Thoughts on setting the adjustment value of Horizon 4 vehicles in forza motorsport.
3. Setting of calibration value
The performance limit of the vehicle is determined by its own characteristics and modified parts, and the adjustment value only determines the difficulty of reaching the performance limit. Therefore, when your test scores differ greatly from the standard scores, you should adjust the revised parts first, instead of wasting time testing and adjusting the values.
After determining that the modified part is close to the optimal value, you can set the adjustment value.
The following explanation omits a lot of physical knowledge related to reality, and some statements may not conform to physical principles. )
3. 1 telemetry technology:
In order to measure some data more intuitively, we need to use the remote measurement function that comes with the game.
In the default key setting, the remote measurement has no assigned key, so it needs to be set first.
Remote measurement has the following pages:
General-Mainly data related to power supply.
Tire friction, suspension system, body acceleration, other tire data, tire temperature, vehicle damage.
During the calibration process, you usually need to use four pages: overview, suspension system, other tire data and tire temperature.
The "General" page is mainly used to observe the horsepower output and design transmission ratio at different speeds.
The "Suspension System" page is mainly used to observe whether the suspension is too soft (too soft) under different conditions and to design the suspension.
The "Other Tire Data" page is mainly used to observe tire pressure and camber, and is generally only useful for reverse research and adjustment.
The "Tire Temperature" page is mainly used to observe the inner/middle/outer temperature of the tire. From the temperature, we can infer the contact between different positions of the tire and the ground, which mainly reflects the tire grip.
3.2 Adjustment Value-Tire:
In the adjustment page, only the tire pressure can be modified.
Phenomenologically, the higher the tire pressure, the faster the steering response; When the tire pressure is too high, only the middle part of the tire touches the ground, which is equivalent to reducing the tire width and affecting the grip.
Therefore, it is not difficult to draw a conclusion that when the current tire pressure is lower than the rear tire pressure, there will be a tendency to oversteer; When the current tire pressure is higher than the rear tire pressure, there will be a tendency to understeer.
Because the track on Horizon 4 contains a variety of mixed roads, the front and rear tire pressures are generally within the range of 1.0- 1.8 BAR.
Let's explain it in detail through several sets of data:
3.2. 1 before 1.0/ 1.0 after-limit test
Both tire pressures are relatively low, basically making full use of all tire widths;
Because the tire width is fully utilized, the acceleration/deceleration/steering performance can basically be exerted normally;
The only problem is poor steering response and slow sense of control.
3.2.2 Front 3.8/ Rear 3.8- Limit Test
The pressure of both tires is too high, which is equivalent to greatly reducing the width of both tires, resulting in insufficient grip;
Due to the lack of grip, the acceleration/deceleration/steering performance is obviously affected and it is very easy to slip.
3.2.3 Pre 1.0/ Post 3.8- Extreme Test
High rear tire pressure is equivalent to greatly reducing the width of the rear tire, resulting in insufficient grip of the rear wheel;
Due to the lack of rear wheel grip, the acceleration/deceleration/steering performance is affected, and the rear side of the car body is more likely to get out of control than the front side, resulting in obvious oversteer.
3.2.4 Before 3.8/ After 1.0- Extreme Test
The front tire pressure is too high, which is equivalent to greatly reducing the width of the front tire, resulting in insufficient grip of the front wheel;
Due to the lack of front wheel grip, the steering performance is affected, resulting in insufficient steering. When slipping occurs, the car body will correct itself automatically.
At this time, the friction resistance produced by the front wheel is also reduced, which is beneficial to linear acceleration and speed increase.
In highway training, the rear tire pressure is generally slightly higher than the front tire pressure, resulting in a more controllable tendency to oversteer; In tension and off-road adjustment, the front tire pressure can be slightly higher than the rear tire pressure in some cases, which can avoid unnecessary slipping.
3.3 Adjustment Value-Gear Equipment:
As can be seen from the last article, the engine with high cost performance generally has low horsepower output at medium and low speeds, but high horsepower output at high speeds. In order to make full use of the power generated by the engine, we need to set a reasonable transmission ratio.
We need to find the suitable speed range through "telemetry" first, and then design the transmission ratio according to the specific situation. The following are demonstrations of the two most commonly used engines:
6.2L V8 engine+centrifugal supercharging
Speed-output power
2000- about 105 kw 2500- about 143 kw 3000- about 186kw.
About 3500-232 kw, about 4000-279 kw and about 4500-324 kw.
-
About 5000-364 kw, about 5200-376 kw, about 5500-390 kw.
6000- about 404 kw 6500- about 397 kw 7000- about 376kw.
According to data and speed/power curve:
The power growth rate of 6.2L V8 engine is slow in the low speed range, fast in the medium speed range and slow in the high speed range.
Starting from 5000 rpm, the power growth rate slows down; At 6000 rpm, the maximum power is reached; When the oil is cut off at 7000 rpm, the maximum speed is reached. At this time, the power is 376kw5200 rpm, and the power is consistent with it.
Therefore, the optimum speed range of 6.2L V8 engine is 5000-7000 rpm.
If only to maximize the use of this engine, the first gear should be quickly transitioned to 5000 rpm; When the highest gear reaches the highest speed, the engine speed should be 6000 rpm; Except the first gear and the highest gear, every gear should start at 5000 rpm and end at 7000 rpm.
But in practical application, there are the following problems:
When starting the first gear, factors such as ground type, uphill and downhill will affect the speed of the first gear. In order to avoid starting speed below 5000 rpm under special circumstances, a certain speed margin should be left.
The residence time of each gear is different.
The utilization rate of each gear is different.
When changing different gears, the operation error rate is different.
Theoretical speed is not always achieved.
The grip of the tire may not be enough to support the maximum power output.
After optimization according to these problems, we can design a gearbox suitable for 6.2L V8 engine:
(Flat ground) 1 shift to 5500 rpm, and shift to second gear around 6900 rpm.
The starting speed of the second gear is 5 100 rpm, and the third gear is changed around 6900 rpm.
The starting speed of the third gear is 5200 rpm, and the fourth gear is about 6900 rpm.
The fourth gear starts at 5400 rpm, and the fifth gear is changed at around 6900 rpm.
The starting speed of 5th gear is 5400 rpm, and it is changed to 6th gear at around 6900 rpm.
At 6900 rpm, the sixth gear reaches the highest speed that can often be achieved on the track.
Original racing V 12 engine
Speed-output power
3500- about 168 kw 4000- about 196 kw 4500- about 226kw.
5000- about 256 kw 5500- about 286 kw 6000- about 3 17kw.
About 6500-348 kw, about 7000-378 kw, about 7500-408 kw.
-
8000- about 436 kw 8500- about 462 kw 9000- about 488kw.
9500- about 5 12kw 10000- about 536 kw 10 175- about 544kw.
10500- about 559 kw 1 1000- about 555 kw 1 1500- about 544kw.
According to data and speed/power curve:
The speed/power curve of racing V 12 engine is close to linear curve, and the range near the highest power is narrow.
Starting from 8000 rpm, the power growth rate slows down; 10500 rpm, reaching the maximum power; 1 1500 turns off the oil and reaches the maximum speed. At this time, the power is 544 kW10/75 rpm, and the power is consistent with it.
If only to maximize the use of this engine, the first gear should be quickly transitioned to 8000 rpm; When the highest gear reaches the highest speed, the engine speed should be 10500 rpm; Except the first gear and the highest gear, the initial speed of each gear shall not be lower than 8000 rpm, and the maximum speed shall not be higher than 10500 rpm. Finally, shift gears around 1 1500 rpm.
Like the 6.2L V8 engine, we can design a gearbox suitable for the V 12 engine of racing cars:
(Flat ground) 1 gear to 8500-9500 rpm, 1 1300 rpm or so, change to second gear.
The starting speed of the second gear is about 8200 rpm, and that of the third gear is about 1 1300 rpm.
The starting speed of 3rd gear is about 9000rpm, and11300rpm is shifted to 4th gear.
The starting speed of the fourth gear is around 9400 rpm, and the fifth gear is changed around 1 1300 rpm.
The starting speed of the fifth gear is about 9600 rpm (or higher), and the sixth gear is changed around 1 1300 rpm.
When the 6th gear is at 1 1300 rpm, it can reach the highest speed that can often be reached on the track.
Special circumstances: If the horsepower is too high or the shift interval is too short, you can downshift appropriately.
How to calculate the adjustment setting of gear equipment through existing adjustment?
First record the adjustment speed of each gear when the oil is cut off, and then set it in this order: (the smaller the transmission ratio, the longer the gear).
Compare the speed when the reverse gear is cut off, and set the final transmission ratio.
Compare the speed when the first gear is cut off and set the first gear.
Compare the speed when the second gear is cut off and set the second gear. ...
Set the highest gear by comparing the speed when reaching the highest gear/the speed when cutting off.
3.4 Adjustment Value-Tire Positioning:
In reality, it is generally necessary to determine the tire positioning by observing the temperature inside and outside the tire, and find a balance point between grip and tire wear.
Because there is no need to consider tire wear in the game, and it is not necessary for the front wheel and the rear wheel to reach the grip limit at the same time, it is not necessary for us to adjust the tire positioning completely according to the telemetry data.
Adjustment options and corresponding impacts of tire positioning are as follows:
Negative camber is beneficial to improve cornering stability, but it may lead to understeer; Positive values basically have no positive effect and are not recommended; Because there are many other ways to compensate for oversteer, camber can generally be set to 0.
Negative camber is beneficial to improve the stability under deceleration, but it may lead to understeer; Positive values tend to oversteer during deceleration in some cases, and are generally set between 0 and 0.5.
Toe angle-negative compensation for oversteer; Positive values compensate for understeer; Both positive and negative values will affect acceleration/braking.
Negative compensation of post-toe angle-oversteer; Positive values compensate for understeer; Both positive and negative values will affect acceleration/braking.
Pitch-The smaller the value, the easier it is to understeer, and vice versa; Generally set to a maximum of 7.0.
3.5 Adjustment values-Anti-roll bar, spring and damping:
Anti-roll bar, spring and damping play an important role in vehicle handling stability, and its core role is to control "center of gravity deviation".
When the center of gravity is slightly backward, it is helpful to increase the grip of the rear wheel and improve the stability of the vehicle; When the center of gravity is slightly forward, it helps to increase the grip of the front wheel and reduce understeer.
If the center of gravity is too far back, the front wheel may lose its grip and cause serious understeer; When the center of gravity is too forward, all the weight is on the front wheel, which leads to no steering and may also cause serious understeer.
But it is precisely because of their similar functions that when they are adjusted, they often take the lead and move the whole body.
3.5. 1 Anti-roll bar:
The influence of anti-roll bar hardness can be understood as the influence on spring hardness when turning.
In Horizon 4, the anti-roll bar setting may have a greater influence on the control than the suspension setting for two reasons:
A. In order to save PI, many cars may need to use the original suspension, and the overall performance of the original suspension, whether soft or hard, is generally high stability and has a certain tendency to understeer.
B. There are many mixed roads on Horizon 4, and even in road races, there are cases of bending and pressing the soil, so the suspension setting value is very limited, and the difference between the front and rear values should not be too big, and the whole should not be too hard.
It can be seen that in most cases, the anti-roll bar is soft in front and soft in back just to ensure that the center of gravity of the vehicle is slightly behind when accelerating, and it can be stably maintained in a slightly forward position when turning and decelerating.
In the case of hard suspension, many highways even directly use extreme values such as 1/ after 65. Because the center of gravity of the vehicle will not only move back and forth, but also move left and right, when the front anti-roll bar of the vehicle is much softer than the rear anti-roll bar, the center of gravity of the vehicle can move left and right quickly during steering, thus improving the steering sensitivity of the vehicle.
Why is it generally not recommended to use the front 1/ rear 65 for off-road adjustment?
The off-road vehicle body is generally high and the suspension is very soft. If the anti-roll bar value of front 1/ rear 65 is adopted, the center of gravity may be concentrated on the left front wheel/right front wheel during steering, resulting in the other tire leaving the ground or losing grip, which seriously affects steering.
In addition, cross-country track and free roaming have many sections that need to jump. Generally speaking, it is better to focus on the back when taking off, which helps to improve stability and avoid bad body posture. If the anti-roll bar value before 1/ after 65 is used, you must try to avoid hitting the direction when starting, otherwise the probability of the vehicle losing control or rolling over will be greater.
Spring:
The initial value of the spring is mainly determined by the weight ratio of the car body and the front end.
Some people will use the following formula to calculate the initial value of the spring:
(You need to convert the unit into English first, the unit of weight is pounds (lb), and the unit of spring hardness is lb/in).
Stiffness of front spring = (vehicle weight * front end weight ratio) /2
Hardness of rear spring = (vehicle weight *( 100%- front section weight ratio)) /2
The results calculated by this formula are generally found in highway adjustments, but I have mentioned many times that Horizon 4 has many mixed pavements, so it is definitely impossible to directly calculate all types of adjustments by this formula.
Therefore, my personal suggestion is that it is best to directly set the hardness of the front and rear springs to be the same, and start adjustment with this as the starting value. The initial value of highway adjustment is soft, and the initial value of off-road and tension adjustment is close to the softest.
If the weight ratio of the front end is too far from 50%, the hardness difference between the front and rear springs can be adjusted to compensate.
If the vehicle's center of gravity deviates too obviously during acceleration and braking, it is necessary to improve the overall spring hardness.
If there is obvious understeer when turning, it is necessary to reduce the hardness of the front spring or increase the hardness of the rear spring; If the value to be changed is too large, it is suggested to start with anti-roll bar, tire pressure, tire positioning and differential.
As for the height of the car body, it is still necessary to analyze the specific problems.
Generally speaking, the lower the overall height of the body, the more difficult it is to shift the center of gravity; Under the condition of constant spring hardness, it gives people a feeling of spring hardness and improves the overall stability, but the ability of spring to absorb bumps will be weakened and there will be a tendency to understeer.
The higher the overall height, the easier it is for the center of gravity to shift; Under the condition of constant spring hardness, it gives people a feeling that the spring is very soft. If it is too high, it may seriously affect the stability, causing individual tires to lose grip and produce side slip, but the ability of springs to absorb bumps will become stronger and there will be a tendency to oversteer.
When the front suspension is lower than the rear suspension, when the center of gravity turns from rear to front, the amplitude will become smaller, resulting in the tendency of understeer and improving stability. If the front suspension is too low, it may put all the weight on the front wheel, which will seriously affect the steering.
When the rear suspension is lower than the front suspension, when the center of gravity turns from the rear to the front, the amplitude will become larger, resulting in the tendency of oversteering and reducing stability. If the rear suspension is too low and the weight transfer occurs too fast, individual tires may lose grip and slip, seriously affecting stability.
Therefore, the suspension height of off-road/tension adjustment will generally be set to the maximum, and the height of the car body will be reduced only when the rollover phenomenon is serious; The suspension height of highway adjustment is generally not too low, and the rear suspension is generally slightly lower than or consistent with the front suspension.
5.2.3 Damping:
The rebound hardness and compression hardness in damping setting are mainly adjusted according to the actual situation, and there is generally not much difference before and after.
Rebound hardness reflects the speed of spring recovery (rebound) after compression. The larger the value, the slower the speed.
The compression hardness reflects the speed of the spring compression process. The larger the value, the slower the speed.
Generally speaking, the compressive hardness must be less than the rebound hardness, but it is not necessary to make the compressive hardness reach 50%-75% of the rebound hardness in all cases, as the official said.
For highway adjustment:
Resilience hardness is generally higher, and compression hardness is generally lower.
The greater the rebound hardness, the more stable it is at low and medium speeds, but the easier it is to suddenly lose grip when turning on the undulating road surface, and the worse the ability of the spring to absorb bumps; The smaller the rebound hardness, the greater the swing amplitude of the car body, the more sensitive the steering at low and medium speeds, and the stronger the ability of the spring to absorb bumps.
The greater the compression hardness, the less likely the suspension is to be compressed, but the easier it is to suddenly lose its grip when turning on the undulating road surface, and the worse the ability of the spring to absorb bumps; The smaller the compression hardness, the easier the suspension is to compress, and the stronger the spring's ability to absorb bumps. But when braking again, there may be support at the bottom, which will affect the overall stability.
The greater the rebound hardness is than the compression hardness, the easier it is to keep the center of gravity in a slightly forward position for a long time, thus resulting in the tendency of oversteer; When the compressive hardness is 50%-75% of the rebound hardness, the overall stability is good, but there may be insufficient steering.
For off-road and tension adjustment:
Resilience hardness and compression hardness are generally low.
When the ground is heavy, if the spring is compressed to the limit and the bottom is supported, which affects the stability, the compression hardness should be increased until there is no bottom support.
When landing heavily, if the spring compression is appropriate, but the vehicle bounces off after landing, the rebound hardness should be increased until the vehicle is no longer easy to bounce off the ground after landing.
3.2.4 Calibration Value-Aerodynamics:
When explaining "modifying parts", the goal of aerodynamic adjustment has been given.
For four-wheel drive models, in order not to affect the acceleration in the middle and rear sections, the rear downforce is generally set to the lowest; In order to make maximum use of the PI value, the front downforce is generally set to the highest. If oversteer occurs only at high speed, the rear downforce can be appropriately increased or the front downforce can be reduced.
Generally speaking, the acceleration and handling performance on low-grip roads (such as snow or muddy roads) can be improved by increasing the downforce. However, since the downforce has a great influence on the acceleration in the middle and late stages, you should carefully weigh the pros and cons before making a decision.
3.2.5 Adjustment value-Braking:
Brake-related adjustment options mainly affect the brake feel, and will not affect the upper limit of brake efficiency.
Brake balance is mainly determined by the distribution of grip on the front and rear sides:
Generally speaking, when the rear tire width is obviously larger than the front tire width, or the rear side grip is obviously larger than the front side grip, the braking force balance is generally greater than 50%.
In extreme cases like Track-tor, it can even be set to 70%.
The braking force is balanced by more than 50%, which is beneficial to steering when braking; It should be noted that turning during braking may reduce braking efficiency.
The balance of braking force is less than 50%, which is beneficial to improve the stability of vehicle braking, but improper operation may cause serious understeer.
Brake pressure (BP) is mainly determined by your braking habit.
For the adjustment of keyboard design, BP should generally not exceed 100%.
For the adjustment of the handle or steering wheel+pedal design, BP can be set according to the usage habit-if the full stroke of the brake trigger/pedal is to be used, BP can be set at around 100%; If you want to get better braking response, you can set BP at around 200%.
At 200%BP, when the brake trigger/pedal is pressed to half = 100%BP, the brake trigger/pedal is fully pressed.
3.2.6 Adjustment Value-Difference:
The differential can adjust the handling feeling during acceleration and deceleration respectively, which is very important in the fine-tuning stage.
The adjustment options and corresponding effects of the differential are as follows:
Front acceleration-The higher the value, the easier it is for the acceleration to cause oversteer (less influence) during steering, which is generally set between 20- 100.
Forward deceleration-The higher the numerical value, the smoother the deceleration during steering, but the more likely it is to cause understeer (less impact), which is generally set between 0 and 20.
Post-acceleration-The higher the value, the more likely it is to lead to oversteer (greater influence) during steering, which is generally set between 70- 100.
Rear deceleration-The higher the numerical value, the smoother the deceleration when turning, but the more likely it is to cause understeer (great influence). Generally, the adjustment of highway and tension is set between 0 and 40, and the adjustment of off-road is set between 60- 100.
Central balance-will affect the handling of the vehicle. The smaller the value, the closer it feels to the predecessor; The larger the value, the closer it feels to the rear drive. It should be noted that the steering sense cannot be adjusted blindly through the central balance, which is mainly determined by the acceleration data.
After boring teaching, can you still calm down and make adjustments now? Although it is difficult for ordinary players to make excellent adjustments comparable to the big boss, it is still very fulfilling to adjust a car of their own. Even if you stumble)