Logging Subaru STI fuel trims around the "GR stumble" zone

In "Step 4: MAF/Injector Scaling" for the ECUFlash worked example on the Subaru STI, at timestamp 58:55 Andre switches over to a log file which shows an engine speed range of 1800-3800 RPM. This is done after doing a ramp run in 4th gear and then looking at the log data and seeing that there is an AFR error around the 2800-3700 RPM range. Andre talks about using the engine load compensation table to account for both the open loop AFR error and the closed loop fuel trim error around the 2800-3700 RPM range, rather than trying to making changes in the MAF sensor scaling table, however he never mentions what gear the 1800-3800 RPM log file was done in for the closed loop trim data. Does the gear matter while logging closed loop fuel trim corrections around the "GR stumble" RPM zone?

Quick recap for anyone who hasn't watched the ECUFlash STI videos, Andre talks about using 2nd gear and holding steady at 2K RPM for scaling the MAF sensor (avoiding the 2.5K-3.5K RPM range because of the fuel line pulsations and how that can effect the closed loop trims). After that, he uses 4th gear and holds steady at 4K RPM. The MAF sensor voltage changes as load and throttle are applied during the tests. Using the information gathered during logging, Andre then edits the MAF sensor table and changes the values for 3.1V and below by 2.5% and then changes the values for 4.3V and above by 4%. The cells between 3.1V and 4.3V are then changed by 3% even though there was no logged data for this area. This is done in order to keep the MAF scaling curve smooth. After that, Andre repeats the 2K and 4K RPM tests to check the fuel trims and it turns out the MAF scaling is now pretty close to where it should be. During a 4th gear ramp run however, the measured AFR is a bit off from what the ECU was actually commanding. This is most pronounced around the 2800-3700 RPM area and is primarily due to the fuel pulsations at that engine speed. Andre recommends using the engine load compensation table to account for this error rather than using the MAF scaling table and to do that, he uses data gathered from 1800-3800 RPM, presented in a histogram with RPM on the vertical axis and manifold pressure on the horizontal axis. The total trim is presented on the diagonal axis as a percentage. The histogram view matches the breakpoints in the engine load compensation table and the total trim percentages are then added to the corresponding cells in the load compensation table in order to correct the closed loop trims in and around the 2800-3700 RPM region.