DASTEK DYNAMOMETER F.A.Q
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  1. #1
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    DASTEK DYNAMOMETER F.A.Q

    What is a dynamometer.
    A dynamometer is used to measure the power produced by an engine. There are basically two types of dynos. Steady-state (brake) dynamometers and inertial dynamometers. Also there are basically two types of each dyno with various configurations of each. These are broadly engine dynos and chassis dynos. With engine dynos the engine is attached directly to the dynamometer. R&D engine workshops would use them, as would manufacturers of engines for testing purposes, i.e. Holden and Ford engine assembly plants. Chassis dynos measure the engine output at the wheel. There are various configurations for chassis dynos; the most common type is where the vehicles wheels spin up a drum or roller(s). Other types involve jacking the vehicle up and removing the wheels; the wheel hub is then mated directly to the dynamometer input shaft.


    Why an Inertia Dyno?
    Inertia dynos are quickly becoming the preferred method for obtaining the most accurate "real world" results in dyno testing for racing applications. Inertia dynos more closely simulate the dynamic conditions created when accelerating an engine under load, therefore giving more accurate and repeatable results time after time. The following is a brief and general description some more traditional dynos and their advantages and disadvantages.


    Advantages and disadvantages of each type.
    A steady state dyno has the advantage that an engine can be loaded up and held at a constant speed. This can be used to find a miss at a certain speed or tune the engine for maximum power at a certain speed etc. The disadvantage of these types of dynos is that they are expensive (compared to inertial type) and they are more complex. These dynos also need regular calibration of a load cell if they actually use one. If calibration checks aren't performed regularly then the results can be wrong. The braking mechanism of the dyno will generate a lot of heat that has to be dealt with as well. If it is an electrical brake it has to be cooled, water and hydraulic brake will need radiators and may even need cooling towers.

    Each type of dyno has its own advantages and disadvantages. Traditional dynamometers are typically known as "pump" or "brake" type dynos, whether they use a hydraulic pump or a water pump they all work on the same principle. The engine being tested is run at a steady speed, load is applied via the pump until the engine can no longer maintain this speed at Wide Open Throttle (WOT), at this point the rotational force or "torque" being applied to the pump housing is measured and converted to "standard" engine output readings. The results are calculated by the values obtained from a load cell or simply converting pump pressure. This method, known as "steady state testing" is normally performed at 200-500 rpm increments across the "power band" of the engine. This type of dyno testing has been used for many years on all types of engines, however for racing applications it has a few inherent problems.

    "Pump" type dynos must use some form of fluid to pump, be it water or oil. Everyone knows what happens to oil as it is pumped, it gets hot very quickly and the viscosity or "thickness" of the oil goes down. As this happens the power required to pump it changes dramatically, this will in turn change the power output readings on the dyno. Water has this same tendency, although to a lesser extent. Water and oil pumps also tend to mix air with the fluids, causing them to become aerated, or "foamy", changing it's "thickness" and again changing output readings.

    "Steady State" testing is fine for equipment such as water pumps, generators tractors etc, equipment that operates at a steady load and rpm for long periods of time. How often does your racing engine operate at a steady speed? Almost never, from the start of a race to the finish the engine operates in an almost constant state of acceleration or deceleration. The thermal dynamics of intake and exhaust flow, combustion and mechanical components are much different under these conditions than at a steady state.

    "Steady State" testing also requires that an engine be held at WOT at each test increment for a period of time while test readings are taken. The advent of computerized data acquisition systems has helped this considerably, but the engine still spends a relatively long period of time under load at high rpm and WOT.

    Over time the internal workings of a pump type dyno wear causing it's power absorption characteristics to change. Unless these changes are carefully monitored and compensated for, the dyno can become very inconsistent and inaccurate.

    Inertial dynos are the simplest and cheapest of all types. An Inertia Dyno operates much differently than a "pump type" dyno. Inertia Dynos consists of one major component, a large flywheel, mounted on an axle and connected to the engine via the wheels. The disadvantage of these over brake dynos is that they can only be used for wide-open throttle tests (WOT).


    Results from each type.
    Typically a steady state dyno will give results of up to about 20% less than inertia types. Here is an example of how different results occur. You have a bike that shows a maximum of 100HP on an inertia dyno and xxHP on a steady state dyno. Now we lighten the crankshaft and flywheel, fit a lighter rear wheel, fit a lightweight chain and some alloy sprockets. We run the bike on the steady state dyno and it still shows a maximum of xxHP. We run the bike on the inertia dyno and find it is now producing 105HP. These modifications didn't actually make the engine produce more horsepower just as the brake dyno shows. So why does the inertia dyno now say it is producing more horsepower? This is because the inertia dyno gives a true representation of what the "road" sees. Of course the engine isn't producing more horsepower, but there is more horsepower available to accelerate the bike because less power is needed to accelerate the crankshaft, chain and sprockets and finally the wheel. Because less power is need to accelerate these things more is available to accelerate the bike, and it will accelerate faster on the road. The inertia dynamometer calculates horsepower from how fast its drum is accelerated, therefore in this example the bike engine was able to accelerate the drum more quickly after the modifications so more horse power is available at the rear wheel to accelerate the bike on the road. In my opinion steady state dynos are good for tuning tractors that are going to run at 1500-rpm day in day out. To tune an engine for the type of riding I do, or bush riding or racetrack riding I think an inertial dyno is more than sufficient. How often do you care how much power you're making at a steady throttle? When I'm out having fun, the engine is rarely at a constant speed, it is either constantly accelerating or decelerating.


    Just how accurate is this dyno?
    "Accuracy", for many reasons, is a very relative term as far as dyno's go. Just how accurate is anyone's dyno? Take 2 motors, test them on 2 different dynos, one comes out at 100hp, the other comes out at 110hp, but they run the same lap times. Which dyno is "accurate"? Which one is giving you the correct numbers? Horsepower is simply a calculated number. Dyno 10 engines on the same dyno at 100HP, put them all in the same bike one at a time, and they all run the exact same lap times. Is the dyno accurate? No, the dyno is however "repeatable". "Repeatability" is what you want in a dyno, test the same engine time after time and get the same results. Take one of the 10 engines from above, change a pipe or a cam so you get 5% more power, run it against all the others again. It runs 5% faster, you re-dyno it and it still says 5% better, now you have an "accurate" and more importantly, a "repeatable" dyno. A couple hints: Always start your tests at the same engine temps and settings. Pay close attention to weather conditions. Get yourself a good barometer, thermometer, and humidity gauge, and enter the conditions into the program each time you make a run.

    DASTEK DYNAMOMETER is a combination of "INERTIA and STEADY STATE" dynamometer. DASTEK DYNAMOMETER uses "INERTIA METHOD" in order to measure power and torque due to the accuracy, for tuning, DASTEK DYNAMOMETER is using "LOADING/ STEADY STATE" for tuning accuracy to load the engine at various load speed.
    Rev Engineering
    Jln. Arteri Kedoya No. 70 (Jln. panjang)
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    HP: 087782823888
    CDMA: 021-33337705
    PIN: 27FDDC48
    email : teddyrev@yahoo.co.id

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  3. #2
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    bro, biaya dyno berapa ya?
     

  4. #3
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    DASTEK DYNAMOMETER is a combination of "INERTIA and STEADY STATE" dynamometer. DASTEK DYNAMOMETER uses "INERTIA METHOD" in order to measure power and torque due to the accuracy, for tuning, DASTEK DYNAMOMETER is using "LOADING/ STEADY STATE" for tuning accuracy to load the engine at various load speed.

    Kalimat diatas boleh diterjemahkan plz?

    kagak ngerti, aseli... kayana mirip2 hanya di bolak balik.,,,,,

    jadi inertia dan steady state itu sama sama akurat, juragan? kok beda dgn keterangan awal., binun nich... mohon help...........

    ngemeng ngemeng inertia di dastek berapaan beratnya?
     

  5. #4
    Kapten
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    Quote Originally Posted by Vios_Lover View Post
    DASTEK DYNAMOMETER is a combination of "INERTIA and STEADY STATE" dynamometer. DASTEK DYNAMOMETER uses "INERTIA METHOD" in order to measure power and torque due to the accuracy, for tuning, DASTEK DYNAMOMETER is using "LOADING/ STEADY STATE" for tuning accuracy to load the engine at various load speed.

    Kalimat diatas boleh diterjemahkan plz?

    kagak ngerti, aseli... kayana mirip2 hanya di bolak balik.,,,,,

    jadi inertia dan steady state itu sama sama akurat, juragan? kok beda dgn keterangan awal., binun nich... mohon help...........

    ngemeng ngemeng inertia di dastek berapaan beratnya?
    "inertia" itu beban roller murni utk mengukur power.

    Steady state atau loading, adalah dengan penambahan "retarder atau absorber" utk simulasi mapping tuning seperti di road condition.

    utk mengukur power inertia lbh akurat karena beban dr roller tdk berubah alias (fixed) dan sudah diketahui nilai "inertia" nya. biasanya dyno ini mempunya diameter roller yg lbh besar dibandingkan biasanya. semakin besar diameter roller makin bagus utk repetisi nya.
    Rev Engineering
    Jln. Arteri Kedoya No. 70 (Jln. panjang)
    Jakarta barat
    HP: 087782823888
    CDMA: 021-33337705
    PIN: 27FDDC48
    email : teddyrev@yahoo.co.id
     

  6. #5
    Kapten
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    hhehhe emang keliatan ya kalo orang goblok sama orang pinter ngomong

    sukses selalu rev engineering
     

 

 
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