear for each turn, and you should also know exactly what follows each turn.
Now it's time to go fast. For another five laps, try to go as fast as you.safely.can.
The emphasis is on ‘safe’. Still brake earlier than you think you should.it'll be too
late quite often anyway.and focus on the racing line, memorizing what the car does
in every corner.
【最初に何周か走って次のような質問に答えられるようにする】

Asking the right questions is a crucial part of setting-up the car for speed and
here’re some things you should be paying attention to:

-Does the car oversteer or understeer, and, if so, where, and what were you doing
at the time with the throttle, steering wheel and brake?
●車はオーバーステア、アンダーステアの傾向にあるか、 もしあるならば、どこで?。その時、スロットル、ステアリング、ブレーキはどうだったか?
-Are there bumps before.in.or after the corner that upset the car?
●コーナーの手前、もしくはコーナリング中やコーナーの後にバンプがあって車が変な動きをしなかったか?
-Are there any spot that seems particularly slippery?
●特に滑りやすい場所は無かったか?
-Are the curbs usable or not?
●縁石は使えそうか?
-Is the perspective(遠近感) deceiving(だます) you as to the actual trajectory (軌跡)of the
corner and the appropriate racing line?
●遠近感によってコーナーの軌跡と適切なレーシングラインが惑わされた場所は無かったか?
-Is the corner followed by a high-speed section (which would mean that exit speed
is dramatically more important than entry or mid-corner speed)?
●長い直線につながるコーナー(特に立ち上がりの加速が非常に重要なコーナー)は無かったか?
-Is the apex where it seems to be or is it earlier.later, and what errors are you
making.
in other words, what are you trying to do naturally
and is this optimal for the corner or not, and if not, in which way
(for instance, are you trying to jump on the throttle too early,
are you taking the wrong line, braking
too late.early?)
●アペックスの付近でどのようなミスを犯したか。
別の言葉で言うと、自然に走行するために、どんなことをしようとしたか、そのコーナーに対して適切だったか、適切でなかったら、どのように適切でなかったのか
(例えば、スロットルを速めに開きすぎたとか、間違ったラインを使ったとか、ブレーキが遅すぎたとか)

are you inducing either understeer or oversteer?
●アンダーステアやオーバーステアを引き起こすようなことをしなかったか?
-Is a corner followed by another corner and does using the optimal line or speed
through one corner compromise(妥協) the line or speed for the subsequent corner?
●他のコーナーの後のコーナーに続く場所でスピードやラインは理想的なものであったか。妥協してしまったか?
-Do you reach something just short of the redline on the tachometer at the fastest spot
on the track when you entered the section smooth and fast?
●トラックの最速のスポットのセクションに入ったとき、スムースで速く、タコメーターのレッドに入る直前であったか?
-Do the gears match your cornering speeds, or are you at a very high or very low RPM somewhere
through a corner but cannot shift to a better gear because that then would again be
too high or low in terms of RPM?
●コーナリングスピードにギアは合っていたか?
コーナーのどこかで、とても回転が高くなったり低くなったりしたが、別のギヤにシフトしても回転数が高くなったり低くなったりするので、シフトできなかったコーナーは無かったか?

-Does the rear end get very loose as you shift down for some corners? (A remedy to
this is to shift down later or to move the brake balance further to the front, but the
latter has severe tradeoffs, so if you're still on the default settings, you should only
choose the first option.)
●シフトダウン時にリアがとてもloose(緩い?、安定しない?)なコーナーは無かったか?
(これに対する修正は、シフトダウンを遅めにするか、ブレーキバランスを前よりにすることだが、後のやり方は大きな副作用をもたらす。)

-Do the front wheels tend to lock-up excessively?
●特にフロントタイヤがロックすることは無かったか?
-Does the car over or under steer during acceleration out of the corner?
●加速中やコーナーの脱出でにオーバーやアンダーが出ることはなかったか?
-Can you point it towards the straight quickly after the apex?
●アペックスの後にすぐにストレートなラインを取れたか?
-Does the car follow your steering input well, and where does it not do this? Does it
do things you do not want it to do? If so, where?
●ステアリングは、入力に対してちゃんと追随していたか、追随していない箇所はどこか、自分の意に反しているような箇所は無かったか?

If five laps at speed were not enough to answer these questions, drive another five.
After twenty laps, however, you should have enough information to return to the
garage and start discussing the driving and setup of the car for this track.
【上記質問に対して答えが出るまで走りこむ】

All right, I assume you've driven those twenty laps now and have the answers to the
questions that will come up during the following discussion.
Let me now take you on a lap at Mills so that you can reflect upon the differences
between my perception and yours, and see the things I watch out for in such
situations.
質問の答えが出るまで走りこめたと仮定して、ここからどのようにセットアップ、ドライビングすればいいのかをディスカッションしていきましょう。

I always drive with all driving aids off, so keep that in mind while reading
this little guide. However, since there are racing series that feature traction control,
anti-lock/ABS systems and other electronic driving aids, feel free to enable them as
you wish. But be aware that they will change the car's behavior, so some of the
things we say here may no longer apply when driving aids are enabled.
【アシストの話】
ちなみに、私はすべてのアシストをオフにしています。アシストを使うと、車の挙動が変わり、ここで話をする項目のうちいくつかはは、当てはまらなくなる場合もあります。


Let’s assume we've completed a warm-up lap and are now on that short straight
preceding the final left-hander leading back onto the main straight.
I try to enter the final left-hander from the right hand curb; since this corner is
followed by a long straight, any bit of speed advantage I can take with me out of
this corner will remain effective for (in racing terms) a very long time.
Therefore I will, if necessary, sacrifice some speed before entering the corner in
order to make sure I am able to accelerate as soon.and as hard.as possible out of
the turn. I need to have absolute control of the car around the apex to be able to
point it into the right direction for the subsequent acceleration.
長いメインストレートに入る手前のコーナーなので、多少コーナリングスピードを犠牲にしても、すぐに加速ができるように準備する。正しい方向を向けるように、アペックス付近での車のコントロールができるようにする。

I start from the right-hand curb; I steer early and use the lower part of the left-hand
curb when I'm in the race (I might use the higher part of the curb in qualifying, but
only after I've made sure my setup permits this). Softer suspension settings may
allow the car to feel smoother across the high curb, stiffer settings may not.
ハイカーブ ( ってどんなコーナーなんでしょうね。スピードの高いコーナーかな?)では、ソフトなサスペンションの設定の方がスムーズ

Basically, I will point the car to a point somewhere at the end of the right-hand curb
following the corner by gradually reducing the steering lock. Smooth driving is an
absolute must in rFactor, as it is in a real car. Therefore, I will not nail the throttle,
but will depress the pedal further in three or four steps while gradually opening the
steering lock. The car will probably snake a little, but all that matters is that I can
continuously accelerate as hard as my rear wheels' grip allows. If I can do this then
for now, everything is optimal. If I cannot, I'll need to change something either in the
setup, or in my driving.
実際の車と同じでrFactorでもスムーズなドライビングが絶対必要。

Assuming then, that I am comfortable with the car’s handling coming out of this
turn, I'll accelerate flat-out until I see the right-hand curb preceding T1L (Turn One, a
Left-hander).

Again I will aim and drive onto that curb. Then, as I reach the end of that curb, I will
remain on the throttle and steer left a tad(少し) earlier than my eyes would make me
believe since, at this speed, the centrifugal(遠心力) forces will drive the car towards the
outside of the corner. So I need to make some provisions(準備) for counter-balance to still
be able to touch the inside curb at the apex of the corner (or wherever I am aiming
for), and have the car pointed into the right direction for optimal exit.
見た目より少し速めにスロットルと、ステアリング操作を行う。

It is fairly easy to get through this corner if you follow this advice. However, do not
make the mistake to dwell(住む) on the satisfaction of your success. This is one of the
major errors a driver can commit.keeping your mind focused on the past instead of
on what is ahead of you. No matter whether maneuvers went well or not, store it in
memory for later reviewing (when you're back in the garage) and concentrate on
what is ahead of you.

Having reached the apex of T1L.provided you have the speed you should have in
the Howston.you have to start braking for T2R. Most of you will have had problems
getting through T2R in one piece.this is simply because, no matter how happy you
are about the speed you carried through T1L, you have to immediately sacrifice that
speed to prepare yourself in time for T2R.

Obviously the car will not want to slow down; it will wiggle(小刻みに動く) and buck(振り落とす).
Concentrate on braking and on smoothly bringing the car over to the left-hand curb before T2R.
Despite the default setup being a fairly stable one, the car will still feel very much
on edge under brakes here.but making the car even more stable would simply
make it too slow. So we'll have to live with this for now.

I imagine a line through T2R ending on the left-hand curb behind the corner and try
to find the right combination of speed and control input to keep the car on that line.
T2R is followed by a straight, so exit speed is more important than speed before the
apex, and I'll act accordingly by trying to prepare for an optimal exit rather than
trying to maintain speed through the corner.

As I pass the apex and try to get on the throttle early, I notice that the car pushes
badly towards the outside curb. I have problems getting it to steer to the right while
at the same time under acceleration it seems very ‘snakey’.
【ここからT2Rのコーナーでの調整法(アンダーステア対策)の説明が長々と続く】
このコーナーではスロットルを早く空けようとすると、車がひどく外側に行こうとする。(ひどいアンダーステア)

So here is the first thing we need to address setup-wise: I make a mental note that I
will reduce the differential lock on the power side, or the preload, to dial some
oversteer into the car. 
この場合デフロックのパワーかプリロードを減らす。
I may choose only to reduce the preload since the problem
mainly exists while the throttle is fully depressed.
Of course, the preload also affects
the coast side, so I'll have to decide whether I want the car to oversteer more on the
coast side (off-throttle) as well.
If I perhaps only want it a little more loose on the
power side with a little less than full throttle applied and would like to regain that
extreme stability with the throttle fully depressed, I would reset the preload to, say,
three. 
スロットルを完全に開いたときにアンダーになる傾向があるのでので、(パワーではなく)プリロードを減らそうと 思う。しかしプリロードはコーストにも影響するので、コースト側もオーバー気味にするかどうかを後で決める。
Of course, I could change the overall balance of the car by adjusting the weight
balance, or the anti-roll bars.
Or even by changing the suspension settings.namely,
the slow-action side of the shocks to use weight transfer to achieve a change in the
car's balance in specific circumstances.
But the differential lock is a nice way of
achieving the same effect without changing the car's balance, or introducing
unwanted side effects.
More rear weight will reduce the steering precision; stiffer
anti-roll bars will increase tire wear and also reduce the oversteer tendency in static
situations.
ウェイトバランスやアンチロールバーを変更して、車の全体的なバランスを変更することもできる。もしくは、ショックのスローアクションを変えるなど、荷重移動を使ってサスペンションの設定を変え特定の場合の車のバランスを変更することもできる。しかしデフロックであれば車のバランスや副作用を出さずに同じ効果が出る。
リアの重量を増やすと、ステアリングの正確さが減るし、アンチロールバーを硬くするとタイヤの減りが早くなったり、静的な状態(荷重移動の無い状態)でオーバーステアが減る傾向になる。

Increasing weight transfer will only have an effect while the weight is
being transferred.
The diff’ lock is really the best option for me at the moment. 
荷重移動の増加は重量が移動するときのみに影響する。従ってディファレンシャルロックの変更はこの場合最適な選択である
The camber is already high enough.or even too high. The car feels nicely responsive
with more camber, but increasing it does not always increase the overall grip, and it
will also increase tire wear on the inside of the tire.
I could, of course, decrease the camber at the rear end to get more grip under
acceleration, since under acceleration the rear suspension gets compressed which
turn increases the camber and might lead to the effect that, under acceleration, the
rear wheels only have contact with the asphalt on the inside instead of on their
entire width. 
キャンバーはすでに高い、もしくは高すぎる。
更なるキャンバーで車は良いレスポンスになるが、増やすと、全体的なグリップの増加にはつながらず、タイヤへの副作用として、タイヤの減りが早くなる。

リアのサスペンションは加速時に圧縮し、キャンバーが増えるので、もちろんリアのキャンバーを減らして、加速時にさらなるグリップを得ることもできるが、加速時にリアのホイールが全体的な幅ではなくて、内側だけアスファルトとのコンタクトが増えてしまう。

I might end up with more rear end grip under acceleration like this.
which might actually be a point to note if I feel that I don't have enough rear end
grip under acceleration. But right here, the diff’ remains the best solution.
リアエンドのグリップが足りないときには、このようにして、もっとグリップを加速時に得ることもできるが、この場合はデフが最も良い解決法である。

As for gearing: you can use either third or second gear. Second feels faster, but third
may actually be faster as the car will not become so untidy under acceleration, and
also because shifting down to second under braking might upset the car
unnecessarily, thereby preventing me from aligning it for the fastest possible exit.

For now, though, I will try and modulate the throttle and steering wheel to get the
car pointed in the right direction. Since the car, depending on the setup, responds
differently to control input, I'll just have to experiment with which combination of
control inputs gets the desired response from the car. The theory is to upset the car
moderately and perhaps lose a bit of grip at one end of the car (the rear end in this
case) to make it easier to point the car into the right direction.
車のリアのグリップを意識的に失って、車の方向を変えることもできる。
Again, once the car is pointed in the right direction, it is time to return to
‘smoothness’. I accelerate flat-out towards the right-hand curb preceding T3L. This is
a very slow left-hander, and you know by now that it is a hairpin-type of corner. I
start braking smoothly quite a bit before the tire marks.at least for the Howston.
(The skid-marks generally start too late to serve as definitive brake-markers and are
best used as relative brake markers-only.).

【ここからT3Lコーナー、低速のヘアピンの左コーナー】
I notice that, as I jump off the throttle and under-braking, the car pushes quite hard
.that is, it understeers. Too much brake balance set to the front wheels can cause
this. It is now on 69/31, so I'll set this to 60/40 later on. A wheel can only generate
so much grip, and this overall available grip is distributed among, and shared by, all
the forces applied to the wheel (or rather, the contact patch, the patch of rubber
which is actually touching the road). Hence, when the brakes are applied at the front
end, the grip remaining available for steering will be reduced.or be completely
annihilated(全滅) should I lock up the front wheels entirely.
スロットルオフとブレーキング時に大きなアンダーステアが出る。これは、フロントに過度なブレーキバランスが言っている場合に起きる。
I must be careful, though, not to shift the brake balance too far to the rear, because
that again will make the car hard to control under braking.
あまりブレーキバランスをリアにしすぎると、ブレーキング時の車のコントロールが難しくなる。
Directional stability will
be lost by having too much brake balance shifted to the rear wheels.
ブレーキバランスをリアにすると方向的な安定性が損なわれる。
I will instead
again use the differential lock to increase oversteer, but this time I'll use the coast
side.
替わりにデフロックでオーバーステアを増加させることができるが、この場合はコーストを使う。
I'll reduce the lock on the coast side from fifty to twenty-five to force the car to
oversteer more in off-throttle situations.
The reduced preload will help, but I'll reduce the coast lock setting as I want a
stronger effect, and I want that effect at every throttle position and speed situation.
プリロードを減らすことも良いが、強い効果を得たいのと、どのスロットルポジションスピードでも効果を得たいので、コーストを使う。
Perhaps a short explanation of the preload and lock settings is due.

【ここからプリロードの説明】
The higher the preload, the sooner (in terms of throttle position and speed
differential between the wheel on the left and the one on the right) the lock will kick
in.
With no preload and a high lock, you get max lock when the speed differential
between the left and right wheel becomes very high.
In this case, the lock kicks in
late and hard.
With a high preload setting, the lock kicks in early and softly.in other
words, at low speed differentials between left and right wheel.
プリロードを高くすると、(スロットルポジションと、ホイールの左右のスピードの差という意味で)ロックは早くキックインする。
プリロードが無い場合、左右のホィールの差が非常に大きいときに最大のロックをする。
この場合、遅いが、きつくロックはキックインする。

プリロードが高いセッティングのとき、キックインは左右のホイールの差が少なくても早く、ソフトにキックインする。


With that cleared up, let’s get back to Mills, where I am in the process of turning-in
following the tire marks closely and once again usng the right-hand curb before the
corner, and the inside curb at the apex.
Be aware that the apex in this corner is very
late due to the high degree of directional change of the turn itself.
For optimal acceleration out of this corner.and this is, yet again, a corner followed by a long
fast section, hence exit speed is more essential than entry or mid-corner speed.I
actually try to hit the inside curb at a point somewhere following the actual apex.
The criterion is to get the car aligned as early as possible in such a way that you
have a fairly straight line ahead of you for early and determined acceleration into
that fast section.

I won't describe where that line is since it is clearly apparent.
During exit, I will once again allow the car to drift over to the right-hand curb and
even use it. If you get on the grass, don't panic. As long as you don't steer hard, the
car will let you get away with getting half a wheel on the green.


【ここからT4L以降のコーナーの話、ドライビングテクニックのみでセッティングの話は出てこない】
The combination of corners we are approaching now is the most fun part of the
track: a left-hander over a hill, followed by a kink to the right and another fairly tight
left-hander. For reference, we'll refer to them as T4L, T5R and T6L.

Although I hate to lose speed and want to keep the speed up through these corners,
the fastest way through this section is to drive the optimal line.and this means
having to sacrifice maximum speed.

You have to enter T4L from the right while aiming to be on the left where those two
infamous little blue plastic cabins are. This, for practical purposes, is the apex of
this corner.and in this case, the apex is not a point, it's a stretch. Do not accelerate
at the apex, but wait a tad and only accelerate when you are sure that you will not
hit the wall of T6L on the right. From that location after the apex of T4L, you drive a
straight line to the left-most point of that wall. Just before you get there, you turn
left and aim to get your left front wheel into the grass to the left of that curb, and
way before the apex of that corner.

Cutting across the grass will not be a problem.you're carrying too much speed and
the contact with the grass will be too brief to cause any problems.and your speed
will carry you nicely over to the right and back onto the tarmac.

As you approach that wall to the right before you turn left into T6L, do not
accelerate for too long.and then aim to coast at half or zero throttle through T6L. If
you are too fast into T6L, you will get sucked over to the right on the exit from T6L
and you won’t be able to accelerate properly for the short straight following T6L.

Let the car drift over to the right as far as necessary. Hit the throttle once you've
aligned it with a point allowing you to accelerate without danger of getting carried
over to the right and off the track,.

Again, like in T2R, you can chose between two gears.this time, between fourth or
third. Fourth is probably fastest, as the car will not become so untidy under
acceleration. Third may feel faster, but shifting down to third under braking might
have upset the car unnecessarily, keeping you from aligning it for the fastest
possible exit.

The next corner, T7R, is tricky in that this section is obscured by shade. For several
hours of the day you won't be able to see your braking points as your eyes are not
able to adapt quickly enough from the light to the shadow.
The secret is to brake a tad early. It's not a great problem, as this corner allows a
nice drift across the inside curb at the apex and hence a fairly high cornering speed.
If you've braked a little early but not too hard, you will hardly lose any time as you
can keep the mid-corner speed up.

So brake a little early but not too much and try to almost hit the grass on the inside
curb with your right front wheel before the actual apex. Considering the high speed,
this should take you through this corner in a nice four wheel drift. Once out, though,
do not over-accelerate. If you start accelerating too hard and then have to make
corrections as you get carried over to the left, this will cost you more time than
being smooth and accurate and perhaps a little late on the throttle. It is crucial that
you make sure that the car is pointed in the right direction before you accelerate.

For T8L, you need to use the right-hand curb before entry. Again, try to almost touch
the grass at the inside apex of T8L with your left front wheel, but not as much
before the actual apex as in the preceding corner.simply because this is a slower
corner.
A clean, early, and uninterrupted acceleration out of this corner is absolutely
essential because the following straight is the longest on the track. Hence, sacrifice
everything necessary for a clean, smooth exit.

As you brake for T9L (start braking before the track darkens from skid-marks), you
will notice that your front wheels lock-up even before the crest(頂点) of that little climb
preceding that corner. This is because there's a bump that will briefly reduce the
wheel's contact with the road.

Assuming that you hit the bump, braking optimally for T9L will require that you
release the brake pedal.briefly and entirely. Releasing the brake pedal only a bit
won't work as well as simply releasing the brake.which will allow the wheels to
start rotating again.and then re-applying the brakes. For those of you who are
interested, the theory behind releasing the brake entirely is that without the torque
(the momentum of the rotating wheel), there simply is not enough grip at the
contact patch to get the wheel turning again. You have to add the wheel’s own
torque to the equation as quickly as possible to find grip.and grip, obviously, is
essential to braking.

T9L holds no secrets.enter from the right, pull over to the apex on the left.again, a
tad early. find a straight line to a point before the apex of T10R, and turn left into
T11L from that point. For T12R, again you need to turn-in early and remain glued to
the inside curb for a moment. If you do this, you can accelerate early and hard, but
do not wait too long before you brake as, once again, you need to align the car
optimally for the final corner.

If you feel courageous, you can try to hook the right front wheel onto the curb to
counter the centrifugal forces (using it as a rail-road), but it is easy to upset the car
badly this way.try at your own risk!

Setup considerations
【全体的なセットアップの考察】
We've already addressed the differential lock issue. In general, the default setup is
quite stable and easy to drive. However, it emphasizes directional stability over
agility, which, in turn, limits the ability to achieve lower lap-times.
I would not touch the suspension for now. The default settings allow pretty fast laps
and offer was is essentially a very usable car.
I'd set the brake balance more to the rear because, in the default setup, the front
wheels lock up too soon.
●デフォールトでは、フロントタイヤのロックの始まりが早かったのでブレーキバランスをリア側にした。
I'd set the transmission ratios to match the track's fastest straight. You should find
that you are just under the redline at the fastest point on the track.
I've increased the rev limit to the maximum.trusting that the engine will be well
manufactured and be able to take the strain. In extreme endurance races, or on
very hot days, you might reduce this again.or simply shift earlier.
I've set the weight distribution to 50/50 as I feel it gives me more control over the
car. With a front bias, the car will be more stable and precise in terms of directional
control, but with a 50/50 weight distribution, you leave its characteristic more open,
and can decide for yourself whether you want it to over or understeer. The downside
of this is.the car may surprise you as you don't know for sure in advance whether it
will over or understeer. In order for the car to offer you no harsh surprises, you will
have to introduce that certainty through the setup.
●車のコントロールがよりできると感じたので、重量配分を50/50にした。
フロント側にすることで、方向性のコントロールという意味で、車はさらに安定し、正確性を増す。しかし、50/50の重量配分のときは、性格がオープンで、アンダーにしたいときオーバーにすることを自分で決定できる。悪い点は、車がオーバーステアになるのかアンダーステアになるのか分かりにくい(予知しにくくなる)場合がある。 予期せぬ動きをしないようにするために、セットアップを通じて確実さを高めておく必要がある。

I've reduced the brake pressure because the front wheels lock up too frequently.
With reduced brake pressure, this is more easily controllable, but too little pressure
would prevent me from getting maximum braking force.
●フロントタイヤが頻繁にロックするので、ブレーキプレッシャーを減らした。 ブレーキプレッシャーを減らすと、コントロールしやすくなるが、 少なすぎると、ブレーキの力がなくなってしまう。
I've changed the differential as described in the text above.
I've softened the front anti-roll bar one notch to get a little more grip at the front end
through the turns. This minor modification did not reduce the directional stability,
but works towards creating less understeer.
●ターンのフロントエンドのグリップを得るためにフロントのアンチロールバーの設定をソフトにした。 このマイナーな変更による方向の安定性を損なうことは無いが、アンダーステアが減る傾向になる。
I've reduced the front camber to .2.5 because, at the default setting, only the inside
section of the tires ever touch the ground.clearly visible through the temp
distribution across the tires. Good temp deltas from inside to outside are below ten
degrees.
●フロントキャンバーの値を2.5に減らした。理由は、デフォールトではタイヤの内外温度差から内側だけ地面についていたことが分かったから。(これは、F1MODではどうなんでしょうね。キャンバーの値を変えても内外の温度差はほとんど修正できなかったような気がします。)
I've also reduced the camber at the rear. .1.5 may not give me optimal lateral grip
in high speed corners, but I get more tire on the asphalt (thus increasing the contact
patch) under hard acceleration.
●リアのキャンバーも1.5に減らした。これは、ハイスピードコーナーでの側面のグリップが理想的ではなくなるが、(コンタクトパッチが増えるので?)強い加速に対して更にアスファルトに対してタイヤを得られる。
I've changed the tire pressures to get evenly distributed tire temps and the caster
from 3.0 to 5.0 for more directional stability.
For those who don't know what caster
is.it's nicely visible on motorcycles. Race bikes have a low caster. Their front fork is
a lot more vertical than that of a custom chopper like in the famous Easy Rider
movie.
Lower caster values make the steering more nervous and agile. Higher
caster settings add directional stability at the cost of agility.
But since my setup is oversteering anyway, I don't need that much directional
stability. Sometimes setting the front to a higher negative value can also help you
turn-in.but it didn't seem necessary to use this at Mills.
●タイヤの内外の温度差が等しくなるようにタイヤ空気圧を変更し、さらにキャスターを3.0から5.0に変更して方向性の安定度を増した。
キャスターのことを知らない人の参考に、それはバイクで見ることができる。 レース用のバイクのキャスター(角度)は低い。有名なイージーライダーの映画 のカスタムチョッパーバイクに比べてフロントフォークはより垂直に立っている。
キャスターの値が低いとステアリングはナーバスで、敏感になる。
キャスターの値を高くすると、方向の安定性は増すが、敏感さは減る。
しかし、自分のセットアップはどっちにしろオーバーステアなので、これ以上の方向性の安定性はいらない。 まれにはフロントを高い負の値にするとターンインの助けになることもあるが、このMillsサーキットの場合は必要なさそう。


Well there it is: now you have driven a lap around Mills, and I have given you
solutions to any problems you may encounter setup-wise. Good luck out there on
the track, and don't forget the golden rule of racing.to finish first, first you must
finish!

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