I do the same all the time, it was just freaking me out to se line by line showing up.
That’s the only valid for drag caused by frontal pressure. above 30mph you start including rear vehicle vacuum, over 50 you start including side friction from viscosity and above 70 mph you start computing all turbulent working on vehicle. I create lories so for me it’s 56mph top and I don’t have to worry about most of computing, neither customers care - they want cargo space … of course we put effort in limiting front coefficient and rear vacuum ( by shaping the box to have a slope down) but there is only so much you can care about. Hence up to 70mph I use this rule of thumb, over that everything goes out through the window.
Don’t worry I’ve got a guy that is a phd in darn things and he made a nice fancy spreadsheet for computing that. I’ll ask him whenever he can give it out without NDA might be helpful for some.
PM vs SR motors:
- on pernament magnet - faster you go, the faster magnet passes you windings and that inducess currents that might work against your
- on switch reluctance motor - you induce magnetic filed in rotor so you can drive it int he fashion that makes it die off before even approaching next winding.
Anyway, to give you and example: we buy a system from some company (can’t name them) and they clamp down motor at 9200rpm (9100 - 9200 is torque cut of point) WE run some numbers and it came out that their motor can go up to 12000 rpm before they will hit 30% loss on flux (and could easily do 11K) but their inverter did not had enough of switching frequency and they clamped it down on 9200 because it was where system was crossing 10% inefficiency on switching losses and not hitting sweet spot on the motor in term of when matching voltage wave to what motor needed. They could switch to DTC drive but then they would loose 10% across the rpm range due to waking it with square wave. On the other hand Switch Reluctant motors are not as bound by that problem because there are no magnets so you have to induce field via eddy current - but because of that you steer it how you like and with SR motor you have 6 set of winding so you have a lot more options … you can easily spin those to 200.000rpm without breaking a sweat.
So going back to vesc - problem here is that everybody just take vecs, connect it to motor and drive it to red line … motor will run at max rpm but you don’t know how much you lost in power … it only shows up under load where 20% actually adds up to a noticeable number (answer here is dyno, but for eskate - c’mon). So if anybody would connect a “perfect battery” (no voltage drop, always any current you want) you could drive motor on bench to max Kv number. With the driver on it will completely different ball game - when at max speed areo drag + rolling drag > max motor power - % of losses = you will not achieve max speed.
I know you know that 
But that’s why when I would compute anything for my self I would consider that well made motors will do up to 80% rated rpm with less than 10% flux switching.
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