a dyno is like a ruler. It provides a way to accurately measure and reproduce. i build race cars and tune them and there is a tendency for people to build dyno queens that are un-driveable. I dont see it in RC. I see the opposite.

What happens in RC is people test and tune on track and dominate or struggle. The guys struggling dont understand or maybe dont have the patience for FDR/time and heat. Allot of guys want to repeat someone’s or there own results by using a motolyzer. Or they are just trying to get a starting point. None of this is wrong. You either invest in the on track tuning or hope for the best and get varied results.

You have to do 3 things as it relates to motors that require language or time. Find the motor with the most power or power you are comfortable with. Find where the peak of power and efficiency are at. Lastly you have to adjust the car to use these two peaks.

Ive seen 17.5’s range from 125 watts to 600 watts. That is a big difference.
the peaks can be very narrow and sharp or very wide and shallow.
lastly the ability to understand how average rpm and power to pick the right FDR to keep the motor in the peak only comes from a stopwatch or an understanding of track speed or a dyno.

KV doesnt really help until you know far more about electric motors and it has limited use in stock classes. The motolyzer has good info but you cant use it as science until you understand the below and can do some combination of the below fluently.
current=torque
rpm=track speed
Otherwise spend time with the clock

every motor, every track, and every preference creates allot of variables.

https://www.motioncontroltips.com/fa...oes-it-matter/

you have been playing with inertia matching and I found this basic description of the benefits and detriments of inertia management. if your route to speed has you looking into the science then this will give you a how but not a clear why.

if the science of electric motor control is your bag their is a prerequisite before you can master inertia from a science perspective and it comes in stages.

1-like real race cars power is king. 400 watts is twice as much work as 200
2-understand what you are looking at when looking at a power curve. its a bunch of discrete roque and rpm points instead of a peak.
3-understand the torque requirements for a tracks acceleration and decelerations.
4-understand speed or what the average speed requirement is to do a lap in x time.
5-understand peak efficiency so that you dont get fade
6-inertia ratio-the single biggest difference between combustion engines and electric motors. This is the single subject that has the largest impact but is not intuitive to engineer minded combustion trained people. Electric motors accel and deceleration is the biggest impact on how they work and matching inertia ratios is a little more complicated than having a geartrain that is half the inertia of a rotor. Efficient but powerful geartrain control is a tight balance of heat and power.

with the advent of neodymium magnets people got really happy about torque density. allot of people forgot about ferrous core magnets until they have an inertia problem. for a dynamic start stop application its better to have the goldy locks ratio than to have 50 percent more torque or power.

i suspect the same as you about lowering the inertia ratio through increased rotor inertia and decreased mech inertia but its just a suspicion. low inertia ratios for accel and deceleration and high inertia for continuous power. do a time trial that is repetitive accel and deceleration.remove the dif and see how the times respond. if your not traction limited you can test the effects of inertia.