Juzh wrote: ↑17 Jun 2022, 13:54
hollus wrote: ↑04 Jun 2022, 20:03
And anyway again, going to my favorite philosophical conundrum: If a few changes by 100RPM can be worth up to two tenths, say 1 tenth in most circuits… how likely are all teams to have gotten it correct before porpoising changed their aero maps and the first PU adjustments changed the power curves?
So, let’s assume a few teams are losing a tenth to wrong gearing… when do you adjust it? If the problem is small enough maybe the optimum is to run two different gearings in two different circuit sets.
We still have 2014 williams/mercedes conundrum with their completely divergent gear ratio delivering nearly identical results on track.
Still I do not believe these ratios can play a role of more than a tenth in worst case scenario, likely half that on vast majority of tracks.
Yes and here is another practical anomaly from WSBK last year:
Should a manufacturer be deemed to be too competitive by the algorithm, it can lose 250rpm, or it can gain 250rpm if its performance is lacklustre.
Kawasaki spent the winter working the gearing on its new ZX-10RR to a rev limit of 15100rpm but must start the 2021 season with a limit of 14600rpm....
“For example, here at T3 to T4, Jerez T4 to T5 is very critical to try to keep the same gear.
“But now we have to use some extra shifts per lap, and it feels – it’s not slower, because we can see it on data – but it feels because of the noise like less power.
“We have to manipulate the gearing a little bit, (here they probably went down 2 teeth or thereabouts)
