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Basic Cheat Engine setup on RPCS3 本体のダウンロードはこちら To use Cheat Engine on RPCS3, you need to set up a few things beforehand. MEM_MAPPED Settings First, we need to enable MEM_MAPPED option to let Cheat Engine have the ability to scan Mapped memory regions. As most of the games emulated are stored in mapped regions, this option is essential for using Cheat Engine in emulators. In Cheat Engine, go to Edit - Settings. Navigate to the Scan Settings tab, and ensure that all three MEM options are enabled, as shown in the figure below. Big Endian Support Most emulators operates in Big Endian value type. To put it simply, Big Endian is the reversal of a normal byte array. For example, 00 01 02 03 in Big Endian will be 03 02 01 00. By default cheat engine does not include Big Endian value type, so we will need to define it ourselves. In cheat engine, right click on the value type and select Define new custom type (Auto Assembler). A new window will pop up with codes in it. Delete it all and paste in the codes down below. alloc(TypeName,256) alloc(ByteSize,4) alloc(ConvertRoutine,1024) alloc(ConvertBackRoutine,1024) alloc(UsesFloat,1) alloc(CallMethod,1) TypeName db 2 Byte Big Endian ,0 ByteSize dd 2 ConvertRoutine [64-bit] xor eax,eax mov ax,[rcx] //eax now contains the bytes input pointed to xchg ah,al //convert to big endian ret [/64-bit] [32-bit] push ebp mov ebp,esp mov eax,[ebp+8] //place the address that contains the bytes into eax mov ax,[eax] //place the bytes into eax so it s handled as a normal 4 byte value and eax,ffff //cleanup xchg ah,al //convert to big endian pop ebp ret 4 [/32-bit] ConvertBackRoutine [64-bit] xchg ch,cl //convert the little endian input into a big endian input mov [rdx],cx //place the integer the 4 bytes pointed to by rdx ret [/64-bit] [32-bit] push ebp mov ebp,esp push eax push ebx mov eax,[ebp+8] //load the value into eax mov ebx,[ebp+c] //load the address into ebx xchg ah,al mov [ebx],ax //write the value into the address pop ebx pop eax pop ebp ret 8 [/32-bit] Once you have pasted it in, double check the script, and press OK After that, the value type you defined will be added in the value type selection, as shown below. Using the same method, add in the 4 byte Big Endian value type. alloc(TypeName,256) alloc(ByteSize,4) alloc(ConvertRoutine,1024) alloc(ConvertBackRoutine,1024) alloc(UsesFloat,1) alloc(CallMethod,1) TypeName db 4 Byte Big Endian ,0 ByteSize dd 4 ConvertRoutine [64-bit] xor eax,eax mov eax,[rcx] //eax now contains the bytes input pointed to bswap eax //convert to big endian ret [/64-bit] [32-bit] push ebp mov ebp,esp mov eax,[ebp+8] //place the address that contains the bytes into eax mov eax,[eax] //place the bytes into eax so it s handled as a normal 4 byte value bswap eax pop ebp ret 4 [/32-bit] ConvertBackRoutine [64-bit] bswap ecx //convert the little endian input into a big endian input mov [rdx],ecx //place the integer the 4 bytes pointed to by rdx ret [/64-bit] [32-bit] push ebp mov ebp,esp push eax push ebx mov eax,[ebp+8] //load the value into eax mov ebx,[ebp+c] //load the address into ebx bswap eax mov [ebx],eax //write the value into the address pop ebx pop eax pop ebp ret 8 [/32-bit] And the same for Float Big Endian alloc(TypeName,256) alloc(ByteSize,4) alloc(ConvertRoutine,1024) alloc(ConvertBackRoutine,1024) alloc(UsesFloat,4) alloc(CallMethod,1) TypeName db Float Big Endian ,0 ByteSize dd 4 UsesFloat db 01 ConvertRoutine [32-bit] push ebp mov ebp,esp mov eax,[ebp+8] //place the address that contains the bytes into eax mov eax,[eax] //place the bytes into eax bswap eax pop ebp ret 4 [/32-bit] [64-bit] mov eax,[rcx] //eax now contains the bytes input pointed to bswap eax ret [/64-bit] ConvertBackRoutine [32-bit] push ebp mov ebp,esp push eax push ebx mov eax,[ebp+8] //load the value into eax mov ebx,[ebp+c] //load the address into ebx bswap eax mov [ebx],eax //write the value into the address pop ebx pop eax pop ebp ret 8 [/32-bit] [64-bit] bswap ecx mov [rdx],ecx //place the integer the 4 bytes pointed to by rdx ret [/64-bit] Once you pressed OK, you are set to go! But just to be sure, check if your value type has 3 new selections available. And when you want to scan for values in game, please use their big endian counterpart.
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バージョンごとに追加された機能 (最新バージョンは今までの機能が全て備わってます) v0.1 Infinite health and armor(ヘルスとアーマーが無限に) Edit wanted level(指名手配度を変更) Edit time(時間を変更) Edit weather + Snow(天候を変更) Spawn anything Display coordinates and speed v0.2 Teleport(テレポート) Step through walls(壁すり抜け) Power jump(パワージャンプ) v0.3 Activate spawn cheats with one button(車両出現系のチートをデバイス起動時にボタン1つで出現させることができる) Screenshot(スクリーンショット撮影) Edit car colors(車・バイクの色変更) Never fall off your bike(バイクから落ちない) v0.4 Firmware 2.6 support(ファームウェア2.6に対応) Your car is indestructible, always steaming, smoking, or on fire(車・バイクのダメージを変更) No reload(ノーリロード) v0.5 Video recorder(ビデオを撮ることができる) Change CPU speed to 333MHz (fw 2.0-2.5 only)(CPUのクロック数を変更) Battery percent, voltage and temp (fw 2.0-2.5 only)(バッテリー情報などを表示) Heavy bike(バイクを重たくする) Turn while power jumping(パワージャンプ中に方向転換可能) v0.5a Frames per second meter added to coordinates display(画面にFPSを表示) v0.5b Added "Really High" to teleport list for Dodo gliding(Dodo用にテレポートに"Really High"を追加) v0.5c Completely stops the game during screen capture so action shots won t be blurry New savefile for UK version v0.5d Added confirmation dialog before unloading. v0.5e Gives the screen more time to repaint before screenshot Stabalized the Dodo for easier gliding v0.6 Flyable Dodo with thrust(Dodoで飛行可) Video recorder is a little faster(ビデオ録画が少し早くなる) v0.6a Added step up/down, use -1.5m to submerge a flatbed to ramp level(ステップアップ/ダウン) Step through walls works while driving(車・バイクに乗った状態でも壁抜け可) v0.7 Bikes can drive on walls(バイク搭乗時壁を走れる) Gravity(重力操作) Freeze everything(全ての人を動けなくする) Gameplay speed(ゲームスピードを変更) Walking speed(歩くスピードを変更) Flip over(さかさま) Unlimited heli flying height(ヘリ飛行時の高度制限が無くなる) Cheat Maker(チートメーカー) v0.7c Support for cheats with pplayer, pobj or pcar in them v0.7d Select ped outfit (歩行者のスキンを選択できる。番号は中に入っているpeds.txtファイルを参考に。バグるものもあるので注意) Support for cheats with #off section v0.8a Rocket Boost!(ロケットブースト!) v0.9 Construction Mode (建設モード) FW2.6でもクロックアップが可能に CHEATSディレクトリーに***.txtを使い分けて呼び出すことが可能に v1.0 Hover cars(車を浮かせて走行可能になった。空飛ぶ車がガレージに出現) Gather spell(ギャザースペル) Full size video recorder(フルサイズのビデオレコーダー) Load outside staunton safehouse(ストートン島の隠れ家以外でロードができるように) Drivable RC toys(ラジコンが操縦できるようになった) Your car is indestructible also prevents visible damage (車を外見的なダメージを受けなくさせることができるように) Gangs no longer attack you(ギャング団共が攻撃してこないようにすることができる) v1.0b Water level(水位の変更が可能に) v1.0c Heavy cars(車を重くする) Automatically flip over(車がひっくり返った時に自動的に回転し元に戻す機能) v1.0d Drive on walls works for cars too(車に乗ったまま壁を走れる)
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FUEL BRAKE BIAS DIFFERENTIALClutch Plates Preload Drive ramp angle Coast ramp angle CHASSISSpring rate Spring perch offset Camber Anti-roll bars Bump stiffness and Rebound stiffness Bumpstop gap Caster Toe-in Wing setting TIRES CONCLUSION [This guide has been updated to cover the changes for the NTM. The NTM is still very new at this time having only been out for 2-3 weeks, and learning its ins and outs is still an ongoing task. I share a lot of my setup secrets I have discovered so far about the NTM which are scattered throughout the guide in the relevant sections.] The NTM has transformed the Corvette substantially both in terms of driving technique and setup. The setup parameters still have the same effects they had before, but the sweet spots have definitely changed, and there are new nuances to understand. Heat is a very central element now. The Corvette can overheat its tires very easily... particularly if the tires are sliding around to any degree. So the new goal is smooth and quiet. It no longer pays to design sets around sliding the car effectively. In general, much less oversteer is called for than before. Now the main task is to plant both ends of the car as firmly as possible so that it doesn t eek out any noises while going fast as hell. There are a myriad of settings that can be changed. And they can all seem rather bewildering at first. Which setting gives me more oversteer, please? Well, there s not quite an easy answer to that. Many of the settings affect the car s balance. But the trick is that they each affect the balance under different circumstances. So in order to adjust the car properly, you need to feel out exactly where and when you want more or less oversteer, and know what settings affect that specifically. FUEL Fuel is always the first setting to work with. The fuel tank in the Corvette is located toward the rear of the car. So the amount of fuel being carried changes the balance of the car. Determine the amount of fuel you ll need, and set that first before you change anything else. Then take the car for a spin to see what it feels like. The fixed set starts with maximum fuel, and since you re probably going to run less fuel than that, the rear of the car is going to become lighter. This will lift the rear of the car, change the rake, and alter the wheel cambers... all of which would tend to make the car oversteer more. However, the great loss of weight rearward generally causes the car to understeer more overall. BRAKE BIAS Front brake bias Brake bias is the first real setting to work with on the car. It has significant impact on the driving style that will be used, and thusly how the remainder of settings will come into play. Front brake bias is the percentage of brake force that applies to the front wheels when you brake. A value of 63% is approximately neutral. 64% and higher will tend to lock up the fronts first. 62% and lower will tend to lock up the rears first. Beginning drivers tend to favor higher values here because the car is much more stable under braking with more forward bias. As they become more experienced, they ll tend to want to move the bias rearward. Brake bias below 63% tends to be used with gas on brake techniques to allow the driver greater dynamic range in their brake bias from moment to moment. That is, a bit of throttle is applied to cancel some of the rear brake at will. The driver can intentionally lock the rears at any point by simply letting off the on the throttle while braking. Gas on brake techniques require either left foot braking or heel and toe. I don t think low bias values are generally used with straight braking. Low brake bias settings are one of the chief reasons why alien setups are slow and dangerously unstable in the hands of less advanced drivers. Fixed setups tend to have rather high brake bias settings of 64% or more. Dropping it down to 63% or 62% will reduce the braking distances, but also make the car much less stable under braking. Keep in mind that if you re struggling to keep the car under control while braking, the potentially shorter stopping distances aren t worth it. Don t try for a lower brake bias than feels comfortable, or you ll be slower, not faster. DIFFERENTIAL The Corvette as a car is defined by its massive power. The differential has a dramatic effect on what s going on with those meaty rears, and its affect on the balance and overall driving experience of the Corvette is more dramatic than many drivers might expect. The differential tends to lock the rear wheels together the tighter you set it. The main purpose of this is to prevent the car from wasting its power spinning the inside wheel at the exit of a turn while the outside wheel remains unpowered, as would happen with an open differential. The downside of locking the wheels together is that the car won t want to turn properly. Imagine lifting the front of the car off the ground and then trying to rotate the car on its rear wheels while they are locked together. They wouldn t roll. You d have to force them to slide to turn the car. When your differential is tight, your own tires resist against your car turning. This seems like it should promote understeer and stability, but it actually doesn t. The forces that are preventing your car from turning properly are actually subtracting from the available traction in your rear tires. Your rear tires are resisting _each other_! So loosening the differential promotes more understeer because then the rear tires aren t wasting their traction on infighting. This is a good thing to do as much as possible because there are more efficient ways of tuning that oversteer back in with other settings. Loosening the differential improves the overall traction of the car. The down side of loosening the differential is that you can start spinning that inside tire on turn exit. That will lose speed. So the general idea is to have the differential just tight enough to prevent that from happening. The fixed sets all feature tight differentials which exhibit their locking force all the time. There s speed to be gained by loosening them. Clutch Plates You can have between one and three clutch plates. More clutch plates makes the differential much tighter with the same other settings. It multiplies the effects of those settings. So two clutch plates will be twice as tight. And three clutch plates will triple the effects of the other settings. With the OTM, I never saw a need for more than one clutch plate. But the NTM seems to respond well to settings which are roughly twice as tight as before. So two clutch plates seems to be a good standard. Though I still sometimes run singles. Preload The tightness of the differential is variable depending on how much engine power is being applied. This setting determines how tight the differential is when no engine power is applied at all. I generally set this to 0. I prefer not having my rears resist each other from letting the car turn when I m neither accelerating nor decelerating. You may want to run with a preload if you find the balance transition of locking the rears together when you do get on the gas too jarring, but that s the only reason I can think of to do it. Note that reducing the preload on the car versus the fixed sets will add substantially more traction in the rear... and thus quite a lot of global understeer. Soften the front sway bar or tighten the rear to counteract this effect and restore your desired balance. Drive ramp angle The lower you set this value, the more tightly the rears will lock together when you get on the gas. The car will rotate more when you punch it. You generally don t want to set this value so low that the car wants to kick out when you get on the gas. With the OTM, this could be a desirable effect. But not with the NTM. Now what you re looking for is the rear to stay planted under heavy acceleration and not wash out into understeer. Coast ramp angle When you re completely off the gas, the engine drags, effectively applying a braking force to the rear wheels through the drive line. This setting determines how tightly the rears lock together when this happens. It s just like the Drive ramp angle, but the opposite direction. In general, it is no longer so effective to coast through the mid turn with the NTM as it was with the OTM. Instead, neutral throttle generally produces the best cornering speed. Therefore, the coast ramp no longer effects portions of the mid turn that it used to. The car has to coast for this setting to have any effect at all. Now the coast ramp is primarily of value only in the braking zone prior to the turn. Whereas locking the rear wheels together tends to reduce stability in the midturn, it has the opposite effect during straight line braking. It will tend to resist any tendency of the car to want to turn while in the brake zone, promoting stability as the car approaches turn in. The coast ramp is commonly set with lower values (tighter) than the drive ramp. This can seem counter intuitive, but remember that there s much less force being applied through the drive line on the coast side. So the same amount of locking requires a lower angle to achieve. CHASSIS Spring rate I subscribe to the notion that the purpose of springs is to keep the car s chassis from sitting on the ground. They are not a primary method of balancing the car. As such, we will fiddle with them early. The things to consider with spring rates are ride height and compliance with the road. The more bumpy a track is, or the more three dimensional it is with steep bankings, crowns, crests, and other non-flat features, the softer your springs need to be in order to keep the wheels in contact with the road at all times. The softer your springs are, the more ride height you ll need to keep the car from bottoming out. Stiffer springs allow you to lower the car more, but they only work well on tracks which are rather flat. And remember that curbing counts, too. The lower and stiffer you make the car, the more it will freak out over the curbs. Contrary to common belief, stiff springs _do not_ reduce weight transfer. The same amount of weight transfers from the inside to the outside in a turn whether the car leans on soft springs or not. However, reducing the ride height does reduce weight transfer. And stiffer springs allow lower ride height. So this may be the origin of the misconception. But understand that it s not the springs themselves. With the OTM, spring rates near the minimum (1000lb) were generally ideal. The NTM tires seem to have considerably more bounce to them, and so the suspension needs to be relatively stiffer to compensate. Values more toward the middle of the range (1300-1600) seem to work well. Note that if you re making a qualifying set with low fuel, you re removing quite a lot of weight. And consequently the springs will lift the rear of the car up. It can be a good idea to take some spring out of the car to compensate, dropping the car back down a bit. The car is lighter, so less spring force is needed to hold it at the same level. Spring perch offset This is the other end of the spring rate and ride height equation. This is how to directly adjust the ride height of the car. Higher numbers drop the car down. Keep in mind that you re not just lowering the car, you re also compressing the suspension which changes all of the geometry. In particular, your cambers will change when you adjust the ride height. Take note of what your cambers were prior to the change and then set the cambers back to what they were afterward. Now the goal here is not actually to lower the car as much as you possibly can before it bottoms out. There s a diffuser under the car, and it stalls at less than about 2 inches of clearance. The ideal ride height at the front of the car seems to be in the range of 2.2 to 2.5 inches. The rake of the car is important primarily because of its aerodynamic effect. That is, the lower the front of the car is compared to the rear end, the greater the angle on the otherwise fixed wing and other aero elements. That s right. We can t adjust the angle of the wing, so we just tip the whole car instead. Clever, no? Good values for the rake seem to be roughly 0.5-0.8 inches. The rear ride height should be in the range of 2.7-3.0 inches or so. There s a trade off here between getting the rear end of the car as low as possible for reduced weight transfer and raising it up higher for greater rake and thus down force. Or to put it another way, that s a trade off between better low speed turning (where aero is weak anyway) or better high speed turning (where down force is strong). Camber Negative camber tilts the tires inward so that when the car leans into a turn, the outside tire will be flat against the track. The NTM currently has unrealistically weak side walls, and so seems to run best with rather low cambers near -1.0 front and back. The fixed sets use considerably more camber, and this does seem to have a good feel to it, but it has less traction, produces very uneven wear on the tires over time, and seems to make the tires more susceptible to overheating (presumably because the heat isn t spread across the whole surface). In general, the more camber you run, the harder the car will turn (up to a point... which isn t very much right now). But the trade off is you lose straight line braking because the tires are not flat against the track surface when moving in a straight line. In the real world, camber is set by checking the outside, middle, and inside tire temperatures after running a few laps. These values are reported for the NTM, but they re unusable because the inside and outside temperatures are averaged with the sidewall temperatures. There are the tire wear percentages, too. Those do work properly and they do help, but it takes quite a few laps to get enough wear to see if the tires are wearing evenly. So your only real tool for setting camber at the moment is driving the car and feeling for it. You can tell whether a change in camber increased or decreased the car s traction if a change on one end of the car changes the balance of the car in that direction. For instance, if you add negative camber to the front of the car and the car starts oversteering more, then it worked! This is increasing the overall traction of the car, not just shunting the balance around like swaybar adjustments do, so it s definitely worth pursuing. Note that positive camber is never used in road course sets. Anti-roll bars The sway bars are your primary overall balance tuning devices for the car. They pretty much adjust the balance evenly across the board. Soften the front and/or stiffen the rear to produce more oversteer. Stiffen the front and/or softer the rear to produce more understeer. The more stiff the sway bars are overall, the less compliance the wheels will have with bumpy and unflat roads, just like using heavier springs. Bump stiffness and Rebound stiffness These are damper (shock absorber) settings. They affect the balance of the car just like swaybars do except that they only affect the stiffness of the suspension when it s in motion. So that means the stiffness of the suspension is momentarily increased when the car leans into a turn. Or when it levels back out again after a turn. You can tune these settings to make the car more lively so that it has a more oversteery edge when you first start to turn. Or you can set it opposite to ease into a turn more smoothly. One effect to watch out for in particular is when you turn the car, and the front end initially turns in very rapidly as if too spin, and then immediately washes out again and settles into the turn all on its own. This is what happens when your dampers are set for a lot of nervous oversteer while the springs/swaybars are set for much less. The balance difference is too extreme. In general, I like to set the dampers to the same relative stiffness front and back as the springs have. This will help the car maintain steady and predictable balance as it goes over bumps. Otherwise, if you were to make the front dampers relatively stiffer, for instance, then whenever the car passed over a bump during a turn, the balance of the car would momentarily shift toward understeer. That could be desirable in some circumstances, but in my opinion usually not. Bumpstop gap The bumpstops limit the suspension movement in an effort to prevent the car from ever bottoming out. Essentially, they re like very stiff springs which are reached only when the suspension compresses beyond a certain point. They would be important to work with on a real car, but in iRacing, there doesn t seem to be much downside to just letting the Corvette bottom out on the track if it s going to. So I always set these to the maximum gap possible. I also suspect that if they are set to a smaller value where they ll actually get hit before the car bottoms out, it becomes possible to break your suspension by just running over curbs on the track. Caster Caster is a wonderful thing. This is a rearward tilt of the wheel such that when the steering wheel is turned, negative camber is increased. This is great because it allows the wheels to have less camber when travelling in a straight line and more camber when turning. Theoretically, caster can be used in combination with static camber settings to tune the car s behavior in low speed and high speed corners seperately. However, I have found that maximum caster values seem to work best all of the time. Note that lower caster values also reduce steering wheel feel. Toe-in Theoretically, you can use positive toe-in to make the car more stable. And negative (toe-out) to make it less stable. In practice, I haven t found a reason to change these settings on the Corvette. I don t believe in toe settings very much because it s another example of making wheels fight each other. Wing setting Unless you re visiting the salt flats, leave this on the highest downforce setting for the Corvette. Always. TIRES The tires pane shows you the condition of the last set of tires that came off the car. That is... their condition at the moment that you left the track after slowing the car to a halt. Keep in mind what effects that will have. Tires heat up and cool down rather quickly. So if the last turn you did was a hard left sweeper, your right front tire is going to show more temperature. And if you just locked up all four tires while you came to a halt, your readings will pretty much all be garbage. Unfortunately, as I mentioned earlier, the tire temperatures being reported aren t very useable at this time. Only the center temperature is reported correctly, but it s not all that useful by itself other than telling you if you re overworking a tire. Values in the range of 220-240 degrees F are good. 250 and higher is around where the tire will lose traction due to overheating. If you are destroying a particular tire, the most common cause isn t setup. It s driving technique. The usual culprit is turning the steering wheel even further when the car won t turn any harder. Even if the tire doesn t emit smoke (which you currently wouldn t be able to see anyway, you re hurting it unnecessarily when you do this. This will show up as very high overall temperatures for that tire immediately after the turn in question. Setup can be used to try to make life easier on particular tires. You could try lowering that end of the car to reduce weight transfer to the outside tire. You could also concentrate on making that end of the car more planted so that it s sliding less. CONCLUSION Setting up the car is an iterative process. Make changes slowly and try them out for a while before giving them the yay or nay. Often times a good setup change will feel bad at first because you have to change the way you re driving to accomodate it. Save each iteration of your setup so that you can go back to it later if you decide that a whole direction you were going with the setup doesn t work (and that will happen). Also, don t consider a setup change to be an improvement unless you can actually produce a better lap time with it. I find it can be easy to just judge a setup change to feel better . But this can be deceptive because feeling better may just mean easier for you to drive and can easily be slower overall. Let me know if you found this guide helpful. I write up these materials to aid the Corvette community in general and promote participation for this awesome car. The more drivers it helps, the more motivated I am to write more of this stuff.
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【登録タグ P サリー ランコ レス 牛に引かれて善光寺参り 曲】 【注意】 現在、このページはJavaScriptの利用が一時制限されています。この表示状態ではトラック情報が正しく表示されません。 この問題は、以下のいずれかが原因となっています。 ページがAMP表示となっている ウィキ内検索からページを表示している これを解決するには、こちらをクリックし、ページを通常表示にしてください。 /** General styling **/ @font-face { font-family Noto Sans JP ; font-display swap; font-style normal; font-weight 350; src url(https //img.atwikiimg.com/www31.atwiki.jp/touhoukashi/attach/2972/10/NotoSansCJKjp-DemiLight.woff2) format( woff2 ), url(https //img.atwikiimg.com/www31.atwiki.jp/touhoukashi/attach/2972/9/NotoSansCJKjp-DemiLight.woff) format( woff ), url(https //img.atwikiimg.com/www31.atwiki.jp/touhoukashi/attach/2972/8/NotoSansCJKjp-DemiLight.ttf) format( truetype ); } @font-face { font-family Noto Sans JP ; font-display swap; font-style normal; font-weight bold; src url(https //img.atwikiimg.com/www31.atwiki.jp/touhoukashi/attach/2972/13/NotoSansCJKjp-Medium.woff2) format( woff2 ), url(https //img.atwikiimg.com/www31.atwiki.jp/touhoukashi/attach/2972/12/NotoSansCJKjp-Medium.woff) format( woff ), url(https //img.atwikiimg.com/www31.atwiki.jp/touhoukashi/attach/2972/11/NotoSansCJKjp-Medium.ttf) format( truetype ); 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