Motion Software, Inc. 535 West Lambert Road, Building “E” Brea, California 92821-3911 Voice: 714-255-2931, Fax: 714-255-7956 Web: www.motionsoftware.com Email: support@motionsoftware.com Dyno2000 Simulation v3.
MOTION SOFTWARE, INC. SOFTWARE LICENSE PLEASE READ THIS LICENSE CAREFULLY BEFORE BREAKING THE SEAL ON THE DISKETTE ENVELOPE AND USING THE SOFTWARE. BY BREAKING THE SEAL ON THE DISKETTE ENVELOPE, YOU ARE AGREEING TO BE BOUND BY THE TERMS OF THIS LICENSE. IF YOU DO NOT AGREE TO THE TERMS OF THIS LICENSE, PROMPTLY RETURN THE SOFTWARE PACKAGE, COMPLETE, WITH THE SEAL ON THE DISKETTE ENVELOPE UNBROKEN, TO THE PLACE WHERE YOU OBTAINED IT AND YOUR MONEY WILL BE REFUNDED.
MOTION SOFTWARE ACKNOWLEDGMENTS, ETC. ACKNOWLEDGMENTS: Larry Atherton of Motion Software wishes to thank the many individuals who contributed to the development and marketing of this program: Lance Noller, Lead Programmer. A special thanks for his dedication to the Dyno2000 project. His programming skills, tenacious troubleshooting and creative problem solving made the Dyno2000 possible. Curtis Leaverton, Simulation Designer. My friend and college, Curtis Leaverton is the “brains” behind the Dyno2000.
CONTENTS MOTION SOFTWARE LICENSE ......................... 2 ACKNOWLEDGMENTS ...................................... 3 INTRODUCTION ................................................. 5 How It Works .............................................. 5 What’s New In The Dyno2000 .................. 6 Dyno2000 Requirements ........................... 7 Requirements In Detail ............................. 7 INSTALLATION ................................................. 10 Helpful Installation Hints ...................
INTRODUCTION Note: If you can’t wait to start the Dyno2000™, feel free to jump ahead to INSTALLATION on page 10, but don’t forget to read the rest of this manual when you have time. Also, make sure you mail in your registration card—it entitles you to receive a FREE upgrade and other information and support. Thank you for purchasing the Dyno2000™ for IBM®-compatible computers. This software is the result of several years of development and testing.
Introduction To The Dyno2000 Dyno2000 Main Component Screen The Dyno2000 incorporates a very clean, intuitive user interface. If you wish to change a component, simply click on the component name and select a new component from the dropdown list. A comprehensive data display is fully customizable. Multiple engine and/or data value comparisons are possible. All components and graphics displays can be printed in full color. of torque and horsepower. There are many shortcomings to this technique.
Introduction To The Dyno2000 LNG, and even Nitrous Oxide injection. Graph cylinder pressures, frictional losses, and other engine variables. And the Dyno2000 is the only engine simulation with exclusive Iterative Testing™ that analyzes thousands of dyno tests, keep track of all the results, and displays the best setup for virtually any application, all automatically! Combine this power with uniquely versatile graphing capabilities, and the Dyno2000 is, simply, the best engine simulation you can buy.
Introduction To The Dyno2000 REQUIREMENTS IN DETAIL Computer: An IBM-compatible “PC” computer with a CD-ROM disk drive is required. The Dyno2000 will operate on any computer system with an Intel-compatible processor, however, a Pentium-class microprocessor is recommended to minimize calculation times (Pentium II or III 400+Mhz processors will improve processing speeds; especially helpful for Iterative analysis where hundreds or thousands of dyno tests can be performed in a continuous series).
Introduction To The Dyno2000 100 dyno-run Iterative test on various PC systems (this is a very short run; Iterative tests can consist of hundreds of thousands of simulated dyno runs or more): Computer Pentium 400Mhz Pentium 200Mhz Pentium 133Mhz Pentium 60Mhz 80486DX 33Mhz 80386DX 25Mhz 80486SX 25Mhz 80386DX 33Mhz 80286 at 10Mhz 8088 at 8Mhz Coprocessor Built-In Built-In Built-In Built-In Built-In Yes (added) No No No Yes (added) Calc. Time For 100-Test Run 17 Seconds 75 Seconds 112 Seconds 4.
INSTALLATION Helpful Installation Tips Dyno2000 installation is a quick and easy on virtually all computers. To minimize the likelihood of problems, review the following tips before you begin: 1) The Dyno2000 requires Windows 95/98® or Windows NT/2000® and at least 16MB of installed memory (see pages 7-8 for more information about system requirements). 2) The entire installation of the Dyno2000 and DeskTop Videos requires 110MB of free disk space.
Installing & Starting The Dyno2000 select Control Panels, the double click on Add/Remove Programs, finally click on Install.) 5) Click Next to proceed to the second Installation screen. Click Next again to review the Motion Software License Agreement. Read the Agreement and if you agree with the terms, click Next to continue with the installation. 6) Enter your name and company name in the User Information screen (only enter your company name if the Dyno2000 is being registered to your company).
Installing & Starting The Dyno2000 13) A video of the new DeskTop DragStrip2000, has been included with the Dyno2000. Start the demo by opening the Start menu, select Programs, then choose the Dyno2000 Engine Simulation folder, finally click on DragStrip2000 Demo NEW.
OVERVIEW Program Menu Bar Title Bar Drop-Down Menu Vertical Divider To Resize Left/Right Panes Windows Size Buttons Engine Component Categories And Status Boxes Power Curves For Current Engine Engine Selection Tabs Comparison Curves Left Pane Display Tabs Right Pane Display Tabs Range Limits And Status Box THE MAIN PROGRAM SCREEN The Main Program Screen allows you to select engine components, dimensions, and specifications.
Program Overview Program Menu Bar Program Menu Bar contains eight pulldown menus that control overall program function. (detailed information on menu functions is provided in the next section, beginning on page 20): File—Opens and Saves dyno test files, exports DOS Dyno files to other DeskTop software, prints engine components and power curves, allows the quick selection of the most recently used Dyno files, and contains an exitprogram function.
Program Overview SHORTBLOCK—Select the bore, stroke, and number of cylinders in this category (see page 20). CYLINDER HEADS—Select the cylinder head type, port configuration, and valve diameters. Direct entry of flow-bench data is also supported (see page 22). COMPRESSION—Select the compression ratio (see page 30). INDUCTION—Selects the airflow rate through the induction system, the type of fuel, nitrous flow rate, intake manifold, and a forced induction system (see page 38).
Program Overview Direct-Click™ Component Menus The Direct-Click™ Component Menus contain components and specifications for each Component Category choice. Click on any component specification to open its menu. The menu will close when a selection is complete (or accept the current selection by clicking on the green ✔). If you wish to close the menu before making a new selection, click the red X next to the drop-down box or press the Escape key until the menu closes.
Program Overview The Right-Hand Power Curves Box displays the horsepower and torque for the currently-selected engine. Horsepower and torque are the default curves, however, the data displayed can be modified by right-clicking on the graph and reassigning each curve in the Graph Options Box. In addition, you can use the Properties... choice available at the bottom of the Options Box to setup comparisons between any “active” engine.
Program Overview have been selected. 7) Alternatively, to close the menu without making a selection, click the red X on the right of the bounding box or press the Escape key until the menu closes. 8) Continue making component selections until all the category Status Boxes have switched to green. At this point an engine simulation will be performed and the results will be displayed on the graph or chart on the right of the Main Program Screen.
Program Overview Fields Accepting Direct Input Fields Not Accepting Direct Input White Background: Numeric input accepted. Enter value or make selection from drop-down menu. Gray Background: No numeric input accepted. Make selection from drop-down menu. DIRECT-ENTRY MENU CHOICES The Bore, Stroke, Number Of Cylinders, Valve Size, Compression Ratio, Induction Airflow, and several other menus permit direct numeric entry.
COMPONENT MENUS THE BORE, STROKE, AND NUMBER-OF-CYLINDER MENUS The Block menu is located on the upper-left of the SHORTBLOCK component category on the Main Program Screen. By opening this menu, you are presented with a variety of domestic and import “pre-defined” engine shortblock configurations. If any one of these choices is selected, the appropriate bore, stroke, and number of cylinders will be loaded in the SHORTBLOCK category.
Block, Bore, and Stroke Menus choices should be considered a “handy” list of common engine cylinder-bore and crankshaft-stroke values, not a description of engine configurations (e.g., V8, V6, straight 6, V4, etc.), material composition (aluminum vs. cast iron), the type of cylinder heads (hemi vs. wedge) or any other engine characteristics. The Bore/ Stroke menu only loads Bore, Stroke, and the Number Of Cylinders into the program database.
Cylinder Head Menu Cylinder Head Menu The Cylinder Head menu contains a wide range of head/port choices, from stock to all-out racing. In addition, Custom Port Flow allows the direct entry of flow bench data. This feature allows the simulation and testing of any cylinder head for which flow data is available. canted-valve configurations, and 4-valve cylinder heads. Each type of head/port includes several stages of modifications from stock to all-out race configurations.
Cylinder Head Menu flow, but a discussion of that feature is beyond the scope of this book). A running engine will generate rapidly and widely varying pressures in the ports. These pressure differences directly affect—in fact, they directly cause—the flow of fuel, air, and exhaust gasses within the engine. The Dyno2000 calculates these internal pressures at each degree of crank rotation throughout the four-cycle process.
Cylinder Head Menu Typical Wedge Cylinder Heads The “Wedge Cylinder head” menu choices model cylinder heads that have ports and valves sized with performance in mind, like the heads on this LT1 smallblock Chevy. help you determine the appropriate selections for your application. Low Performance Cylinder Heads—There are three “Low Performance” cylinder head selections listed at the top of the Cylinder Head menu.
Cylinder Head Menu Typical Canted-Valve Cylinder Heads The “Canted-Valve Cylinder Head” selections have ports with generous cross-sectional areas and valves that angle toward the port mouths. The first three menu choices model oval-port designs. The final two selections simulate performance rectangular-port heads. This L29 big-block Chevy would be best modeled by the second or third menu choice—the fourth menu choice models a head with flow capacity beyond the capabilities of L29 castings.
Cylinder Head Menu generous cross-sectional areas for excellent high-speed performance. The first three choices are based on an oval-port configuration. These smaller cross-sectional area ports provide a good compromise between low restriction and high flow velocity for larger displacement engines. The stock and pocket-ported choices are suitable for high-performance street to modest racing applications. The final two selections simulate extensively modified rectangular-port heads.
Cylinder Head Menu model 4-valve cylinder heads. These are very interesting choices since they simulate the effects of very low-restriction ports and valves used in many import stock and performance applications. The individual ports in 4-valve heads begin as single, large openings, then neck down to two Siamesed ports, each having a small (relatively) valve at the combustion chamber interface.
Custom Port Flow Dialog exhaust flow has been improved by pocket porting. However, care has been taken not to increase the minimum cross-sectional area of the ports. These changes provide a significant increase in power with only slightly slower port velocities. Reversion has increased, but overall, these heads should show a power increase throughout the rpm range on most engines.
Valve Size Menus in your flowbench test into the Data Points field (click up to increase, down to decrease). Then enter the test-valve diameters and the pressure drop (in inches of H20) at which the tests were performed. Finally enter flow and valve-lift test data. Note 1: You may press the Calc Others button at any time to fill in the remaining lift fields with the same “step” value that was established in the previous fields.
Compression Ratio Menu Selecting a specific valve size will disable Auto Calculate Valve Size. You can select from the provided sizes (displayed in both US and Metric measurements), or you can directly enter any valve dimension within the range limits of the Dyno2000. Manually Selecting Valve Sizes cylinder heads under test and it will never use valve sizes that are too large for the current bore diameter (also, see page 69 for information on the related Auto Calculate Valve Lift feature).
Compression Ratio Menu Basic Compression Ratio Equation Compression Ratio = Swept Cyl Vol + Combustion Space Vol ——————————————————— Combustion Space Vol Compression ratio is calculated by dividing the total volume that exists in the cylinder when the piston is located at BDC by the volume that exists when the piston is positioned at Top Dead Center. selection from this menu establishes the compression ratio for the simulated engine (the Dyno2000 range of compression ratios is 6:1 to 18:1).
Compression Ratio Menu Compression Increases Power COMPRESSION RATIO 10:1 ;;;;;;;;;; ;;;;;; COMPRESSION RATIO 1.5:1 ;;;;;;;;;; ;;;; A combustion space containing twice as much volume as the cylinder produces a 1.5:1 compression ratio. Peak cylinder pressures after fuel ignition will be about 250psi. With a combustion space about 1/10th of the volume of the cylinder, the compression ratio is now 10:1. Peak pressures reach about 1500psi.
Compression Ratio Menu Compression Space And Volumes A good way to visualize compression ratio volumes is to imagine yourself a “little man” wandering around inside the engine. You would see the combustion chamber above you like a ceiling. Your floor would be the top of the piston (see text for additional description of cylinder volumes). PISTON AT TDC PISTON AT BDC trations should clarify these important engine variables.
Compression-Ratio Math Calculator increase compression ratio much more effectively than increasing bore diameter. This is due to the fact that a longer stroke not only increases displacement, but it tends to decrease combustion space volume, since the piston moves higher the bore (in our “little man” example, raising the floor closer to the ceiling). This “double positive” results in rapid increases in compression ratio for small increases in stroke length.
Compression-Ratio Math Calculator CR Math Calculator—FlatTop Piston Mode FlatTop Piston Mode Calculated Compression-Ratio When the CompressionRatio Math Calculator is first activated, it defaults to the Flattop Piston Mode. This is the simplest model for calculating compression ratio, since the combustion-volume can be calculated by the simple sum of the chamber volume, headgasket volume, and deck volume (deck volume is the remaining space in the cylinder with the piston at TDC). flattop-piston mode.
Compression-Ratio Math Calculator Measuring Deck Height Use a dial indicator and stand to measure how far down the bore the piston is positioned at TDC. Enter a positive number for “down-the-bore” distances and a negative number if the piston protrudes above the deck surface. A typical value might be +0.040, indicating that the piston comes to a rest at TDC 0.040-inch below the deck surface. available from the gasket manufacturer. When the thickness is entered, the Head Gasket Volume is calculated.
Compression-Ratio Math Calculator CR Math Calculator—Domed Piston Mode Domed Piston Mode Distance Down Bore Selected To Keep Dome Below Deck Surface Volume Measured With Burette Calculated Compression-Ratio When the CompressionRatio Math Calculator is switched to the Domed Piston Mode, field (4) is redefined and an additional field (5) is displayed.
Induction Airflow Menus Measuring Dome/Deck Volume Measure the volume above the piston while the highest portion of the piston dome is positioned below the deck surface. Enter this value in field (5) Volume Above Piston. The difference between this volume and the volume of a simple cylinder [of a height equal to the value entered in field (4)] is the Deck Volume At TDC. This volume is equivalent to the sum of all the dome, dish, and relief volumes of the piston.
Induction Airflow Menus THE INDUCTION MENU The next main component category establishes an INDUCTION system for the simulated test engine. An induction system, as used in the Dyno2000, is everything upstream of the intake ports, including the intake manifold, common plenums (if used), carburetor/fuel-injection throttle body, venturis (if used), any supercharger or turbocharger, and openings to the atmosphere.
Induction Airflow Menus 2-barrel. Note: See the Airflow Math Calculator (see page 40) for quick conversions between any airflow measured at any pressure drop. The last thirteen choices in the Induction Flow menu are labeled with 4/8-BBL Carb Or Fuel Inj. These selections designate airflow ratings that were measured at 1.5-in/Hg. 4/8-BBL indicates that the induction system can consist of single or multiple carburetors or a fuel-injection system capable of the rated airflow.
Airflow Math Calculator The Airflow Math Calculator is a general-purpose tool that will convert airflow to/from any pressure-drop standard. Activate the Airflow Math Calculator by either selecting Airflow Math from the Tools menu or by clicking on the Airflow Math Calculator Icon in the toolbar. Airflow Math Calculator Opens Airflow Math Calculator the standard pressure drop used to rate 2-barrel carburetors.
Airflow Math Calculator of 1.5-in/Hg is selected. This forces the result, or Calculated Airflow category to default to a pressure drop of 1.5-in/Hg or 20.3-in/H2O (these pressure drops are identical). To convert any known airflow measured at any pressure drop to the 1.
Airflow Math Calculator Switch the Airflow Ratings Standard to No Ratings Standard. The Calculated Airflow can now be set to any pressure drop measured in Inches of Hg or H2O. Select the desired Pressure Drop Units and enter the known airflow and pressure drop. Enter the desired pressure drop in the Calculated Airflow category. The equivalent airflow will be displayed in the Airflow Rate field.
Fuel Menu Fuel And Nitrous-Oxide Selection Menu The Dyno2000 allows a wide range of possible fuels for dyno testing. When any of these fuels have been selected, the air/fuel ratio is adjusted to ensure optimum power. FUEL MENU The Dyno2000 can model five automotive fuels and Nitrous-Oxide injection during dyno testing.
Nitrous-Oxide Injection Menus 4 pounds per minute of nitrous oxide), will produce a 100 horsepower boost instantly upon triggering the system, and continue to produce that horsepower increase across the entire rpm range. In other words, a 100hp nitrous system activated at 2000rpm (when the engine may have been producing only about 70hp) can virtually double or even triple power output.
Manifold Modeling Menu ponent combinations to determine the maximum nitrous load that can be injected into any specific engine at any engine speed. You can choose to add nitrous by selecting Gasoline/Nitrous Injection from the induction menu.
Dual-Plane Manifold Modeling Dual-Plane Manifold The Edelbrock Performer QJet represents a typical dualplane manifold design. This manifold is said to have a 2nd degree of freedom. A powerful resonance multiplies the force of the pressures waves, simulating the effects of long runners, boosting low- and mid-range power. Dual-Plane Manifold—Remarkably, the well-known and apparently straightforward design of the dual-plane manifold is, arguably, the most complex manifold on the list.
Dual-Plane Manifold Modeling Dual-Plane vs. Single-Plane Design The basic differences between single- and dual-plane manifolds are clearly illustrated here. The dual-plane (left) divides the plenum in half, with the runners grouped by firing order. Each cylinder “sees” only one-half of the carburetor, transferring a strong signal to the venturis. This manifold design is said to have a 2nd degree of freedom, allowing it to reach a unique resonance that makes its short runners boost low-speed power.
Single-Plane Manifold Modeling dual-plane manifolds combinations that already exist rather than testing theoretical fabrications. Many dual-plane manifolds are hybrids incorporating facets of other manifold designs. Especially common is the use of an undivided or open plenum typically associated with single-plane manifolds. These hodgepodge designs are attempts at harnessing the best features while eliminating the worst drawbacks of various designs.
Single-Plane Manifold Modeling Single-Plane Pulse Interference The typically compact, lowprofile design of the singleplane manifold has some drawbacks. The runners are connected to a common plenum. This arrangement tends to create unpredictable interference effects as pressure pulses moving through the runners meet in the plenum and stir up a complex soup, sometimes creating irregular fueldistribution. economy.
Tunnel-Ram Manifold Modeling angle the air/fuel must negotiate as it transitions from “down” flow through the carburetor to “side” flow into the ports. While there is no way to use trend testing to evaluate the effects of a divided plenum, spacers can be partially simulated. The increase in plenum volume tends to transform the single-plane manifold into a “mini” tunnel ram, so horsepower gains tend to mimic those obtained by switching to a tunnel ram design (i.e.
Individual-Runner Manifold Modeling Individual Runner Manifold A manifold that connects each cylinder to a single carburetor barrel with no interconnecting passages for shared flow is considered an individual (or isolated) runner system (I.R. for short). Multiple Weber or Mikuni carburetor systems are wellknown examples of this type of induction system. This I.R. manifold was designed for early OHC Pontiacs. will the advantages in the tunnel ram contribute substantially to power.
Tuned-Port Injection Manifold Modeling stantial low-end performance benefits (more on that next), at 5000rpm and higher on typical smallblock installations, power can fall below the levels of an average single four-barrel, 780cfm induction system! Taken as a whole, multiple-carburetor, I.R. induction may seem to offer so much flow capacity, that it must be plagued with low-speed carburetion problems.
Sequential-Fire Injection Modeling Tuned-Port Injection—This manifold was introduced by automakers in the mid 1980’s and millions of them remain on the road today. It represents the first massproduced induction system that clearly incorporates modern wave-dynamic principals. To optimize low-speed torque and fuel efficiency, the TPI manifold has very long runners (many configurations measure up to 24-inches from valve head to airbox).
Forced Induction Modeling tial-fire manifold (for large-runner packages) to obtain more realistic power curves. Only choose a TPI manifold when the induction system uses a typical small-diameter, long-runner TPI configuration. Sequential-Fire Injection—The sequential-fire injection manifold models the current state-of-the-art in high-performance manifolds used on many street muscle cars and in some racing applications.
Forced Induction Modeling Belt Gear Ratio Both centrifugal and roots blowers are mechanically driven by the engine. The Belt Gear Ratio (external drive) is the mechanical connection between the engine crankshaft rpm and blower input rpm. This bigblock Chevy pulley setup provides a slight overdrive (a Belt Ratio of 1.20:1). ratios, surge cfm, and more. And finally, you can test the effects of an intercooler on any of the forced-induction systems.
Forced Induction Modeling Intercooler Menu The Dyno2000 includes an intercooler model that can be used with any forced induction system. An intercooler reduces induction temperatures from compressing the intake charge that, otherwise, can substantially reduce performance. Flow—(Turbos, Centrifugals, Roots) This is the flow rate at which the supercharger is most efficient, also called the Island Flow. Typically, the smaller the turbo the lower the Island Flow.
Intercooler Modeling Efficiency—(Turbos, Centrifugals, Roots) This is a measure of the power consumed by the supercharger compared to the increase in induction pressure at the point of highest efficiency. Roots blowers are often the least efficient, however, they generally deliver substantial induction pressure increases at low speeds. On the other hand, centrifugal and especially turbochargers are more efficient, but require more time to “spin up” to an efficient operating speed.
Exhaust System Modeling Exhaust System Menu Flow restriction (back pressure) is accurately modeled using “pressure-drop” techniques. The Dyno2000 can accurately predict engine power changes from various exhaust manifolds and headers of large and small tubing diameters (sizes are relative to the engine under test). Air-To-Ice Water 120%, Air-To-Evaporating Liquid 120+% The Dyno2000 includes an intercooler model that can be activated with any forced induction system.
Exhaust System Modeling HP Manifolds And Mufflers The HP Manifolds And Mufflers exhaust-system choice offers a measurable improvement over the stock-exhaust selection. High-performance exhaust manifolds are designed to improve exhaust gas flow and reduce system restriction. They are usually a “ram-horn” or other “sweeping” design with fewer sharp turns and larger internal passages. The connecting pipes to the mufflers are large diameter and the mufflers generate less back pressure.
Exhaust System Modeling in 2001). While flow restriction (back pressure) is accurately modeled using “pressure-drop” techniques, the Dyno2000 does not resolve specific header dimensions. However, the Dyno2000 can accurately predict engine power changes from various exhaust manifolds and headers of large and small tubing diameters (sizes relative to the displacement of the engine under test). The exhaust menu choices are described in the following sections.
Exhaust System Modeling Small Tube Headers This is the first exhaust-system selection that begins to harness the tuning potential of wave dynamics in the exhaust system. While the system pictured here is not a “true” header, this tubular exhaust system from Edelbrock for late model cars and trucks offers some wave-dynamic scavenging.
Exhaust System Modeling Large Tube Headers Typical large-tube headers are designed for highperformance street and racing applications in mind. The better pieces have 3- to 4-inch collectors and 1-3/4- to 2-3/8-inch primary tubes (depending on whether they were designed for smallblocks or bigblocks). engines. Small-Tube Headers Open Exhaust—This menu selection simulates headers with “small” primary tubes individually connecting each exhaust port to a common collector.
Exhaust System Modeling collector. The collector—or collectors, depending on the number of cylinders—terminates into the atmosphere. Strong suction waves are created in the collector that provide a substantial boost to cylinder filling and exhaust gas outflow. The primary tubes modeled by this menu selection are considered “large,” and should be interpreted to fall within a range of dimensions that are commonly associated with applications requiring optimum power at peak engine speeds.
Camshaft Modeling The Dyno2000 can test the effects of cam timing changes in seconds. Several cam profiles are included in the dropdown menu, and you can easily input any custom timing and valve lift specs. Test cams from manufacturer catalogs or load camfiles directly from the Motion Software CamDisk™ containing over 1200 read-totest cams. Camshaft Menu should be interpreted to fall within a range of dimensions that are commonly associated with applications requiring optimum power at peak engine speeds.
Camshaft Modeling Valve Lift Menu Selecting (placing a check mark next to) Auto Calculate Valve Lift will automatically calculate appropriate valve lifts for camshafts listed in the Camshaft Type drop-down menu. To manually select valve lift from the drop-down menu, or to directly enter a custom value, make sure that the Auto Calculate Valve Lift feature is turned off (no check mark next to Auto Calculate).
Camshaft Modeling Common “Cam Card” Timing Before engine simulations were widely used, cam manufacturers established a methodology for identifying and classifying camshafts. Unfortunately, these “catalog” specs place the emphasis on the span between the valve events rather than on the events themselves. Street engines driven hundreds-of-thousands of miles operate their valvetrain components billions of cycles.
Camshaft Modeling The first four basic timing points (IVO, IVC, EVO, EVC) pinpoint the “true” beginning and end of the four engine cycles. These valve opening and closing points indicate when the function of the piston/cylinder mechanism changes from intake to compression, compression to power, power to exhaust, and exhaust back to intake. For much more in-depth information about cam timing, refer to the complete book DeskTop Dynos available from Motion Software.
Camshaft Modeling Developing Valve Motion Curves Calculated Lobe Centerline (assuming symmetric profile) The Dyno2000 models symmetric valve motion curves from six data points, three for each lobe: 1) the opening point, 2) the closing point, and 3) the point of maximum lobe lift. Although some cam grinds are asymmetric, performance differences between a symmetric model and actual asymmetric valve motion is quite small.
Camshaft Modeling early IVC minimizes intake flow reversion. IVO and EVC produce 62 degrees of overlap, a profile that is clearly intended to harness exhaust scavenging effects. The modestly-aggressive overlap allows some exhaust gas reversion into the induction system at lower engine speeds, affecting idle quality and low-speed torque. The characteristics of this cam are fair idle, good power from 1500 to 6000rpm, and good fuel economy. This cam develops considerable power at higher engine speeds.
Camshaft Modeling effective in lightweight vehicles. The Drag-Race/Circle-Track Profile choice can be used with solid or roller lifters, and the simulation will accurately model this cam with either lifter-acceleration rate (choose solid lifters for less valvetrain punishing applications and roller lifters for higher power drag-racing applications). The profile of this cam is similar to the ISKY Oval Track Flat Tappet Series cam part 201555.
Camshaft Modeling The Dyno2000 uses increasing valvetrain acceleration to model hydraulic, solid, and roller-lifters. This is a good assumption, since most cam profiles have predictable valve acceleration rates. However, some roller-lifter street cams do not to have high acceleration, but instead use roller lifters to optimize reliability. Refer to the accompanying text for help in selecting a lifter choice.
Camshaft Modeling Basic Lifter Choices Street/Mild Performance Retaining Ring Pushrod Seat Oil Inlet Metering Valve Adjusting Oil Cavity Check Valve Lifter Body Lifter Face Ro Hydraulic Lifter t a ti o n High Perf./ Racing Retaining Ring Pushrod Seat Oil Metering Valve Oil Inlet Lifter Body Lifter Face Ro Solid Lifter t a ti o n High/Perf.
Camshaft Modeling Lifter Choices In The Dyno2000 If your cam uses roller lifters but is a mild street profile, select Hydraulic or Solid FlatTappets since these choices will produce a lift curve that matches a mild camshaft. On the other hand, if the cam is a high-performance grind, select Solid Lifters or Roller Lifters since these will model the faster acceleration rates of an aggressive performance grind. dictions from the Roller Lifter selection.
Camshaft Modeling Seat-to-seat timing method—This timing method measures the valve timing— relative to piston position—when the valve or lifter has only just begun to rise or has almost completely returned to the base circle on the closing ramp. Unfortunately, there are no universal seat-to-seat measuring standards. These are some of the more common seat-to-seat timing methods: 0.004-inch valve rise for both intake and exhaust 0.006-inch valve rise for both intake and exhaust 0.007-inch open/0.
Camshaft Modeling 0.050-Inch Timing Method The 0.050-inch lifter rise cam timing method measures valve timing when the lifter has risen 0.050-inch off of the base circle of the cam. In the setup pictured here, the dial indicator is positioned on an intake lifter; the 0.050-inch valve timing point can now be read directly off of the degree wheel attached to the crankshaft.
Camshaft Modeling Installing offset cam bushings in the cam gear is a common method of advancing or retarding cam timing. While this method can improve power, it can hurt almost as much as it helps. Camshafts that show power gains using this method have the wrong event timing for the engine. Changing Camshaft Advance/Retard relative to the crankshaft. Why is this done? It is just about the only valve-timing change available to the engine builder after the camshaft has been purchased.
Cam Math Calculator Saving And Retrieving Cam Files The Dyno2000 can save and retrieve cam file specifications. Simply select the Cam File field in the CAMSHAFT category. A “.cam” is automatically added to the file name you select to save the cam specs. Note 2: Dyno2000 cam files are not compatible with cam files from the Motion-PC Dyno Shop v.2.8.7. If you wish import cam files from this previous version of the Dyno, print out a test sheet from v.2.8.
Cam Math Calculator Cam Timing Method Menu Before you open the Cam Math Calculator, select either the Seat-ToSeat or 0.050-inch cam timing methods. Remember, seat-to-seat event timing will produce the most accurate simulation results. main Component Screen. This will establish how the timing points are applied to the simulated engine by the Calculator.
Cam Math Calculator Cam Math Calculator The Cam Math Calculator allow direct entry of cam data from cam manufacturer’s catalogs. It also simplifies changing lobe-center angle, intake centerline, intake and exhaust duration, and valve lift specifications. the new values and close the Calculator by pressing Close. You also will find the Cam Math Calculator a handy tool for testing changes made to the lobe-center angle, the intake centerline, intake duration, and exhaust duration values.
RESULTS SCREEN The speed and ease Simulation Results Display of engine component entry in the Dyno2000 is complemented by the power and versatility of the simulation results displays. Almost the same instant that all the component categories have been completed (all categories have green Status Boxes) the simulation results will be displayed on a fully-scalable precision graph. The display graph can be customized to display virtually any engine variable on any axis.
Simulation Results Display Two Panes Of Main Program Screen The Main Program Screen is divided into two sections (called panes), with the component selection categories on the left and the results screen on the right (by default). The center divider between each pane can be moved (click and drag) to change the size of the results screen to suit your requirements. The graph will redraw and re-scale. area. 2) The results graph consists of three axis, a left, right, and bottom (horizontal) axis.
Simulation Results Display Default Scaling High Scaling Option Low Scaling Option Auto Scaling Option The results graph supports several methods of axis scaling. Each axis will scale to a low, medium, high, and auto-scale ranges. assign engine variables to graph axis. 3) The results graph supports several methods of axis scaling. Each axis will scale to a low, medium, and high value. Plus auto-scaling can be enabled for any axis. By default, auto-scaling is turned off.
Simulation Results Display Compare Up To Four “Open” Engines A comparison of four engines was setup using the Properties Box. Up to four “open” engines can be compared on any graph. This graph shows how horsepower (red) and volumetric efficiency varied for all four test engines. that the data curves are always visible and display at 80 to 90% of full graph height for maximum resolution. 4) The Graph Properties dialog screen allows on-graph comparison of up to four engines at once.
Simulation Results Display Dual Displays Of Same Engine Select a Graph display for both panes and set the Options to plot different variables for each graph. View more simulation data and get better insight into the performance potential of any component combination. Research Nature Of I.C. Engine The graphing capability of the Dyno2000 is not limited to standard “power” curves. Here is a display of how induction pressure and Brake Mean Effective Pressure (Bmep) varied in relationship to engine output.
Simulation Results Display Table Shows Exact Test Results In addition to 2D graphing capability described in the text, a chart display is available by clicking on Table tabs located at the bottom of either pane. The chart lists all engine variables recorded during the simulated dyno run. The exact data values are displayed in 500rpm increments from 2000 to 11,000rpm.
™ THE ITERATOR Before the rapid “what-if” testing possible with the Dyno2000, obtaining data about engine component combinations was an expensive, time-consuming process. Components were assembled into a complete engine, the engine was installed on the dyno, and after initial break-in runs, power testing was performed. This process could easily take several hours, if not days, for each component setup.
Using Iterative Testing™ Empty Main Iterator Screen (Requires Setup) To start an iterative test, first build a baseline engine (the engine you would like to optimize). Then select Iterator Testing from the Tools menu or the Iterator icon in the Toolbar. The empty Main Iterator Screen is displayed (shown here). Select the Setup button to open the Iterator Setup dialog box (shown below). In fact, computer excel at these tasks.
Using Iterative Testing™ Iterator Parameters, Step Values, Test Criterion After selecting a baseline engine the Numeric Parameters menus become active. Select an Engine Parameters for testing. Then enter a testing Range, and a Step Value. Choose if you would like to search for peak Power or Torque in the Best Results Criterion box. Finally, select the Minimum and Maximum RPM.
Using Iterative Testing™ Iterator Testing Begun Begin Iterative testing by clicking the Run button. As each test is completed, the engine power or torque curve will be displayed in the small graph on the left. As testing proceeds, the ten component combinations that produce the best power or torque within the selected rpm range are “stored” in the Best Results 3D graph.
Using Iterative Testing™ Iterator Testing Begun At any time during the Iteration process, you can Halt calculation. Clicking Run will resume with no data loss. While the Iterator is halted, you can select up to ten curves from the Keep Result box. Click OK to close the Iterator. The Dyno 2000 will spawn these simulated engines. other hand, a selection of 7000-8500rpm might be used in a search for maximum horsepower on a race engine.
Using Iterative Testing™ Spawned Engines Displayed In Engine Tabs; Iterator Power Increase When you close the Iterator screen, new “spawned” engines will be created and displayed in the Engine Tabs at the bottom of the Main Program Screen. Each new engine can be brought into the foreground by clicking on its Selection Tab. Iteratorspawned engines can be analyzed, tested, and modified in any way, just like any other engine in the Dyno2000.
Using Iterative Testing™ possible to begin a new Iterator test using any of the spawned engines as a Baseline Engine to further “home in” on the desired results. Halting And Restarting Testing At any time during the Iteration process, you can stop calculation by click the Halt button. Simply clicking Run will resume calculation with no data loss.
Using Iterative Testing™ values to precisely locate the best timing. Narrowly-focused tests may still require several thousand test cycles to complete. A series this large may require an hour or two—or even a day or two—of calculation time depending on the speed of the computer. In these cases, you may continue to use your computer to perform other tasks.
OTHER FEATURES DYNO FILE COMPATIBILITY DeskTop Software allows you to simulate building and dyno testing an engine, but in addition you can install any simulated engine in a simulated vehicle using the DragStrip2000, then test the combination in 1/8- or 1/4-mile drag events. You can even load simulated engines into DeskTop Pro Drag Racing and X-Car Road Racing games. It is Motion Software’s goal to maintain this compatibility throughout our entire software line.
Other Program Features File Menu Export And Print Choices The new DragStrip2000 vehicle simulation will directly read Dyno2000 engine simulation files. To support earlier software, the Dyno2000 also incorporates a DOS File Export feature that allows you to transfer many simulated Dyno2000 engines to the Dos-based DeskTop Dragstrip, the DeskTop Full Throttle Reaction Timer, and even Pro Drag Racing and X-Car Road Racing games.
Other Program Features Print Preview Page 1–2 Print Preview Page 4–5 Print Preview Page 3–4 The Dyno2000 will print a complete list of engine components, cylinder head airflow data, exact engine test result values, and graphic curves of engine-test variables. Each page is shown here using the print preview function available from the File menu. Page one prints a complete component list. Page two displays the cylinder head airflow data. Page three shows all calculated engine power and pressures values.
Other Program Features appearance of the report is similar to the Component Selection pane of the Main Program Screen. Page 2—This page displays the cylinder head airflow data used for the test run. Page 3—All calculated engine power and pressures are provided in chart form. A calculated value is listed for each 500rpm test point throughout the full test range (2000 to 11,000rpm).
Other Program Features Environment 1) Air for induction is 68-degrees (F), dry (0% humidity), and of 29.92-in/Hg atmospheric pressure. 2) The engine, oil, and coolant have been warmed to operating temperature. Methodology 1) The engine is put through a series of “step” tests, during which the load is adjusted to “hold back” engine speed as the throttle is opened wide. The load is adjusted to allow the engine speed to rise to the first test point, 2000rpm in the case of this simulation.
COMMON QUESTIONS COMMONLY ASKED QUESTIONS The following information may be helpful in answering questions and solving problems that you encounter when installing and using the Dyno2000. If you don’t find an answer to your problem here, send in the Mail/Fax Tech Support Form on page 113 (Motion Software provides Mail/Fax technical service to registered users only—mail in your registration form today). We will review your problem and return an answer to you as soon as possible.
Common Questions SCREEN DISPLAY QUESTIONS Question: I can only see a small portion of the Dyno2000 screen on my monitor, even though I have a 19-inch monitor. What can I do so that I don’t have to scroll both horizontally and vertically? Answer: The screen resolution of your monitor (not its size) determines how much of the Dyno2000 you can see on screen without scrolling left and right. You can change screen resolution by RIGHT CLICKING on your desktop, then selecting PROPERTIES from the drop-down menu.
Common Questions gram, cannot model over-carburetion and show the usual reduction in low-end performance that this causes. In reality, carburetors that are too large for an engine develop fuel atomization and air/fuel ratio instabilities, phenomena that is carburetor specific and extremely difficult to model. The Dyno2000 assumes an optimum air/fuel ratio regardless of the selected CFM rating.
Common Questions CAMSHAFT/VALVETRAIN QUESTIONS Question: I built a relatively stock engine but installed a drag-race camshaft. The engine only produced 9 hp @ 2000 rpm. Is this correct? Answer: Yes. Very low power outputs at low engine speeds occur when racing camshafts are used without complementary components, such as high-flow cylinder heads, high compression ratios, and exhaust system components that match the performance potential of the cam.
Common Questions wrong when it enter the valve events into the Dyno2000. Answer: There are so many ways that cam specs can be described for cataloging purposes that it’s confusing for anyone trying to enter timing specs into an engine simulation program. Your Pontiac is a classic example of a lack of standards. The Pontiac cam listed in the factory manual is a hydraulic grind with seat-to-seat timing measured at 0.001-inch lifter rise.
Common Questions QUESTIONS ABOUT RUNNING A SIMULATION Question: The Dyno2000 displayed an error message “The Dyno2000 was unable to complete the simulation. A more balanced combination of components...” What went wrong? Answer: The combination of components you have selected produced a calculation error in the simulation process. This is often caused by using restrictive induction flow on large-displacement engines, using a very short stroke, or by using radical cam timing on otherwise mild engines.
MINI GLOSSARY Cam Timing @ 0.050-Lift—This method of determining camshaft valve timing is based on 0.050 inches of tappet rise to pinpoint timing events. The 0.050-inch method was developed to help engine builders accurately install camshafts. Lifter rise is quite rapid at 0.050-inch lift, allowing the cam to be precisely indexed to the crankshaft. Camshaft timing events are always measured in crankshaft degrees, relative to TDC or BDC.
Mini Glossary raised above a specified height; either seat-to-seat valve duration measured at 0.006-, 0.010-inch or other valve lifts (even 0.020-inch lifter rise), or duration measured at 0.050-inch lifter rise, called 0.050-inch duration. Intake duration is a measure of all intake lobes, and exhaust duration indicates the exhaust timing for all exhaust lobes. Longer cam durations hold the valves open longer, often allowing increased cylinder filling or scavenging at higher engine speeds.
Mini Glossary the swept distance through which the same force would rotate the torque arm one full revolution determines the power per revolution: Power Per Revolution = Force or Weight x Swept Distance. James Watt (1736-1819) established the current value for one horsepower: 33,000 pound-feet per minute or 550 pound-feet per second.
Mini Glossary Lobe-Center Angle or LCA—The angle in cam degrees from maximum intake lift to maximum exhaust lift. Typical LCAs range from 100 to 116 camshaft degrees (or 200 to 232 crank degrees). Normally Aspirated—When the air-fuel mix is inducted into the engine solely by the lower pressure produced in the cylinder during the intake stroke; aspiration not aided by a supercharger.
Mini Glossary the length of the measurement arm: Torque = Force x Torque Arm, where Force is the applied or the generated force and Torque Arm is the length through which that force is applied. Typical torque values are ounce-inches, pound-feet, etc. Valve Head and Valve Diameter—The large end of an intake or exhaust valve that determines the working diameter.
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MAIL/FAX TECH SUPPORT Please use this form (or a copy) to obtain technical support for the Dyno2000 from Motion Software, Inc. Fill out all applicable information about your system configuration and describe your problem thoroughly. We will attempt to duplicate the problem and respond to your question as soon as possible. Mail or fax this form and any dyno-test printouts to the address below.
w .m co ww m ® o ti o nsof r twa e. Motion Software, Inc.™ 535 West Lambert Road, Building “E” Brea, California 92821-3911 Voice: 714-255-2931, Fax: 714-255-7956 Web: www.motionsoftware.com Email: support@motionsoftware.
