無料セットアップガイド
Dodge Viper ACR
Cleveland GP
Automobilista 2
9月 28, 2026更新
// Race · Dry
TYRES
- Slick (Dry), Front: 1.85 bar, Rear: 1.80 bar, Tyre blanket temp: 80°C
ELECTRONICS
- TC: 3, ABS: 2, Engine Braking Map: 4 (medium-high, aids rotation on trail-brake), Brake Bias: F: 56% / R: 44%
- Brake Pressure: 100%
DRIVETRAIN
- Fuel Map: Map 3 — balanced fuel/power delivery, sustainable for full race stint with moderate top-end power
- Gear Ratios:
- 1st: 3.08
- 2nd: 2.19
- 3rd: 1.72
- 4th: 1.41
- 5th: 1.19
- 6th: 1.00
- Final Drive: 3.55
SUSPENSION
- // FRONT
- Ride Height: 65 mm
- Wheel Rate FL / FR: 145,000 N/m / 145,000 N/m
- ARB: 32,000 N/m
- Brake Torque Multiplier: 100%
- Brake Bias: 56%
- // REAR
- Ride Height: 70 mm
- Wheel Rate RL / RR: 120,000 N/m / 120,000 N/m
- ARB: 24,000 N/m
- Diff Preload: 60 Nm
- Diff Coast: 0.5
- Diff Power: 0.4
DAMPERS
| Slow Bump | Slow Rebound | Fast Bump | Fast Rebound | |||||
|---|---|---|---|---|---|---|---|---|
| FL | 4,200 Ns | m | 6,800 Ns | m | 2,100 Ns | m | 3,400 Ns | m |
| FR | 4,200 Ns | m | 6,800 Ns | m | 2,100 Ns | m | 3,400 Ns | m |
| RL | 3,600 Ns | m | 5,900 Ns | m | 1,800 Ns | m | 2,950 Ns | m |
| RR | 3,600 Ns | m | 5,900 Ns | m | 1,800 Ns | m | 2,950 Ns | m |
AERO
- Front Splitter: Level 6, Rear Wing: Level 8, Downforce Level: High-Medium (balanced for Cleveland's fast direction changes), Brake Ducts: Front 4 / Rear 3
KEY SETUP NOTE
- The Viper ACR's massive torque and weight punish aggressive throttle application out of Cleveland's tight infield section — running slightly more coast diff lock (0.5) than power lock (0.4) stabilizes trail-braking rotation without inducing snap oversteer on exit, critical for tyre life over race distance.
TRACK GUIDE
- Turn 1 is the biggest overtaking and lap time opportunity — brake as late as the Viper's stability allows, using trail-brake rotation rather than a full stop-and-turn to preserve front tyre temps
- The middle infield esses reward smooth, minimal steering correction — the ACR's weight transfers slowly, so early, progressive inputs beat sudden late direction changes
- Manage rear tyre deg by rolling more speed through the fast sweepers rather than trail-braking deep — the car's weight will punish rear tyres if you're aggressive on entry every lap
- Final corner exit onto the front straight is the key traction zone — get the car pointed early and be patient with throttle to avoid wheelspin that costs several tenths down the straight
- Fuel and tyre management come from consistency, not lifting — carry rotational momentum through mid-corner rather than sacrificing corner speed for straight-line pace, this preserves t
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