Toe in on the front increases stability at the cost of responsiveness, however too much can couse the vehicle to understeer. Toe out on the front increases turn in, however this can couse vague steering.

前轮的前束角内倾（内八字）增加了稳定性，但代价是（小幅度调整方向时，比如说直道）反应迟钝，但过多的内倾会导致车辆转向不足。前轮的前束角外倾（外八字）使入弯更容易，但这会导致转向模糊。

> 前轮前束角内倾时，两个轮胎的抓地方向都靠向中心，因而在直线行驶时会更佳稳定。
> 因为前束角的内倾，当在直线上小幅调整方向时，小于内倾角度的方向调整将不起作用，因为此时抓地方向仍然是正前方，也就是表现为调整方向反应迟钝。
> 前轮前束角内倾会导致实际转向会小于方向盘转向，特别是内倾过大时，实际转向将会严重受限，从而导致过弯时转向不足。
> 而如果前轮前束角外倾，结果正好相反，首先直线稳定性会降低，微小的方向盘转向也会导致实际转向更大，也就表现为转向模糊，但在入弯时更大的实际转向角度也使入弯更容易。



Negative camber improves cornering grip but reduces straight-line traction. Removing camber will reduce cornering grip but increase straight-line traction. Positive camber may reduce steering effort but overall grip may be reduced.

负外倾角可提高转弯抓地力，但会降低直线牵引力。去除外倾角会降低弯道抓地力，但会增加直线牵引力。正外倾角可能会减少过弯力度，但整体抓地力可能会降低。

> 当调整外倾角为负时（上窄下宽），直线行驶时轮胎与地面的接触面积就会减小，从而导致摩擦力减小，进而导致直线行驶时的牵引力。
> 过弯时，车辆中心转移到弯心外侧，此时的负外倾角正好可以让轮胎与地面的接触面积增大，从而导致摩擦力变大，也就表现为过弯时抓地力更好。
> 外倾角为零时则直线抓地力更好，牵引力可以发挥到最大，但过弯时抓地力则会降低。
> 正外倾角则直线和过弯时的抓地力都会减小。



Toe in on the rear increases stability and enables you to get better drive out of the corners. Toe out on the rear increases vehicle rotation mid corner, however too much can cause oversteer.

后轮的前束角内倾（内八字）增加了稳定性，使您能更好地驶出弯道。后轮前束角外倾可以增加车辆在弯道中的旋转（更容易甩尾），但外倾过大则会导致转向过度。


Negative camber improves cornering grip but reduces straight-line traction. Removing camber will reduce cornering grip but increase straight-line traction. Positive camber may reduce steering effort but overall grip may be reduced.

负外倾角可提高转弯抓地力，但会降低直线牵引力。去除外倾角会降低弯道抓地力，但会增加直线牵引力。正外倾角可能会减少转向力度，但整体抓地力可能会降低。

High brake strength can make braking more responsive but it can also cause your wheels to lock. Low brake strength can make braking fell vague but should reduce the chances of the wheels locking up.

刹车强度高可以使刹车更灵敏，但也会导致车轮抱死。刹车强度低会使刹车落空，但会减少车轮抱死的风险。


Front-biased brakes can reduce oversteer but cause understeer under heavy braking. Rear-biased brakes can reduce understeer but cause oversteer under heavy braking. Too much bias on either axle can cause the wheels to lock.

前倾式刹车可以减少转向过度，但在重度制动下会导致转向不足。后偏置的刹车可以减少转向不足，但在重度刹车时，会造成转向过度。任何一个轴的偏置过大都会导致车轮抱死。

• R5

A high lock percentage will improve straight-line traction although it may induce understeer particularly in low grip conditions. A low lock percentage will improve cornering at a cost of straight-line stability.

高锁定率可以改善直线牵引力，但可能会导致转向不足，特别是在低抓地力条件下。低锁定率将改善转弯，但代价是影响直线稳定性。


A high lock percentage will improve traction under braking but may induce understeer on corner entry. A low lock percentage will reduce understeer on corner entry but traction may be compromised.

高锁定率将改善制动时的牵引力，但在入弯时可能会引起转向不足。低锁定率可减少入弯时的转向不足，但牵引力可能受到影响。


Applying preload will partially lock the differential when little or no torque is applied by the drivetrain, ensuring it is never fully open. This can improve mid-corner traction, but having it too high may induce understeer.

当传动系统施加的扭矩很小或没有施加扭矩时，施加预紧力将部分锁定差速器，确保其永远不要完全打开。这可以改善弯中牵引力，但过高的预紧力可能会导致转向不足。


A high lock percentage will improve straight-line traction although it may induce oversteer particularly in low grip conditions. A low lock percentage will improve cornering at a cost of straight-line stability.

高锁定率可以改善直线牵引力，但可能会导致转向不足，特别是在低抓地力条件下。低锁定率将改善转弯，但代价是影响直线稳定性。


A high lock percentage will improve traction under braking but may induce understeer on corner entry. A low lock percentage will reduce understeer on corner entry but traction may be compromised.

高锁定率将改善制动时的牵引力，但在入弯时可能会引起转向不足。低锁定率可减少入弯时的转向不足，但牵引力可能受到影响。


Applying preload will partially lock the differential when little or no torque is applied by the drivetrain, ensuring it is never fully open. This can improve mid-corner traction, but having it too high may induce understeer.

当传动系统施加的扭矩很小或没有施加扭矩时，施加预紧力将部分锁定差速器，确保其永远不要完全打开。这可以改善弯中牵引力，但过高的预紧力可能会导致转向不足。

• 4WD

A strong differential reduces the speed difference between the wheels which can improve straight-line traction but it my cause understeer in low grip conditions. A loose differential will improve cornering at a straight-line traction.

强劲的差速器可以减少车轮之间的速度差，从而改善直线牵引力，但在低抓地力条件下会造成转向不足。宽松的差速器可以改善直线牵引力下的过弯情况。


A strong differential reduces the speed difference between the axles which can improve straight-line traction but it my cause understeer or oversteer depending on the chassis layout.

强劲的差速器可以减少车轴之间的速度差，从而改善直线牵引力，但根据底盘布局的不同，会造成转向不足或转向过度。


A strong differential reduces the speed difference between the wheels which can improve straight-line traction but it my cause understeer in low grip conditions. A loose differential will improve cornering at a cost of straight-line traction.

强劲的差速器可以减少车轮之间的速度差，从而改善直线牵引力，但在低抓地力条件下会导致转向不足。宽松的差速器可以改善转弯，但会影响直线牵引力。

The final drive in the differential scales the ratios of all gears in the gearbox. A short ratio will improve acceleration but reduce top speed potential. A long ratio will reduce acceleration but increase top speed potential.

差速器中的最终传动装置会对变速箱中所有齿轮的传速比（齿轮速比）进行调整。短传速比将提高加速性能，但降低最高车速潜力。长传速比将降低加速性能，但提高最高车速潜力。

Slow Bump 慢速/标准压缩阻尼器

Firm bump rate will aid stability but absorption of bumps can be reduced. Soft bump rate will be better at absorbing bumps, but stability can be reduced.

坚固（偏硬）的压缩率会有助于稳定性，但对颠簸的吸收会降低。柔软的压缩率会更好地吸收颠簸，但稳定性会降低。

Fast Bump 快速压缩阻尼器

Fast bump controls how the damper handles impacts from jumps & large bumps. Soft fast bump allows greater absorption but the vehicle may hit the bump stop reducing stability. Firm fast bump may prevent this but bump absorption is reduced.

快速压缩阻尼器控制如何处理跳跃和大的颠簸带来的冲击。柔软的快速压缩可以让车辆有更大的吸收能力，但车辆可能会撞上防撞块，从而降低稳定性。坚固（偏硬）的快速压缩可以防止这种情况发生，但碰撞吸收力会降低。

> 正确的调校方法是先将快速压缩阻尼器调整到最硬，这样不影响调整慢速压缩阻尼器的感觉，然后将慢速压缩阻尼器由最软慢慢调硬，直到在路面小颠簸、过弯时有稳定的支撑感，但切勿过头。
>
> 然后再将快速压缩阻尼器由嘴硬调软，在较大的颠簸、跳跃中测试，直到车辆的颠簸变得柔和起来就可以了。

Slow Rebound 慢速回弹

Firm rebound rate will resist damper extension for more stability but the wheel may take longer to make contact with the ground. Soft rebound rate will result in less resistance on extension but stability may be reduced.

坚硬的回弹率可以抵抗减震器的伸展，从而提高稳定性，但车轮与地面接触的时间可能会更长。柔软的回弹率将导致较小的阻力，但稳定性可能会降低。

Bump Zone Division 避震分区

If an impact on the wheel causes the damper to compress slower than this rate, the standard bump rate will take effect. If it causes the damper to compress faster than this rate, the fast bump rate will take effect.

如果车轮受到冲击，导致减震器的压紧速度低于此速度，则标准（慢速）压缩阻尼器将生效。如果车轮受到冲击导致减震器的压紧速度快于此速度，则快速压缩阻尼器将生效。

A low ride height helps reduce body-roll and improves overall stability, however reduces suspension travel. High ride height will improve handing over rougher terrain at the cost of increased body-roll.

较低的底盘高度有助于减少车身侧倾，提高整体稳定性，但会减少悬挂行程。较高的行驶高度可以改善在崎岖地形上的操控性，但代价是增加了车身侧倾。



Firm spring will improve body stability but bump absorption is reduced. Soft springs will reduce body stability but bump absorption is improved.

坚固的弹簧会提高车身稳定性，但会降低车体撞击缓冲性。柔软的弹簧会降低车身稳定性，但撞击缓冲性会提高。



A strong setting will resist roll but could lift the inside wheel and overload the outside wheel resulting in loss of traction. A weak setting will allow more roll but transfer of bump to the opposite wheel will be reduced.

较强的设置可以抵抗翻滚，但可能会抬起内侧车轮，使外侧车轮过载，导致失去牵引力。较弱的设置将允许更多的翻滚，但会减少传递到对向轮的颠簸。