The 4 Must Have AIM RS3 Telemetry Channels

Hey guys, what’s going on? Today I

wanted to show you exactly my four goto

telemetry channels on my Aim Race Studio

3, so you can copy and paste them into

your next analysis. Now, we all know

that telemetry analysis is super

important because it basically unveils

all of the hidden places where you’re

losing time. I do it every single day,

every single session. Not only when I’m

in driving, but also when I’m doing the

coaching to the the drivers at Bayris

and I’m, you know, helping them finding

lap time, not only in terms of driving

uh improvements, but also in terms of

setup and engine tuning improvements.

So, let’s get into it. The number one

channel I obviously include on my on my

chart. Basically, this is my AIM Rio3.

you know I have multiple uh you know

I’ve got multiple profile available one

is for the lambda one is for the you

know for the web etc. This is on my

desktop whereas on my PC on my laptop

got like six or seven different oh no I

said that all right seven or eight uh

different profiles with all different

configurations but the number one

channel I use in all my profiles is the

GPS speed. Well I guess it’s quite

obvious right? I mean, you can check

anything, but if you if you don’t have

your speed and you don’t know what what

kind of speed you’re traveling, I mean,

there’s there’s no point looking at

anything else. Now, in some cases, you

may want to you may want to just look at

the chassis and you can just, for

example, just look at the at the lateral

acceleration against, for example, the

longitudinal acceleration. So, lateral

versus longitudinal G. And you can

basically look for example on the on the

map you know with the racing lines you

can have a look okay you know in this

case um you know this is two sessions

from the same driver I’m like okay in

this session the driver in the green

session the driver is able to break a

lot more here in the mechanics corner at

Lonato getting up to for example 83 gs

against 07 well 0.83 three are here too

into the into turn three basically. So

you can see these kind of things if you

just look at the grip level and you know

how much uh longitude lateral G you

don’t need the the speed. Well you could

actually add it but it’s not necessary

but in all the other scenarios I want

speed to be there at any given time

because without speed basically it’s

like uh everything else is um is is

meaningless. But you can see that with

GPS speed, the only thing I don’t really

love about any basically any system is

that there’s a lot of spikes as you can

see like you can’t rely too much on

that. Obviously there’s uh you know

there’s bit too many spikes and that’s

why AI IM and other you know and also

Uniro I guess and and Alfano they all

provide the chance for you to basically

add an extra sensor that is connected to

your rear axle that basically tells your

like wheels spinning speed basically and

so you can track with with with very

little spikes your yeah you’re just like

your wheel speed very very accurately.

You can also have uh so you can have one

sensor on the rear axle and one sensor

on the front axle which is you know uh

what they do in formula cars obviously

you can tell that the difference in

terms of speed from the front to rear so

you can tell if there’s under steer if

there’s over steer if there’s wheel spin

in the rear etc. So there’s I used it in

my KZET quite a lot the rear axle speed

because it shows you when your wheels

spinning or when you’re locking the

tires on the brakes which is impossible

to tell from the GPS speed. But let’s

say 99% of the times you’re just going

to rely on GPS speed and just hope that

it’s it’s good enough to to not have too

many spikes. But remember the GPS speed

is important. you always have to overlay

it with RPM and that’s your second

channel that you want to include. RPMs

are so important because well, you know,

RPMs stands for revolutions per minute.

I mean, I hope you um I hope you know

what I’m talking about. Basically, it’s

that electrical cable that is connected

to your um to your basically spark plug

um cable. How do you call that? But

yeah, it’s basically connected to the

coil and of the spark plug basically.

And um it just tells you the revolutions

per minute. So you know how how fast

let’s say the the wheel is spinning uh

per minute and and um yeah I mean for

example in in mini this is like a mini

30 race at Lonato and I can see that the

max RPMs here we can see is 14,200. Uh

the minimum here in the corner is like

9,000 there. Um well if we go into very

very lowest point. Okay, here’s locking

up the tires and he gets up down to

7,600. Otherwise, it’s like in the

middle corner of the second hairpiece

like 8,100. Um, so yeah, that’s um um

yeah, just in terms of RPMs, the reason

why I I want to use RPMs, okay, not only

to validate the speed because have a

look for example here, you can see that

the RPM curve is way smoother than the

speed curve. As you can see, the speed

curve has a lot of um has a lot of

noise, has a lot of uh spikes here and

there, which is not ideal. Whereas the

RPMs is yeah, it’s quite a bit smoother.

It also has some spikes, you know.

Again, it’s it’s very hard to have

perfect ones. Okay, you know why is

having the spikes though is because it’s

like hitting the curb a little bit here

also into the first corner. He’s hitting

the curb here also in the exit of of

turn three, which is the bar corner.

And here we have a massive spike because

it’s locking the tires under the

braking, which again makes sense. Um and

um and yeah, so you’re going to see

occasional spikes here and there, but um

but yeah, the great thing about the RPMs

is a lot more consistent and a lot

smoother in general compared to the

speed. And it can always tell you yeah

whether whether the speed trace is right

or it has like for example here there’s

a massive spike in speed but you don’t

see equally a massive spike in RPM. So

what it shows is that probably this is a

bit unreal you know it went from

basically like 92 to like 94 was that

yeah it looks like a mice spike but it’s

not that much but anyways you can see

that it’s not validating the RPM so

much. So it’s like okay that must be

just a GPS thing. So I use G RPMs a lot,

not just obviously to validate the

speed. I mean uh obviously the way I use

RPM is to to tell how much the driver is

keeping up the RPMs in the midc corner

whether he’s making nice open line or is

being the corner too much. You know uh

for example this is again the same

driver in two different sessions. The

red is qualifying and the green is the

final. As you can see the there’s a huge

difference in terms of minimum speed

here in the double left at Lonato and

also in terms of RPMs. It’s it’s kind of

validated as you can see in this area we

got 10,200 RPMs for the green against

10,900. It’s about 700 RPMs difference

and that’s 3 km an hour in this in this

corner in this in a specific place. So

all the way through the corner the green

is doing more of a V. As you can see,

it’s attacking more the entry. As you

see on the entry, it’s going a bit

deeper, a bit faster, but it’s stopping

too much in the mid. And in terms of

delta time, which is our third channel

delta time, as you can see, in terms of

delta time, it’s going from 058 to 0 to

133. So, it’s like almost 1.610 loss in

just this corner alone. And I used RPMs

just to to see what I what he was doing

basically is that he’s keeping all uh

you know it’s g me like six what do you

say 600 RPMs less yeah some something

like that 700 RPMs less which which of

course isn’t ideal because you know uh

you are basically bogging down the

engine. It’s like you feel like it’s

like

and you know in order to compensate this

speed loss in the corner we would have

to go up like three sprockets or so

because every sprocket difference just

to let you know it’s about 200 RPMs.

It obviously depends from from a few

factors but uh but in this case yeah 200

RPMs. So in this case since we’re

lacking about 650 RPMs yeah we would

need three RPMs more sorry three

sprockets more. So let’s say from 73 to

76. Okay. Uh just to make up the speed

loss. But you can’t do this you know uh

for one corner alone. We can’t have you

know a difference blockage just because

that corner is bad you know because in

other corners is is very close you know

here in the mechanics corner the speed

is very close just is just like 1 km

less 100 RPMs less. And so yeah it

wouldn’t make sense to to change the

sprockets just for this corner. So the

driver has to fix this corner has to

figure out a way to keep up the RPMs

more. Maybe doing the corner a little

bit more wide open on the entry, you

know, a bit more precise at the apex.

You see he’s missing the apex in the

green. It’s going a bit too deep,

missing the optimal racing line. Okay.

And then it’s being a bit also in the X

is not making white only active two. So

it’s it’s yeah, for sure with the RPMs

you can see a lot. But then other very

cool way I use RPMs

is to obviously

tell how brake how efficient was the

braking was. You can use the

longitudinal G, but I I’ll I explain

that in another video. And you can see

very well whether the drivers break hard

or not in with the longitudinal G, which

is this one. Longitudinal G basically

measures the longitudinal acceleration.

So how aggressive your braking and how

efficient your acceleration is. So the

more negative it is, the value like in

this case you can see 083 or 077. The

more negative the value means the more

you break efficiently and hard. And uh

and then when it gets into positive

values is how good the the acceleration

was on yeah just on power. And as you

can see the green in the race actually

did a better job in my opinion because

it just managed to break out quite a bit

harder down to 7,500 RPMs. He used the

brakes way more than in quali. So I

believe that if in quali with a higher

grip of the track if you use the brakes

like in the green it would have been

finding alpha tenth or one10th in this

corner. Um, I’m pretty sure about that.

And and you can see also in terms of

G’s, you can see gets up to 83 0.83

compared to 07080

of of the other session. So you can see

the green has done a way better job. But

I could have told it told it without

watching the longitudal G’s. I could

have told it already by just watching

the RPM. So you know it’s it’s a ch it’s

an easier channel to understand for for

most beginners. So I would suggest you

just use that instead of the longitudal

G uh first. And also here you can see,

you know, how much braking the driver is

using. For example, here is a is a very

fast corner. There’s no need to use that

much brake, but I guess in this case

there was because he arrived a bit more

speed. And so look at that. His peak

RPMs is 11,200 compared to let’s say

11,900. So he used the brakes quite a

bit more. Obviously, there’s multiple

ways I use RPMs. I I then go and to look

at exactly how much uh uh you know how

much u how much um average RPMs there is

through the session so through the lap

so I can assess also the the sprocket uh

but this I mean the topic for another

video I don’t want to I don’t want to

make it too long I don’t want to make it

too complicated but it’s just basically

you can do it in different ways uh you

can either create a custom channel like

that and I I show you it’s actually

quite cool um I mean let me show real

quick. Just do it like that. You know,

you set it to mixed and you can see here

if the the car the sprocket change a

little bit, it looks like in quali

because normally the radius of the tires

changes a little bit like fraction of a

millimeter changes from um from session

to session. You know, the more you what

I’ve noticed over the year is that every

session you do, the tire gets slightly

bigger. Okay. So in terms of diameter um

yeah circumference it goes from let’s

say 84 cm to 84.1 to next session 84.2

to next session key4.3 which is 0.1 mm

but the the bigger the cut the tire gets

the longer the sprocket becomes and as

you can see in the green right the ring

the green seems a little bit longer on

the sprocket because the top speed is is

a bit further up is um and it’s not

related to slipstream

uh I mean there’s a I mean I will talk

more about this in another video I don’t

want to complicate stuff but I say it’s

like uh the higher up here the the line

is basically the the shorter your

sprocket. So you will have like more

acceleration but your your final speed

will be lower. So this is like your

final speed. So this is like a an

overlay between uh speed here in the

bottom and RPM at the top. Okay. So the

the you know the higher up here the the

longer this brocket the shorter sprocket

and the lower up here but you know the

further the further to the right it

means the the longer this sprocket

because you’re going to have a higher

top speed etc. But I’ll explain this

properly in another video. I’m pretty

sure this is going to be very

interesting. So stay tuned for the

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And um yeah, and and and and watch more

videos like that that I believe is going

to make you faster on track. And also,

we we make we prove my girlfriend Ron

that this is not that um that useless as

she thinks. So, yeah, going back to the

real analysis, we were looking. So, we

were talking about the two channels. We

mentioned briefly time, the delta time.

So, delta time is basically it’s not

really a channel. Okay, let’s be honest.

I mean, I I kind of lied to you. So,

delta time is not really a channel. It’s

something that’s coming down here in the

bottom. This is this one basically. You

can you can choose how big to make it.

You can make it like that. You can make

it just super small. I like to have it

se like quite big to be honest because I

think delta time is my religion. I

always sell it to my drivers. Guys, at

the end of the day, whatever you do,

yes, you’re obviously here to learn.

You’re obviously here to push. You’re

obviously here to, you know, find the

limit. But at the end of the day, what

the real thing that we need to care

about in all the setup changes we do, in

all the configurations on the engines we

do, in all the driving you do, it’s are

it’s a delta time. Your corner was

faster or slower. The only way to tell

is by looking at the delta time. So

because the good thing about the delta

time of the A IM

obviously you got to make sure it’s set

to distance based because if you set to

um time base is not going to pop up

here. You see that? So if you are right

now race 3 and you’re wondering oh Alio

why I’m not able to see my delta time

it’s because probably you are set on

time base. So you got to make sure you

click this uh stopwatch here and you

click on set time distance base. And you

can see down below you can find the the

delta time. And it’s really nice. I mean

it’s because it it tells you exactly

where the lap time is is being found

gained or or lost. Okay. So in this case

look at the green. The green as I said

it was the final. At the end of the lap

there’s a 510 gap difference. Okay. Uh

you can see from a 548 of quality to 55

53 in in the heat sorry in the final.

But uh interestingly um yeah the green a

bit because I think the radius of the

tires got a little bit smaller and maybe

picked up a little bit of slipstream

too. Uh but as we saw from the RPM um

scatter plot, it looked like it had a

little bit longer for whatever reason

that the final drive rat the ratio

between the sprocket and the tires, it

was actually a little bit longer on the

sprocket. When I say longer is like a

little bit smaller at the sprocket, you

know, or bigger tires, I mean uh but

yeah, as you can see, the top speed of

the green was a little bit quicker. It

gained almost 110 73,000 until the end

of the straight. Then obviously he lost

uh about one/10enth into the bar corner

turn three. Then he went and lost alpha

tenth in the mechanics corner. Then in

the double left he lost 1.510. All

right. Very interestingly you can see.

And then you can see in the chicane he

lost uh was from 208 to 286. So about

800s. Then we go into the first air pin

and it goes from 289 to 309. So about

the same. Second hairpin loses 1.410 410

as you can see and last her lose is 400

and a half. So that’s my favorite. The

great thing about the A IM the other

time compared to many other you know um

you know software anal like data

software for example like I mean I’m not

going to name names but you know um I’ve

noticed for example with with Starling

it’s great it’s it’s a pretty decent one

but the the only thing I don’t really

like from that is that uh it’s the one

we used to have before it’s called um

Matt Starlane is that the delta time is

not very accurate because it doesn’t

compute the distance with the speed

because guys remember that there is, you

know, to see the delta time, you need to

have some like a software that computes

speed and distance because you can go

super fast through a corner, but if you

make too much distance for that, it’s

going to it’s going to actually uh be a

time loss, you know. So, there’s there’s

got to be a software in this case, AM3,

which does a really good job. But double

check with all your software providers,

Uniro, Alano, whatever you’re using. I

have to double check myself too because

I’m I’m just using AM Rio3. Um I mean I

just like I’m sticking to it. It just

works really well for me. Uh but for um

yeah for other for other like for

whatever you’re using you got to make

sure that the the delta time is

accurate. Otherwise it’s um yeah it’s

going to be a problem. It’s going to

give you false signals because you may

be think oh I’m doing such a good

corner. Look at the delta time. And the

delta time is going really well is is

giving me like lap time which was

happening with us for example in the

brace at Sling and it was like but the

reality is that many times the driver

was making so many meters and even

though it looked like it was super fast

on on the speed the reality was that the

guy was losing because then we would

look at the the sector times of that

specific corner. It was like oh but why

is the sector time slower from to this

compared to the other driver even though

he has so much more speed. So we were

like understanding and then we came to

the conclusion oh the delta time is

wrong. It’s it’s not computing the it’s

not computing the distance. So you make

sure that the delta time comput. But

anyways whatever the whatever you see on

the data at the end of the day you got

to make sure everything is you know is

is is um benchmarked against delta time.

Again here they call it time compare. I

just call it delta time but I mean

whatever. Then the number four and

another hugely important um sensor. It’s

the exhaust temperature also known as

EGT. So why is that important? Well, I

mean uh let’s let’s let’s be honest. I

mean uh the carburation is is key. All

right. It’s absolutely key in in

motorsport in racing. I mean in in

carting I would say uh there’s also

carburation in cars I guess or not. I

mean it’s I think it’s electrical. uh

it’s like electrical injection but

anyways I need to make some research on

that but in carting you have to make

sure the carbureation is spot on

especially in two-stroke engines and you

know in in the OKJ and okay I mean

juniors and seniors or even X30 you can

you can do the carburation with you know

if it’s a membrane carburetor you can do

it like on your own while you’re driving

whereas when you have uh you know the

car like carburetors like um 60 mini or

the KZ ones you can’t manually do do it

by yourself. I can’t recall the name of

of the the carburetor is like yeah in

Italian we say avasceta it’s like yeah

it’s a different it’s the opposite from

membrane basically you just can’t change

the jets while driving right so um let

me show you first of all if you don’t

like the scaling of a IM that you likes

and it’s like you see it’s too you don’t

like it’s because it’s not too um too

clear what you could do is like well

tell pretty much what’s your maximum

minimum and you then you go here and you

can change the maximum minimum you just

click on this Um, you know, you go here

to the channels, you go and click to

this uh cog clog. How do you say? Uh,

yeah, clog cog. Well, sorry for my

English. And instead of 750, I’m going

to put like 725. And instead of 400, I’m

going to put like uh 445. And you can

see now it’s going to be less stretched.

And now I can because I see the minimum

is still not too close. I can make

instead of 445, I can make like 490

because I guess we’re a bit too lean in

the bottom. So, we had to All right. As

you can see now, it’s way more

pronounced. So, it’s much more clear,

right? So, as you can see, there was a

vastly different uh carbburation between

the the two sessions. And I feel that we

were better off in in the race. In

quali, we were a little bit too lean,

unfortunately. So, yeah, I feel that in

quali we left some some time on the

table because we were like up seven2 was

a bit too lean. Um but yeah then I guess

in qual we did a better no in the race

we we improved it quite a bit but we

lost time in the corners obviously cuz

uh cuz I mean obviously we were like a

fourth session on the tires and the

truck got a little bit slower. So yeah

but anyways you can see the difference

in carbation. So it’s again very useful

to see and again by the way we can

create another scatter plot. All right

like the this like similar to what we

did for the RPMs. I’ll explain this and

again in another in another lesson right

in another um not another one I will

explain to you this in another video

more precisely but again you can do

something really cool you can do

basically that all right and this shows

you again how much difference there is

in carbburation whether it’s again

you’re stucking them too make sure it’s

mixed and not and not uh well like

tilted make sure it’s mixed okay so you

can overlay them and so you can see this

is a very cool hack You can see one over

the other and uh and basically you can

see okay the red is way higher. What

does it mean? Which mean it means that

at the given speed let’s say at the same

speed which is like in this case is like

91 km an hour you can see there’s about

almost 40° difference. So it’s like when

it’s like overlapped when it’s like a um

yeah just shifted up it’s too lean. When

it’s shifted down it’s to reach. I mean,

one of the two is either to reach or one

is maybe, you know, maybe the green is

spot on. It’s just the red is too lean,

but anyways. So, I like to use that a

lot. But the real reason I use exhaust

temperature a lot, especially in the

races where you can’t really run um you

can’t really run the the throttle or

brake sensor. It’s it’s forbidden

basically in um in Italy. I mean, I

don’t know in uh in other events in the

US or you know, in Asia, I don’t know.

But uh but in Italy, especially like WSK

or CIK races, you just can’t run the the

throttle brake sensor. I mean, you can

keep them on, but you make sure I don’t

you cannot connect them. I mean, a bit

of I think it’s a bit of a rule

to be honest cuz why would you care? I

think they just do it to prevent the

costs of carting to go too high because

obviously it costs quite a lot to have

all the sensors. But I think it’s still

because you should still let it

I mean you should let people do whatever

they can they they want with the

sensors, you know. But uh but yeah, even

even then we can’t change the rules. So

we’ll stick to what they say. But yeah,

the reason why I use a lot EGT is

because well exhaust temperature is

because you can tell where the throttle

where the driver went on throttle

because the way it works is basically

this. When the driver goes on the

throttle, the EGT goes up. When the

driver goes off the throttle, the EGT

goes down. Okay, the basically the line

goes down. So you can see pretty much

and pretty well how efficient the

throttle uh release is. For example, you

can see here the red release the

throttle more aggressively and

efficiently than this the same the other

session in green. So okay, that’s more

advanced. I’ll show you this in another

video. Uh I I’ll make a note of that. Uh

but yeah, you can you can see the the

steepness of the of the throttle

release. You can see whether the driver

release the throttle properly or not,

which this is a problem I see a lot in

in in many drivers, by the way. And I

also spoke to some Formula 4 engineers

and recently they said a lot of drivers

have this issue and that’s bad because

you’re not letting the differential do

the right thing in car in cars but in

carting as well. You’re not letting the

carburetor inject the fuel that it

needs. So that’s one issue in in in what

I see but I’ll explain this another

video. But the great thing is that you

can see exactly the time the driver goes

on the throttle. You can see in this

case the red goes on the throttle here

whereas the green goes on the throttle

about here. And you can see there’s

about a few meters of difference, you

know. Um there’s a quite a beauty. And

you can see the re the red is leaning

out earlier because obviously it went on

the gas earlier. So I mean there is no

such a thing as the earlier the better

on the throttle. Remember this. Uh it’s

it’s a common uh it’s a common fallacy.

I’ll make a video of this too. Um but

you can see here there’s quite a big

difference. This guy on the red still

the same driver but he went on the gas

67 m here you can see. Whereas in the

green he went on the gas at about 610.

Now, it’s it’s not easy to tell exactly

the moment it goes on the gas because

you can see there’s a bit of like a bit

of like a curve. It’s not like perfectly

up and down. Even though we are using

the the the most rapid A IM EGD sensor,

it’s still it’s not easy to say exactly

meter by meter where it’s going to

throttle, but you can assume you can

guess. And look again here we’re going

into the GKE and there’s a quite a big

difference in throttle application. And

if you say this driver goes on the red

goes on the gas at 784 whereas the green

goes on the gas at 787 is about 3 km uh

three 3 m difference. The first hairpin

is about the same. Then the next corner

the second one there’s about like one or

two meters difference in throttle. The

last corner is pretty much the same. But

you can see it’s great because you can

tell how early or late the driver is

going on throttle. And yeah it’s quite

useful especially between driver to

driver when you’re comparing the same

driver different sessions. you’ll see

very similar, you know, patterns. But

it’s good when you when you compare

against other drivers because you can

see whether uh it’s faster to go on the

throttle earlier or whe it’s fast to go

on the throttle later because as I said,

sometimes you’ll maybe tempted to go on

the gas earlier and earlier, but the

reality is that if you go too early,

you’re going to generate push under

steer. You’re going to go even wider on

the exit. You’ll probably end up with

too much steering wheel on the exit and

your exit speed is going to be not good

enough. So, and by doing so, you also

lean out the engine, which is again not

that ideal in some some occasions when

your engine is really quite lean. So,

these are my four channels, my go-to

channels, which you know, as a beginner,

uh would be what I would suggest you to

start. So, number one, as I said, was

the speed. All right, the GPS speed,

which you can have uh the GPS, but you

can also have the axle, the rear axle,

the speed, which is very accurate. You

can buy it on the on the on the Yeah. on

on on the A IM website. You can you just

need an extension

between between the between the Micron 6

and the sensor just to connect the the

things. It doesn’t connect right away to

the to the mic. You need an extension.

It’s called an expansion. Then the

second one I mentioned was the RPM

because you can validate the speed when

there is a spikes and also to tell the

sprocket. You also want to tell the

braking efficiency etc. And the third

one is, as I said, the delta time, which

is not really a sensor, but it just make

sure you’re there by making sure you’re

in distance base instead of instead of

base time base. And the fourth is

obviously the EGT exhaust temperature

because you can tell obviously the

carbburation, which is really really

important. And also you can coach the

driver by telling how efficient he is on

the throttle release, but also on the

throttle the throttle pickup point

whether he’s picking up the throttle at

this specific place or at this other

specific place whether it you got it he

has to go a bit earlier where he has to

go a bit later cuz remember there’s no

such a thing as the earlier the better.

you just have to go on the gas otherwise

point and it’s going to change from

session to session I guess from setup to

setup and um but yeah it’s normally at

around the apex point that’s when you go

on the gas but it depends from category

to category. Okay, I hope this was

useful. Let me know in the comments if

you got um some questions or if you have

uh some other video ideas you’d like me

to cover. I’ll be very happy to yeah to

consider those and uh I’ll I’ll make a

I’ll I’ll shout out to you in the in the

next video if you if you come up with a

with a great idea whether it’s data

analysis or any kind of driving

technique about carting. I’ve got 22

years in in this world now and I feel

that uh uh yeah with these 22 years in

in in the carting environment I feel

that I’ve accumulate enough experience

um I can obviously accumulate more but I

can I can confidently now talk about

many many topics with confidence that uh

yeah you’re going to get a lot of value.

So I hope this was useful. It’s now 8:53

a.m. I got to go to the track. I had

this early morning and I need to go to

the track to to our summer camps at baby

race to do some coaching and uh yeah

make sure the drivers have u [snorts]

some a lot of improvements during the

day. I’ll see you next time.