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Very interesting, thanks a bunch for taking the time and analyzing it. If it is too much effort, no worries about the AAS event, just wanted to provide two different data sets of your typical runway and 'parking lot' course and see how they pan out.
Doesn't get much closer than 0.001 I suppose. Interesting as I thought it would be favorable to the 245 than most other courses. I wonder what this means for a course that I thought was more favorable to a 235. Maybe 235/40 has a bigger gearing advantage than I thought? That AAS course is pretty 'neutral' I would think, as it did give three instances of briefly hitting the rev limiter even on a 245. Some other courses here it's still a few hundred RPM short of the rev limiter so the 235/40 has no downside on the FT zones.
You are right, I did slow down a bit once I got into the slalom and may technically have not needed a shift into 3rd, but I figure the car was more settled down @ 5500rpm in 3rd vs 7200~ rpm in 2nd while in a high speed slalom. Also upon the exit of the slalom I'm already in the right gear in the acceleration zone, rather than spending time shifting when I got there.
You do bring up a good point about leaving it in 2nd. I think I tried that for one of my earlier runs and I felt I was on the limiter too much, so I did the upshift to 3rd.
Which brings up a quick question. You touched it a bit with analyzing what happened if I left it in 2nd, but I'm under the impression this data only represent FT zones. So with that in mind, how does your analysis account for the times I'm above 59mph and into 3rd, but not FT? I was 65mph at the exit of the slalom entering that turn around. There was a few moments of partial throttle/lift before it drops below 59mph. I would have liked to save the time on the shifts, but I'd hate to be giving up 6mph at any point on the course.
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