Damper velocity histogram
Four small histograms (FL · FR · RL · RR) showing how much of the lap the suspension spent at each damper velocity — i.e. how fast the spring was moving at any given moment. The pro-tool standard view for damper tuning.
- X axis — damper velocity in mm/s. Center = 0; left of zero = rebound (extension), right of zero = bump (compression).
- Y axis — % of lap frames at that velocity (auto-scaled per chart).
- Bar colors — zinc in the slow zone (|v| < 25 mm/s), amber in the medium zone (25-50), orange in the fast zone (|v| > 50).
- Dashed horizontal line at 12 % — pro reference for the ideal cone peak height.
- Zone row below each chart — time-share of the lap in each velocity zone: F·reb / S·reb / S·bump / F·bump.
| Symmetric cone, peak ~12 % at 0 | Dampers are balanced. |
| Tall, narrow peak (well above 12 %) | Dampers too stiff — suspension barely moving. |
| Wide, low cone (peak below 12 %) | Dampers too soft — suspension moves too freely. |
| Skewed toward the bump side (right) | Too much rebound damping — spring not extending freely. |
| Skewed toward the rebound side (left) | Too much bump damping — spring not compressing freely. |
| High fast-zone % (orange bars dominate the edges) | Bumpy surface, kerb hits, or under-damped fast events. |
| FL vs FR (or RL vs RR) shapes differ | Side-to-side imbalance (camber, pressure, bump-steer). |
| Fronts vs rears differ | Front/rear damping balance issue. |
Damper position × velocity scatter
Four scatter plots (FL · FR · RL · RR), one dot per sampled frame, plotting where the suspension sat against how fast it was moving at that instant. The histogram tells you how often a velocity was hit; this tells you how that velocity couples with travel — the next pro-tool view after the histogram.
- X axis — suspension travel, droop (left — spring fully extended, wheel hanging, no load) → bottomed (right — spring fully compressed, out of travel). Dashed vertical line marks the 0.95 bottoming threshold.
- Y axis — damper velocity, ±250 mm/s. Above the centerline = bump (compression), below = rebound (extension).
- Dots — faint and overlapping; density is the signal. The cloud is decimated to a representative sample, not every frame.
| Symmetric blob around the center | Bump and rebound are balanced through the travel range. |
| "C" shape leaning to one side | Bump/rebound coupling differs across travel — the imbalance the histogram alone can't surface. |
| Cloud shifted to the right | Car spends its time low in the travel range — near the bottoming line. |
| Tall vertical spread at one position | Fast events (kerbs, bumps) at that ride height. |
Ride-height histogram
Four histograms (FL · FR · RL · RR) showing how much of the lap each corner spent at each suspension-travel band — i.e. where the chassis sat. The position-domain companion to the damper histogram.
- X axis — normalized travel, droop (left — spring fully extended, wheel hanging, no load) → bottomed (right — spring fully compressed, out of travel). Dashed vertical line marks the 0.95 bottoming threshold.
- Y axis — % of lap frames in that band (auto-scaled per chart).
- Band row below each chart — time-share split into droop (≤25 %), mid (25-75 %), comp (75-95 %), bottom (>95 %). The bottom figure matches the bottoming % on /tune/ride-height.
| Bars piled to the left | Car rides high / lightly loaded. |
| Bars piled to the right, into the bottoming band | Car rides low — the aero platform is near the floor. |
| FL vs FR (or RL vs RR) distributions differ | Left/right load asymmetry. |
| Fronts sit deeper than rears | Forward load bias — pairs with the front/rear travel averages. |
Slip-angle balance (understeer / oversteer)
A signed histogram of (front − rear) absolute slip-angle magnitude per frame, in degrees. Lap-scale chassis balance read — answers did this lap lean understeery or oversteery overall, no per-frame view does.
Cornering-only: frames with lateral acceleration under 2 m/s² (~0.2 g) are dropped so straight-line "everything near zero" doesn't swamp the center.
- X axis — front−rear slip angle, signed degrees. Symmetric range −12° to +12°.
- 0 divider — splits oversteer (left, sky) from understeer (right, amber). Sign convention: front slipping more than rear = positive = understeer.
- Y axis — % of cornering frames in that band (auto-scaled).
| Tall peak right at 0 | Chassis is balanced through the lap. |
| Bars piled right of 0 | Lap leaned understeery — fronts working harder than rears. |
| Bars piled left of 0 | Lap leaned oversteery — rears working harder than fronts. |
| Wide spread either side | Balance shifts through corners — entry vs mid vs exit behaving differently. |
Track map · single-trace mode
Top-down view of the lap path in world coordinates. The cursor dot tracks your scrub position; click anywhere on the route to jump there.
- Axes — world (X, Z) ground-plane coordinates. Orientation matches the in-game map.
- Color-mode chips (top right) — recolor the line by speed / throttle / brake.
- Start marker — small green dot at lap-distance = 0.
- Cursor dot — white dot at your current scrub position.
- Click anywhere on the route — replay jumps to the nearest frame.
- Elevation strip — Y (height) over lap distance below the map. Δ shows total elevation range.
| Smooth color gradient in speed mode | Hot colors on straights, cool at corner apexes — normal. |
| Brake mode shows red far from corners | Mid-corner braking — often a setup or confidence issue. |
Dyno curve · this lap so far
Power, torque, and (when forced induction is detected) boost curves, plotted against RPM and growing as you scrub through the lap. Identical math to /dyno's session-wide curve, just constrained to one lap.
- X axis — engine RPM, idle to max.
- Y axes — each line scaled to its own peak (so torque and power can share the view despite different units).
- Cyan = torque, purple = power, amber = boost (when applicable).
- Grows as you scrub — bins frames up to the current playback index. Late in the lap the curve is smoother because more samples fill the bins.
- Detailed mode (replay default) — adds a shaded powerband (RPM range within 90 % of peak torque), a shift-point marker at the peak-power RPM, and a live needle that tracks the scrub position. The needle's position vs the powerband shading tells you whether you were on or off the band at any given moment.
RPM distribution
Where the engine spent its time over the lap. The dyno shows what the engine can produce at each RPM; this shows where you actually were. Together they answer the gearing question.
- X axis — RPM, 0 to the redline rounded up to the next 1000. Twelve even bins.
- Y axis — % of lap frames in that band (auto-scaled).
- Pairs with the dyno above — eyeball the histogram peak against where the dyno's powerband sits.
| Peak roughly aligned with the dyno's peak-torque band | Gearing is matched to the engine. |
| Bars piled well below the powerband | Engine spends time under-revved — gearing tall or shifts early. |
| Bars stacked at the redline | Bouncing off the limiter — gearing short or shifts late. |
| Bimodal (two peaks) | Cruising in one gear and accelerating in another for big stretches of the lap. |
The G-G scatter, friction circles, spring & damper gauges, and input strips inside the live panels are described on /manual/live — same components, same readings. On `/replay` they're driven by the scrubbed frame instead of live telemetry, but everything else behaves the same way.