Hi Bob,

since the software demystifies the science behind allot of the car physics have you considered adding some things around track data?

for example you can measure a track length and time to run a lap. A traction factor can be calculated or measured by the difference between actual and theoretical or telemetry.

if you know the motion profile of a lap you can calculate the torque/rpm requirements for each section or the whole lap

if you know efficiency for each point of the torque curve you can calculate waste heat. You can measure the average temperature at the end of a race and if its less than the predicted then you specify gearing that moves the average rpm away from the efficiency average towards the power peak and vice versa if its too hot.

The difference between theoretical heat and actual is the cooling efficiency of the setup. You will have generated a thermal time constant that can be used to modify convection versus conduction or changes in ambient.

after you correct thermal and traction calculations you have constants that can be applied and used to take advantage of future changes.

a current/rpm curve of an unloaded motor can be applied as a power measurement of a loaded chassis on track with a single factor to compress it by the rpms seen on track.

timing is primarily correlated to average rpm of the motor.

just a couple ideas of how to integrate track and chassis data into torque curves or create better starting points for gearing and motors.

Brushless motor science can use averages but because of heat they are really sensitive to each discrete section of the power and efficiency curve which comes from discrete torque/rpm points per lap.