That could be a way to quantify it. But there are other properties of a track that could figure in as well. The hill in BoomSlayer is one. The distance between the turns, but then the number of degrees and the distance of the turn as well.
I suppose one could come up with a way to quantify all of those things and calculate a terminal velocity for a track.
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That track density idea is certainly an interesting one, but I have a feeling that the variable you missed in your list may prove to be the crucial one - turn radius. The faster corners are the ones where the extra downforce should really make a difference and my theory is that that is the reason for the R1 cars being having a faster time on the Flowing tracks is because they have the most downforce.
Something else which Blooze's comment caused me to observe is that the relationship between the FR and TR times only seems to hold true (for me at least) in the R Class cars, where downforce varies between classes. As I said on the previous page, the Peugeot was my only car with a faster FR than TR, although with the R2 Ferrari that gap was only 0.2 seconds. The gap for the R4 Audi was almost exactly 2 seconds continuing the progression.
That breaks down in the lower classes though, where the gap is continually 3-3.5 seconds. The only exception is the Spirra in A Class where the gap is 2.2 seconds. My theory for this is that the high grip (slicks) stock power configuration means that it loses a bit of time under acceleration out of the tight corners and this could account for the difference.
Nice to see that my results are replicating the tuning maestro (Blooze) - at least it shows I;m doing something right
