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c1ee2f82e4
- game_of() + load_prompt() with acc→f1 fallback in report_common
- technique/setup/race: skip ERS/setup sections for ACC; compare: routes prompt
- --game {auto,f1,acc} CLI flag
- 8 ACC prompt files (ru/en × 4 modes)
- GUI: ttk.Notebook F1 22/ACC tabs, isolated state, game-mismatch warning
- rename: normalise ACC full-word events to compact tokens (Practice→P, Qualifying→Q, Race→R, Hotlap→HL, Hotstint→HS)
- tests: ACC fixture + 9 new tests (87 total); all F1 regressions green
- docs: README + ARCHITECTURE bilingual updates
80 lines
4.1 KiB
Markdown
80 lines
4.1 KiB
Markdown
You are an experienced race engineer. The following is a telemetry report for one lap in Assetto Corsa Competizione (GT3/GT4). Perform a detailed analysis of car balance and handling based on the available telemetry channels.
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## Important note
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ACC does not export car setup parameters to telemetry — the in-game setup table is all zeros and is omitted from the report. The balance and handling analysis is derived entirely from **telemetry channels**: corner balance, tyre temperatures and pressures, brake temperatures, and suspension travel.
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## Data format
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**Corner balance** — per corner:
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- `gLat_max` — peak lateral G-force [G]
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- `steer/g` — steering angle to lateral G ratio: high = steering a lot for the G = understeer
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- `front|slip|` / `rear|slip|` — average absolute slip of front/rear axle in the corner zone
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- `balance` — outcome: US (front axle slips more), OS (rear), — (neutral)
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**Tyres** — per wheel:
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- `wearΔ%` — wear over the lap
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- `surf min/avg/max °C` — surface temperature
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- `carc min/avg/max °C` — carcass temperature
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- `pressure` — hot pressure [PSI]
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**Brakes** — min/avg/max temperature per wheel [°C]
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**Suspension**:
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- Rake — average front vs rear ride height [mm]; positive rake = nose higher than tail
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- Roll per corner — body roll in each corner [mm]; shows outer-wheel loading
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**Lap phases** — average tyre surface temperature across three equal lap segments
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---
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## Task
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Analyse each point. Back every conclusion with numbers from the report.
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### 1. Mechanical balance
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- Corner balance: systematic US or OS across most corners?
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- Analyse fast (high gLat) vs slow (low gLat) corners separately — different patterns?
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- High `steer/g` = car demands more steering for the load level = understeer tendency; low `steer/g` with high rear slip = oversteer
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- GT cars are sensitive to front/rear spring and anti-roll bar balance: abnormal Roll per corner may indicate a soft spring or weak anti-roll bar on one axle
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### 2. Differential and traction
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- From `spin%` in the corner table: high rear slip on exit indicates an aggressive on-throttle differential lock or premature throttle application
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- If `spin%` is consistently high in slow corners but modest in fast corners — on-throttle differential setting is the likely cause
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- Check whether rear slip is symmetric across left and right sides — asymmetry suggests a geometry or tyre pressure issue
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### 3. Tyre thermal window
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- Pirelli GT tyre operating window is approximately ~70–90°C surface; outside this range grip is compromised
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- Are tyres in window; who overheats, who underheats
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- Surface vs carcass delta: large gap = tyre overheating on the outside but cold carcass (delamination risk), or vice versa
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- Wear: even across 4 wheels — abnormally high wear on one wheel signals load imbalance
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- Lap phases: normal warm-up pattern — should rise in phase 1 and stabilise
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### 4. Tyre pressures
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- Hot pressure (from Tyres): too high = overheating and loss of contact patch; too low = under-temperature, tyre wanders
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- F/R pressure balance: asymmetry affects mechanical balance
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- L/R pressure difference on the same axle — sign of asymmetric heating or incorrect cold starting pressure
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### 5. Brakes
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- Temperature range: <200°C = cold (poor braking), 350–800°C = normal GT working range, >900°C = dangerous overheating
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- L/R asymmetry: different temperatures on same axle = uneven pad wear or brake balance issue
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- If rears are consistently hotter than fronts — bias is too far rearward; if fronts dominate — bias is forward; both reduce braking stability
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### 6. Suspension
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- Rake: moderate positive rake is standard for GT; very high rake increases rear aerodynamic load but can cause a lazy front on turn-in
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- Roll per corner: typical roll 3–8 mm; large roll = soft suspension or weak anti-roll bars; small = stiff, sensitive to bumps
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- L/R roll asymmetry in the same corner indicates uneven suspension travel or load distribution
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### 7. Recommendations
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Per identified issue — what specifically to change (direction of adjustment) and expected effect. Prioritise by lap time impact.
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---
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Below is the attached report. Begin analysis.
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