Drivers2 Ratings Test
#11
PART TWO - STREET CIRCUITS
Same experiment structure as before, only this time:
* Race distance was 40% instead of 25% since street races are shorter.
* All chassis, engines, and tires have been standardized across cars.

Ran 40 races (8 each) on Australia 95-08, Detroit 1999, Long Beach 2000, Toronto 1996, and Vancouver 1995.

Again thanks to Pavel for the work on these tracks - and Tjerk de Heer + Tony Krist for their work on Long Beach.


[b]CAR      STR   AVF    SD[/b]
Trac950     2    1.03   0.17

Trac850     5    1.87   0.34
Trac750     8    2.84   0.37
---
Pwr950     1    4.39   1.05
Trac650   11    4.89   1.20
Pwr850     4    5.59   1.16
Pwr750     7    7.26   1.79
Drag050    3    8.26   1.80
Pwr650    10    9.53   2.57
Drag150    6    9.87   4.01
Trac550    14  10.19   2.00
Drag250    9   11.61   1.92
Drag350   12  12.36   2.04
Pwr550    13  12.82   3.25
Drag450  15   14.47   2.58
Pwr450    16  15.00   2.99
Drag550   18  15.77   2.03
Drag650   21  17.16   2.73
Pwr350    19  18.64   2.75
Drag750   24  18.73   2.17
Drag850   27  19.66   2.04
Trac450    17  19.89   2.49
Drag950   30  20.03   2.06
Pwr250    22   21.64   2.21
Pwr150    25   23.25   1.25
Pwr050    28   24.57   1.29
Trac350    20  24.79   1.56
---
Trac250    23  26.22   1.18
Trac150   26   27.08   1.32
Trac050   29   28.16   1.22


As we can see, traction is still the most important value but not as overwhelmingly so as it is for speedways.

It looks like Power 900 ~= Traction 650, and Drag 50 ~= Power 700.


However, once again it looks like increase in drag (>500) has a relatively higher impact than a reduction in drag (<500). I'm starting to suspect that drag really is non-linear, but would need to design a test to validate this in some way
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#12
(07-31-2022, 07:53 PM)JoyfulPanda Wrote: However, once again it looks like increase in drag (>500) has a relatively higher impact than a reduction in drag (<500).  I'm starting to suspect that drag really is non-linear, but would need to design a test to validate this in some way

In the fluid dynamics engineering world, remember that drag is proportional to the square of velocity, so yes - it should be non-linear... =)
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#13
PART THREE - SHORT OVALS

Same experiement as before.  This time ran 39 races total (13 each) on Milwaukee/Nazareth/Phoenix.

Results:

CAR      STR   AVF   SD
Trac590   9      1.47   1.16
Trac570   10    2.26   0.76
Trac550   12    3.16   1.57
---
Powr850   3    5.49    2.33
Trac530   14    5.76   2.98
Powr950   1    6.53    5.80
Powr750   5    8.46    3.44
Powr650   7    8.34    5.35
Trac510   15    9.74   3.67
Powr550  11   10.82  4.48
Drag050   2   12.79   2.38
Drag150   4   13.46   4.37
Drag250   6   12.74   4.42
Drag450  13  14.06   4.51
Drag350   8   14.38   4.51
Powr450  18  14.75   4.89
Drag550  20  15.97   4.33
Drag650  24  16.46   4.96
Drag850  28  16.53   4.30
Trac490  16   16.69   4.01
Drag950  30  16.70   4.59
Drag750  26  17.03   3.90
Powr350   23 18.65   4.02
Trac470  17   21.42   3.01
Powr250  25  22.00   3.39
Powr150  27  23.26   2.47
Powr050  29  24.27   2.38
Trac450  19   24.74   2.06
---
Trac430  21   26.72   1.69
Trac410  22   27.59   1.57


While Traction is still clearly the most powerful attribute on short ovals, compared to speedways it has a lesser impact, and we see an increase in the impact of power.

A change of 10 in traction is more impactful than a change of 50 in power, but less impactful than a change of 150 in power.
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#14
With these tests, with the "standard" attributes, i.e they all use same value, do they have any variation to mix the grid or is it all the same value (500-501 for example) with them starting in grid order based on which order they appear on drivers2.txt?
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