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DYNOMATION MANUAL PDF

Dynomation-UsersManual – Free ebook download as PDF File .pdf), Text File . txt) or This manual is an independent publication of Motion Software, Inc. All. the G Code portions of the manual, Chapters pertain to KMotion. G Code). Specially available at: Different tuned pipe dimensions can be entered into Dynomation 2 to see what There is a note in the manual about the stability of the program when running.

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I figured now would be a good time to provide feedback on the experience. First, a little about me, I’m an EFI tuner and not an engine builder or designer. I wouldn’t trust myself to assemble an engine or write the specs for a new project. Going into this, I did not understand much about cam specs besides gross lift and “you don’t want to accellerate valvetrain parts too fast” – that’s it.

However, I can design and even home-make a competitive control system for EFI and ignition, so I am not completely lost here – but I want to make sure you know that I am coming from the Enthusiast side.

Again, if you are a Lotus user or pro engineer at engine design, stop reading right now because this isn’t for you. We bought three copies of DM5 and Larry Atherton was gracious enough to provide us a discount for dynmation three copies. I had no idea if Dynomation 5 is better than the competition, I talked to three companies and Larry gave me by far the best feeling that “this guy will help me if I get in over my head” – if you spend the money on the product, it seems you’ll receive excellent tech support which may be important to you.

So I started by reading the manual.

Turns out it’s very important to understand what Dynomation “wants” when you provide various measurements. All this is explained in the documentation and it seemed pretty simple, a little bit easier than the typical new EFI software’s learning curve, I know some of you have been to the hell that is “learning new software.

To get the most accuracy, you need to know things like “port flow at certain valve lifts” and seat-to-seat event timing for your cam profile. The program and instructions are very clear about how to get the best out of the software, at least in my opinion. Your mileage may vary. The first project we used DM5 on was a from-scratch v-twin engine displacing 1 liter intended for use in small cars overseas and hybrid applications.

We had all the data available that Dynomation asked for so it took a few hours to key in the data. We also had Superflow dyno results of this engine. Interestingly, shortly after this first dyno session, we had Superflow come out to check our dyno installation – and for whatever reason, after they left the engine lost exactly 6 hp across the entire curve engine makes hp depending on config – which matched dynomation’s output exactly.

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On my second trip for dyno testing, the guys with the little vtwin wanted to spend some time changing cam timing DOHC gives us some options here. I ran some sims with our model in Dynomation and it showed that moving cam timing around didn’t really gain or lose anything, just shifted the power around by a tiny little amount. However, I also played around with the simulation by “installing” a set of Suzuki TL dynomatjon ITBs we had a set of these at the shop and had considered manuak them.

I showed the guys this, and they were interested enough to quickly rig up the ITBs on the actual engine. We spent another 30 minutes using some EMT conduit that matched our ITB diameter, in 7, 8, 9 and 11″ lengths and fastened them in place with duct tape.

Anyone use Dynomation-5? – Speed Talk

Yes, I know, obviously we need to work on the intake. But, what this did, was give our guys a lot of confidence in Dynomation telling us what is worth “trying” versus what might be a waste of time. At this point, the team in San Jose are leaning heavily on Dynomation which says our next big gains will come from more lift on the cam.

Whether or not that’s the best approach remains to be seen, but so far DM5 is really helping us. One thing I learned: Dynomation has to assume that you have certain issues sorted out: We also at one point had an issue with intake valves bouncing on the seats which cost us power.

Once both these issues were solved, our measurements mapped almost exactly to Dynomation. So far, so good! Dynomation presumes that you have all the mechanical bugs worked out – I think what it shows you is more dynmoation a “this is possible” type of dynommation curve provided YOU sort out the mechanical gremlins first.

I’m not sure our exhaust and intake measurements are properly keyed into Dynomation as we ran through this somewhat quickly without the engine onsite to confirm measurements As you can see, Dynomation did a pretty good job predicting our output. One thing worth noting, is that on the Early Hemi engine the exhaust collector length would cause significant power output changes.

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But in the 1-liter v-twin engine I’d worked on, Dynomation said that collector length wouldn’t matter much. Or maybe it was lucky? I don’t know for sure, only time will tell.

Since I am not looking for it to predict ignition timing advance because I discover the right advance on a dyno, this dynpmation a big deal to me. I think a big part of this is my lack of experience in this area, so I am getting up to speed here and hope to find better results later on.

Speed Talk

Dynomaation to the point now where I model as many engines as I can just to get more comfortable with the program. Sorry for the long post, but I figured it would be good to share my experience with other users here. I have yet to have a single “crash” of Dynomation and I have run it on two different laptops. The impressive thing is, I am running Linux Ubuntu I’ve been using Dynomation since Early DOS-based version and have been very happy with the results, although I have had to develop a few ‘kludges’ to compensate for its idiosyncrasies.

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From your report, it appears many of these have now been corrected and it’s probably high time I stepped up to the current edition. Here are the major issues I’ve had to deal with: Standard, mnual is 0. I’ve never used actual cam files; I beleive the assumed intensity of soild roller lobes approximates circle track endurance designs. I just stick with Perhaps you can comment on how the above issues are handled by DM5? The blue curves are for the standard 10″ long intake runners, the yellow are with 8″ tapered extensions.

You do not have the required permissions to view the files attached to this post. Felix, qui potuit rerum cognscere causas.

Happy is he who can discover the cause of things. How about I run some sims for you and see if the results are accurate or what you’d expect? I’m trying to get more hands-on time modelling engines that have been tested on a dyno.

I’ll forward all the specs of a recent thoroughly optimized engine and we can report here dynoation the comparative result. As a bonus for me anyway. Inability to model tri-Y style headers Preliminary results are in, but there are a handful of new fields that you can see on the Pro Print PDF that might help the model be more accurate.

I have used DM 5 primarily to chose camshafts which has worked fine. I do not look for top hp output, more for an average good output. But I would like to see more choices for building exhausts, that is why I am going to try Vanniks software.

Note that, given test-to-test and dyno-to-dyno variables, the top end estimate by DM 5 is very close. However for some reason, the bottom end power per DM 5 is big-time pessimistic. To be useful, a simulation program need not accurately estimate actual power in fact many top-end programs don’t even try, they settle for predicting I. That said, a reasonably accurate performance estimate is most useful in designing an engine for a specific result, not to say a huge confidence-builder when results meet expectations.

Thanks for the detailed report Scott. Check out the excellent and free dosbox http: