Just getting some flat tops on his RPM reading. Knowing his previous high RPM on Run 1 was 16,998 (by using the red grid) we compared that So going over his 2nd run and knowing his lap times were consistently 0.1 o 0.2 seconds lower than his 1st run, we can look at the data and verify the gearing change was a factor. Looking at Fig. 2 we can see that now he’s Let’s face it, nothing matters more than low lap times and so our goal in making changes is to drive lap times as low as we can consistently. The first thing we’re always looking for is low lap times. This driver decided to make a gearing change and dropped 2 teeth on the pinion to see if that would top out the motor. In comparison, the 17.5 Stock TC guys who are not limited to anything more than ROAR legal motors and a ROAR Spec approved ESC were running FDRs in the 3.5-4.0 range, with a lot of motor timing. Was never flat lining (green circles in Fig. 1). In other words we were not revving out the motor even with a 4.5 FDR limit. RPM is next (orange), now this is very important as we will soon explain, keep reading “Motor Temp” (green) shows the motor temp at the point and time you are on the run. Note that if you see a flat line here or odd numeric value here that never changes, the motor you’re using probably isn’t equipped with a sensor.Ĭlick anywhere on the display to place a moveable cursor line (red) that shows all the readings at that point.ĭragging this cursor line, you can easily line up the straight away from “Throttle” with your RPM reading. What this allows you to do is see your highest RPM on the straight away, lap after lap. So, for example, if you’re cutting the corner leading onto the straight you may see lower RPMs here than someone else who takes a wider line and carries more corner speed. Or in this particular case at IIC, we noted that the RPM Following that is ESC Temp (red) which again is a no‐brainer ‐this is the internal temperature of the ESC (display can be changed from Fahrenheit to Celsius on the display drop-down menu). Next is Voltage (yellow) which is, of course, battery supply voltage. These white arrows DO NOT appear in the data logging window. In Fig.1, each lap is indicated with a white arrow. You can then see each lap represented, each time you see this long pulse. In any case, it’s not hard to figure out what your full throttle reading is, the white arrows indicate a long “on” throttle time which corresponds to the straight away, which is typically run at full throttle. This shows throttle and brake inputs from the radio, it MAY show numbers MORE than or LESS than 100 even at full throttle, depending on your radio settings when you first performed a radio calibrate on the ESC. In the first screen shot below (Fig.1) you see “Throttle” at the top (in blue) which is the throttle position measurement. This class is set up to essentially eliminate the electronics from the performance equation, however, with the data logging feature we can see how other chassis changes, driving line changes, or gearing changes can improve the system. The Final Drive Ratio (FDR) has a limit or a ceiling of 4.5 gear ratio. The Spec GT class features motors that have locked timing, and the user isn’t allowed to change the setting. Note that in general these steps are identical in all of our GEN2 + line of ESCs equipped with data logging. In this tutorial we’re going to demonstrate some of the features used to diagnose problems and improve lap times at the International Indoor Champs (IIC) in Las Vegas. In this guide we’re going to take a quick look at the data logging feature of the GEN2 and later Tekin ESCs. Faster rates take up more space, so you may need to adjust the sample rate if you need to record longer logs. Click Logging, then click Sample Rate and choose how frequently you would like the ESC to capture data. Plug your ESC in, click Data, then click Download. To turn logging on, click Data Logs to open up the Data Analyzer. As of 15.16.1 with V276, Data Logging is OFF by default.
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