Is your software up-to-date?

If you have not updated your DYNOmite's EEPROM or DYNO-MAX software recently, you may be running an ‘obsolete’ version. Besides missing out on the latest features and technology, you might be needlessly struggling with an already fixed bug! So, before troubleshooting or reporting a suspected issue, make sure you are running the latest release. Note: Remember, support is only available if you are running the current version.

Your current version number displays during program startup. You can also see it from DYNO-MAX's “Electronics -Display DYNOmite Parameters” screen. Here are the latest versions:

Software Product Version Number

DYNOmite-Pro EEPROM 9.71 DYNOmite-Lite EEPROM 9.71

DYNOmite-Basic EPROM (chip) 8.30 DYNO-MAX 2000 “Pro+” 9.37 SP #2 DYNO-MAX 2000 “Pro” 9.37 SP #2 DYNO-MAX 2000 9.37 SP #2

DYNO-MAX “Lite” 9.37 SP #2 DYNO-MAX for Windows 6.48

What will it cost to upgrade? In many cases, little or nothing! Here is a list to help you determine your own version update pricing:

From Version Number To Current Version

EEPROM 9.0 (or later) Free

EPROM chip 8.0 (or later) $99

DYNO-MAX 2000 “Pro+” 9.0 (or later) Free* DYNO-MAX 2000 “Pro” 9.0 (or later) Free* DYNO-MAX 2000 9.0 (or later) Free*

DYNO-MAX “Lite” 9.0 (or later) Free*

DYNO-MAX for Windows (any version) Call about discounts

*For licensees under a Current Priority Support Plan.

DYNOmite-Pro (or Lite) EEPROM flash updates can be obtained via e-mail or downloaded online. For downloading, go to our web site's Support section and follow the instructions. If you need assistance doing the actual flashing, please give our Support Team a phone call (it takes only minutes -and it is still free).

DYNOmite-Basic EPROM chips should be ordered from sales.

DYNO-MAX 2000 users (with an online connection) may either use our web site's Support section or select DYNO-MAX's “Help -About DYNO-MAX 2000 -Check for Updates” feature. This one button automatically downloads the latest release files and installs them for you.

DYNO-MAX for Windows is discontinued, but licensees may still obtain the last release (6.48) online -at no charge. Special discounts are available for upgrading to DYNO-MAX 2000 -call for details!

“Why is my inertial acceleration test Hp different than it is in my steady state power runs?”

There can be multiple reasons for this behavior.

1) Are you correctly using DYNO-MAX 2000's inertia compensation? Verify selection of “#1 Compensation On” choice from the drop down list on the Run Information -Inertia tab. With compensation active you also need the correct polar moment of inertia value specified in the respective RPM-A, B, and C fields.

DYNO-MAX provides the multiple inertia entry fields to conveniently support inertia compensation -even when rotating components are being driven from different gear ratio shafts. RPM-A is for entering values for parts that rotate at Engine speed (crank trains, drive plates, etc.). RPM-B is for components at an intermediate gear ratio (e.g. a driveshaft behind a transmission, or a chassis dyno roller). RPM-C is for specifying the inertia of components that rotate at the absorber's speed. Note: If all the components are operating at the same RPM, then you could combine their total inertia values in any one of these fields.

Inertia compensation uses the (above) inertia entries in conjunction with the DYNOmite's rotational acceleration data for the shaft(s). Whenever there is a change in a component's (shaft's) RPM, DYNO-MAX calculates the effective Hp energy (and equivalent torque) utilized (or returned) in making that speed adjustment. It then sums the inertial torque with the strain gauge measured torque, to return an accurate (acceleration independent) reading. Its data that traditional load cell installations do not capture correctly alone.

DYNO-MAX's compensation allows running meaningful sweep tests. Without proper inertial compensation, a dynamometer will report lower power whenever the engine is spinning up the shafts -and artificially high power (augmented by the “flywheel energy”) during periods of negative acceleration. Note: Unscrupulous dyno operators sometimes use the load valve to quickly tug down an uncompensated engine test -producing fictitiously inflated Hp.

2) That particular engine combination really produces different power under acceleration than it does steady state! For example:

• The engine's fuel injection acceleration compensation map (or carburetor's accelerator pump calibration) is hurting performance compared to its steady state map (or jetting) -or vice versa. Try experimenting with the fuel curve while watching the resulting Hp and AFR numbers.

• Changes in cooling, combustion chamber, intake, or exhaust system temperatures (especially for turbo or two stroke applications) will often cause large changes in power (and tuning requirements). Retesting a third time, right after heat soaking the engine during the steady state test, is a good way to isolate this cause. Once you confirm the relationship, try to use the knowledge to improve on the condition.

• Tire temperature affects traction between tests. Monitor it.

• The dyno test cell might be getting hot (or exhaust filled) during the longer test. Fix your room's ventilation!

F1 Dyno

Located in Portland Maine, F1 Dyno specializes in the installation and tuning of fuel injection, superchargers, turbos, and nitrous oxide systems for all makes of cars. In late 2003, owner Dave Morrill (an electrical engineer by trade and owner of a small performance shop) recognized the need for a larger facility in his area. He wanted to provide performance upgrades, tuning and dynamometer testing for all vehicles, including AWD models -since he was tuning many Subaru and Mitsubishi cars.

Having already built his own small-roll inertia dyno, Dave realized the need for a system specifically engineered for rear wheel, front wheel, and AWD vehicles -one with much larger rolls. After using a “hobby level” data acquisition package on his original inertia dyno, Dave was adamant that his new system run state-of-the-art software, with far more powerful control and analysis features than available from many dyno companies.

After much investigation, F1 Dyno went first-class -with a complete DYNOmite 44" AWD Eddy Current Chassis Dynamometer system. Dave points out that his shop is now solely built around the dynamometer (it has become a full time venture) and says: “...every vehicle we upgrade or tune is run on the dynamometer before it leaves, and we run a successful dyno day every weekend. F1 Dyno has now become the northeast's premier AWD tuning facility.”

He further explains: “A key feature offered by our Land & Sea dyno (for our customers' AWD vehicles) is that the front and rear drums are mechanically coupled! So, the transmission and differential behave normally. Other AWD dynos, that don't mechanically couple the front and rear wheels, can put extra strain on your differential -because the wheel speed/load is not always balanced from front to rear. We can also move the rollers so that the wheel pitch is correct for a customer's car. This allows us to drive into the drums, maximizing traction and repeatability.”

Beyond just tuning, F1's dynamometer is also a R&D tool. For example, they're in the process of designing and producing a proprietary engine management system. www.f1dyno.com

PO Box 96 North Salem, NH 03073

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