DYNOmite TM

Dynamometer Systems
Both steady state and Land & Sea’s DYNOmite Dynamometers are state-of-the-art engine dyno
inertial testing systems featuring sophisticated data acquisition electronics. Their
unique design delivers a price/performance ratio formerly unheard of for
Integrates with your professional, computerized dynamometers.
PC or laptop “Customizable upgrade path... meets today’s budget while protecting your long term
Customizeable to investment!”
your requirements
Affordable upgrades
that protect your
investment
Easy to learn and
simple to operate

www.land-and-sea.com

DYNOmite Owner's Manual

1/9/2012
(See web support site at www.land-and-sea.com for revisions after this date.)

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 Table of Contents
GENERAL INFORMATION - Notices - - - - - - - - - - - - - - - - - - - - - Section 1.1
GENERAL INFORMATION - Technical Support - - - - - - - - - - - - - - - - Section 1.2
GENERAL INFORMATION - Parts Lists- - - - - - - - - - - - - - - - - - - - Section 1.3
INFORMATION - Warranty (Dynamometers) - - - - - - - - - - - - - - - - - Section 1.4
INFORMATION - Warranty (Rotary & hardware)- - - - - - - - - - - - - - - - Section 1.5
INFORMATION - Warranty (Software Disclaimer) - - - - - - - - - - - - - - - Section 1.6
GETTING READY - DYNOmite Basics - - - - - - - - - - - - - - - - - - - - Section 2.1
GETTING READY - Water Requirements - - - - - - - - - - - - - - - - - - - Section 2.2
GETTING READY - Water Tanks - - - - - - - - - - - - - - - - - - - - - - - Section 2.3
GETTING READY - Cell Design - - - - - - - - - - - - - - - - - - - - - - - Section 2.4
GETTING READY - Plumbing Water Brakes - - - - - - - - - - - - - - - - - Section 2.5
GETTING READY - Water Supply Test - - - - - - - - - - - - - - - - - - - - Section 2.6
GETTING READY - Powering the Console - - - - - - - - - - - - - - - - - - Section 2.7
GETTING READY - Powering Electric Absorbers - - - - - - - - - - - - - - - Section 2.8
GETTING READY - Air Cooled Eddy Brakes - - - - - - - - - - - - - - - - - Section 2.9
GETTING READY - Water Cooled Eddy Brakes - - - - - - - - - - - - - - - - Section 2.10
GETTING READY - AC Absorber Configuration - - - - - - - - - - - - - - - - Section 2.11
CHASSIS MOUNTING - Axle-Hub - - - - - - - - - - - - - - - - - - - - - - Section 3.1
CHASSIS MOUNTING - Dual-Roller - - - - - - - - - - - - - - - - - - - - - Section 3.2
CHASSIS MOUNTING - Single & Twin Roll - - - - - - - - - - - - - - - - - - Section 3.3
CHASSIS MOUNTING - AWD 12" Dual-Roller- - - - - - - - - - - - - - - - - Section 3.4
CHASSIS MOUNTING - AWD 44" Twin Roll- - - - - - - - - - - - - - - - - - Section 3.5
CHASSIS MOUNTING - HD 20" Tri-Axle - - - - - - - - - - - - - - - - - - - Section 3.6
CHASSIS MOUNTING - Motorcycle/ATV - - - - - - - - - - - - - - - - - - - Section 3.7
SNOWMOBILE CHASSIS - Absorber Module - - - - - - - - - - - - - - - - - Section 3.8
SNOWMOBILE MOUNTING - Track Dyno - - - - - - - - - - - - - - - - - - Section 3.9
TRACTOR Mounting - PTO - - - - - - - - - - - - - - - - - - - - - - - - - - Section 3.10
ELECTRIC ABSORBER - Eddy Current Setup - - - - - - - - - - - - - - - - Section 4.1
ENGINE MOUNTING - Automotive - - - - - - - - - - - - - - - - - - - - - - Section 5.1
ENGINE MOUNTING - Kart- - - - - - - - - - - - - - - - - - - - - - - - - - Section 5.2
ENGINE MOUNTING - Outboard - - - - - - - - - - - - - - - - - - - - - - - Section 5.3
ENGINE MOUNTING - PWC - - - - - - - - - - - - - - - - - - - - - - - - - Section 5.4
ENGINE MOUNTING - Snowmobile- - - - - - - - - - - - - - - - - - - - - - Section 5.5

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 DATA ACQUISITION - Initial Wiring Hook-Up - - - - - - - - - - - - - - - - - Section 6.1
DATA ACQUISITION - Engine Specific Tach Tips - - - - - - - - - - - - - - - Section 6.2
DATA ACQUISITION - 15-Channel Harness - - - - - - - - - - - - - - - - - Section 6.3
DATA ACQUISITION - 28-Channel Harness - - - - - - - - - - - - - - - - - Section 6.4
DATA ACQUISITION - Load-Cell Hook-Up - - - - - - - - - - - - - - - - - - Section 6.5
DATA ACQUISITION - "Basic" Serial Hook-Up - - - - - - - - - - - - - - - - Section 6.6
DATA ACQUISITION - "Pro" Serial Hook-Up - - - - - - - - - - - - - - - - - Section 6.7
DATA ACQUISITION - "Pro" USB Hook-Up - - - - - - - - - - - - - - - - - - Section 6.8
DYNOmite-Basic LCD INTERFACE - Run Setup - - - - - - - - - - - - - - - Section 7.1
DYNOmite-Basic LCD INTERFACE - Configure - - - - - - - - - - - - - - - - Section 7.2
DYNOmite-Basic LCD INTERFACE - Output - - - - - - - - - - - - - - - - - Section 7.3
DYNOmite-Pro LCD INTERFACE - Overview - - - - - - - - - - - - - - - - - Section 7.4
DYNOmite-Pro LCD INTERFACE - Menu - - - - - - - - - - - - - - - - - - - Section 7.5
DYNOmite-Pro LCD INTERFACE - Smart Record - - - - - - - - - - - - - - - Section 7.6
PRO LCD INTERFACE - LCD & Printer Set Up - - - - - - - - - - - - - - - - Section 7.7
PRO LCD INTERFACE - Enter Weather Data - - - - - - - - - - - - - - - - - Section 7.8
PRO LCD INTERFACE - Set Up RPM Sources - - - - - - - - - - - - - - - - Section 7.9
PRO LCD INTERFACE - Calibrate Channels - - - - - - - - - - - - - - - - - Section 7.10
PRO LCD INTERFACE - Configure Controls - - - - - - - - - - - - - - - - - Section 7.11
PRO LCD INTERFACE - Auto/Hold Test Set Up- - - - - - - - - - - - - - - - Section 7.12
DYNO-MAX - Installation - - - - - - - - - - - - - - - - - - - - - - - - - - - Section 8.1
DYNO-MAX - Orientation - - - - - - - - - - - - - - - - - - - - - - - - - - - Section 8.2
DYNO-MAX - Getting Started - - - - - - - - - - - - - - - - - - - - - - - - - Section 8.3
DYNAMOMETER TESTING - Procedure - - - - - - - - - - - - - - - - - - - Section 9.1
DYNAMOMETER TESTING - Recording Data- - - - - - - - - - - - - - - - - Section 9.2
DATA ANALYSIS - Data Output - - - - - - - - - - - - - - - - - - - - - - - Section 10.1
DATA ANALYSIS - SAE Correction Factors - - - - - - - - - - - - - - - - - Section 10.2
DATA ANALYSIS - Standard Correction Factors - - - - - - - - - - - - - - - Section 10.3
DATA ANALYSIS - Barometric Pressure - - - - - - - - - - - - - - - - - - - Section 10.4
DATA ANALYSIS - Data Aliasing - - - - - - - - - - - - - - - - - - - - - - Section 10.5
OPTIONS - Airflow Turbine Kits - - - - - - - - - - - - - - - - - - - - - - - Section 11.1
OPTIONS - Air/Fuel Ratio Module - - - - - - - - - - - - - - - - - - - - - - Section 11.2
OPTIONS - Cooling Tower - - - - - - - - - - - - - - - - - - - - - - - - - Section 11.3
OPTIONS - Electronic Auto-Load Servo - - - - - - - - - - - - - - - - - - - Section 11.4
OPTIONS - Exhaust Gas Temperature Kit - - - - - - - - - - - - - - - - - - Section 11.5

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 OPTIONS - Fuel Flow Transducer Kits - - - - - - - - - - - - - - - - - - - - Section 11.6
OPTIONS - Inductive RPM Pickup - - - - - - - - - - - - - - - - - - - - - - Section 11.7
OPTIONS - Jack-Shaft RPM/MPH Sensor Kit - - - - - - - - - - - - - - - - Section 11.8
OPTIONS - Kill Switch Relay Kit - - - - - - - - - - - - - - - - - - - - - - - Section 11.9
OPTIONS - Knock Sensor Module Kit - - - - - - - - - - - - - - - - - - - - Section 11.10
OPTIONS - Magnetic Absorber RPM Pickup - - - - - - - - - - - - - - - - - Section 11.11
OPTIONS - Portable Water Pump - - - - - - - - - - - - - - - - - - - - - - Section 11.12
OPTIONS - Roller Dyno Starter Motor - - - - - - - - - - - - - - - - - - - - Section 11.13
OPTIONS - Rotary Torque Transducer- - - - - - - - - - - - - - - - - - - - Section 11.14
OPTIONS - Small Engine Test Stand - - - - - - - - - - - - - - - - - - - - Section 11.15
OPTIONS - Toothed Gear RPM Pick-Up - - - - - - - - - - - - - - - - - - - Section 11.16
OPTIONS - Exhaust Measuring System - - - - - - - - - - - - - - - - - - - Section 11.17
OPTIONS - Exhaust Vacuum Pump - - - - - - - - - - - - - - - - - - - - - Section 11.18
OPTIONS - Smoke Opacity Meter - - - - - - - - - - - - - - - - - - - - - - Section 11.19
OPTIONS - Combustion Pressure Mapping Kit - - - - - - - - - - - - - - - - Section 11.20
OPTIONS - Optical RPM Pickup Kit - - - - - - - - - - - - - - - - - - - - - Section 11.21
OPTIONS - Electronic Throttle Control - - - - - - - - - - - - - - - - - - - - Section 11.22
OPTIONS - Blowby Flow Transducer - - - - - - - - - - - - - - - - - - - - Section 11.23
OPTIONS - Low-Flow Fuel Transducer Kits - - - - - - - - - - - - - - - - - Section 11.24
OPTIONS - ACtiveSync™ Modules - - - - - - - - - - - - - - - - - - - - - Section 11.25
MAINTENANCE - Hardware - - - - - - - - - - - - - - - - - - - - - - - - - Section 12.1
MAINTENANCE - Computer E-Prom Upgrading - - - - - - - - - - - - - - - Section 12.2
MAINTENANCE - Torque Re-calibration - - - - - - - - - - - - - - - - - - - Section 12.3
MAINTENANCE - Torque Arm Replacement - - - - - - - - - - - - - - - - - Section 12.4
MAINTENANCE - Trailering Packages - - - - - - - - - - - - - - - - - - - - Section 12.5
TROUBLE SHOOTING - Questions & Answers - - - - - - - - - - - - - - - Section 13.1
TROUBLE SHOOTING - Electronic Load Control - - - - - - - - - - - - - - Section 13.2
TROUBLE SHOOTING - Absorber Matching - - - - - - - - - - - - - - - - - Section 13.3
TROUBLE SHOOTING - Absorber Capacity - - - - - - - - - - - - - - - - - Section 13.4
TROUBLE SHOOTING - RFI - - - - - - - - - - - - - - - - - - - - - - - - Section 13.5
ACCESSORIES - Hardware and Software - - - - - - - - - - - - - - - - - - Section 14.1

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Page 4
 GENERAL INFORMATION - Notices 1.1
mportant! Please read this GENERAL INFORMATION section first, and then finish the entire
I manual before attempting to install the dynamometer equipment.

WARNING: THIS SYMBOL IS USED THROUGHOUT THE MANUAL

FOR SAFETY STEPS TO AVOID DEATH OR SERIOUS INJURY!

CAUTION: This symbol is used throughout the manual for advice to

avoid injury or damage to equipment!

TIP: This symbol is used throughout the manual for helpful

hints, examples, and additional explanations.

This symbol is used throughout the manual for use-

Note:ful notes and specifications.

As software, hardware, and procedures evolve, the information in this manual may become obsolete.
Periodically contact Land & Sea and visit our web site often to find out what changes, improvements,
bulletins, etc. are currently applicable to your system.

DYNOmite Dynamometers and Data Acquisition Systems are adaptable to a wide variety of engines,
vehicles, and industrial uses. Since many owners eventually move one data acquisition system among
multiple installations, this manual covers numerous applications. Most operators learn useful extra in-
formation by also reading those sections not directly pertaining to their current configuration.

Illustrations (where provided) may not depict the exact model dynamometer hardware or application
you have! However, the subject matter should still apply. If you require further explanation or advice,
please contact Land & Sea.

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Page 6
 GENERAL INFORMATION - Technical Support 1.2
f you require further technical assistance, we invite you to e-mail your Land & Sea support techni-
I cian directly. If you do not know your support technician's personal e-mail address, you may e-mail
“support” or phone one of the numbers below:

E-mail your question to “support@land-and-sea.com”.

Phone (603) 226-DYNO (from outside the USA dial +1-603-226-3966).

Fax (603) 226-4FAX (from outside the USA dial +1-603-226-4329).

For after-hours support and tips, downloading documentation, product information, and peer-to-peer
user community access:

Land & Sea Website at “www.land-and-sea.com” (click on support menu option).

DYNOmite Users Forum “forums.land-and-sea.com” (answers 24 hours a day).

Before calling for technical assistance, please be sure you have reviewed this manual, including the
Q & A section below. If you are using DYNO-MAX, also consult its On-Line Help System and Multi-
media CD Demo & Tutorial. Should you call, first make sure that your phone location has access to
both the dynamometer and computer. It is best to e-mail (or fax) your questions (including test data) in
advance of calling. This way both you and the technician have the same information on hand during
discussions.

TIP: An inexpensive 100’ phone line extension is clearer

and less expensive than using a cell phone!

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Page 8
 GENERAL INFORMATION - Parts Lists 1.3
atch your purchased components and review terminology in the following parts list(s). In addi-
M tion to the basic parts listed, examine any listed (and unlisted) options you may have selected.
You need this familiarization to understand the remaining instructions.
Note: These generic lists may describe some parts you have not purchased.

Basic Automotive/Marine Absorption Unit Parts

Qty. Description Fig.

1 13” diameter toroid water absorber absorption unit and torque arm assembly none

1 load control valve assembly (with inlet pressure gauge) none

1 inlet hose -16 diameter stainless braided assembly (load valve outlet to brake inlet) none

1 drain hose -12 diameter stainless braided assembly (brake bottom drain) none

1 vent hose -4 diameter stainless braided assembly (absorber vent fitting) none

1 6" long stainless steel dowel (locking absorber rotor) none

1 1"-15 splined drive bushing (for adapting absorber to a 1”-15 engine’s shaft) none

3 stainless steel drive key pins (for locking drive bushing to absorber) none

1 large flat washer (for holding absorber on splined output shaft) none

1 extension arm (for hanging optional torque arm calibration weights) none

2 assorted absorber drain orifices (to match its load characteristics to engine) none

1 special ¾”-16 self-locking nut (to clamp absorber onto splined output shaft) none

bag other miscellaneous mounting hardware none

Basic Snowmobile/PWC Absorption Unit Parts

Qty. Description Fig.

1 9” diameter toroid water absorber absorption unit and torque arm assembly none

1 load control valve assembly (with inlet pressure gauge) none

1 inlet hose -12 diameter stainless braided assembly (load valve outlet to brake inlet) none

1 drain hose -10 diameter stainless braided assembly (brake bottom drain) none

1 vent hose -4 diameter stainless braided assembly (for absorber vent fitting) none

1 4" long stainless steel dowel (for locking absorber rotor) none

2 assorted absorber drain orifices (to match its load characteristics to engine) none

1 absorber to crankshaft mounting bolts and washers none

bag other miscellaneous mounting hardware none

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 Basic Kart Absorption Unit Parts
Qty. Description Fig.

1 7” diameter toroid water absorber absorption unit and torque arm assembly none

1 load control valve assembly (with inlet pressure gauge) none

1 inlet hose -12 diameter stainless braided assembly (load valve outlet to brake inlet) none

1 drain hose -10 diameter stainless braided assembly (brake bottom drain) none

1 vent hose -4 diameter stainless braided assembly (absorber vent fitting) none

1 4" long stainless steel dowel (for locking absorber rotor) none

2 assorted absorber drain orifices (to match its load characteristics to engine) none

1 absorber to crankshaft mounting bolts and washers none

bag other miscellaneous mounting hardware none

Basic On-Board Transducer Parts

Qty. Description Fig.

1 rotary strain gauge transducer (yoke assembly) none

1 rotary interface module none

1 transducer pickup coil none

1 5’ interface coaxial cable none

1 12-volt DC power supply cable (cigarette lighter adapter with 3-amp slow-blow fuse) none

1 stainless band clamp (for mounting pickup coil) none

Basic Data Acquisition Parts

Qty. Description Fig.

1 DYNOmite Data Acquisition Computer module none

load cell transducer (for dyno conversion kits only) none

1 data acquisition wiring harness (engine to data acquisition module) none

1 battery charger (for hand-held data acquisition units only) none

1 ¼ amp spare fuse (for DYNOmite tachometer input lead - DO NOT OVERSIZE) none

1 tachometer input lead resistors (for reducing excess voltages into DYNOmite tach) none

bag other miscellaneous terminals none

demonstration tutorial for optional DYNO-MAX "Pro" software

1 none
(on multi-media CD-ROM)

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Page 10
 Automotive Engine Test Stand & Options
Qty. Description Fig.

1 engine stand (mobile heavy duty steel frame) none

1 bell housing adapter (bearing plate with 1-1/8” splined clutch input shaft) none

1 control console (either “Pro” or wall & stand mount type) none

1 “Pro” Test Stand Upgrade Kit (with fuel tank, pump, filter, solenoid, and drip tray) none

1 stand to console wiring harness (“Pro” Test Stand Upgrade Kit only) none

1 cooling tower option (thermostatically controlled - stand mounted) none

1 integral data acquisition and control relay subsystem (“Pro” up-grade only) none

Optional Sensors and Controls (partial list)

Qty. Description Fig.

1 air-flow turbines (requires DYNO-MAX "Pro" software option) *

1 DYNO-MAX "Pro" software (for interfacing a PC with the DYNOmite) *

1 serial port cable (for hooking the DYNOmite to a PC with DYNO-MAX) *

1 EGT Kit (exhaust gas temperature thermocouples) *

1 pressure transducers (oil, fuel, manifold, etc.) *

1 ignition and control relay boards (for adding control functions to DYNO-MAX) *

1 Electronic Auto-Load Servo Kit (upgrade from manual load control valve) *

1 Electronic Throttle Controller Kit (upgrade from manual throttle control) *

1 servo extension harness (longer cable for remote console mounting) *

1 Weather Station (for capturing air temperature, humidity, and pressure) *

1 fuel-flow turbine kit (with universal plumbing) *

Miscellaneous Options
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 Qty. Description Fig.

1 chassis roller assembly none

1 calibration weight kits (precision weights with hanging hardware) *

1 fuel hydrometer kit (for checking specific gravity of gasoline and alcohol) *

1 portable gasoline powered water pump (for water supply during remote testing) *

1 sling psychrometer (for measuring humidity) *

1 Portable Thermal Printer (battery powered for getting DYNOmite reports anywhere) *

*See DYNOmite Dynamometer Accessories Catalog (or “Accessories - Hardware and Software”
section 14.1) for photos.

CAUTION: You must properly inspect, mount and operate the dyna-
mometer to prevent hardware failure or engine over-revving!

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Page 12
 INFORMATION - Warranty (Dynamometers) 1.4
and & Sea, Inc. warrants its stationary DYNOmite Engine or Chassis Dynamometer Absorber,
L Torque-Arm, Dynamometer Engine Stand or Chassis Frame, and DYNOmite Data Acquisition
Computer (hardware only) under the terms described within our:

DYNOmite™ DYNAMOMETER LIMITED WARRANTY

A copy of this warranty may be found on the Land & Sea, Inc. web site. At the time of this manual's
creation, the address was:
http://www.land-and-sea.com/corporate/warranty_dynomite.htm

You may also reach this page by navigating through the site’s menu system. That tree path to it is:
“Terms of Sale – Warranty-Dyno – Limited Warranty - DYNOmite Dynamometers.”

That General Limited Warranty supersedes all prior warranty statements. Inquiries concerning that
warranty should be directed to:

Land & Sea, Inc.

Warranty Department
25 Henniker Street
Concord, NH 03301
USA

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Page 14
 INFORMATION - Warranty (Rotary & hardware) 1.5
and & Sea, Inc. warrants its DYNOmite™ “On-Board” Rotary Torque Transducers, custom built
L dynamometer systems and miscellaneous dynamometer hardware (“Products”) under the terms
described within our:

DYNOmite™ “ON-BOARD” AND MISCELLANEOUS HARDWARE LIMITED WARRANTY

A copy of this warranty may be found on the Land & Sea, Inc. web site. At the time of this manual's
creation, the address was:
http://www.land-and-sea.com/corporate/warranty_dynomite_rotary.htm

You may also reach this page by navigating through the site’s menu system. That tree path to it is:
“Terms of Sale – Warranty-Rotary – Limited Warranty - DYNOmite On-Board & Miscellaneous
Hardware.”

That General Limited Warranty supersedes all prior warranty statements. Inquiries concerning that
warranty should be directed to:

Land & Sea, Inc.

Warranty Department
25 Henniker Street
Concord, NH 03301
USA

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Page 16
 INFORMATION - Warranty (Software Disclaimer) 1.6
and and Sea, Inc. (“Land and Sea”) grants to the end user purchaser (“Licensee”) a non-exclusive,
L non-transferable, non-assignable license, without the right of sublicense, to install and use the
DYNO-MAX™ PC software and DYNOmite™ Data Acquisition Computer E-prom software, and any
other software Land and Sea may provide (“Software”) solely in conjunction with the use of Land and
Sea products – under the terms described within our:

END USER SOFTWARE LICENSE AGREEMENT

BY INSTALLING, DOWNLOADING, OR USING THE LAND AND SEA, INC. SOFTWARE,

YOU AGREE TO THE TERMS OF THAT LICENSE.

A copy of this license agreement may be found on the Land & Sea, Inc. web site. At the time of this
manual's creation, the address was:
http://www.land-and-sea.com/corporate/warranty_dynomite_software_disclaimer.htm

You may also reach this page by navigating through the site’s menu system. That tree path to it is:
“Terms of Sale – Warranty-Software – Limited Warranty - (End User Software License Agreement).”

That Software License Warranty Disclaimer supersedes all prior warranty statements. Inquiries con-
cerning that Software License Warranty Disclaimer should be directed to:

Land & Sea, Inc.

Warranty Department
25 Henniker Street
Concord, NH 03301
USA

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 GETTING READY - DYNOmite Basics 2.1
s you probably already know, Hp = RPM x Torque / 5,252. DYNOmite dynamometers (like most
A dynos) provide both a way to load the engine (with some form of absorption brake) while moni-
toring both its RPM (via a computerized digital tachometer) and Torque (using an electronic strain
gauge). The DYNOmite Data Acquisition Computer collects information at 200 readings per second
(or faster depending on model). Depending on the configuration, data is either locally output (in one
of several Horsepower vs. RPM formats) or transmitted to a DYNO-MAX equipped PC.

Below is a simplified example of how a basic water brake equipped system would work. However, ex-
cept for the actual absorption method, even high end Eddy Current and AC Motor/Generator equipped
dynamometers work the same way.

A typical DYNOmite water absorption brake receives inlet supply water (via its load control valve as-
sembly) which it then pumps through specially designed recirculating toroidal flow vanes. It is the test
engine which powers this “pump.” So, horsepower (which is normally absorbed overcoming the drag
and inertia of moving a vehicle) is instead absorbed in the process of pumping the water through the
brake.

The inertia and drag of the water continually accelerating and decelerating, as it circulates from the ro-
tating impeller's pockets to the stationary vaned stator pockets (inside the absorber’s housing) tries to
rotate the entire absorber assembly. However, a torque arm attached to the stator housing prevents this
rotation. Instead, the forces acting on this torque arm actually bends it slightly (in direct proportion to
the applied torque).

Where does the energy go? Into raising the temperature of the water from the work done (by the en-
gine) turning the rotor of this inefficient pump. The heated water is eventually discharged from the ab-
sorber’s drain outlet!

Keep in mind that while water temperature, flow rate, and pressure relate to the absorber's ability to
load the engine, they do not effect the torque or horsepower readings! The DYNOmite Data Acquisi-
tion Computer directly measures the reaction torque at the absorber's housing! Consequently, no er-
ror-prone attempts to back calculate power from water flow, temperature, or pumping efficiency is
ever required! A crankshaft mounted DYNOmite water brake's torque accuracy is immune to changes
in bearing condition, seal drag, cavitation, etc.

The torque arm is equipped with an integral strain gauge grid (bonded to its surface) that is stretched
as the arm bends. That slight elongation of the grid increases its electrical resistance, allowing the
bending torque to be electronically measured by the DYNOmite Data Acquisition System's torque
channel. The DYNOmite computer then scales the resistance change into a digital foot-pound value.

Some DYNOmite Data Acquisition Computers systems store the real time data and perform the calcu-
lations with the data RPM, to displays it locally on an LCD. Others are designed to transmit the infor-
mation to a DYNO-MAX equipped PC, greatly expanding the storage and analysis possibilities. In
either case, user controllable dampening, filtering, and averaging routines allow generating smooth,
clean, and concise reports that are accurate and repeatable.

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 GETTING READY - Water Requirements 2.2
n absorption brake's Hp capacity is a function of its ability to convert and dissipate an engine's
A power output as heat. Some engine dynamometers use large electric motor/generators to load the
engine, with the electrical output absorbed by heating an air or water cooled resistor array (or regener-
ating the power to the electric utility). Eddy current absorbers use an electromagnetic field to apply ro-
tational resistance to their spinning metal rotors, thereby generating heat, which is conducted away via
air or water cooling of those rotors. Hydraulic oil pump absorbers force fluid through a tiny orifice, the
power required to do this high pressure pumping heats the oil in the process. Water brake (centrifugal
pump type) absorbers (like the DYNOmite’s) are low efficiency water pumps. The engine's power is
“absorbed” in the pumping process as a temperature rise in their discharge water.

Several advantages of water brake absorbers include their very high specific power capacity, high
RPM limits, reliability, servicing simplicity, and relatively low cost. But, no matter what type (or
make absorber) is used, the energy input (engine Hp) always equals the energy output (i.e. BTU’s
added to the air, oil, water, etc.).

To reduce damaging cavitation (boiling) inside the water brake absorber, adequate water volume and
pressure must be available at the load valve. Also, appropriate drain hose orifice(s) or discharge auto
control must be installed at the absorber's outlet to match its load characteristics to that of the engine's
power curve.

Assuming 50 degree inlet temperature, the minimum water flow through the absorber needs to be at
least one gallon per minute for every 20 horsepower (to keep discharge water temperature below 180
degrees Fahrenheit). Consequently, more powerful engines require larger diameter supply hoses,
higher volume pumps, increased delivery pressures, and larger (or extra) absorber drain outlet area.

CAUTION: To avoid absorber seal damage, water discharge temper-

ature must not exceed 180 degrees Fahrenheit.

Tip: For remote testing, where no water supply is available,

use our optional gasoline powered Portable Pump Kit. It pro-
vides sufficient water to load up to 400 Hp engines.

If you are installing or upgrading a water supply system, here is information your plumber will need to
know:

Water brake absorbers, including water cooled eddy current units, require a sustainable peak flow of
at least 1 G.P.M. (for every 20 horsepower the engine produces). Depending on the model brake and
load control valve used, this typically requires a delivery pressure in the 30-60 PSI range (measured
dynamically at the DYNOmite’s load valve inlet). The supply system must also be able to be safely
dead headed (or it will require a small bypass drain to prevent overheating the pump). Ideally the dead
headed (static) pressure should not exceed the peak flow volume’s (dynamic) pressure by more than
about 10 - 15 PSI.

When sizing your own system, here are some rough guidelines:
For testing up to 20 Hp you will need at least 1 G.P.M. delivered @ approximately 12+ PSI 1
For testing up to 160 Hp you will need at least 8 G.P.M. delivered @ approximately 15+ PSI 2
For testing up to 200 Hp you will need at least 10 G.P.M. delivered @ approximately 18+ PSI 3

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 For testing up to 400 Hp you will need at least 20 G.P.M. delivered @ approximately 30+ PSI 4
For testing up to 800 Hp you will need at least 40 G.P.M. delivered @ approximately 40+ PSI 5 (and
our high-flow valve assembly with -16 hose).
For testing up to 1200 Hp you will need at least 60 G.P.M. delivered @ approximately 50+ PSI 6 (and
our high-flow valve assembly with -16 siamese hoses).
For testing up to 1600 Hp you will need at least 80 G.P.M. delivered @ approximately 60 PSI 7 (and
our high-flow valve assembly with -16 siamese hoses).
For testing up to 2400 Hp you will need at least 120 G.P.M. delivered @ approximately 60 PSI 8 (and
our ultra-flow valve assembly with -20 siamese hoses).
For testing over 2400 Hp contact Land & Sea for installation specific recommendations on dual load
valves, plumbing, and pressure requirements.
1
Typically this can be met with a ½” i.d. garden hose and standard sill-cock valve (because of the
very low power)
2
Typically this can be met with a ¾” i.d. garden hose and high-flow ball valve (in lieu of a standard
restrictive sill-cock valve)
3
Typically this can be met with a 1 Hp pump (e.g. Grainger #2P005 lawn sprinkler pump)
4
Typically this can be met with a 2 Hp pump (e.g. Grainger #2P104 lawn sprinkler pump)
5
Typically this can be met with a 5 Hp pump (e.g. Grainger #4ZA41 centrifugal pump GGS3P608)*
6
Typically this can be met with a 7½ Hp pump (e.g. Grainger #3P703 lawn sprinkler pump)*
7
Typically this can be met with a 7½ Hp pump (e.g. Grainger #4ZA44 centrifugal pump GGS4P939)*
8
Typically this can be met with a 10 Hp to 15 Hp pump (e.g. Grainger #4ZA45 or #4ZA48 centrifugal
pump GGS4P940 or GGS4P941)*
*Requires pressure reducing regulator (or bypass plumbing) to limit static pressure to 60 PSI.

Tip: Higher inlet pressures make the Electronic Auto Load

Valve valve more susceptible to binding, and more difficult
to start and idle small displacement engines. You want high
volume capacity, not just high pressure. Contact Land &
Sea for assistance with problem installations.

Pump recommendations assume that unrestricted and appropriate (large) inside diameter supply lines
are used. They further assume that suction side lift is less than 5 feet. Delivery lines should be
up-sized appropriately for longer length runs, larger quantity of elbows, etc. When in doubt, oversize.

Tip: If you are installing a pressure reducing valve or regula-

tor, make sure it is a very high flow model. Anticipate about a
10 PSI drop in peak flow pressure and size the system ac-
cordingly.When in doubt, pick a larger reducing valve - even
if it is a few pipe sizes larger that the rest of the system!

CAUTION: Some pumps overheat with continuous dead heading! A

small by-pass drain line (e.g. 1/4" tubing) might be required to al-
ways pass some water through the running pump.

A suitable way to dispose of the heated water is required. Many shops are able to dispose of the clean
hot water right on the ground. Check your local plumbing and environmental regulations. If you are
routing the drains to a drain pipe or storage tank, it must be a gravity feed from the absorber to the
drain. Do not design the drains so that the absorber must push its discharge water uphill! A suitable
sump pump and tank system can be used to pump the water back from a drain sump to a higher eleva-
tion storage tank.

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 CAUTION: If you try to make the DYNOmite pump the water uphill, re-
sidual water left in the absorber makes the engine hard to start and
this leaves standing water in the absorber - accelerating corrosion.

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 GETTING READY - Water Tanks 2.3
ater cooled engines and absorbers both require a cold water supply. If you are using any type of
W water storage tank, review this information. Otherwise, continue on to the next section.

Bladder tank storage with pressure switch control of the pump is not actually required when using
lawn sprinkler type pumps. However, if you decide to use pressurized storage, the pressure switch’s
cut-in and cut-out points should be set fairly close together. This helps maintain a more constant pres-
sure at the DYNOmite’s load valve. Consequently, the bladder tank should be quite large in capacity,
to prevent short cycling of the pump.

A large in or above ground (un-pressurized) storage tank* provides an alternative to discharging hot
waste water. If you are going to use a storage tank it must be large enough for your anticipated power
levels, run durations, and testing duty cycle. 400 Hp will raise the temperature of 400 gallons of water
by 150 degrees Fahrenheit in just 30 minutes While some air cooling of the water occurs just siting in
the tank, for sustained testing you will need a water to air heat exchanger (e.g. a truck radiator and
electric fan) to speed the storage tank cooling process.

CAUTION: Storage tank water can become contaminated with dan-

gerous bacteria. Contact your plumber and building inspector for in-
structions on appropriate water treatments and health safeguards.

To read more about the treatment of storage tank water you may want to visit sites like:
www.tramfloc.com or www.avantecsafe.com. Your local storage tank supplier may also have many
useful suggestions. Some on-line suppliers of tanks include www.plastic-mart.com and
www.watertanks.com (these are just a couple of many).

*Plastic storage tanks listed below (with molded in tie down lugs and gallon markers) are available
from US Plastics at 1-800-537-9724

Stock #10120
550 gallon capacity
54” diameter x 67” height
130 pounds
10” fill well
2” female pipe thread bulkhead fitting
(maximum temperature 140 degrees Fahrenheit)

Stock #10126
1050 gallon capacity
81” diameter x 57” height
205 pounds
10” fill well
2” female pipe thread bulkhead fitting
(maximum temperature 140 degrees Fahrenheit)

Stock #10121
1300 gallon capacity
81” diameter x 67” height

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 250 pounds
22” removable manhole cover (18” diameter access)
2” female pipe thread bulkhead fitting
(maximum temperature 140 degrees Fahrenheit)

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 GETTING READY - Cell Design 2.4
esigning an engine dyno cell or chassis bay is a lot like laying out a new shop, there are no hard
D and fast rules! It is possible to spend just a little, or a small fortune, on both good and bad de-
signs. Dimensioned pit drawings (for in-ground roller dynamometers only) and generic test cell (or
chassis bay) plans are included with complete DYNOmite systems. They should be referred to, along
with the information in this manual, when planning new installations.

The least expensive alternative is to just test outdoors - where most engines ultimately are run. Many
DYNOmite units are designed to simplify this option. For example, engine stands can be outfitted
with wheels, a self-contained fuel system, power supply, and even a portable water pump. The wheels
allow rolling everything back into the shop for modifications. When testing outdoors, even a light
breeze (with proper orientation of the dyno) handles ventilation well. Noise control can be handled
with a decent muffler system (with the design dictated by your neighbors’ tolerance). However, once
you move inside, things get much more complicated.

Ventilation is typically the biggest issue with an indoor test cell. Matching the effectiveness of even a
mild outdoor breeze requires huge fans! Most first time cell designers grossly under-size their cell's
air handling system! It is not enough to just have high, localized, velocity immediately in front of the
fan. Very high volume flow rates are required too, in order to get the required number of cell air
changes per minute.

Assume a thermal efficiency of about 50% for internal combustion engines. So, a test engine deliver-
ing 100 flywheel Hp to the absorber (254,000 BTU/hr) radiates up to 127,000 additional BTU's per
hour into the cell from its exhaust, cooling radiator, and block surfaces! Even at idle, when zero crank-
shaft Hp is available, significant heat energy must be dealt with - as the engine is still burning fuel in
overcoming its internal friction.

For installations where the engine’s exhaust will be routed out of the cell (in stainless steel flexible ex-
haust tubing, for example) plan on at least 2,000 CFM per 100 Hp. This is the preferred configuration,
and quick disconnect flanges and locking clamps are available to speed engine changes. High tempera-
ture flexible silicone exhaust hoses and through-wall (or overhead door) fittings are available for chas-
sis dynamometer bays.

Tip: Use double wall exhaust piping to reduce heat load into
the cell. This also protects against burns, melted wires, etc.

If the engines will be dumping their exhaust directly into the cell or there is an air cooled eddy-current
absorber in the room, then as much as five times more CFM per Hp may be required. Also, in such
cases, the orientation of the engine’s air intake and exhaust pipes in relation to the cells fresh air and
exhaust ducts are crucial to successfully keeping all exhaust gases out of the engine’s fresh air supply.

Tip: Keep in mind that even a small volume of exhaust

fumes, breathed into the engine, will ruin its power output.

WARNING: BESIDES “KILLING” ENGINE PERFORMANCE, CAR-

BON MONOXIDE EXHAUST IS DEADLY TO HUMANS!

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 For near free-air (non-ducted) applications, axial fans provide the most CFM for the money. If your
cell is on an outside wall (into which you may cut a large opening), then a 48” diameter 1-Hp axial ex-
haust fan (e.g. Grainger #CF31) can provide over 18,000 CFM. This will require installation of a simi-
larly large size (4’x4’) air intake, with motorized louvers tied into the fan’s switch. Size the actual fan,
up or down, to suit your unique testing requirements (contact a local HVAC supplier for assistance).

Chassis dyno test bays require that you also provide enough airflow to keep items like the engine com-
partment, radiator, exhaust systems, underbody, etc. from getting too hot. This may require (multiple)
portable high power ducted fans, aimed at those various hot spots. Remember, the longer the tests and
the higher the duty cycle, the more significant these cooling requirements become.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED CHASSIS DYNO TESTING CAN LEAD TO A VEHICLE FIRE!

Depending on your test environment, noise control can be either a large or small issue. At the least,
good hearing protector “ear muffs” are required within the actual cell. Hearing protection may also be
required in control room and surrounding area, if the cell's construction provides inadequate sound
damping. Check with your insurance carrier for the latest noise exposure guidelines.

Relatively inexpensive noise control walls can be built using a “super-insulated” construction design.
This is accomplished by building a pair of (parallel) 2”x3” studded and insulated walls - to create a
single 6" thick finished wall. These 2" x 3" walls are each built 24” on center, but the studs of the ad-
jacent wall pairs are offset by 12” from one another. Also, try to minimize any noise conducting me-
chanical connection between the wall pairs. For insulation, use horizontally lain fiberglass batts,
woven between the individual 2” x 3” wall studs. Double 5/8 “ gypsum wallboard makes a cost effec-
tive sheathing for both the exterior and interior of the cell.

Although it is expensive, special acoustical sheathing, applied to the inner walls of the dyno cell, can
significantly reduce reflected noise. This will be especially appreciated when you are working next to
a running engine. In fact, for cells with concrete walls, acoustical sheathing may be a necessity to
deaden the echo from the hard wall surface.

We suggest that the wall paint be a high gloss enamel (or epoxy) paint to ease cleaning chores. Bright
white or a very light gray color makes the best of the available light.

Floor drains are frowned upon, from an environmental and safety standpoint, because of the inevita-
ble fuel spillage. If you decide to install them, they should drain into some sort of explosion protected
catch tank. Contact your building inspector for local requirements and regulations regarding such floor
drains.

Cell floors are generally concrete - sealed and painted. Epoxy paint holds up best, but even a good
gloss floor enamel cleans up better than bare concrete (and its inexpensive to renew). If your budget
allows it, tile makes cleanup easier - and it can be laid in the popular “racing” checkerboard pattern for
aesthetics.

Like the walls, the cell's ceiling can also be done in double 5/8” gypsum wallboard. Again, a bright
white paint makes the best use of the available light.

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 Lighting is typically fluorescent, and more is better! Use plenty of tubes to keep things bright, but take
care to place them where they will not interfere with any air ducts, fire extinguisher nozzles, overhead
plumbing or wiring booms, or beams for an overhead hoist. Most OEM factory cells use explosion
proof fixtures, again consult your electrical inspector for local requirements.

Tip: Use 3-way switches on the cell’s lights and fans so you
can operate them inside or outside the cell. Shutting off the
lights helps you catch sparkplug arching.

WARNING: IN THE EVENT OF A CELL FIRE, YOU NEED IMMEDIATE

ACCESS TO THE VENTILATION FAN’S SHUT-OFF SWITCH! A BIG
RED BUTTON THAT IS ALSO INTERLOCKED WITH THE ENGINE’S
IGNITION AND FUEL PUMP RELAYS IS RECOMMENDED!

Engine dyno test cells need a door wide enough to easily wheel the engine stand (or hoist) through. A
single wide steel door works best. For best noise control this door should be insulated and have a
magnetic seal. Avoid double doors as they are less soundproof.

Chassis dyno test bays will require an overhead door at one (or both) ends of the room. The heavier
the door’s construction, the better it will be as a sound insulator. If your installation requires a lift,
make sure the door are installed so that opening the door will not hit the raised lift (or the vehicle on
it)! Verify that the selected location for the dyno's roller assembly provides adequate clearance for the
longest vehicle to be tested (check both front and rear wheel drive orientation). Remember to allow
room for fans, other test equipment, and servicing the vehicle. Carefully planning is especially im-
portant if you must excavate for an in-ground chassis dyno installation, underground plumbing, or
drain sump-pumps - be sure to consider the possibility of encountering sub-surface water or ledge dur-
ing excavation.

All poured concrete pit walls and floors should be sealed (to limit dust) and painted a light color to aid
visibility. Epoxy paint holds up best but a quality gloss floor enamel is less expensive t.

WARNING: EXPLOSIVE GASOLINE FUMES SETTLE INTO BELOW

GROUND PITS! CONTACT YOUR BUILDING INSPECTOR FOR LO-
CAL PIT VENTILATION REQUIREMENTS AND REGULATIONS!

Any window into the cell should either be Lexan or wired safety glass. Use double (or triple) panes
with silicone sealing for noise suppression. Size and locate the window cutout so that you can see all
important areas of the cell (from the console) while running the engine. Mirrors (or a video camera)
placed in the cell can be used to help you see what's going on in any"hidden" zones.

Tip: DYNO-MAX "Pro" supports both viewing and capturing

of test cell video and audio streams during testing!

Besides access to light and ventilation switches, the control area should have power for computers,
printers etc. Make sure that there is a phone by the console and that it has a long enough cord to reach
into the test cell (or install a phone jack in the cell). Any PC used for testing should also have access to
an Ethernet (or modem) hookup. Bells and whistles like quick disconnect hose fittings, overhead
hoists, electrically operated Halon or CO2 cell fire extinguisher systems, electrically switched (and
software controlled) alternate fuel sources, etc. make it nicer to dyno too. Just don’t blow the whole
testing budget on the room (it’s happened)!

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 Plumbing, wiring, control cables, air lines, etc. (required for the test cell or control console) area can
be run in almost any combination of overhead, on-ground, or underground conduit to best suit the in-
stallation. As you plan how to run them, consider each item's access and service requirements, as well
as how their layout might interfere with the safety of personnel or operation of the engine.

To minimize problems with electro magnetic interference (EMI or RFI from ignition systems) bother-
ing data acquisition or PC performance, ground your equipment properly. Plan to run all ground leads
to either the engine’s battery (or block if no battery is used) or to a clean common junction connected
by a heavy duty ground cable to the engine’s battery. Ideally this battery's negative terminal and/or dy-
namometer's frame itself should be connected directly to a quality earth ground (e.g. buried copper
rod) via a large gauge wire (for a very low resistance connection). Avoid multiple ground points as
this often creates a “ground loop” (where RFI can get onto the circuit).

If you run any supply or drain plumbing, wiring, control cables, airline, etc. to the test stand or control
console room underground, it is a must to have everything on hand before you start digging! Remem-
ber, water brakes must gravity drain, so don't forget to plan for any required sump-pump reservoir. For
in-ground chassis dyno roller systems (where professional excavation and concrete from work will be
required), this is even more important. Otherwise, some oversights in the layout will invariably be-
come apparent only after the parts are ready to be hooked up. It is zero fun breaking out concrete you
just paid to have poured - to the wrong dimensions!

Tip: Allow room for any engine hoists, overhead lifts, door
swings, other maintenance and diagnostic test equipment,
etc. when laying out walls, excavations, and equipment
mounting. However, resist the temptation to start construc-
tion prior to delivery of your Dynamometer!

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 GETTING READY - Plumbing Water Brakes 2.5
ooking up a DYNOmite water brake or liquid cooled eddy current absorber to your water supply
H is straightforward. Just make sure you read through this section before ordering any pipe, hose,
fittings, regulators, etc.

Water Cooled (centrifugal pump) Absorbers

1 Your engine test stand, cooling tower (if any), and load control water valve should already be
moved into their respective testing locations.

2 Determine the length of piping and hose required to run from your shop’s water supply to the
DYNOmite’s load valve (located in the control console or dyno frame). Try to use a direct route,
one that minimizes the number of restrictive elbow fittings.

Tip: If you are running a standard DYNOmite cooling tower

it has a 1” garden hose coupling teed into the thermostatic
control valve at the bottom of the tower. At moderate power
levels (only), you can use this “T” arrangement to feed both
the cooling tower and the load valve inlet from your single
supply hose. (See “OPTIONS - Cooling Tower” section
11.2.)

3 Locally obtain pipe, hose, and fittings as required to plumb the delivery and drain system. You
will need to make up a short hose assembly to connect your water supply's outlet to the dyno's
load valve inlet. Be sure to use adequate diameters for the required peak Hp flows. (See “GET-
TING READY - Water Requirements” section 2.2)
DYNOmite water cooled eddy current absorbers have a stationary base which allows plumbing
them with either hose or rigid plumbing. This plumbing should be sized equal to or larger than
the fittings installed on the base.

CAUTION: Do not undersize the diameter of the supply plumbing.

Under sizing will absolutely limit your ability to load larger engines -
and can even damage the absorber. When in doubt - oversize!

Water cooled eddy current absorbers should use a flow-pressure

switch to remove excitation power in the event of low water flow.

Garden hose (sill-cock) spigot valves and 5/8" i.d. hoses are inade-
quate for all but the lowest horsepower applications. Only high flow
ball-valves should be used for your dynamometer's inlet supply line
plumbing.

If you will be moving or changing the set-up frequently, quick dis-

connect fittings make hook-up faster. However, you should avoid re-
strictive checked quick disconnect fittings. Instead, use only very
high-flow designs!

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 Tip: Newer (after 2003) style Auto-Load Valves have their
supply (inlet) port located in the bottom of the valve body.
Earlier Auto-Load Valves (and all manual valves) have their
supply port on the side of the valve's body. (With the vale's
knob oriented up.)knob being

4 Water brake absorbers are shipped with a large diameter braided stainless inlet hose assembly.
Use it to run from the load valve’s outlet fitting to the inlet (largest) fitting that is nearest to the
center of the absorber (Figure 1 - Toroid and Figure 2 - Straight Vane).

Figure 1 Figure 2

Tip: Non-toroidal flow absorbers have their drain fittings on

the o.d. of the absorbers, whereas toroidal flow units have
both their inlet and outlet ports on the stator's lower face. Al-
though some toroidal flow absorbers use the same size fit-
ting for both the inlet and outlet, the inlet will still always be
the large fitting closest to the centerline of the absorber.

5 One or two braided stainless drain hoses are provided for routing the heated water away from the
outlet orifice fitting(s) (near the bottom of the absorber) to an appropriate gravity drain, sump, or
discharge area.

WARNING: DISCHARGE WATER IS HOT AND THE HOSES ARE

UNDER PRESSURE. ROUTE AND SECURE THEIR ENDS ACCORD-
INGLY.

Tip: The absorber’s drain fitting(s) might contain screw in

brass orifices to regulate flow. The orifice(s) set the unload-
ing rate of the absorber (how fast it responds to closing the
load valve). You can change orifice size (after testing) to
best match the absorber to the type engines you test. (See
“TROUBLE SHOOTING - Absorber Matching” section
13.3).

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 CAUTION: Some model absorbers have extra drains facing in the
opposite direction. These are for running engines of opposite rota-
tion. Do not leave both sets open at the same time, as air will be
pulled in through the “reverse-angle” ports!
(Note: Toroidal flow model absorbers have an internal directional
flow valve. They run in either direction of rotation, without
changes.)

6 A short, typically -4 diameter, hose is supplied for attaching to the small vent filling on the face
of the absorber. This line should be run uphill to a standpipe type drain as it may occasionally
discharge water (i.e. If the absorber is completely full and it’s RPM is low). The vent line's outlet
must never be submerged or allowed to droop (trapping water in it).

Tip: The vent and drain lines must be oriented so the ab-
sorber will be free to gravity drain. Otherwise, some water
will remain inside, making the engine harder to start.

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 Typical Plumbing (for toroid brake & bottom inlet valve)

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 Typical Plumbing (for straight vane brake & side inlet valve)

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 GETTING READY - Water Supply Test 2.6
efore running a water brake DYNOmite absorber for the first time, test the adequacy of the water
B supply with this quick test of its static and dynamic water pressure.

Water Cooled (centrifugal pump) Absorbers

1 Connect you water system’s supply hose to the DYNOmite’s load valve inlet port.

2 The load valve outlet port hose should not be attached at the absorber end during this test (just
drain it into a large bucket).

3 Turn on your main water supply but do not open the load valve. Note the reading on the load
valve's gauge without any significant water flowing through it. This is the static pressure.

4 Now, open the load valve all the way. Take another reading of the load valve's gauge while the
water is at full flow. This is the dynamic pressure.

DYNOmite water brake gasoline engine dynamometers typically require at least the following mini-
mum dynamic pressures for acceptable load control response and absorber cooling. Because a water
brake absorber's torque and Hp capacities are very RPM dependant, this list is only approximate!

5” single-stator absorber requires 5 PSI (minimum) dynamic pressure up to approximately 10 Hp

5” single-stator absorber requires 15 PSI (minimum) dynamic pressure up to approximately 20 Hp

7” single-stator absorber requires 5 PSI (minimum) dynamic pressure up to approximately 20 Hp

7” single-stator absorber requires 15 PSI (minimum) dynamic pressure up to approximately 40 Hp

9” single-stator absorber requires 5 PSI (minimum) dynamic pressure up to approximately 100 Hp

9” single-stator absorber requires 10 PSI (minimum) dynamic pressure up to approximately 150 Hp
9” single-stator absorber requires 15 PSI (minimum) dynamic pressure up to approximately 200 Hp

13” single-stator absorber requires 5 PSI (minimum) dynamic pressure up to approximately 275 Hp
13” single-stator absorber requires 10 PSI (minimum) dynamic pressure up to approximately 400 Hp
13” single-stator absorber requires 15 PSI (minimum) dynamic pressure up to approximately 500 Hp
13” single-stator absorber requires 20 PSI (minimum) dynamic pressure up to approximately 600 Hp
13” single-stator absorber requires 30 PSI (minimum) dynamic pressure up to approximately 750 Hp
13” single-stator absorber requires 40 PSI (minimum) dynamic pressure up to approximately 800 Hp1

13” dual-stator absorber requires 5 PSI (minimum) dynamic pressure up to approximately 550 Hp1
13” dual-stator absorber requires 10 PSI (minimum) dynamic pressure up to approximately 800 Hp1
13” dual-stator absorber requires 15 PSI (minimum) dynamic pressure up to approximately 1000 Hp1
13” dual-stator absorber requires 20 PSI (minimum) dynamic pressure up to approximately 1200 Hp1
13” dual-stator absorber requires 30 PSI (minimum) dynamic pressure up to approximately 1500 Hp1
13” dual-stator absorber requires 40 PSI (minimum) dynamic pressure up to approximately 1600 Hp1

19” dual-stator absorber requires 10 PSI (minimum) dynamic pressure up to approximately 1000 Hp1
19” dual-stator absorber requires 30 PSI (minimum) dynamic pressure up to approximately 2000 Hp1
19” dual-stator absorber requires 50 PSI (minimum) dynamic pressure up to approximately 3000 Hp1

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 1
With our required higher flow valve assembly (and/or dual inlets).

DYNOmite water brake chassis or diesel engine dynamometers - typically require at least the follow-
ing minimum dynamic pressures for acceptable load control response and absorber cooling. Extra flow
capacity (compared to gasoline engine dynamometers) must be available for these applications due to
the increased low end torque. Because a water brake absorber's torque and Hp capacities are very
RPM dependant, this list is only approximate!

9” single-stator absorber requires 20 PSI (minimum) dynamic pressure up to approximately 150 Hp

9” single-stator absorber requires 30 PSI (minimum) dynamic pressure up to approximately 200 Hp

13” single-stator absorber requires 20 PSI (minimum) dynamic pressure up to approximately 400 Hp
13” single-stator absorber requires 40 PSI (minimum) dynamic pressure up to approximately 800 Hp1

13” dual-stator absorber requires 20 PSI (minimum) dynamic pressure up to approximately 800 Hp1
13” dual-stator absorber requires 40 PSI (minimum) dynamic pressure up to approximately 1600 Hp1
1
With our required higher flow valve assembly (and/or dual inlets).

Tip: Even a 1" i.d. garden hose may not supply adequate
water for a 200+ H.P. engine if it's only fed from a long run of
½" copper pipe and/or a restrictive sill-cock valve.

If you come up short on water volume you can:

Upgrade to larger i.d. supply lines.
Replace any sill-cock (garden hose) valve with a high flow
ball or gate valve. (See DYNOmite Accessories catalog .)
Plumb into your shop's water system closer to the main
valve (with 1" to 2” copper pipe and high flow valves).
These modifications will usually greatly increase the avail-
able dynamic pressure, even with the same pump!

Very high static pressure (i.e. 60+ PSI when the load valve is closed) is not desirable. On smaller en-
gines, too much static pressure makes the load valve overly aggressive as it just starts to open. Simi-
larly, wildly fluctuating water supply pressure (common on well pump systems) makes it difficult to
hold a steady operating RPM.

Tip: Very high inlet pressures make the Electronic Auto

Load Valve valve more susceptible to binding. Also, the high
pressures more it more difficult to start and reliably idle small
displacement engines. Contact Land & Sea for assistance
with such installations.

Both high static pressures and fluctuating pressures symptoms can be improved by installing a very
high flow capacity pressure reducing valve (e.g. Watts Regulator - Model 223 Series, available at most
plumbing supply houses). Use this valve’s adjustment to limit your static pressure to only about 10 -
15 PSI above your dynamic pressure. A relatively small diameter bypass drain line, installed after any

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 regulator, will improve the stability of the system's pressure setting. Such drains also cool the pump
under deadhead conditions (when the load valve is closed).

Tip: Most residential and commercial water pressure reduc-

ers and regulators are sized with inlet and outlet pipe sizes
that imply a higher flow rating than they are suitable for.
Consequently, you should consider a unit that is one (or
two) sizes larger and use pipe adapters to install it. Although
the price of the larger valves is much greater, the end results
will be much more satisfactory!

If you’re exceeding 180 degrees Fahrenheit absorber

Note:discharge water temperatures (or if steam is coming
out its hoses), you’ve reached the horsepower absorption
capacity for that absorber and supply combination. You need
to get more water though the same absorber.

However, if you can’t load an engine down with a FULL ab-

sorber (indicated by cold water overflowing its vent), you
have reached that absorber’s torque limits (in that RPM
range). You need a larger adsorption unit or to run the test
at a higher absorber RPM.

Water Cooled Eddy Current Absorbers

DYNOmite water cooled eddy current absorbers - use the water supply for cooling the unit only,
not for directly creating a load (dry-gap design). The mechanical energy developed by the engine be-
ing tested is transformed into heat, which is dissipated into the water circulating though the absorber's
labyrinth cooling chambers.This water supply is normally designed to flow continuously whenever the
dynamometer is in operation.

WARNING: DISCONNECT POWER SUPPLY BEFORE SERVICING

THE ABSORBER OR CONTROLS.

CAUTION: Insufficient cooling water flow rate (even for a short time)
can cause serious damages to the dyno.

1 Connect the inlet and outlet water supplies to the marked ports. (The flow-pressure switch is on
the outlet port side.) To insure adequate flow, diameters of the shop water supply lines and pipe
fittings should match that of the absorber stand's inlet/outlet fittings - these should not be reduced.

2 If the supply water source has significant impurities, install a suitable filtration and/or softening
system (meeting the flow rate and pressure requirements of the absorber). A magnetic filtering
anode is recommended on the inlet side to avoid deposits of small particles in the labyrinth cool-
ing chambers.

3 The absorber cooling circuit must be periodically cleaned (with a solvent suitable for boilers).
The interval depends on the outlet water's temperature, acidity, and alkalinity. For very hard water
or outlet temperatures higher than 122° F, we suggest carrying out the cleaning every 500 work-

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 ing hours.We also suggest mounting a unit for periodic descaling of the absorber's labyrinth cool-
ing chambers. This will consist of a small tank and a pump, having characteristics compatible
with the cleaning solvent to be used.

Tip: The cleaning and descaling of the cooling labyrinth can

be reduced, if both a filter and de-calciner are installed be-
fore the inlet.

4 A differential flow-pressure switch, at the water outlet ports, opens its contacts whenever water
flow is insufficient. If the unit is not pre-wired, this switch must be wired to a relay which will in-
terrupt power to the absorber's coli(s) should coolant flow drop during operation. It must never be
bypassed or otherwise defeated.

CAUTION: Never break the flow-pressure switch's warranty seal.

Doing so voids the unit's warranty!

5 Four 140 degree Fahrenheit RTD type temperature sensors monitor the outlet water manifold
temperatures during operation. If the unit is not pre-wired, these sensors must must be wired to re-
lays which will interrupt power to the absorber's coli(s) should outlet coolant temperatures exceed
these limits during operation. They must never be bypassed or otherwise defeated.

CAUTION: Water cooled eddy current absorbers require a

through-flow that keeps discharge temperature below 140 degrees
Fahrenheit. Temperature sensors and flow-pressure interlock
safety switches must always be utilized - to remove excitation power
in the event of overheating or low water flow!

6 The absorber's housing is fitted with air bleeds to remove air at the time of initial filling. The fit-
ting also help in draining the system if it will be subject to temperatures below freezing (prevent-
ing damage to the labyrinth cooling chambers, pressure switches, etc.). To drain all water from the
absorber housing, close water supply to the dynamometer and remove both the inlet and outlet
supply lines.

7 Verify that the water system's volume and pressure meet the requirements for the specific model
absorber. The flow rate must take into consideration the maximum power to be removed while
maintain a delta temperature of less than 70 degrees Fahrenheit. Differential pressure should be
constant and not exceed 45 PSI. Any additional downstream head pressure or closed loop pump-
ing losses must be taken into consideration.

Minimum flow requirements for DYNOmite water

NOTE:cooled eddy current absorbers:

#200 requires 28 GPM flow @ 30 PSI* (inlet pressure)

#300 requires 41 GPM flow @ 30 PSI* (inlet pressure)
#400 requires 55 GPM flow @ 30 PSI* (inlet pressure)
#800 requires 110 GPM flow @ 30 PSI* (inlet pressure)

*assumes less than 3 PSI back pressure at absorber's outlet

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 CAUTION: Closed loop systems should have suitable degassing de-
vices to remove air bubbles.

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 GETTING READY - Powering the Console 2.7
he DYNOmite’s Data Acquisition module can be powered by either 110 volts AC or from the en-
T gine’s 12 volt DC battery and/or alternator. If you have purchased a “PRO” DYNOmite system, it
is pre-wired for the plug-in wiring harnesses that runs from the stand’s subsystem to the console.

Tip: You can equip any DYNOmite control console with rel-
atively simple custom wiring. Switches and relay kits are
available to speed this process and support custom control
features for your specific testing requirements.

1 Wire all ground leads of the DYNOmite’s Data Acquisition harness(es) to a single common nega-
tive post of the engine or system battery.

CAUTION: Always attach all ground wires before hooking up any of

the power leads for the DYNOmite Data Acquisition module, its ac-
cessories, or the engine. Failure to follow this precaution can lead to
circuit damage not covered under warranty!

2 On “PRO” relay subsystem equipped stands only, the subsystem’s 12-gauge black and red power
leads run to a terminal block at the back of the stand. The matting 12-gauge leads on that terminal
bock must be wired to the common engine and system battery (which should be clamped into the
on-board battery tray).

CAUTION: Be sure to connect the black (ground) lead before con-

necting the red power lead. Failure to follow this precaution can lead
to circuit damage not covered under warranty!

3 For “PRO” consoles, plug the included harnesses into the jack on the back of the console and the
one on the dyno stand's relay subsystem box.
If you are wiring a DYNOmite console (which is not equipped with the optional relay subsystem
box) connect all ground (black) 12-volt DC leads to the negative side of the engine’s battery. Af-
ter the black leads are wired it is okay to connect the positive (red) 12-volt DC leads to the en-
gine’s battery - via an appropriately fused lead (20 amp maximum).

4 Generic (un-wired) single pole switches are provided in all DYNOmite consoles. You can option-
ally wire them for manual control of main power, ignition, starter, and fuel pump.

5 If you have the optional Electronic Auto Load or Throttle Servo(s), locate their 2-wire power har-
nesses. They have black and red leads, a 5-amp fuse, and a connector match the servo’s 2-wire
power pigtail. This power harness must be connected to the system’s 12.6-volt DC battery.

CAUTION: Be sure to connect the black (ground) lead before con-

necting the red power lead. Failure to follow this precaution can lead
to circuit damage not covered under warranty!

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 6 Plug the connector from the power harness into
the servo’s power pigtail (Figure 5).

Tip: Wire any desired auxiliary

analog gauges needed for the
type of engine being tested.
Gauges (if any) included with the
DYNOmite may not be appropri-
ate for every engine application.
Analog gauges are independent
of the DYNOmite data acquisi-
tion functions and can be hooked
up at your option. If you need in-
formation on the applicability or
wiring of accessory gauges for
your engine, refer to that specific
gauge manufacturer’s instruc- 5
tions.

7 If you are using the optional “Relay subsystem”

(Figure 3), connect it to the PC’s serial port ca-
ble(s) and the Data Acquisition Harness(s). Any
applicable ignition, starter, fuel pump, etc. leads
can be custom wired to the appropriate posts on
the subsystem (per the subsystem's schematic).

8 If you have the optional “Pro-Test Stand Upgrade”

package, the stand will have been pre-wired for
the Fuel Pump and starter solenoid.(Figure 4).

Figure 4

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 Pro-Console Wiring

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 Relay and subsystem Housing Wiring

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 #411-470 Console-Stand Harness-15’

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 GETTING READY - Powering Electric Absorbers 2.8
ddy Current and AC absorbers require higher current and voltage electrical supply wiring than do
E water brake or inertia only dynamometer installations. Except for 12-volt DC powered versions,
local building codes typically require that you have a licenced electrician handle wiring the absorber's
power supply/control module into your building's wiring system.

WARNING: THERE ARE NO USER SERVICABLE PARTS INSIDE THE

POWERSUPPLY/CONTROLER MODULES. THE 115-VOLT (AND
HIGHER VOLTAGE) MODULES SHOULD NEVER BE SERVICED
WHEN POWER IS APPLIED. LETHAL VOLTAGES ARE PRESENT
WITHIN THE MODULE'S HOUSING AND AT THE ABSORBER
ITSELF!

Mount the power supply/controller module in a location convenient for observation of its readings and
manual operation of its controls during testing. The output power cable should be within reach of the
dynamometer's absorber connection.

Unlike AC motor/absorbers, the current necessary to power the various model DYNOmite Eddy Cur-
rent Absorbers is not proportional to their torque loading capabilities! Most of the 115-volt and
230-volt supply units draw less than 30-amps. The power supply/control module converts your AC
line voltage into a 96-volt (or 192-volt) pulse width modulated DC feed to the eddy current absorber.

Tip: Since the magnetic force produced is function of both

the current and the number of turns on the eddy current
coils, strong magnetic force is available from relatively low
supply wattage.

CAUTION: For larger AC motor/absorbers with regenerative drives,

their greater installation complexities and higher voltage and cur-
rent demands require additional pre-installation planning. Consult
the drive's (separate) documentation or contact the factory for as-
sistance as required.

The supply voltage and current requirements for eddy current system are size and model dependant.
Below is a list of several popular configurations. The electrical installation should take into consider-
ation the need to power the required ventilation fans. any electric air duct louvers, etc..

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 Micro Eddy Current requires 12 volt DC supply @ 30
Note:amps (12 Volt DC ouptut)

#100 Eddy Current 96-volt output version - requires

115-volt AC supply @ 24 amps (96 Volt DC output)
#100 Eddy Current 96-volt output version - requires
230-volt AC supply @ 24 amps (96 Volt DC output)
#100 Eddy Current 192-volt output version - requires
230-volt AC supply @ 12 amps (192 Volt DC output)

#300 Eddy Current 96-volt output version - requires

115-volt AC supply @ 24 amps (92 Volt DC output)
#300 Eddy Current 96-volt output version - requires
230-volt AC supply @ 24 amps (96 Volt DC output)
#300 Eddy Current 192-volt output version - requires
230-volt AC supply @ 12 amps (192 Volt DC output)

#400 Eddy Current 96-volt output version - requires

115-volt AC supply @ 30 amps (92 Volt DC output)
#400 Eddy Current 96-volt output version - requires
230-volt AC supply @ 30 amps (96 Volt DC output)
#400 Eddy Current 192-volt output version - requires
230-volt AC supply @ 15 amps (192 Volt DC output)

#200 Water Eddy Current 192-volt output version - requires

230-volt AC supply @ 10 amps (192 Volt DC output)
#400 Water Eddy Current 192-volt output version - requires
230-volt AC supply @ 10 amps (192 Volt DC output)
#800 Water Eddy Current 192-volt output version - requires
230-volt AC supply @ 10 amps (192 Volt DC output)

#650 Eddy Current 96-volt output version - requires

115-volt AC supply @ 30 amps (96 Volt DC output)
#650 Eddy Current 96-volt output version - requires
230-volt AC supply @ 30 amps (96 Volt DC output)
#650 Eddy Current 192-volt output version - requires
230-volt AC supply @ 15 amps (192 Volt DC output)

1 Connect the power supply/controller modules unit’s “DC OUT” to the eddy current absorber.

2 The lower wattage AC powered eddy current power supply/controller modules have cord caps
which can be plugged directly into a dedicated wall outlet of sufficient capacity. Larger AC pow-
ered units must be hard wired to a dedicated circuit breaker equipped panel.

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 WARNING: FOR ALL AC POWERED UNITS, VERIFY THAT UNIT"S
THE GROUND WIRING IS CONNECTED AND THAT THIS CIRCUIT IS
CONTINUOUS FROM THE SUPPLY WIRING PANEL THROUGH TO
THE ABSORBERS FRAME!

CAUTION: Be sure to secure all cords so they can not become entan-
gled in the absorber’s hot, spinning rotors (or other moving parts of
the dynamometer system).

If you are installing a 12-volt DC eddy current ab-

sorber with a DYNOmite 12-volt DC power sup-
ply/controller module, hook the power
supply/controller module’s positive and negative
“Power In” leads to your test cell’s appropriate 30
amp 12-volt DC power supply or heavy duty automo-
tive battery (Figure 8).

If you are installing a 96-volt DC eddy current ab-

sorber with a DYNOmite 115-volt AC power sup-
ply/controller module, plug the power
supply/controller module’s “POWER IN” cord into
your test cell’s dedicated and appropriately grounded
20-amp 115-volt AC outlet. Figure 6

If you are installing a 96-volt or 192 volt DC eddy current absorber with a DYNOmite 230-volt AC
power supply/controller module, wire the power supply/controller module’s “POWER IN” cord to
your test cell’s dedicated 20-amp 230-volt (single-phase) AC circuit breaker.

CAUTION: To protect the eddy current absorber and the power sup-
ply/controller module from overheating, do not leave the unit at a
high current setting when tests are not being run. The air cooled ab-
sorbers require the pumping action of their spinning finned rotors;
while the water cooled eddy units need a minimum through-flow to
protect their labyrinth cooling chambers from overheating. Failure
to heed these cautions can result in failure of the eddy current equip-
ment that is not covered under warranty.

3 For pre-wired water cooled eddy current absorbers only, plug the absorber's safety relay interlock
cable (for the cooling water outlet temperature sensors and pressure/flow switches) into the mat-
ing connector on the power supply/controller module.

CAUTION: Water cooled eddy current absorbers require a

through-flow that keeps discharge temperature below 140 degrees
Fahrenheit. Temperature sensors and flow-pressure interlock
safety switches must always be utilized - to remove excitation power
in the event of overheating or low water flow!

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 GETTING READY - Air Cooled Eddy Brakes 2.9
ir cooled eddy current absorbers (unlike water
A cooled or AC motor/absorbers) radiate 100% of
their absorbed engine power into the test cell's air!
The room must be equipped with adequate high flow
ventilation fans and duct work to remove this heat.

For testing powerful engines, the required airflow vol-

ume is significant. Over 250,000 BTU's per hour will
be radiated for every 100 brake horsepower being ab-
sorbed. Consult your heating ventilation system de-
signer for sizing and placement of duct work and
fans.

CAUTION: Do not forget to factor in Figure 7

the heat contribution that is radiated
from the engine block, exhaust manifolds, cooling towers, etc. when
calculating heat output into the cell.

Figure 8
Tip: If the dynamometer will only be performing short duty
cycle tests (e.g. simulating drag race acceleration runs),
considerably less ventilation may be required. This is be-
cause the heat sink properties of the absorber's high-mass
rotors store the energy bursts and then cool gradually be-
tween tests

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 For pit mounted chassis dynamometers cross flow ventilation ducting is typically cast into the pit's
walls. For above ground installations and engine docking stations the cooling is usually provided by
equipment mounted air moving fans or louvers that count on the cell's engine ventilation duct work to
actually remove the hot air from the room.

Tip: In all cases it is important that the placement of the inlet

and outlets draw hot air away from the engine's air intake -
so that only cool fresh air is inducted into the engine during
power tests..

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 GETTING READY - Water Cooled Eddy Brakes 2.10
olt the eddy current assembly's base to a solid test cell floor having a 12" depth (or equivalent
B structure) using suitable heavy-duty (vibration resistant) anchors. Anchors are not included with
the dynamometer absorber assembly.

The water cooled eddy current absorber's shaft can rotate in either direction. Depending on wiring and
software configuration, the load cell can read either the compression or tension loads imparted upon it.
The connection to the transmission joint should only be applied to the front (non RPM pick-up) flange.

To couple the absorber to the test engine, use transmission joints which allow for axis displacements
and that will decrease torque fluctuations. The coupling elements not supplied by us must be cali-
brated with a minimum balance degree corresponding to Q = 0.1"/second.

For the #200, #300, #400, and #800 absorbers:

Maximum weight of shafts @ absorber's drive shaft flange = 3.3 pounds to 13,000 RPM
Maximum weight of shafts @ absorber's drive shaft flange = 5.5 pounds to 10,000 RPM
Maximum weight of shafts @ absorber's drive shaft flange = 8.6 pounds to 8,000 RPM
Maximum weight of shafts @ absorber's drive shaft flange = 60 pounds to 3,000 RPM

The RPM pick-up uses 60-tooth gear on the rear flange of the absorber which it reads via an inductive
sensor. The allowable air gap for the inducive sensor to gear tooth faces is .025" to .040".

From DYNO-MAX software's "Electronics - Calibrate DYNOmite Channels" menu selection, the Fre-
quency-2 (RPM-C) channel must be configured for 60=1 PPR and set to use an ~ 2.6 volt trigger volt-
age setting.

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 GETTING READY - AC Absorber Configuration 2.11
eparate manuals are included with each custom AC motor/absorber and vector less drive. How-
S ever, it is a good idea to make a notation of any non-default setup parameters entered into the con-
trol during configuration.

Although the control has memory space for storing multiple backup copies of the setup parameters, it
is still a good idea to maintain a separate hard copy. The page below can be used to list both settings
and notes about them.

Tip: Too much work goes into many highly customized in-
stallations to risk looking all the settings from a major hard-
ware failure or technician's mistake!

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 CHASSIS MOUNTING - Axle-Hub 3.1
he Axle-Hub Dynamometer assemblies allow “road” testing of medium powered FWD, RWD,
T and AWD vehicles – right in your shop. The systems left and right eddy-current absorbers permit
support performing sweep, steady-state, and road-load simulation testing (under DYNO-MAX
control).

This section's instructions only detail the procedures for setting up and using the axle-hub assemblies.
Other sections of this manual cover the Data Acquisition Computer's installation, absorber hook-ups
and wiring, dynamometer operation, etc. (for this and other applications).

1 The axle-hub units should be used in an area with adequate ventilation (to remove exhaust fumes).
If extended duration or higher power testing is to be conducted, the ventilation system needs to be
much larger – in order to substitute for the cooling affects of highway airflow velocities. (See
“GETTING READY- Cell Design” section for more information about ventilation, noise control,
etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine com-
partment, drive-line, and exhaust.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED DYNAMOMETER TESTING CAN LEAD TO A VEHICLE FIRE!

2 The selected location for testing should provide adequate room for accessories such as floor lifts,
fans, and other test equipment – as well as for technicians to service the vehicle.

CAUTION: The axle-hub dynamometers are directional (for cooling

and correct torque indication). Each unit's extended axle (for its red
wheels) must extend towards the front of the vehicle.

3 For each (powered) vehicle axle the Primary (gauge-panel equipped) unit bolts in place of the ve-
hicle's left-side tire and the Secondary axle-hub unit replaces the right-side's tire.

4 Provisions for running the Primary (gauge-panel equipped) unit's absorbers power leads, speed
sensor cabling, and other data acquisition wiring, between the axle-hub assemblies and control
console area, must be made. For new (permanent) installations, running these hook-ups via floor
level raceways is suggested; cast-in PVC conduits are also suitable.

Tip: Isolating the power leads from the data wiring is sug-
gested to minimize potential electromagnetic interference.

5 Jack the vehicle's tires off the ground with an appropriate commercial-duty floor jack. Use wheel
chocks on the other axle to prevent fore-and-aft movement while jacking the first axle.

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 WARNING: JACK STANDS SHOULD BE PLACED LOOSELY, AS A
FAILSAFE, JUST BELOW THE JACKED HEIGHT. STILL, NEVER
WORK UNDER THE VEHICLE WHILE ITS TIRES ARE OFF!

Tip: Independent suspension cars should be jacked from a

(suitable) suspension point that is near to the spindle. This
avoids the extreme camber angles that can make aligning
the drive hubs difficult.

6 Remove each wheel and fit it with the appropriate bolt pattern drive-flange adapter.

CAUTION: Verify that each adapter fits flush to the vehicle's flange –
without interference from any rivets, clips, shoulders, rust, etc. that
would cause dangerous run out.

Tip: Several other optional (hub-pattern, offset, and style)

drive-flange adapters are available for applications that the
included adapters do not fit.

6 In most cases the OEM (acorn shaped) wheel nuts fit the drive-flange adapter's 60-degree
bolt-hole taper. If not, obtain appropriate acorn nuts from a local automotive-supply store. Secure
the adapters following the vehicle's manufacture’s recommended tightening specifications.

WARNING: DO NOT TRY TO USE SHOULDERED OR WASHER

STYLE ("MAG") WHEEL NUTS TO SECURE THE ADAPTERS.

CAUTION: Rotate the vehicle’s drive-flange adapters to verify that

there is no rubbing between them and any brake calipers, etc.

7 Roll each axle-hub unit into place, so that the unit’s steel drive-flanges align with the drive-flange
adapters (previously mounted on the vehicle). Carefully adjust the floor-jack’s height, to verti-
cally align the flanges, as required.

Tip: The swivel caster on each axle-hub unit is designed to

restrict its reversing (avoiding alignment “side shift”) when-
ever the units are being rolled backwards (pulled) for flange
alignment . Steering, while pulling backwards, consequently
requires some getting used to. The red handle must be
tugged slightly to the left, pre-orienting the caster, in order to
turn to the right (and vice versa). When pushing the units
forward, they steer normally.

8 When the alignment is close enough, rotate the unit’s steel drive flange to align its bolt pattern
with the vehicle’s drive-flange adapter. Lightly screw all five of the flange’s (½"-13 UNC
Grade-8) bolts into the adapter's (pressed in) flex-lock nuts.

CAUTION: The flex-lock nuts in the drive-flange adapters provide

anti-vibration resistance to loosening. After repeated assembly and
disassembly, once this locking-resistance fades, the pressed-in
flex-lock nuts must be replaced.

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 9 Progressively tighten the five drive-flange bolts while making certain the flange’s alignment
shoulder cleanly nests into the vehicle’s mating drive-flange adapter – without any damaging
forces. Once the faces precisely meet, torque the bolts to 35 foot-pounds.

CAUTION: Unless the vehicle runs extreme tire camber, the axle-hub
unit’s Automatic Camber Compensation should handle most instal-
lations. If the Automatic Camber Compensation's pointer (see side
slot on each unit) is at the extreme top or bottom of its slot, shim (e.g.
with plywood) the red wheels (or the black caster), as required, to
correct the situation. Failure to do so will cause abnormal stress at
the vehicle’s wheel flange and on the axle-hub unit.

10 Repeat the mounting process for the other axle-hub dyno unit(s).

11 Plug the “Fan Out” and “DC Out” cords into the “Primary” axle-hub unit panel’s labeled recepta-
cles. Run these two cords over to the, similarly labeled, receptacles on the “Secondary” axle-hub
unit’s panel and plug them in.

CAUTION: Be careful to route these electrical wires so they will not

be damaged during testing or vehicle maintenance. The cables are
running at over 100 volts and may be live even when testing is not
underway. For example, the thermostatically controlled fans may
self-activate (from latent heat) long after the test ends. Always dis-
connect the units’ main power source when servicing their
hardware, cables, or any connections.

12 The installation of the DYNOmite Data Acquisition Computer (DAQ) and its harness/sensor wir-
ing was covered in a previous section of this manual. If you have not already done so, connect the
harness's (four-wire AMP) “Torque” lead connectors to the Primary and Secondary axle-hub unit
panels’ jacks – labeled “DYNOmite (Torque)” and "Auxiliary (Torque)" respectively. Also con-
nect the harness's appropriate leads to the Primary (only) unit’s “DYNOmite (RPM)” and
“DYNOmite (Servo)” panel jacks.

13 Before connecting your building’s power cord to the Primary unit's "Power In (From Line)" re-
ceptacle, to activate the units, verify that its panel "Power" switch is rotated to the "Off" position.

CAUTION: Always verify that the Power switch is off before making
connections or after ending a test session.

14 This step assumes a qualified electrician has already wired an appropriate style (230-volt @
30-amp) receptacle, protected by an approved circuit breaker. Connect the power-supply cord be-
tween the building’s power and the primary axle-hub’s “Power In (From Main)” receptacle.

15 Temporarily set the Primary panel’s load-control rocker switch to the “Manual (Knob)” position.
Also, make sure its red “Load” knob is rotated to the 0% position (fully clockwise).

16 Rotate the primary-unit's power switch to the “On” position. Nothing should happen!

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 17 The panel's load-control rocker switch should still be in the “Manual (Knob)” position. Momen-
tarily, just long enough to note the “Current” meter reading, rotate the red “Load” knob to its
100% position (fully counter clockwise). Immediately return the knob back to the 0% (fully
clockwise) position. The meter should have gone up to (roughly) half scale.

Tip: This quick test is useful for verifying the electrical be-
havior of the eddy-current absorbers. The “knob mode” is
not otherwise used for normal dynamometer testing.

18 While watching the current meter again, switch the load-control rocker switch to the “Computer
(Hold/Auto)” position. The meter reading should stay at zero (0) amps.

CAUTION: If the amp meter climbs above one (1) amp, immediately
return the rocker switch to the “Manual (Knob)” position and contact
Land & Sea support to help you troubleshoot your setup.

19 If you have not already done so, see other related sections for setup of the DYNOmite data-acqui-
sition computer, wiring the absorber, and configuring DYNO-MAX before continuing to operate
the dynamometer.

20 Start the engine, release the parking brake, put the transmission into gear, and gradually bring the
drive wheels up to a low speed (i.e. 10 MPH - 15 km/h) cruise. During this time, verify that the
axle-hub units are not vibrating – otherwise check axle-adapter mating. Also verify that the
DYNOmite data-acquisition computer (via DYNO-MAX) is receiving the axle’s speed signal.

Tip: It is helpful to have an observer and/or mirrors oriented

so that the test driver can see the axle-hub flanges turning.

CAUTION: Even though the vehicle is not moving forward, its axles
may still be turning. Do not put the vehicle into park or reverse until
the axles stop! Always have the brake firmly applied before shifting
into park! Avoid applying the brakes so hard that the suspension
lurches!

WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-

TION OF POWER CAN LURCH THE SUSPENSION. DRIVER MUST
STAY ALERT DURING TESTING – KEEPING VEHICLE UNDER CON-
TROL WITH THROTTLE AND BRAKES (AS DURING ANY ON-ROAD
TEST). TO PREVENT INJURY, KEEP OBSERVERS CLEAR OF
FRONT OR REAR OF VEHICLE – AND AWAY FROM AXLE-HUB
UNITS.

21 Bring the the speed up into the 30 to 50 MPH (50 to 80 km/h) range to verify smooth running.

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 Tip: If any significant shake or excessive vibration is noted,
check that the aluminum adapters are properly seated on
the vehicle’s wheel flanges and into the dynamometer’s
drive-flanges. If they are, check the vehicle’s axle-flange run
out – with a dial indicator. It may help to reindex the relation-
ship between the vehicle’s wheel bolt pattern and the dyna-
mometer’s, by about 180 degrees – to cancel our any slight
tolerance stack up.

CAUTION: Excessive run out causes hardware-loosening vibration

and may damage the axle-hub units and/or the vehicle’s driveline!
Vehicle wheel-flange run out in excess of 0.003" may indicate a bent
axle or spindle.

WARNING: PERIODICALLY RE-TORQUE EACH AXLE-HUB FLANGE

ADAPTER'S EIGHT HEX-HEAD SCREWS TORQUE TO 30 FT-LBS (41
NM).

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite data-acquisition computer and DYNO-MAX software. The DYNOmite data-acquisition
computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, on-line help system.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Dynamometer customers at our Concord facility. In situations where it is impossible to at-
tend such training, a series of free phone training sessions (or paid on-site training) should be ar-
ranged.

Tip: The following information is provided as a quick fol-

lowup refresher to previously completed training only.

As the vehicle accelerates its axles, the DYNOmite computer and DYNO-MAX software monitor the
absorber and engine RPMs, run time, rate of acceleration, and absorber torque. It uses this information
to calculate and display the applied power.

The load control (under manual or computer regulation) can adjust the resistance that the absorbers ap-
ply to the vehicle’s driveline. By increasing or decreasing the absorber load, it is possible to simulate
various road conditions – at the throttle opening of your choice. Such control is ideal for troubleshoot-
ing problems, tuning fuel-injection systems, etc.

When using the load control it is possible to specify a specific holding speed or engine RPM – which
the computer will then automatically maintain (under most throttle settings). Various Auto Tests may
also be run using the servo(s) to sweep or step the engine over predefined test points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the vehicle drag and weight infor-
mation you input. In this mode you will notice an exponentially increasing load being applied to the
vehicle, as it accelerates. This is a very convenient mode for doing engine management system map-
ping or diagnostic testing.

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 Below is just a quick review (from the training course) on performing an axle-hub dynamometer ses-
sion using DYNO-MAX’s Simulate Road Loads mode. This review assumes DYNO-MAX has al-
ready been used to calibrate the system and that the absorber’s inertia and parasitic drag values have
been entered, etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information."

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer readings are

significantly different, it is likely that your “RPM Pulses/Rev
=” setting under “Electronics - Calibrate Dynomite RPM
Pulses per Revolution Channels” for the “Yellow AC input
(Frequency)” are set incorrectly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still under the Run Information General tab, enter the Number of Cylinders, Bore, and Stoke, (or
Displacement) as these fields are used by the Friction Compensation, Atmospheric Correction,
and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

5 Under the Run Information Vehicle tab, enter the Weight and Coast Down G’s for the vehicle be-
ing tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-road test data, or they can be estimated.

NOTE:Below are various typical “Coast Down G” values:

Auto (import) 3100 lb. = .031
Auto (compact / sport) 3500 lb. = .031
Auto (mid-size) 3600 lb. = .027
Auto (full-size) 4000 lb. = .030
Bike(touring) 800 lb. = .070
SUV(mid-size) 4500 lb. = .031
SUV(full-size) 5200 lb. = .035
Truck (mid-size) 3500 lb. = .038
Truck (full-size) 4750 lb. = .037

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 6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for the vehicle’s tire diameter.

7 Again, under the Run Information Dyno tab, the Drive Ratio must match any step-up or down
transmission between the vehicle’s axles and the absorber’s shafts. For example, enter 1.000 for
the standard 1 to 1 (direct) coupling.

8 Still under the Run Information Dyno tab, you can enter the parasitic loss “Dyno Power loss RPM
B” calibration values established for your system. This corrects for absorber windage and bearing
drag losses

Tip: Contact Land & Sea if you do not know the correct val-
ues for your axle-hub dynamometer assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s
load). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

Tip: You may adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto) button must be depressed to activate the auto-
matic control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and on-line help system for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Eddy-current brakes, for example, can’t pro-
vide loading near zero RPM. An AC motor/generator ab-
sorber is able to simulate more “drive-away” inertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed button

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 CHASSIS MOUNTING - Dual-Roller 3.2
he various Chassis Dyno Dual-Roller assemblies (parallel tandem rolls) allows “road” testing me-
T dium powered vehicles right in your shop. Although they can be configured for simple inertia ac-
celeration testing only, they are usually upgraded with either an over-driven DYNOmite water brake,
AC motor/generator or eddy current absorber. Doing so also allows performing steady state and road
simulation testing (via DYNO-MAX)

This section's instructions only detail the procedures for setting up and using the roller assembly.
Other sections of this manual cover the Data Acquisition Computer's installation, absorber hook-up
and plumbing, dynamometer operation, etc. (for this and other applications).

1 The roller assembly should be installed in an area with adequate ventilation (to remove exhaust
fumes). If extended duration or high power testing is to be conducted, the ventilation system
needs to be much larger - in order to substitute for the cooling affects of highway airflow veloci-
ties. (See “GETTING READY- Cell Design” section for more information about ventilation,
noise control, etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine com-
partment drive-line, exhaust, and tires.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED CHASSIS DYNO TESTING CAN LEAD TO A VEHICLE FIRE!
ALSO, EVEN WITH ADEQUATE VENTILATION, TIRES SUBJECTED
TO EXTENDED HIGH POWER TESTING (ON ANY SMALL DIAMETER
ROLLER ASSEMBLY) SHOULD NOT BE USED ON THE ROAD
AGAIN. THIS IS DUE TO THE POTENTIAL FOR HIDDEN CHORD
DAMAGE (FROM LONG TERM SIDEWALL FLEXING)

2 Double check that the selected location for the roller assembly provides adequate bumper clear-
ance for the longest vehicle to be tested (both front and rear wheel drive orientation) as well as
room for fans, other test equipment, and servicing the vehicle.

CAUTION: Make sure the "driven" roller is oriented towards the cor-
rect end of the test bay. It must be on the forward side of the vehicle’s
driving wheels. An arrow on the frame points in the forward direction
the vehicle should face - while the text "DYNOmite" (that is cut into
the deck plate) will be closest to the rear of the vehicle.

3 Provisions for speed sensor and any other data accusation wiring between the roller assembly and
control console area must be made. Absorber equipped units require either running plumbing of
inlet, drain, and vent hoses (for water brakes) or wiring of power lines (for electric absorbers).

4a If the roller assembly was ordered for above-ground (semi-portable) installation, move it into
place in your test area (using appropriate handling equipment).

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 Tip: Some units have casters, to make positioning the unit
on a smooth floor easier.

CAUTION: Integral casters are not designed to support the weight of

the system during testing (or on rough terrain).

4b If the roller assembly was ordered for in-ground installation (into a custom cast concrete pit),
move it into the pit with an adequately sized fork lift and four slings at the ends of the rolls.

WARNING: EXPLOSIVE GASOLINE FUMES CAN SETTLE INTO BE-

LOW GROUND PITS! CONTACT YOUR LOCAL BUILDING INSPEC-
TOR FOR PIT VENTILATION REQUIREMENTS AND REGULATIONS!

5 Adjust the height of the anti-vibration support pads to level the frame rails with the test area’s
floor. The anti-vibration support pads must carry the dyno and vehicle weight during testing.

Tip: Verify that all required plumbing supply lines, sump

drains, wiring, vents, vehicle restraints, etc. will properly
hook-up before permanently anchoring the roller assembly.

6 Mark out the mounting hole location for the roller frame (and any pit cover) onto the floor of the
test area. Use heavy duty fasteners (appropriate for the test area’s floor material) to securely an-
chor the frame (and, later in these instructions, any pit cover) to the test area’s floor.

Tip: Anchoring, suitable for use in a typical concrete floor, is

detailed on the pit drawing for each roller assembly.

WARNING: BEFORE OPERATION, ANY REQUIRED PIT COVER(S)

MUST ALSO BE BOLTED TO THE TOP OF THE ROLLER ASSEM-
BLY’S FRAME RAILS.

7 If the test area is not already equipped with suitable vehicle restraint strap anchors, install them
now. While many forms of restraining systems can be fabricated, most shop owners prefer
heavy-duty flush (or recessed) mount “D” ring equipped plates.

For concrete floors, secure each plate with three or four concrete anchors. Several rings should be
strategically placed in the test area so that the heavy-duty nylon restraint straps can be easily
looped around the various tested vehicle’s axle or frame members. Straps should be installed at a
shallow angle (with the ground) to reduce the load on the anchoring hardware.

Tip: Install restraints in both the fore and aft directions, as

loads reverse during vehicle braking.

WARNING: FOR EITHER ABOVE OR IN-GROUND INSTALLATIONS,

FRAME TO FLOOR ANCHORS AND VEHICLE TIE DOWN STRAPS
ARE REQUIRED TO SECURE BOTH THE ROLLER ASSEMBLY AND
VEHICLE UNDER POWER! FRONT WHEEL DRIVE VEHICLES MUST
BE SECURED WITH DIAGONALLY ORIENTED STRAPS TO PRE-
VENT SIDEWARDS WANDER!

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 8 For absorber equipped roller assemblies, check drive belt (or chain) tension. For systems with
slotted tensioners, adjusting as necessary. Verify the need for adjustment (or belt replacement) us-
ing the chart below - apply the correct deflection pressure (at the mid-point of the longest span)
and measuring the total deflection (from a straight tangent line). (See the "ENGINE MOUNTING
- Automotive” section 5.1. for more details about the absorber itself.)

NOTE: The correct deflection (+/- 1/16" with deflection

pressure applied at mind-point of longest span)
should be:

3/16” for belts (applying 95 pounds of pressure)

5/16” for chains (applying 10 pounds of pressure)

CAUTION: Check the tension and tightness of all bolts for

tensioning drive belts (or chains) after the first hour of running and
each 20 hours thereafter. More frequent readjustment may be re-
quired during component run-in.

9 For water brake absorbers equipped with a DYNOmite Electronic Load Servo option, the load
valve can be remote mounted or attached to the frame via the provided holes. For Pro Console (or
in-ground installations), remote mounting of the load valve is recommended. Use the included
stainless braid hose to plumb the load valve's outlet to the absorber's inlet fitting.

Tip: Manual load valves need to be run from inside the vehi-
cle. Longer hoses can be ordered for remote mounting.

CAUTION: Install the Load Servo with its motor and manual knob ori-
ented up - to prevent water from ever dripping into the motor.

10a For above ground drive-on installations, hook the included ramps over appropriately spaced loca-
tions on the fame rail.

10b For in-ground units, bolt any required pit cover(s) to the top of the roller assembly’s frame rails.
Use hardware compatible with your test area's floor material.

Tip: Anchoring, suitable for use in a typical concrete floor, is

detailed on the pit drawing for each roller assembly.

11 Carefully move a moderately powered vehicle (for initial testing) onto the rollers, while watching
out for clearance problems with any low hanging spoilers, etc.

CAUTION: The tires used during testing should be rated for the in-
tended speed, be of the same circumference (staggered stock car
tires should be replaced during testing), and inflated to the manufac-
tures maximum recommended pressure.

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 Tip: To drive a vehicle on or off the rollers, it may be neces-
sary to temporarily slip the supplied locking pin into one of
the holes in the end of the knurled roller (Figure 9).

Figure 9

12 Place appropriate size wheel chocks around the tires remaining on the ground while you finish
hooking up the restraining straps. The small chocks provided should not be relied upon alone for
high power testing, as the vehicle can jump out of the rolls.

Tip: Install restraints in both the fore and aft directions, as

loads reverse during vehicle braking.

CAUTION: An observer should watch the actions of the tires on the

rollers during testing. If it is seen that applied power levels are caus-
ing the tires to climb off the rear roller, signal the driver to stop the
test. Verify that the locking pin has been removed. The axle or frame
of the vehicle must always be secured to the test bay's anchors us-
ing appropriate restraining straps or chains.

WARNING: INSPECT THE CONDITION OF THE STRAPS ON A FRE-

QUENT BASIS.

13 If you have not already done so, see other related sections for setup of the DYNOmite Data Acqui-
sition Computer, plumbing or wiring the absorber, and configuring DYNO-MAX before continu-
ing to operate the dynamometer.

14 Start the engine, release any parking brake, put the transmission into gear. etc. and gradually bring
the drive wheels up to a low speed (i.e. 10 MPH) cruise. During this time, verify that the vehicle
is tracking properly (repositioning as necessary) and also verify that the DYNOmite Data Acqui-
sition System is receiving the roller’s speed signal.

Tip: It is helpful to have an observer or mirrors oriented so

that the test driver can observe the rollers.

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 CAUTION: Even though the vehicle is not moving forward, its wheels
may still be turning. Do not put the vehicle into park or reverse until
the wheels stop! Always have the brake firmly applied before shift-
ing into park! To prevent flat scuffing the tires, avoid applying the
brakes so hard that the tires skid on the rollers!

WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-

TION OF POWER CAN LURCH AN IMPROPERLY RESTRAINED VE-
HICLE OUT OF THE ROLLERS. DRIVER MUST STAY ALERT DURING
TESTING - KEEPING VEHICLE UNDER CONTROL WITH THROTTLE
AND BRAKES (AS DURING ANY ON-ROAD TEST). TO PREVENT IN-
JURY, KEEP OBSERVERS CLEAR OF FRONT OR REAR OF VEHI-
CLE - AND AWAY FROM ROLLER ASSEMBLY.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisi-
tion Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impossi-
ble to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the vehicle accelerates the rollers, the DYNOmite computer and DYNO-MAX software monitors
the roller and engine RPM, run time, rate of acceleration and, if so equipped, absorber torque. It uses
this information to calculate and display the applied power.

For systems equipped with a water brake or electric absorber, the load control (under manual or com-
puter regulation) can adjust the resistance that the rollers apply to the vehicle’s tires. By increasing or
decreasing the absorber load, it is possible to simulate various road conditions - at the throttle opening
of your choice. Such control is ideal for troubleshooting problems, tuning fuel injection systems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the vehicle drag and weight infor-
mation you input. In this mode you will notice an exponentially increasing load being applied to the
vehicle, as it accelerates. Conversely, a coasting effect will be felt during deceleration. This is a very
convenient mode for doing engine management system mapping or diagnostic testing.

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 Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the roller’s inertia and parasitic drag values have been en-
tered, etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its "Help - Index" tab and review
the entries under “Run information."

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer read signifi-

cantly different, it is likely that your “” setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels“ for the "Yellow AC input (Frequency)" are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or "Displacement") as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On“ which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

5 Under the Run Information Vehicle tab, enter the "Weight" and "Coast Down G’s" for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH’ can be taken from your
on-road test data, or they can be estimated.

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Page 72
 NOTE:Below are various typical “Coast Down G” values:
ATV (mid-size)650 lb. = .090
ATV (full-size) 900 lb. = .150
Auto (import) 3100 lb. = .031
Auto (compact / sport) 3500 lb. = .031
Auto (mid-size) 3600 lb. = .027
Auto (full-size) 4000 lb. = .030
Bike(touring) 800 lb. = .070
Bike(cruiser) 700 lb. = .070
Bike(race) 550 lb. = .075
Kart (non-shifter)325 lb. = .080
Kart (shifter)350 lb. = .075
SUV(mid-size) 4500 lb. = .031
SUV(full-size) 5200 lb. = .035
Truck (mid-size) 3500 lb. = .038
Truck (full-size) 4750 lb. = .037

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your rollers’ diameter.

7 Again, under the Run Information Dyno tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roller windage and bear-
ing drag losses

Tip: Contact Land & Sea if you do not know the correct val-
ues for your roller assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind rag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s load
valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button must be depressed to activate the servo

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 control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Water brakes, for example, can’t provide
loading near zero RPM. An AC motor/generator or eddy cur-
rent absorber is able to simulate much more “drive-away” in-
ertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

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Page 74
 CHASSIS MOUNTING - Single & Twin Roll 3.3
he various Chassis Dyno Single and Twin Roll assemblies (single axle centerline for both rolls)
T allow “road” testing of medium to high powered vehicles right in your shop. Although they can
be configured for simple inertia acceleration testing only, they are usually upgraded with either an
over-driven DYNOmite water brake, AC motor/generator or eddy current absorber. Doing so also al-
lows performing steady state and road simulation testing (via DYNO-MAX).

This section's instructions only detail the procedures for setting up and using the roll assembly. Other
sections of this manual cover the Data Acquisition Computer's installation, absorber hook-up and
plumbing, dynamometer operation, etc. (for this and other applications).

Assuming the unit is to be used in a pit, become familiar with the service access points, deck plate
overhang, and mounting holes before forming the pit or drilling any anchor holes. Pit models must
have the deck plate secured to the dyno frame and anchored to the concrete floor whenever tests are
run.

Tip: It is easier to install the frame in a pit using studs as op-

posed to bolts in the floor anchors.

1 The roll assembly should be installed in an area with adequate ventilation (to remove exhaust
fumes). If extended duration or high power testing is to be conducted, the ventilation system
needs to be much larger - in order to substitute for the cooling affects of highway airflow veloci-
ties. (See “GETTING READY- Cell Design” section for more information about ventilation,
noise control, etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine com-
partment drive-line, exhaust, and tires.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED CHASSIS DYNO TESTING CAN LEAD TO A VEHICLE FIRE!
ALSO, EVEN WITH ADEQUATE VENTILATION, TIRES SUBJECTED
TO EXTENDED HIGH POWER TESTING (ON ANY ROLL ASSEMBLY)
SHOULD NOT BE USED ON THE ROAD AGAIN. THIS IS DUE TO THE
POTENTIAL FOR HIDDEN CHORD DAMAGE (FROM LONG TERM
SIDEWALL FLEXING).

2 Double check that the selected location for the roll assembly provides adequate bumper clearance
for the longest vehicle to be tested (both front and rear wheel drive orientation) as well as room
for lifts, fans, other test equipment, and servicing the vehicle.

CAUTION: The dynamometer is directional. An arrow on the frame

points in the forward direction the vehicle should face - while the text
"DYNOmite" (that is cut into the deck plate) will be closest to the rear
of the vehicle.

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 3 Provisions for speed sensor and any other data acquisition wiring between the roll assembly and
control console area must be made. Absorber equipped units require either running plumbing of
inlet, drain, and vent hoses (for water brakes) or wiring of electric power lines (for AC or eddy
current absorbers and/or starer motor). Also, Single and Twin Roll systems require an air line run
from the roll assembly's air brake "T" to the wall mounted red palm button (supplied from a clean
90 PSI shop air source).

4a If the roll assembly was ordered for above-ground installation, move it into place in your test area
(using appropriate handling equipment). Above ground installations will require a suitably sturdy
lift to raise the car to the running height of the deck plate.

4b If the roll assembly was ordered for in-ground installation (into a custom cast concrete pit), move
it into the pit with an adequately sized fork lift and four slings at the ends of the corners of the
roll's frame rails.

WARNING: EXPLOSIVE GASOLINE FUMES CAN SETTLE INTO BE-

LOW GROUND PITS! CONTACT YOUR LOCAL BUILDING INSPEC-
TOR FOR PIT VENTILATION REQUIREMENTS AND REGULATIONS!

5 Level the frame rails (with steel plates or suitable anti-vibration support pads) with the test area’s
floor. The anti-vibration support pads will carry the dyno and vehicle weight during testing. Use
heavy duty fasteners (appropriate for the test area’s floor material) to securely anchor the frame.

Tip: Verify that all required plumbing supply lines, sump

drains, wiring, vents, vehicle restraints, lift ramps, etc. will
properly hook-up before permanently anchoring the roll as-
sembly.

6 Mark out the mounting hole location for the roll frame (and any pit cover) onto the floor of the test
area. Use heavy duty fasteners (appropriate for the test area’s floor material) to securely anchor
the frame (and, later in these instructions, any pit cover) to the test area’s floor.

Tip: Anchoring, suitable for use in a typical concrete floor, is

detailed on the pit drawing for each roll assembly.

WARNING: BEFORE OPERATION, ANY REQUIRED PIT COVER(S)

MUST ALSO BE BOLTED TO THE TOP OF THE ROLL ASSEMBLY’S
FRAME RAILS.

7 If the test area is not already equipped with suitable vehicle restraint strap anchors, install them
now. While many forms of restraining systems can be fabricated, most shop owners prefer
heavy-duty flush (or recessed) mount “D” ring equipped plates.

For concrete floors, secure each plate with three or four concrete anchors. Several rings should be
strategically placed in the test area so that the heavy-duty nylon restraint straps can be easily
looped around the various tested vehicle’s axle or frame members. Straps should be installed at a
shallow angle (with the ground) to reduce the load on the anchoring hardware.

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 Tip: Install restraints in both the fore and aft directions, as
loads reverse during vehicle braking.

WARNING: FOR EITHER ABOVE OR IN-GROUND INSTALLATIONS,

FRAME TO FLOOR ANCHORS AND VEHICLE TIE DOWN STRAPS
ARE REQUIRED TO SECURE BOTH THE ROLL ASSEMBLY AND VE-
HICLE UNDER POWER! FRONT WHEEL DRIVE VEHICLES MUST BE
SECURED WITH DIAGONALLY ORIENTED STRAPS TO PREVENT
SIDEWARDS WANDER!

8 For absorber absorber or starter equipped roll assemblies, check drive belt (or chain) tension - ad-
justing as necessary using their slotted tensioners. Verify adjustments, using the chart below, by
applying the correct deflection pressure (at the mid-point of the longest span) and measuring the
total deflection (from a straight tangent line). (See the “ENGINE MOUNTING - Automotive”
section 5.1. for more details about the absorber itself.)

The correct absorber drive deflection (+/- 1/16"

NOTE:with deflection pressure applied at mind-point of
longest span) should be:

3/16” for belts (applying 95 pounds of pressure)

5/16” for chains (applying 10 pounds of pressure)

CAUTION: Check the tension and tightness of all bolts for

tensioning drive belts (or chains) after the first hour of running and
each 20 hours thereafter. More frequent readjustment may be re-
quired during component run-in.

9a For water brake absorbers equipped with a DYNOmite Electronic Load Servo option, the load
valve can be remote mounted or attached to the frame via the provided holes.For Pro Console (or
in-ground installations), remote mounting of the load valve is recommended. Use the included
stainless braid hose to plumb the load valve's outlet to the absorber's inlet fitting.

Tip: Manual load valves need to be run from inside the vehi-
cle. Longer hoses can be ordered for remote mounting.

CAUTION: Install Load Servo with its motor and manual knob ori-
ented up - to prevent water from ever dripping into the motor.

9b For electric absorber or starter motor equipped systems, have a qualified electrician size the cir-
cuit breaker, wring, motor starter/contactor, etc. (based on voltage/current nameplates). Complete
the hook-up according to local codes. (See appropriate "Options section" for more information
about installation.)

Tip: Have the electrician mount any pushbutton panel (for

your starter motor contactor) and/or the DYNOmite Control-
ler/Power Supply within easy access of the dynamometer
operator area.

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 CAUTION: Properly fuse electrical supply wiring to protect the
equipment. Since starter motors must be wired using their maxi-
mum starting torque motor lead configuration, size circuit breakers,
contactor heaters, and wiring to allow for the significant increase in
initial amperage draw!

10a Above ground installations will require a suitably sturdy lift to raise the car to the running height
of the roll assembly. Depending on the brand you install, it may have to be modified at the ends of
the lift's ramps slightly to clear the roll frame and to secure them together (when they are level
with the frame's and deck plate) for testing.

Tip: Land & Sea offers special lifts that are designed for our
DYNOmite Single and Twin Roll systems.

10b For in-ground units, bolt any required pit cover(s) to the top of the roll assembly’s frame rails.
Using the cover as a template mark out the its floor anchoring pattern. Temporarily remove the pit
cover to drill the floor. Using hardware compatible with your test area's floor material, secure the
cover to the floor and again to the frame.

Tip: Anchoring, suitable for use in a typical concrete floor, is

detailed on the pit drawing for each roll assembly.

11 Carefully drive a moderately powered vehicle (for initial testing) onto the rolls, while watching
out for clearance problems with any low hanging spoilers, etc. Use the air brakes to hold the rolls
from turning when driving onto or off of the rolls.

Tip: To drive the vehicle on or off

the rolls, temporarily depress the
air brake button. (Figure ). Be
sure to release the brakes before
testing.

CAUTION: The tires used during test-

ing should be rated for the intended
speed, be of the same circumference
(staggered stock car tires should be
replaced during testing), and inflated
to the manufactures maximum rec-
ommended pressure.
Figure 10
12 Place appropriate size wheel chocks around the
tires remaining on the ground (or lift) while you
finish hooking up the restraining straps. Wheel chocks should never be relied upon (alone) for ac-
tual testing, as the vehicle will shift off of the rolls.

Tip: Install restraints in both the fore and aft directions, as

loads reverse during vehicle braking.

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Page 78
 CAUTION: An observer should watch the actions of the tires on the
rolls during testing. If it is seen that applied power levels are causing
the tires to leave the rolls, signal the driver to stop the test. Verify
that the air-brakes have been released. The axle or frame of the vehi-
cle must always be secured to the roll assembly's and test bay's an-
chors using appropriate restraining straps or chains.

WARNING: INSPECT THE CONDITION OF THE STRAPS ON A FRE-

QUENT BASIS.

13 If you have not already done so, see other related sections for setup of the DYNOmite Data Acqui-
sition Computer, plumbing the system, and configuring DYNO-MAX before continuing to oper-
ate the dynamometer.

14 Start the engine, release any parking brake, put the transmission into gear. etc. and gradually bring
the drive wheels up to a low speed (i.e. 10 MPH) cruise. During this time, verify that the vehicle
is tracking properly (repositioning as necessary) and also verify that the DYNOmite Data Acqui-
sition System is receiving the roll’s speed signal.

Tip: It is helpful to have an observer or mirrors oriented so

that the test driver can observe the rolls.

CAUTION: Even though the vehicle is not moving forward, its wheels
may still be turning. Do not put the vehicle into park or reverse until
the wheels stop! Always have the brake firmly applied before shift-
ing into park! To prevent flat scuffing the tires, avoid applying the
brakes so hard that the tires skid on the rolls!

WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-

TION OF POWER CAN LURCH AN IMPROPERLY RESTRAINED VE-
HICLE OFF OF THE ROLLS. DRIVER MUST STAY ALERT DURING
TESTING - KEEPING VEHICLE UNDER CONTROL WITH THROTTLE
AND BRAKES (AS DURING ANY ON-ROAD TEST). TO PREVENT IN-
JURY, KEEP OBSERVERS CLEAR OF FRONT OR REAR OF VEHI-
CLE - AND AWAY FROM ROLL ASSEMBLY.

CAUTION: Failure to provide adequate cooling air-flow can lead to

damaging heat buildup in the drive-line, exhaust, and tires. Even
with adequate ventilation, tires subjected to extended high power
testing on the roll assembly should not be used on the road again.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisition
Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
3/19/2012 X:/Land&sea/Instructions/DYNOmite/2004 DYNOmite Owner's Manual.vp Page 79
 More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impos-
sible to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the vehicle accelerates the rolls, the DYNOmite computer and DYNO-MAX software monitors the
roll and engine RPM, run time, rate of acceleration and, if so equipped, absorber torque. It uses this in-
formation to calculate and display the applied power.

For systems equipped with a water brake or electric absorber, the load control (under manual or com-
puter regulation) can adjust the resistance that the rolls apply to the vehicle’s tires. By increasing or
decreasing the absorber load, it is possible to simulate various road conditions - at the throttle opening
of your choice. Such control is ideal for troubleshooting problems, tuning fuel injection systems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the user input vehicle drag and
weight information. In this mode, you will notice an exponentially increasing load being applied to the
vehicle, the faster and quicker it is accelerated. Conversely, there will be a coasting effect during de-
celeration. When your entered drag settings are appropriate, this becomes a very convenient mode to
do engine management system mapping and diagnostic testing in.

Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the roll’s inertia and parasitic drag values have been entered,
etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer read signifi-

cantly different, it is likely that your setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels” for the “Yellow AC input (Frequency)” are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

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 3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or “Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

5 Under the Run Information Vehicle tab, enter the “Weight” and “Coast Down G’s” for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-road test data, or they can be estimated.

NOTE:Below are various typical “Coast Down G” values:

Auto (import) 3100 lb. = .031
Auto (compact / sport) 3500 lb. = .031
Auto (mid-size) 3600 lb. = .027
Auto (full-size) 4000 lb. = .030
SUV(mid-size) 4500 lb. = .031
SUV(full-size) 5200 lb. = .035
Truck (mid-size) 3500 lb. = .038
Truck (full-size) 4750 lb. = .037

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your rolls’ diameter.

7 Again, under the Run Information Dyno tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roll windage and bearing
drag losses.

Tip: Contact Land & Sea if you do not know the correct val-
ues for your roll assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s load
valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

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 Tip: You can adjust the Coast Down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Water brakes, for example, can’t provide
loading near zero RPM. An AC motor/generator or eddy cur-
rent absorber is able to simulate much more “drive-away” in-
ertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

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2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 82
 CHASSIS MOUNTING - AWD 12" Dual-Roller 3.4
he All Wheel Drive 12" Chassis Dyno Dual-Roller assembly (parallel tandem rolls) allows “road”
T testing of medium powered FWD, RWD, and AWD vehicles - right in your shop. Although the
system may be run in a simple inertia acceleration testing mode, typically it is used in conjunction
with its over-driven DYNOmite eddy current absorber engaged. Doing so also allows performing
steady state testing and road load simulation (via DYNO-MAX).

This section's instructions only detail the procedures for setting up and using the roller assembly.
Other sections of this manual cover the Data Acquisition Computer's installation, absorber hook-up
and wiring, dynamometer operation, etc. (for this and other applications).

This unit may be installed into a suitable floor pit. However, become familiar with its service access
points and all mounting hole locations before forming the pit or installing any floor anchors.

1 The roller assembly should be installed in an area with adequate ventilation (to remove exhaust
fumes). If extended duration or higher power testing is to be conducted, the ventilation system
needs to be much larger - in order to substitute for the cooling affects of highway airflow veloci-
ties. (See “GETTING READY- Cell Design” section for more information about ventilation,
noise control, etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine com-
partment drive-line, exhaust, and tires.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED CHASSIS DYNO TESTING CAN LEAD TO A VEHICLE FIRE!
ALSO, EVEN WITH ADEQUATE VENTILATION, TIRES SUBJECTED
TO EXTENDED HIGH POWER TESTING (ON ANY SMALL DIAMETER
ROLLER ASSEMBLY) SHOULD NOT BE USED ON THE ROAD
AGAIN. THIS IS DUE TO THE POTENTIAL FOR HIDDEN CORD DAM-
AGE (FROM LONG TERM SIDEWALL FLEXING).

2 Double check that the selected location for the roller assemblies provides adequate bumper clear-
ance for the longest vehicle to be tested. RWD drive vehicles must power the fixed (rear) roller
set. Be sure to allow room for accessories such as floor lifts, fans, and other test equipment - as
well as for technicians to service the vehicle.

Tip: Orient the roller assembly so that the eddy current ab-
sorber will be on the left side of the vehicles during testing.

CAUTION: The dynamometer is directional (for cooling and correct

torque indication). If a rear-wheel drive vehicle is tested on the AWD
unit, its driving wheels must set on the fixed (rear) roll set. Con-
versely, a front-wheel drive vehicle's driving wheels should set on
the movable (forward) roll set.

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 3 Provisions for running the absorber(s) power leads, speed sensor cabling, and other data acquisi-
tion wiring, between the roll assembly and control console area, must be made. For pit installa-
tions, running these hook-ups via floor level raceways is suggested, cast-in PVC conduits are also
suitable.

Tip: Isolating the power leads from the data wiring is sug-
gested to minimize potential electromagnetic interference.

4 If you have equipped the roller assemblies with the optional Tire Airlift Unloading Kit, the (in-
cluded) supply hoses must be plumbed between each roll assembly's air cylinder "T" fitting and
the kit's (wall or panel mount) palm button. Like the wiring, air lines may be run in floor level
raceways, conduits, or piping that is cast into the pit and shop flooring.

WARNING: TO AVOID ACCIDENTALLY ACTIVATING THE UN-

LOADER AIRLIFT DURING TESTING, MOUNT ITS PALM BUTTON
AWAY FROM THE CONTROL CONSOLE (AND ADEQUATELY LA-
BEL IT).

CAUTION: The palm button should be supplied from a clean shop air
source, regulated to approximately 90 PSI.

5 Move the fixed (rear) roller assembly into place in your test area (using appropriate handling
equipment). If the system was ordered for in-ground installation (into a custom cast concrete pit),
verify that the dimensions of your custom cast concrete pit match the requirements on the in-
cluded pit and anchor pattern drawings.

CAUTION: Anchoring hardware must be installed by a qualified con-

tractor - into properly prepared and fully cured concrete (as speci-
fied on the included drawings). Maintain frame anchor hole
relationships within 1/8" of square during layout. Failure to accu-
rately locate and install the anchoring hardware will make it impossi-
ble to correctly install and align the assemblies!

WARNING: EXPLOSIVE GASOLINE FUMES CAN SETTLE INTO BE-

LOW GROUND PITS! CONTACT YOUR LOCAL BUILDING INSPEC-
TOR FOR PIT VENTILATION REQUIREMENTS AND REGULATIONS!

Tip: It is permissible to slightly enlarge some of the frame

mounting holes to attain correct alignment. Measure twice -
drill once!

6 Using the fixed (rear) roller assembly's leg plate holes as a template, mark and then drill the floor
for eight suitable concrete floor fasteners (such as Hilti HDI 3/4"-10 thread drop in anchors). Re-
fer to your included pit and anchor pattern drawings for more information.

Tip: Verify that all required wiring, air lines, sump drains,
wiring, vents, vehicle restraints, etc. will properly hook-up
before permanently anchoring either roller assembly.

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 7 The adjustable wheelbase (forward) roller assembly rides on wheels - a smooth and level floor,
plus accurate layout of all assemblies, is critical to avoid binding. If the surface under the wheels
is uneven, we suggest plating it with ½" thick steel "track rails" (80" x 6"). Use suitable concrete
floor anchors (such as Hilti HDI 3/8"-16 thread drop in anchors) to secure any plates, and care-
fully locate, align, and level shim them - for trouble-free travel.

Tip: Keep in mind that, when the movable roller assembly is

set into place, the top of its frame rails must sit 5/16" below
the top of the fixed roller's frame rails. This insures that the
telescoping deck ramps will all run level. Shim stock may be
placed under the frame legs (and any track rail plates you
fabricate) to attain the required installed height (and to cor-
rect for any unevenness of your floor). Allow for the added
height of any required shims when selecting anchoring
hardware.

CAUTION: Any track rail plate shimming must supply adequate sup-
port - so that the plates do not sag during wheelbase adjustment.

8 Accurately square the fixed (rear) roller frame . If necessary, insert shims under the frame leg
plates so that the top of the fixed (rear) roller's frame rails will be at the correct height offset to the
telescoping deck ramps and movable (forward) roll assembly (see the included pit and anchor pat-
tern drawing).Secure the frame with your selected anchoring hardware.

Tip: If you mis-drilled, it is permissible to slightly enlarge a

couple of the frame mounting holes - to attain correct align-
ment.

9 Set the movable (forward) roll assembly unit into place. Verify that the movable assembly glides
freely back and forth on the smooth and level floor or track surface.

CAUTION: Add or remove shims as necessary to attain smooth roll-

ing and to set the required height offset between the fixed and mov-
able roller assemblies.

Tip: Both roller assemblies should be oriented so that their

eddy current absorbers are on the left side of the vehicles
during testing.

10 Move the telescoping ramp assembly into place between the two roller frames.

Tip: Note: The ramps with the diamond plate surface attach
to fixed (rear) roller assembly, while the smooth surface
telescoping ramps attach to the movable (forward) roller as-
sembly.

11 Using the eight included ½"-20 x 1-1/2" button head bolts and ½"-20 Nyloc nuts, temporarily at-
tach the telescoping ramp assembly to both the fixed and movable roller assemblies.

12 Mark the floor for the drilling location of the four holes used to secure the telescoping ramp as-
sembly's leg plates. Undo the eight bolts and then temporarily slide the telescoping ramp assem-
bly out of the way - for drilling.

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 13 Drill the floor for the telescoping ramp assembly's leg plates. Use four suitable concrete fasteners
(such as Hilti HDI 3/4"-10 thread drop in anchors) to secure the legs (shimming for height as re-
quired). Refer to the included pit and anchor pattern drawings for more information.

14 Again, using the eight ½"-20 x 1-1/2" button head bolts and ½"-20 Nyloc nuts, permanently se-
cure the telescoping ramp assembly to both roller assemblies. Torque all bolts to 60 foot-pounds.

15 Have a qualified electrician wire the 115-volt ac wheelbase actuator motor and its directional
SPDT power switch. Verify that the motor runs and adjusts the wheelbase in both directions, then
mark the switch plate accordingly.

Tip: A 230/115-volt transformer is available for countries

where 115-volt ac power is not available.

16 Lubricate the Acme lead screw, Acme lead screw nut, and underside friction points of the
telescoping assembly with wheel bearing grease. Test that the wheelbase actuator motor smoothly
runs the frame through its approximate 41" of travel (from 95" to 136" center-to-center roller
frame spacing).

CAUTION: Watch the movable frame's wheels as they run over your
floor or track rail plates. The wheels must not run beyond the ends of
the plates. If binding occurs, recheck your drilling and installation
alignment.

Tip: The system can actually accommodate wheelbases

from 90" to 141" if the vehicle's tire center lines are run
slightly fore and aft of the roller frame's exact centerline.

17 The test area requires suitable vehicle restraint strap anchors. While many forms of restraining
systems can be fabricated, most shop owners prefer using several heavy-duty nylon restraint
straps clipped to multiple heavy-duty “D” ring equipped anchor plates. For typical shop floors,
each plate must be secured with two (or more) suitable concrete floor anchors (such as Hilti HDI
1/2"-13 thread drop in anchors).

WARNING: FRAME TO FLOOR ANCHORS AND VEHICLE TIE DOWN

STRAPS ARE REQUIRED TO SECURE THE VEHICLE UNDER
POWER! FRONT WHEEL DRIVE OR ALL WHEEL DRIVE VEHICLES
REQUIRE DIAGONALLY ORIENTED STRAPS (IN A SIDE TO SIDE "X"
PATTERN) TO PREVENT THE TIRES FROM TRACKING OFF THE
EDGE OF THE ROLLS! PROVIDE RESTRAINTS IN BOTH THE FORE
AND AFT DIRECTIONS, AS LOADS REVERSE DURING VEHICLE
BRAKING!

CAUTION: Straps should be installed so they will work at about a 30

degree angle up from the floor - this provides a good compromise
between downward and horizontal loads on the straps and anchor-
ing hardware. Extra plates and straps should be purchased and in-
stalled for testing higher powered vehicles.

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 Tip: Trial fit several of your intended test vehicles when lay-
ing out the anchor pattern. Multiple rings will be required at
both ends of the vehicles - strategically placed so that the
heavy-duty nylon restraint straps can be easily looped
around available axle, suspension, and frame members.

18 Mount the absorbers's Load Control and Power supply near the control console. (See the “EN-
GINE MOUNTING - Automotive” section 5.1. for more details about the absorber, wiring, etc.).

Mounting a Vehicle
1 Prepare to drive a a suitable AWD vehicle onto the rollers. For above ground drive-on installa-
tions, hook the included ramps over appropriately spaced locations on the back rail of the fixed
(rear) roller assembly.

Tip: For your initial training and test sessions, use a moder-
ately powered vehicle with adequate cooling, quiet exhaust,
smooth running characteristics, etc.

CAUTION: Failure to provide adequate cooling air-flow can lead to

damaging heat buildup in the drive-line, exhaust, and tires. Even
with adequate ventilation, tires subjected to extended high power
testing on the roll assembly should not be used on the road again.

2 Carefully drive onto the the rolls, while watching

out for clearance problems with any low hanging
spoilers, etc. Temporarily inert a roll lock pin
(through the rollers' frame rails) into each roller
set pulley (see figure 11) or, if you have pur-
chased the optional Tire Airlift Unloading Kit,
activate its palm button - to keep the rolls from
turning whenever driving onto or off of the rolls.

Figure 11

Tip: Be sure to remove the pins (or lower the tire lift) before
testing.

CAUTION: The tires used during testing should be rated for the in-
tended speed, be of the same circumference (staggered stock car
tires should be replaced during testing), and inflated to the manufac-
tures maximum recommended pressure.

3 Secure the vehicle for testing using appropriate strapping.

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 WARNING: ATTACH VEHICLE TIE DOWN STRAPS TO SECURE IT
UNDER POWER! FRONT WHEEL DRIVE OR ALL WHEEL DRIVE VE-
HICLES MUST BE SECURED WITH DIAGONALLY ORIENTED
STRAPS (IN A SIDE TO SIDE "X" PATTERN) TO PREVENT THE
TIRES FROM TRACKING OFF THE EDGE OF THE ROLLS, AS
TORQUE VARIES! INSTALL RESTRAINTS IN BOTH THE FORE AND
AFT DIRECTIONS, AS LOADS REVERSE DURING VEHICLE BRAK-
ING!

CAUTION: Straps should be attached so they will work at about a 30

degree angle up from the floor - this provides a good compromise
between downward and horizontal loads on the straps and anchor-
ing hardware.

4 If you have not already done so, see other related sections for setup of the DYNOmite Data Acqui-
sition Computer, wiring the system, maintenance, and configuring DYNO-MAX before continu-
ing on to operate the dynamometer.

5 Start the engine, release any parking brake, put the transmission into gear. etc. and gradually
bring the drive wheels up to a low speed (i.e. 10 MPH) cruise.

WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-

TION OF POWER CAN LURCH AN IMPROPERLY RESTRAINED VE-
HICLE OFF OF THE ROLLS. DRIVER MUST STAY ALERT DURING
TESTING - KEEPING VEHICLE UNDER CONTROL WITH THROTTLE
AND BRAKES (AS DURING ANY ON-ROAD TEST). TO PREVENT IN-
JURY, KEEP OBSERVERS CLEAR OF FRONT OR REAR OF VEHI-
CLE - AND AWAY FROM ROLLER ASSEMBLIES.

CAUTION: Even though the vehicle is not moving forward, its wheels
may still be turning. Do not put the vehicle into park or reverse until
the wheels stop! Always have the brake firmly applied before shift-
ing into park! To prevent flat scuffing the tires, avoid applying the
brakes so hard that the tires skid on the rollers!

6 During this low power and speed rolling, verify that the vehicle is tracking properly (repositioning
as necessary) and also verify that the DYNOmite Data Acquisition System is receiving both
rollers’ speed signals.

WARNING: INSPECT THE TENSION AND CONDITION OF YOUR

STRAPS ON A FREQUENT BASIS - REPLACING AS REQUIRED!

CAUTION: An observer should watch the actions of the tires on the

rollers during testing. If it is seen that applied power levels are caus-
ing the tires to leave the rolls, signal the driver to stop the test. Verify
that any lock pins or air-brakes have been released. The axle or
frame of the vehicle must always be secured to the roller assemblies
and test bay's anchors using appropriate restraining straps.

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 Tip: It is helpful to have an observer or mirrors oriented so
that the test driver can observe the rolls.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisition
Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impos-
sible to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the vehicle accelerates the rolls, the DYNOmite computer and DYNO-MAX software monitors
both the front and rear roller speed, engine RPM, run time, rate of acceleration and, absorber torque. It
uses this information to calculate and display the applied power.

The system's electric absorbers and load controls (under manual or computer regulation) can adjust the
resistance that the rolls apply to the vehicle’s tires. By increasing or decreasing the absorber load, it is
possible to simulate various road conditions - at the throttle opening of your choice. Such control is
ideal for troubleshooting problems, tuning fuel injection systems, etc.

It is possible to specify a specific holding speed or engine RPM - which the computer will then auto-
matically maintain (under most throttle settings). Various Auto Tests may also be run using the con-
trols to sweep or step the engine over predefined test points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the user input vehicle drag and
weight information. In this mode, you will notice an exponentially increasing load being applied to the
vehicle, the faster and quicker it is accelerated. Conversely, there will be a coasting effect during de-
celeration. When your entered drag settings are appropriate, this becomes a very convenient mode to
do engine management system mapping and diagnostic testing.

Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system (remember both the front and rear rollers have RPM pick-ups) and
that the Drive Ratio, rollers' inertia and parasitic drag values, etc. are known (or have been entered).

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

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 Tip: If the DYNO-MAX and engine tachometer read signifi-
cantly different, it is likely that your setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels” for the “Yellow AC input (Frequency)” are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Again, under the Run Information Dyno tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

4 Still under the Run Information Dyno tab, you can verify (or modify) the parasitic loss “Driveline
Power loss RPM B” calibration values established for your system. This corrects for roll windage
and bearing drag losses.

Tip: Contact Land & Sea if you do not know the correct val-
ues for your roller assemblies.

5 Under the Run Information Engine tab, enter the “Number of Cylinders”, “Bore” & “Stoke” (or
“Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correction,
and other formulas.

6 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#2- User Compensation On” which combines Measured Absorber Torque + In-
ertial (roller) Torque (rear) + Inertial (roller) Torque (front) in determining displayed power.

7 Under the Run Information Vehicle tab, enter the “Weight” and “Coast Down G’s” for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-road test data, or they can be estimated.

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 NOTE:Below are various typical “Coast Down G” values:
ATV (mid-size)650 lb. = .090
ATV (full-size) 900 lb. = .150
Auto (import) 3100 lb. = .031
Auto (compact / sport) 3500 lb. = .031
Auto (mid-size) 3600 lb. = .027
Auto (full-size) 4000 lb. = .030
Bike(touring) 800 lb. = .070
Bike(cruiser) 700 lb. = .070
Bike(race) 550 lb. = .075
Kart (non-shifter)325 lb. = .080
Kart (shifter)350 lb. = .075
SUV(mid-size) 4500 lb. = .031
SUV(full-size) 5200 lb. = .035
Truck (mid-size) 3500 lb. = .038
Truck (full-size) 4750 lb. = .037

8 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your rollers’ diameter.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s load
valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Eddy current absorbers, for example, can’t
provide loading near zero RPM. An AC motor/generator is
able to simulate much more “drive-away” inertia and even
add in power to simulate "down-hill" coasting.

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 11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

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 CHASSIS MOUNTING - AWD 44" Twin Roll 3.5
he All Wheel Drive 44" Chassis Dyno Twin Roll assembly allows “road” testing of medium to
T high powered FWD, RWD, and AWD vehicles - right in your shop. Although the system may be
run in a simple inertia acceleration testing mode, typically it is used in conjunction with it over-driven
DYNOmite eddy current (or AC motor/generator) absorber engaged. Doing so also allows performing
steady state testing and road load simulation (via DYNO-MAX).

This section's instructions only detail the procedures for setting up and using the roll assembly. Other
sections of this manual cover the Data Acquisition Computer's installation, absorber hook-up and
plumbing, dynamometer operation, etc. (for this and other applications).

This unit must be installed into a suitable floor pit. Become familiar with its service access points,
deck plate overhangs, and all mounting hole locations before forming the pit or installing any floor an-
chors.

CAUTION: All deck plates must be secured to the dyno frame, and all
fixed plates anchored to the concrete floor - prior to testing!

1 The roll assembly should be installed in an area with adequate ventilation (to remove exhaust
fumes). If extended duration or high power testing is to be conducted, the ventilation system
needs to be much larger - in order to substitute for the cooling affects of highway airflow veloci-
ties. (See “GETTING READY- Cell Design” section for more information about ventilation,
noise control, etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine com-
partment drive-line, exhaust, and tires.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED CHASSIS DYNO TESTING CAN LEAD TO A VEHICLE FIRE!
ALSO, EVEN WITH ADEQUATE VENTILATION, TIRES SUBJECTED
TO EXTENDED HIGH POWER TESTING (ON ANY ROLL ASSEMBLY)
SHOULD NOT BE USED ON THE ROAD AGAIN. THIS IS DUE TO THE
POTENTIAL FOR HIDDEN CHORD DAMAGE (FROM LONG TERM
SIDEWALL FLEXING).

2 Double check that the selected location for the roll assembly provides adequate bumper clearance
for the longest vehicle to be tested. Non-AWD drive vehicles must power the primary (fixed) roll
set. Be sure to allow room for accessories such as floor lifts, fans, and other test equipment - as
well as for technicians to service the vehicle.

CAUTION: The dynamometer is directional. An arrow (on the fixed

deck plate) indicates the forward direction the vehicle should face. If
a two-wheel drive vehicle is tested on the AWD unit, its driving
wheels must set on the primary (fixed) rolls. Otherwise, damage to
the link-belt system will occur!

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 3 Provisions for running the absorber(s) power leads, speed sensor cabling, and other data acquisi-
tion wiring, between the roll assembly and control console area, must be made. Running these
hook-ups via floor level raceways is suggested, cast-in PVC conduits are also suitable.

Tip: Isolating the power leads from the data wiring is sug-
gested to minimize potential electromagnetic interference.

4 An air line must be plumbed between each roll assembly's air brake "T" fitting and the supplied
(wall or panel mount) palm button. Like the wiring, air lines may be run in floor level raceways,
conduits, or piping that is cast into the pit and shop flooring.

CAUTION: Palm buttons should be mounted in an easily accessible

area, uniquely labeled, and supplied from a clean shop air source,
regulated to approximately 90 PSI.

5 If this AWD system is equipped with the optional link-belt clutch, for engaging and disengaging
the secondary (movable) roll assembly, a second air line must be run from the clutch to its own
palm button.

CAUTION: For long life, the air supply for the link-belt clutch assem-
bly requires a standard shop air-line oil lubricator!

6 Verify that the dimensions of your custom cast concrete pit match the requirements on the in-
cluded pit and anchor pattern drawings. The adjustable wheelbase secondary roll assembly rides
on track rails (supplied). Layout all holes in the pit's floor - alignment is critical to avoid binding.

CAUTION: Anchoring hardware and epoxy must be installed by a

qualified contractor - into properly prepared and fully cured con-
crete (as specified on the included drawings). Maintain frame anchor
hole relationships within 1/16" of square - by also measuring diago-
nally during layout. Failure to accurately locate and install the an-
choring hardware will make it impossible to correctly install and
align the assemblies!

WARNING: EXPLOSIVE GASOLINE FUMES CAN SETTLE INTO BE-

LOW GROUND PITS! CONTACT YOUR LOCAL BUILDING INSPEC-
TOR FOR PIT VENTILATION REQUIREMENTS AND REGULATIONS!

Tip: If is permissible to slightly enlarge some of the frame or

track rail mounting holes to attain correct alignment. Mea-
sure twice - drill once!

7 Drill the 1" diameter holes x 6" deep holes (per your included Pit Drill Pattern drawing) for the
four included 7/8"-9 x 15" studs - for the primary (fixed) roll assembly. Following the instructions
on the included epoxy, prepare the drilled holes and install the four studs. When epoxied in place,
the four studs must protrude 9" from the (properly dimensioned) pit floor.

8 Using the two track rails for the secondary (movable) roll assembly as templates, carefully locate,
align, and mark the 32 anchoring holes into the pit's floor (per your included Pit Drill Pattern

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 drawing). Drill and install suitable concrete floor anchors (such as Hilti HDI 3/8"-16 thread drop
in anchors) for securing the two track rails.

Tip: Keep in mind that, when the secondary roll assembly is

set into place, the top of its frame rails must sit 3/8" above
the top of the pit. Be sure to consider the added height of any
required shims when selecting anchoring hardware.

9 Install, align, and level both track rails per the pit drawing. When the secondary (movable) roll
assembly is later set into place, the top of its frame rails must sit 3/8" above the top of the pit. This
insures that its moving deck plates can rest flush on the pair of 2" x 94" floor slide plates. Shim
stock may be placed under the rails to attain the required installed height (and to correct for any
unevenness of your pit's cast concrete floor). Secure the rails using flat washers, lock washers, and
3/8"-16 fasteners - suitable in length for your anchors.

CAUTION: Any track rail shimming must supply adequate support -

so that the rails do not move or sag (during either wheelbase adjust-
ment travel or dynamometer operation).

Tip: If you mis-drilled, it is permissible to skip or slightly en-

large a couple of the track rail mounting holes - to attain cor-
rect alignment.

10 Run a 7/8"-9 hex nut and large flat washer over each of the four primary frame's mounting studs.
These nuts will later be used to set the height of the primary roll assembly.

11 Using an adequately sized fork lift and slings (at the four outside corners of the roll's frame rails),
set the fixed mount primary roll assembly unit into the pit (over the four previously installed
mounting studs). Adjust the four leveling hex nuts so that the top of the frame rails are exactly
level with the top of the pit (shop's floor level).

Tip: Verify that all required plumbing supply lines, sump

drains, wiring, vents, vehicle restraints, etc. will properly
hook-up before permanently anchoring the roll assembly.

12 Accurately square the frame per the pit drawing. Secure each stud with another flat washer, lock
washer, and 7/8"-9 hex head nut.

Tip: If you mis-drilled, it is permissible to slightly enlarge a

couple of the frame mounting holes - to attain correct align-
ment.

13 Sling the movable secondary roll assembly unit into the pit, setting its four wheels onto the two
track rails (previously anchored to the pit floor). Verify that the movable assembly glides freely
back and forth on the tracks.

CAUTION: Take care not to roll the assembly off of its tracks prior to
attaching the articulating arms and lead screw between the units.

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 14 Prepare to attach the two shaft mounts of the link belt's articulating arm assembly to the second-
ary roll frame - by lifting the arm mounts up to the four holes in that frame's top rail member. Slip
the loose synchronizing belt over the toothed pulley on the secondary roll.

15 Using the four ½"-13 x 8-½" socket-head bolts, ½" i.d. (with small o.d.) flat washers, and Nyloc
nuts, loosely secure the two mounting blocks up under the top frame rails. Carefully adjust the
shaft so it is parallel with the roll shafts (using a tape measure) while adjusting the belt's tension
(see chart below). Torque all bolts to 45 foot-pounds. Verify adjustment by applying the correct
deflection pressure (at the span's mid-point) and measuring the total deflection (using a tangent
straight edge).

NOTE: The correct deflection (+/- 1/16" with deflection

pressure applied at mid-point of each belt's
span) should be:

1” for articulating arm belts (@ 100 lbs. pressure)

3/4” for roll to idler belts (@ 100 lbs. pressure)
1/4” for absorber belts (@ 100 lbs. pressure)

CAUTION: Check the tension and tightness of all bolts for

tensioning drive belts after the first hour of running and each 20
hours thereafter. More frequent readjustment may be required dur-
ing component run-in.

16 Loosen the set screws on the two jaw couplers (shipped on the shafts of each secondary roll). In-
sert the two urethane jaw coupler inserts and the aluminum jaw coupler extension into place be-
tween the two shafts. Slide the two jaw couplers evenly inward to securely capture the inserts and
extension. Torque the set screws on both jaw couplers.

17 Slip and hold the 1-½"-5 Acme thread nut up inside the secondary roll frame's lead screw mount.
Next, thread the 96" long Acme lead screw through the Acme nut (roll pin end first) towards the
fixed frame. Run the screw out until it protrudes 46" - measured from the face of the movable
frame to the extreme end face (roll pin end) of the shaft.

Tip: If this distance is not maintained - or if the electric motor

is activated prior to making the coupling it will be necessary
to re-adjust the motor's internal stop switches to synchro-
nize them for the frame's travel. Contact Land & Sea for
guidance.

18 Slip a 1" i.d. flat thrust washer over the roll pin end of the Acme screw. Slowly and gently glide
the secondary roll assembly towards primary roll assembly until the (roll pin) end of the Acme
lead screw enters the bronze bushing in the fixed frame assembly.

Tip: Apply a liberal amount of wheel bearing grease onto the

entire lead screw. Also apply grease to the bronze bushings.

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 19 Continue gliding (not threading) the Acme lead screw through the second bronze bushing. Slip a
second 1" i.d. flat thrust washer and the 1"-14 castellated nut over the roll pin (as it exits the sec-
ond bushings) - however, do not fully thread the nut onto the screw yet.

20 Slip the double-ended slotted drive coupling collar over the roll pin of the Acme Lead screw. Slip
the other slotted end over the mating drive pin in the electric actuator motor's shaft. Finish thread-
ing the castellated nut onto the lead screw until only about 0.015" of end play exists between the
thrust washer and bronze bushing faces. Secure the nut using the included cotter pin.

Tip: You can glide the secondary roll assembly back and
forth slightly to attain clearance to engage the drive coupling
collar, just be certain to verify that the center-to-center spac-
ing of the roll assemblies is 92" (+- ¼") - before activating the
electric motor for the first time!

21 Have a qualified electrician wire the 115-volt ac wheelbase actuator motor and its directional
SPDT power switch. Verify that the motor runs in both directions and mark the switch plate ac-
cordingly.

22 Set the red pit cover deck plate for the primary roll assembly into place. Bolt it to the frame rail
with the included 3/8"-24 x 1" button head screws.

23 Using the pit cover as a template, layout the perimeter bolt pattern onto your shop's floor. Re-
move the plate to drill and install suitable concrete floor anchors (such as Hilti HDI 3/8"-16
thread drop in anchors). Using the included 3/8"-16 x 1" button head screws, secure the plate to
the test area’s floor.

WARNING: BEFORE ACTUAL OPERATION, ALL PIT COVER AN-

CHORS AND SCREWS MUST ALWAYS BE IN PLACE AND SECURE!

24 Set the black 34" x 120" (flanged) deck plate extension (the plate with the 90-degree bent 5"
edge leg) for the primary roll assembly into place on the floor. Bolt it to the red primary pit
cover's T-rail using the included 3/8"-16 x 1" flat socket head screws.

25 Attach the support leg (with adjustable foot) to the two holes in the 90-degree bent 5" flange (just
installed) of the black deck plate extension. Use the included 3/8"-16 x 2" hex head bolts and
Nyloc nuts. Adjust the foot to support the plate level with the shop floor.

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 26a If a counterbalance weight is included, attach its pulley and cable
to the mounting hole in the 90-degree bent 6" flanged edge of the
black deck plate extension. Adjust the cable length so that the
weight will not hit the floor or pulley during travel. (Figure 12.)

26b Test that the wheelbase actuator motor smoothly runs the frame
through its approximate 28" of travel (from 92" to 120" cen-
ter-to-center roll spacing).

CAUTION: Watch the movable frame's wheels as

they run over their track rails. The wheels should
come close to the ends of the tracks at either travel
extreme. During travel, verify that less than 1/8" of
wheel side play displacement occurs (on the two Figure 12
floating wheel's axles). This confirms that the tracks
are parallel to the articulating arms.

Tip: The system can actually accommodate wheelbases

from 86" to 126" if the vehicle's tire center lines are run
slightly fore and aft of the roll's exact centerline.

27 Set the black 2" x 94" floor slide strips alongside the top edges of the pit (where the movable deck
plate will slide). Using the slide strips as templates, layout their bolt pattern onto your shop's
floor. Remove the strips to drill and install suitable concrete floor anchors (such as Hilti HDI
3/8"-16 thread drop in anchors). Using the included 3/8"-16 x 1" flat socket head screws, secure
the strips to the test area’s floor.

28 Set the black 34" x 120" (flat) floor slide plate (flat) alongside the aft (secondary roll) end of the
the pit. Using the slide plate as a template, layout its bolt pattern onto your shop's floor. Remove
the plate to drill and install suitable concrete floor anchors (such as Hilti HDI 3/8"-16 thread drop
in anchors). Using the included 3/8"-16 x 1" flat socket head screws, secure the plate to the test
area’s floor.

29 Set the red pit cover deck plate for the secondary roll assembly into place. Bolt it to the frame rail
with the included 3/8"-24 x 1" button head screws.

30 Attach the 34" x 118-¼" black deck plate extension to the secondary roll assembly so it spans the
remaining gap between the the two roll assemblies. Bolt it to the red secondary pit cover's T-rail
using the included 3/8"-16 x 1" button-head screws.

Tip: Use the actuator motor to help adjust the gap and align
the screw holes.

31 Set the remaining (36" x 118-¼") black deck plate extension for the secondary roll assembly into
place so it spans the gap between the the secondary roll assembly and the far end of the pit. Bolt it
to the red secondary pit cover's T-rail using the included 3/8"-16 x 1" button-head screws.

32 The test area requires suitable vehicle restraint strap anchors. While many forms of restraining
systems can be fabricated, most shop owners prefer using several heavy-duty nylon restraint
straps clipped to multiple heavy-duty “D” ring equipped anchor plates. For typical shop floors,

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 each plate must be secured with two (or more) suitable concrete floor anchors (such as Hilti HDI
1/2"-13 thread drop in anchors).

WARNING: FRAME TO FLOOR ANCHORS AND VEHICLE TIE DOWN

STRAPS ARE REQUIRED TO SECURE THE VEHICLE UNDER
POWER! FRONT WHEEL DRIVE OR ALL WHEEL DRIVE VEHICLES
REQUIRE DIAGONALLY ORIENTED STRAPS (IN A SIDE TO SIDE "X"
PATTERN) TO PREVENT THE TIRES FROM TRACKING OFF THE
EDGE OF THE ROLLS! PROVIDE RESTRAINTS IN BOTH THE FORE
AND AFT DIRECTIONS, AS LOADS REVERSE DURING VEHICLE
BRAKING!

CAUTION: Straps should be installed so they will work at about a 30

degree angle up from the floor - this provides a good compromise
between downward and horizontal loads on the straps and anchor-
ing hardware. Extra plates and straps should be purchased and in-
stalled for testing higher powered vehicles.

Tip: Trial fit several of your intended test vehicles when lay-
ing out the anchor pattern. Several rings will be required at
both ends of the vehicles - strategically placed so that the
heavy-duty nylon restraint straps can be easily looped
around available axle, suspension, and frame members.

33 Mount the absorbers's Load Control and Power supply near the control console. (See the “EN-
GINE MOUNTING - Automotive” section 5.1. for more details about the absorber, wiring, etc.).

Mounting a Vehicle
1 Prepare to drive a a suitable vehicle onto the rollers. If you are not using an AWD vehicle, disen-
gage the link belt clutch by pulling out on its palm button to release the air pressure. Be sure to set
the DYNO-MAX inertia value to the correct settings for whether both or one set of rolls are being
used!

Tip: For your initial training and test sessions, use a moder-
ately powered vehicle with adequate cooling, quiet exhaust,
smooth running characteristics, etc.

CAUTION: Failure to provide adequate cooling air-flow can lead to

damaging heat buildup in the drive-line, exhaust, and tires. Even
with adequate ventilation, tires subjected to extended high power
testing on the roll assembly should not be used on the road again.

2 Carefully drive onto the the rolls, while watching out for clearance problems with any low
hanging spoilers, etc. Use the air brakes to lock the rolls from turning whenever driving onto or
off of the rolls.

Tip: To drive the vehicle on or off the rolls, temporarily de-

press the air brake's palm button. Be sure to release the
brakes before testing.

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 CAUTION: The tires used during testing should be rated for the in-
tended speed, be of the same circumference (staggered stock car
tires should be replaced during testing), and inflated to the manufac-
tures maximum recommended pressure.

3 Secure the vehicle for testing using appropriate strapping. When testing 2-wd vehicles, place suit-
able size wheel chocks around the non-driving tires, while you finish hooking up the restraining
straps. Wheel chocks should never be relied upon (alone) for actual testing, as the vehicle will
shift off of the rolls.

WARNING: ATTACH VEHICLE TIE DOWN STRAPS TO SECURE IT

UNDER POWER! FRONT WHEEL DRIVE OR ALL WHEEL DRIVE VE-
HICLES MUST BE SECURED WITH DIAGONALLY ORIENTED
STRAPS (IN A SIDE TO SIDE "X" PATTERN) TO PREVENT THE
TIRES FROM TRACKING OFF THE EDGE OF THE ROLLS, AS
TORQUE VARIES! INSTALL RESTRAINTS IN BOTH THE FORE AND
AFT DIRECTIONS, AS LOADS REVERSE DURING VEHICLE BRAK-
ING!

CAUTION: Straps should be attached so they will work at about a 30

degree angle up from the floor - this provides a good compromise
between downward and horizontal loads on the straps and anchor-
ing hardware.

4 If you have not already done so, see other related sections for setup of the DYNOmite Data Acqui-
sition Computer, wiring the system, maintenance, and configuring DYNO-MAX before continu-
ing on to operate the dynamometer.

5 Start the engine, release any parking brake, put the transmission into gear. etc. and gradually bring
the drive wheels up to a low speed (i.e. 10 MPH) cruise.

WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-

TION OF POWER CAN LURCH AN IMPROPERLY RESTRAINED VE-
HICLE OFF OF THE ROLLS. DRIVER MUST STAY ALERT DURING
TESTING - KEEPING VEHICLE UNDER CONTROL WITH THROTTLE
AND BRAKES (AS DURING ANY ON-ROAD TEST). TO PREVENT IN-
JURY, KEEP OBSERVERS CLEAR OF FRONT OR REAR OF VEHI-
CLE - AND AWAY FROM ROLL ASSEMBLY.

CAUTION: Even though the vehicle is not moving forward, its wheels
may still be turning. Do not put the vehicle into park or reverse until
the wheels stop! Always have the brake firmly applied before shift-
ing into park! To prevent flat scuffing the tires, avoid applying the
brakes so hard that the tires skid on the rolls!

6 During this low power and speed rolling, verify that the vehicle is tracking properly (repositioning
as necessary) and also verify that the DYNOmite Data Acquisition System is receiving the roll’s
speed signal.

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 WARNING: INSPECT THE CONDITION OF THE STRAPS ON A FRE-
QUENT BASIS.

CAUTION: An observer should watch the actions of the tires on the

rolls during testing. If it is seen that applied power levels are causing
the tires to leave the rolls, signal the driver to stop the test. Verify
that the air-brakes have been released. The axle or frame of the vehi-
cle must always be secured to the roll assembly's and test bay's an-
chors using appropriate restraining straps or chains.

Tip: It is helpful to have an observer or mirrors oriented so

that the test driver can observe the rolls.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisition
Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impos-
sible to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the vehicle accelerates the rolls, the DYNOmite computer and DYNO-MAX software monitors the
roll and engine RPM, run time, rate of acceleration and, if so equipped, absorber torque. It uses this in-
formation to calculate and display the applied power.

For systems equipped with an electric absorber, the load control (under manual or computer regula-
tion) can adjust the resistance that the rolls apply to the vehicle’s tires. By increasing or decreasing the
absorber load, it is possible to simulate various road conditions - at the throttle opening of your choice.
Such control is ideal for troubleshooting problems, tuning fuel injection systems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the user input vehicle drag and
weight information. In this mode, you will notice an exponentially increasing load being applied to the
vehicle, the faster and quicker it is accelerated. Conversely, there will be a coasting effect during de-
celeration. When your entered drag settings are appropriate, this becomes a very convenient mode to
do engine management system mapping and diagnostic testing in.

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 Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the roll’s inertia and parasitic drag values have been entered,
etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer read signifi-

cantly different, it is likely that your setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels” for the “Yellow AC input (Frequency)” are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or “Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

Tip: If your system is equipped with a link belt clutch, be

sure to set the DYNO-MAX inertia value to the correct set-
tings for whether both or one set of rolls are being used!

5 Under the Run Information Vehicle tab, enter the “Weight” and “Coast Down G’s” for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-road test data, or they can be estimated.

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 NOTE:Below are various typical “Coast Down G” values:
Auto (import) 3100 lb. = .031
Auto (compact / sport) 3500 lb. = .031
Auto (mid-size) 3600 lb. = .027
Auto (full-size) 4000 lb. = .030
SUV(mid-size) 4500 lb. = .031
SUV(full-size) 5200 lb. = .035
Truck (mid-size) 3500 lb. = .038
Truck (full-size) 4750 lb. = .037

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your rolls’ diameter.

7 Again, under the Run Information Vehicle tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roll windage and bearing
drag losses.

Tip: Contact Land & Sea if you do not know the correct val-
ues for your roll assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s load
valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

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 Tip: DYNO-MAX's ability to simulate vehicle inertia may be
limited at lower speeds by the low-RPM torque capability of
your absorber. Water brakes, for example, can’t provide
loading near zero RPM. An AC motor/generator or eddy cur-
rent absorber is able to simulate much more “drive-away” in-
ertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

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 CHASSIS MOUNTING - HD 20" Tri-Axle 3.6
he Heavy-Duty 20" Tri-Axle Chassis Dyno assembly allows “road” testing of light to me-
T dium/heavy class FWD, RWD, AWD, 4WD, and 6WD trucks – right in your shop. Although the
system may be run in a simple inertia acceleration testing mode, typically it is used in conjunction
with it over-driven DYNOmite eddy-current (or AC motor/generator) absorber(s) engaged. Doing so
also allows performing steady-state testing and road-load simulation (via DYNO-MAX).

This section's instructions only detail the procedures for setting up and using the roll assembly. Other
sections of this manual cover the Data-Acquisition Computer's installation, absorber hook-up and wir-
ing, dynamometer operation, etc. (for this and other applications).

This unit must may be installed above ground or into a suitable floor pit. Become familiar with its ser-
vice access points, deck plate overhangs, and all mounting hole locations before forming the pit or in-
stalling any floor anchors.

CAUTION: All deck plates must be secured to the dyno frame, and all
fixed plates anchored to the concrete floor – prior to testing!

1 The roll assembly should be installed in an area with adequate ventilation (to remove exhaust
fumes). If extended duration or high-power testing is to be conducted, the ventilation system
needs to be much larger – in order to substitute for the cooling effects of highway airflow veloci-
ties. (See “GETTING READY- Cell Design” section for more information about ventilation,
noise control, etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine com-
partment, driveline, exhaust, and tires.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING TO THE UNDERSIDE OF THE VEHICLE DURING EX-
TENDED CHASSIS DYNO TESTING CAN LEAD TO A VEHICLE FIRE!
ALSO, EVEN WITH ADEQUATE VENTILATION, TIRES SUBJECTED
TO EXTENDED HIGH POWER TESTING (ON ANY ROLL ASSEMBLY)
SHOULD NOT BE USED ON THE ROAD AGAIN. THIS IS DUE TO THE
POTENTIAL FOR HIDDEN CHORD DAMAGE (FROM LONG TERM
SIDEWALL FLEXING).

2 Double check that the selected location for the roll assembly provides adequate bumper clearance
for the longest vehicle to be tested. Non-AWD drive vehicles must power the primary (lift-bar
equipped) roll set. Be sure to allow room for accessories such as floor lifts, fans, and other test
equipment – as well as for technicians to service the vehicle.

CAUTION: The dynamometer is directional. See the pit plan for the
forward direction the vehicle should face. If a two-wheel drive vehi-
cle is tested on the multi-roll unit, its driving wheels must set on the
primary (lift-bar equipped) rolls!

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 3 Provisions for running the absorber(s) power leads, speed sensor cabling, and other data-acquisi-
tion wiring, between the roll assembly and control console area, must be made. Running these
hook-ups via floor level raceways is suggested, cast-in PVC conduits are also suitable.

Tip: Isolating the power leads from the data wiring is sug-
gested to minimize potential electromagnetic interference.

4 An airline must be plumbed between each roll assembly’s air brake "T" fitting and the supplied
(wall or panel mount) palm button. If the dynamometer is supplied with an optional tire-lift sys-
tem, be sure to plumb the lift’s palm button INLET to the OUTLET line, of the dynamometer’s
brake system. This prevents accidental tire-lift actuation while the rolls are spinning. As with the
wiring, air lines may be run in floor level raceways, conduits, or piping that is cast into the pit and
shop flooring.

CAUTION: Palm buttons should be mounted in an easily accessible

area, uniquely labeled, and supplied from a clean shop air source,
regulated to approximately 90 PSI.

WARNING: IF THE DYNAMOMETER IS SUPPLIED WITH AN OP-

TIONAL TIRE-LIFT SYSTEM, BE SURE TO PLUMB THE LIFT’S PALM
BUTTON INLET TO THE OUTLET LINE OF THE DYNAMOMETER’S
BRAKE SYSTEM. THIS IS TO PREVENT ACCIDENTAL TIRE-LIFT AC-
TUATION WHILE ROLLS ARE SPINNING!

5 If this system is equipped with the optional link-belt clutch, for engaging and disengaging the sec-
ondary (multi roll) assembly, a third airline must be run from the clutch to its own palm button.

CAUTION: For long life, the air supply for the link-belt clutch assem-
bly requires a standard shop airline water separator and oil lubrica-
tor!

6 Verify that the dimensions of your custom cast concrete pit match the requirements on the in-
cluded pit and anchor pattern drawings. Layout all holes in the pit’s floor accordingly.

CAUTION: Anchoring hardware and epoxy must be installed by a

qualified contractor – into properly prepared and fully cured con-
crete (as specified on the included drawings). Maintain frame anchor
hole relationships within 1/16" of square – by also measuring diago-
nally during layout. Failure to accurately locate and install the an-
choring hardware will make it impossible to correctly install and
align the assemblies!

WARNING: EXPLOSIVE GASOLINE FUMES CAN SETTLE INTO BE-

LOW GROUND PITS! CONTACT YOUR LOCAL BUILDING INSPEC-
TOR FOR PIT VENTILATION REQUIREMENTS AND REGULATIONS!

Tip: It is permissible to slightly enlarge some of the frame or

track rail mounting holes to attain correct alignment. Mea-
sure twice – drill once!

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 7 Drill the holes (per your included Pit Drill Pattern drawing) for the recommended Hilti HDI
3/4"-10 x 10" drop-in anchors (studs) or equivalent brand/model. Follow the manufacturer’s in-
structions to drill, prepare the holes, and install the anchors.

Tip: Keep in mind that, when each roll assembly is set into
place, the top of its frame rails must sit flush with the top of
the pit. Be sure to consider the added height of any required
shims when selecting anchoring hardware.

8 Roughly pre-shim the floor anchor locations, so that all will be at the same (correct) finished
depth for your as-cast pit.

CAUTION: Any frame shimming must supply adequate support – so

that the frame will not flex during dynamometer operation.

9 Using an adequately sized fork lift and slings (at the four outside corners of the frame rails), set
the primary (tandem-roll rear) roll assembly into the pit (over the previously installed mounting
anchors). Final shim the mounting pads so that the top of the frame rails are exactly level with the
top of the pit (shop’s floor level).

10 Use a 3/4"-10 hex nut, lock washer, and large flat washer over each of the frame-mount anchors
(studs).

11 Snug up, but do not fully tighten the nuts yet.

Tip: Verify that all required plumbing supply lines, sump

drains, wiring, vents, vehicle restraints, etc. will properly
hook-up before permanently anchoring the roll assemblies.

12 Accurately square the frame per the pit drawing. Torque each stud of the primary roll assembly
(only) to the anchor-manufacture’s specifications.

Tip: If you mis-drilled, it is permissible to slightly enlarge a

couple of the frame mounting holes – to attain correct align-
ment.

13 Repeat the above few steps for the secondary (multi-roll front) roll assembly.

CAUTION: Do not torque secondary-unit’s anchors yet!

14 Now sling the absorber module into the pit, ensuring its arrows (in the frame) point forward – the
same as “vehicle direction” on the pit plan. Temporarily support the
absorber frame so that the absorber shafts are at the same elevation
as the rolls’ shafts.

15 Remove all the absorber pulleys (they are shipped loose). Pass the
absorber belts through the primary and secondary frames. Position
each belt over its absorber shaft, along with its respective pulley.
(Figure 13.)
Figure 13

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 16 Reinstall each pulley’s taper-lock bushing loosely back into place.
(Figure 14.)

17 Finish lowering the absorber module into position over its anchor
studs. Install the black frame-connector plates, as shown, ensuring
arrows are aligned. (Figure 12.) The middle carriage-head bolt must
be installed so its square “neck” is oriented as a diamond (¨) – for
proper belt tensioning. Torque the connector-plates’ bolts to 300 Figure 14
ft-lbs.

18 The absorber’s pulleys and taper-lock bushings may now be aligned to the corresponding roll pul-
ley and torqued to 800 in-lbs.

19 Fine adjustments to belt tension can be made by LOWERING (to increase) each absorber bearing
block – using its adjuster screw (below each bearing). Evenly adjust each shaft’s height for the
correct belt tension (see chart below). Verify adjustment by applying the correct deflection pres-
sure (at the span's mid-point) and measuring the total deflection (using a tangent straight edge).

NOTE: The correct deflection (+/- 1/16" with deflection

pressure applied at mid-point of each belt's
span) should be:

1/2” for absorber belts (@ 150 lbs. pressure)

3/4” for roll to roll belts (@ 100 lbs. pressure)

CAUTION: Check the tension and tightness of all bolts for

tensioning drive belts after the first hour of running and each 20
hours thereafter. More frequent readjustment may be required dur-
ing component run-in.

20 Re-check secondary roll-assembly’s and absorber-module's alignment, before finish-torquing

their anchor bolts.

21 Attach mid-span beam support-plate spacers (figure 15) and support

plates (figure 16).

22 Install the five (black) mid-span beams, with their arrows pointing
away from absorbers – this is with the exception of the second beam
(from middle) which must point towards the absorbers. (Figure 17.) Figure 15
23 Install Safety wheels on side of primary dyno frame. Do not over
tighten – the wheels must be free to spin. (Figure 18.)

24 Set the red pit-cover deck plates for the roll and absorber assemblies
into place. First bolt them to the frame rails with the included 3/8"-16
x 1¼" button head screws.

Figure 16

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 25 Using the pit plates as a template, layout the perimeter bolt pattern
onto your shop's floor. Remove the plate to drill and install suitable
concrete floor anchors (such as Hilti HDI 3/8"-16 thread drop in an-
chors). Using the included 3/8"-16 x 1¼" button head screws, secure
the plate to the test area’s floor.

WARNING: BEFORE ACTUAL OPERATION, ALL PIT

Figure 17
COVER ANCHORS AND SCREWS MUST ALWAYS BE
IN PLACE AND SECURE!

26 Set the black 34" x 120" (flanged) deck plate extension (the plate
with the 90-degree bent 5" edge leg) for the primary roll assembly
into place on the floor. Bolt it to the red primary pit cover's T-rail us-
ing the included 3/8"-16 x 1" flat socket head screws.

27 The test area requires suitable vehicle restraint strap anchors. While
many forms of restraining systems can be fabricated, most shop own- Figure 18
ers prefer using several heavy-duty nylon restraint straps clipped to
multiple heavy-duty “D” ring equipped anchor plates. For typical shop floors, each plate must be
secured with two (or more) suitable concrete floor anchors (such as Hilti HDI 1/2"-13 thread
drop-in anchors). See Pit Drawing for one example of a (minimum) suggested layout.

WARNING: FRAME TO FLOOR ANCHORS AND VEHICLE TIE DOWN

STRAPS ARE REQUIRED TO SECURE THE VEHICLE UNDER
POWER! FRONT WHEEL DRIVE OR ALL WHEEL DRIVE VEHICLES
REQUIRE DIAGONALLY ORIENTED STRAPS (IN A SIDE TO SIDE "X"
PATTERN) TO PREVENT THE TIRES FROM TRACKING OFF THE
EDGE OF THE ROLLS! PROVIDE RESTRAINTS IN BOTH THE FORE
AND AFT DIRECTIONS, AS LOADS REVERSE DURING VEHICLE
BRAKING!

CAUTION: Straps should be installed so they will work at about a 30

degree angle up from the floor - this provides a good compromise
between downward and horizontal loads on the straps and anchor-
ing hardware. Extra plates and straps should be purchased and in-
stalled for testing higher powered vehicles.

Tip: Trial fit several of your intended test vehicles when lay-
ing out the anchor pattern. Several rings will be required at
both ends of the vehicles - strategically placed so that the
heavy-duty nylon restraint straps can be easily looped
around available axle, suspension, and frame members.

28 Mount the absorbers's load control and power supply near the control console. (See the “EN-
GINE MOUNTING - Automotive” section 5.1. for more details about the absorber, wiring, etc.).

Mounting a Vehicle
1 Prepare to drive a suitable vehicle onto the rollers. For dynamometers equipped with the optional
front-to-rear link-belt clutch, the secondary rolls may be disengaged for testing non-AWD vehi-

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 cles. Do so by pulling out on the air-clutch’s palm button – to release the air pressure. Be sure to
set the DYNO-MAX inertia value to the correct settings – for whether one, or both, sets of rolls
are in use!

Tip: For your initial training and test sessions, use a moder-
ately powered vehicle with adequate cooling, quiet exhaust,
smooth running characteristics, etc.

CAUTION: Failure to provide adequate cooling air-flow can lead to

damaging heat buildup in the drive-line, exhaust, and tires. Even
with adequate ventilation, tires subjected to extended high power
testing on the roll assembly should not be used on the road again.

2 Carefully drive onto the rolls, while watching out for clearance problems with any low hanging
spoilers, etc. Use the air brakes to lock the rolls from turning, whenever driving onto, or off of,
the rolls.

Tip: To drive the vehicle on or off the rolls, temporarily de-

press the air brake’s palm button. Be sure to release the
brakes before testing.

CAUTION: The tires used during testing should be rated for the in-
tended speed, be of the same circumference (staggered stock car
tires should be replaced during testing), and inflated to the manufac-
tures maximum recommended pressure.

3 Secure the vehicle for testing using appropriate strapping. Place suitable size wheel chocks around
the tires, while you finish hooking up the restraining straps. Wheel chocks should never be relied
upon (alone) for actual testing, as the vehicle will shift off of the rolls.

WARNING: ATTACH VEHICLE TIE DOWN STRAPS TO SECURE IT

UNDER POWER! FRONT WHEEL DRIVE OR ALL WHEEL DRIVE VE-
HICLES MUST BE SECURED WITH DIAGONALLY ORIENTED
STRAPS (IN A SIDE TO SIDE "X" PATTERN) TO PREVENT THE
TIRES FROM TRACKING OFF THE EDGE OF THE ROLLS, AS
TORQUE VARIES! INSTALL RESTRAINTS IN BOTH THE FORE AND
AFT DIRECTIONS, AS LOADS REVERSE DURING VEHICLE BRAK-
ING!

CAUTION: Straps should be attached so they will work at about a 30

degree angle up from the floor - this provides a good compromise
between downward and horizontal loads on the straps and anchor-
ing hardware.

4 If you have not already done so, see other related sections for setup of the DYNOmite Data-Ac-
quisition Computer, wiring the system, maintenance, and configuring DYNO-MAX before con-
tinuing on to operate the dynamometer.

5 Start the engine, release any parking brake, put the transmission into gear. etc. and gradually bring
the drive wheels up to a low speed (i.e. 10 MPH) cruise.

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 WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-
TION OF POWER CAN LURCH AN IMPROPERLY RESTRAINED VE-
HICLE OFF OF THE ROLLS. DRIVER MUST STAY ALERT DURING
TESTING - KEEPING VEHICLE UNDER CONTROL WITH THROTTLE
AND BRAKES (AS DURING ANY ON-ROAD TEST). TO PREVENT IN-
JURY, KEEP OBSERVERS CLEAR OF FRONT OR REAR OF VEHI-
CLE - AND AWAY FROM THE ROLL ASSEMBLIES.

CAUTION: Even though the vehicle is not moving forward, its wheels
may still be turning. Do not put the vehicle into park or reverse until
the wheels stop! Always have the brake firmly applied before shift-
ing into park! To prevent flat scuffing the tires, avoid applying the
brakes so hard that the tires skid on the rolls!

6 During this low power and speed rolling, verify that the vehicle is tracking properly (repositioning
as necessary) and also verify that the DYNOmite Data-Acquisition System is receiving the roll’s
speed signal.

WARNING: INSPECT THE CONDITION OF THE STRAPS ON A FRE-

QUENT BASIS.

CAUTION: An observer should watch the actions of the tires on the

rolls during testing. If it is seen that applied power levels are causing
the tires to leave the rolls, signal the driver to stop the test. Verify
that the air-brakes have been released. The axle or frame of the vehi-
cle must always be secured to the roll assembly's and test bay's an-
chors using appropriate restraining straps or chains.

Tip: It is helpful to have an observer or mirrors oriented so

that the test driver can observe the rolls.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data-Acquisition Computer and DYNO-MAX software. The DYNOmite Data-Acquisi-
tion Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, help system.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impos-
sible to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

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 As the vehicle accelerates the rolls, the DYNOmite computer and DYNO-MAX software monitors the
roll and engine RPM, run time, rate of acceleration and, if so equipped, absorber torque. It uses this in-
formation to calculate and display the applied power.

For systems equipped with an electric absorber, the load control (under manual or computer regula-
tion) can adjust the resistance that the rolls apply to the vehicle’s tires. By increasing or decreasing the
absorber load, it is possible to simulate various road conditions - at the throttle opening of your choice.
Such control is ideal for troubleshooting problems, tuning fuel injection systems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the user input vehicle drag and
weight information. In this mode, you will notice an exponentially increasing load being applied to the
vehicle, the faster and quicker it is accelerated. Conversely, there will be a coasting effect during de-
celeration. When your entered drag settings are appropriate, this becomes a very convenient mode to
do engine management system mapping and diagnostic testing in.

Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the roll’s inertia and parasitic drag values (for your specific
dynamometer) have been entered, etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

online help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- RPM-A, RPM-C” (when you have wired an engine-RPM tachometer source)
or “#1- RPM-C, RPM-C” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer read signifi-

cantly different, it is likely that your setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels” for the “Yellow AC input (Frequency)” are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or “Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

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 Tip: If your system is equipped with a link-belt clutch, be
sure to set the DYNO-MAX inertia value to the correct set-
tings for whether both or one set of rolls are being used!

5 Under the Run Information Vehicle tab, enter the “Weight” and “Coast Down G’s” for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-road test data, or they can be estimated.

NOTE:Below are various typical “Coast Down G” values:

Auto (import) 3100 lb. = .031
Auto (compact / sport) 3500 lb. = .031
Auto (mid-size) 3600 lb. = .027
Auto (full-size) 4000 lb. = .030
SUV(mid-size) 4500 lb. = .031
SUV(full-size) 5200 lb. = .035
Truck (mid-size) 3500 lb. = .038
Truck (full-size) 4750 lb. = .037
Truck (heavy-duty) 10000 lb. = .035
Truck (tri-axle) 20000+ lb. = .030

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#0- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your rolls’ diameter.

7 Again, under the Run Information Vehicle tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roll windage and bearing
drag losses.

Tip: Contact Land & Sea if you do not know the correct val-
ues for your roll assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s load
valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

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 Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Water-brake absorbers, for example, can’t
provide loading near zero RPM. An AC motor/generator or
eddy-current absorber is able to simulate much more
“drive-away” inertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

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 CHASSIS MOUNTING - Motorcycle/ATV 3.7
he various Motorcycle/ATV assemblies allow “road” testing many bikes, all terrain vehicles, and
T some kart style vehicles right in your shop. Although they can be configured for simple inertia ac-
celeration testing only, they are usually upgraded with either an over-driven DYNOmite water brake,
eddy current absorber, or AC motor/generator. Doing so also allows performing steady state and road
load simulation testing (via DYNO-MAX)

This section's instructions only detail the procedures for setting up and using the roller assembly.
Other sections of this manual cover the Data Acquisition Computer's installation, absorber hook-up
and plumbing, dynamometer operation, etc. (for this and other applications).

1 The roller assembly should be installed in an area with adequate ventilation (to remove exhaust
fumes). If extended duration or high power testing is to be conducted, the ventilation system
needs to be much larger - in order to substitute for the cooling affects of highway airflow veloci-
ties. (See the “GETTING READY- Cell Design” section for more information about ventilation,
noise control, etc.)

CAUTION: Failure to provide adequate cooling airflow can lead to

power loss and vehicle damaging heat buildup in the engine,
drive-line, exhaust, and tires.

WARNING: FAILURE TO PROVIDE ADEQUATE EXHAUST SYSTEM

COOLING DURING EXTENDED CHASSIS DYNO TESTING CAN
LEAD TO A VEHICLE FIRE! ALSO, EVEN WITH ADEQUATE VENTI-
LATION, TIRES SUBJECTED TO EXTENDED HIGH POWER TESTING
(ON ANY SMALL DIAMETER ROLLER ASSEMBLY) SHOULD NOT BE
USED ON THE ROAD AGAIN. THIS IS DUE TO THE POTENTIAL FOR
HIDDEN CHORD DAMAGE (FROM LONG TERM SIDEWALL FLEX-
ING)

2 Double check that the selected location for the roller assembly provides adequate clearance for the
dyno, fans, other test equipment, and servicing the vehicle.

3 Provisions for speed sensor and any other data acquisition wiring between the roller assembly and
control console area must be made. Absorber equipped units require either running plumbing of
inlet, drain, and vent hoses (for water brakes) or wiring of power lines (for electric absorbers).

4a If the roller assembly was ordered for above-ground (semi-portable) installation, move it into
place in your test area (using appropriate handling equipment).

Tip: Casters make positioning the unit on a smooth floor

easier.

CAUTION: These integral casters are not designed for towing or

rough terrain.

4b If the roller assembly was ordered for in-ground installation (into a custom cast concrete pit),
move it into the pit with an adequately sized fork lift and four slings at the ends of the rolls.

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 WARNING: EXPLOSIVE GASOLINE FUMES CAN SETTLE INTO BE-
LOW GROUND PITS! CONTACT YOUR LOCAL BUILDING INSPEC-
TOR FOR PIT VENTILATION REQUIREMENTS AND REGULATIONS!

5 Adjust the height of the two anti-vibration support pads to level the deck with the test area’s floor.
Anti-vibration "shim" materials can also be placed under the casters - to prevent movement of dy-
namometer assembly (on slick floors with excessively vibrating vehicles).

Tip: Verify that all required plumbing supply lines, sump

drains, wiring, vents, vehicle restraints, etc. will properly
hook-up before permanently anchoring the roller assembly.

6 For permanently anchoring the frame assembly, mark out a four bolt pattern for the roller frame
(and the pattern of any pit cover) onto the floor of the test area. Use heavy duty fasteners (appro-
priate for the test area’s floor material) to securely anchor the frame (and, later in these instruc-
tions, any pit cover) to the test area’s floor.

Tip: Anchoring, suitable for use in a typical concrete floor, is

detailed on the pit drawing for below ground roller assem-
blies.

WARNING: BEFORE OPERATION, ANY REQUIRED PIT COVER(S)

MUST ALSO BE BOLTED TO THE TOP OF THE ROLLER ASSEM-
BLY’S FRAME RAILS.

7 Several heavy-duty adjustable length straps are included with the Motorcycle/ATV dynamometer.
These must always be used to secure the vehicle (and hold bikes upright) during testing. A series
of holes in the dynamometer's frame rails is provided for strapping each vehicle in an appropriate
pattern.

Tip: Install restraints in both the fore and aft directions, as

loads reverse during vehicle braking.

8 For absorber equipped roller assemblies, check drive belt (or chain) tension. Verify the need for
adjustment (for systems with slotted tensioners), or belt replacement, using the chart below. Ap-
ply the correct deflection pressure (at the mid-point of the longest span) and measuring the total
deflection (from a straight tangent line). (See the "ENGINE MOUNTING - Snowmobile” sec-
tion 5.5 for more details about the water brake absorber itself (or the "ELECTRIC ABSORBER
- Eddy Current Setup” section 4.1 for Eddy absorbers.)

NOTE: The correct deflection (+/- 1/16" with deflection

pressure applied at mind-point of longest span)
should be:

1/4” for belts (applying 95 pounds of pressure)

5/16” for chains (applying 10 pounds of pressure)

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 CAUTION: Check the tension and tightness of all bolts for
tensioning drive belts (or chains) after the first hour of running and
each 20 hours thereafter. More frequent readjustment may be re-
quired during component run-in.

9a For water brake absorbers equipped with a DYNOmite Electronic Load Servo option, the load
valve can be remote mounted or attached to the frame via the provided holes. For Pro Console (or
in-ground installations), remote mounting of the load valve is recommended. Use the included
stainless braid hose to plumb the load valve's outlet to the absorber's inlet fitting.

Tip: Manual load valves need to be run from the handle

bars. Longer hoses can be ordered for remote mounting.

CAUTION: Install the Load Servo with its motor and manual knob ori-
ented up - to prevent water from ever dripping into the motor.

9b For eddy current absorbers equipped systems, install the eddy current load control/power supply.
(See the "ELECTRIC ABSORBER - Eddy Current Setup” section 4.1.)

10a For above ground drive-up installations, hook the included ramps over the appropriately spaced
hooks on the frame rail. For motorcycle testing the two roll covers should first be closed, while
for ATV or kart testing they must be open.

WARNING: NEVER TEST A MOTORCYCLE WITH THE TWO ROLL

COVERS OPEN! THE COVERS HELP PREVENT REAR TIRE WAN-
DERING AND THEY KEEP FEET AND OBJECTS OFF OF THE RO-
TATING ROLL!

10b For in-ground units, bolt any required pit cover(s) to the top of the roller assembly’s frame rails.
Use hardware compatible with your test area's floor material.

Tip: Anchoring, suitable for use in a typical concrete floor, is

detailed on the pit drawing for below ground roller assem-
blies.

11 Push or carefully drive a moderately powered bike or ATV (for initial testing) onto the roller,
while watching out for clearance problems with any low hanging pipes, fenders, etc.

CAUTION: The tires used during testing should be rated for the in-
tended speed, be of the same circumference (staggered "oval track"
kart tires must be replaced during testing), and inflated to the manu-
factures maximum recommended pressure.

12 For bikes, roll the front tire into the front wheel support and secure it with the ratchet strap clamp.
The support is adjustable to accommodate various size tires and wheelbase lengths. Optional solid
wheel clamps, electric wheelbase adjusters, special ATV front bar and wheel chocks are available
to simplify mounting of various vehicles. For both bikes and ATVs you must install all the
restraining straps before testing. Small chocks should not be relied upon alone for testing, as the
vehicle can jump off of the roll.

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 Tip: Install restraints in both the fore and aft directions, as
loads reverse during vehicle braking.

CAUTION: An observer should watch the actions of the tire(s) on the

roll during testing. If it is seen that applied power levels are causing
the tires to climb off the rear roller, signal the operator to stop the
test. Modify strap tension, positioning, and angle, or the wheelbase
adjustment as necessary - before continuing the test.

WARNING: INSPECT THE CONDITION OF THE STRAPS ON A FRE-

QUENT BASIS.

13 If you have not already done so, see other related sections for setup of the DYNOmite Data Acqui-
sition Computer, plumbing or wiring the absorber, and configuring DYNO-MAX before continu-
ing to operate the dynamometer.

14 Start the engine, release any parking brake, put the transmission into gear. etc. and gradually bring
the drive wheel(s) up to a low speed (i.e. 10 MPH) cruise. During this time, verify that the tires
are tracking properly (repositioning as necessary) and also verify that the DYNOmite Data Acqui-
sition System is receiving the roller’s speed signal.

Tip: It is helpful to have an observer or mirrors oriented so

that the test driver can observe the rollers.

CAUTION: Even though the vehicle is not moving forward, its

wheel(s) may still be turning. Do not put the vehicle into reverse un-
til the wheels stop! Always have the brake firmly applied before dis-
mounting, etc. To prevent flat scuffing the tires, avoid applying the
brakes so hard that the tire(s) skids on the roll!

WARNING: WITH A POWERFUL ENGINE, AN ABRUPT APPLICA-

TION OF POWER CAN LURCH AN IMPROPERLY RESTRAINED VE-
HICLE OFF OF THE ROLL. DRIVER MUST STAY ALERT DURING
TESTING - KEEPING VEHICLE UNDER CONTROL WITH THROTTLE
AND BRAKES (AS DURING ANY ON-ROAD TEST). TO PREVENT IN-
JURY, KEEP OBSERVERS CLEAR OF FRONT OR REAR OF VEHI-
CLE - AND AWAY FROM ROLL ASSEMBLY.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisi-
tion Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impossi-
ble to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 118
 Tip: The following information is provided as a quick follow
up refresher to previously completed training only.

As the vehicle accelerates the roll, the DYNOmite computer and DYNO-MAX software monitors the
roll and engine RPM, run time, rate of acceleration and, if so equipped, absorber torque. It uses this in-
formation to calculate and display the applied power.

For systems equipped with a water brake or electric absorber, the load control (under manual or com-
puter regulation) can adjust the resistance that the rollers apply to the vehicle’s tires. By increasing or
decreasing the absorber load, it is possible to simulate various road conditions - at the throttle opening
of your choice. Such control is ideal for troubleshooting problems, tuning fuel injection systems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the vehicle drag and weight infor-
mation you input. In this mode you will notice an exponentially increasing load being applied to the
vehicle, as it accelerates. Conversely, a coasting effect will be felt during deceleration. This is a very
convenient mode for doing engine management system mapping or diagnostic testing.

Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the roll’s inertia and parasitic drag values have been entered,
etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its "Help - Index" tab and review
the entries under “Run information."

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer read signifi-

cantly different, it is likely that your “” setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels“ for the "Yellow AC input (Frequency)" are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or "Displacement") as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

© - Information contained in this manual subject to change without notice.

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 4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: “#1- Compensation On“ which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

5 Under the Run Information Vehicle tab, enter the "Weight" and "Coast Down G’s" for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH’ can be taken from your
on-road test data, or they can be estimated.

NOTE:Below are various typical “Coast Down G” values:

ATV (mid-size)650 lb. = .090
ATV (full-size) 900 lb. = .150
Bike(touring) 800 lb. = .070
Bike(cruiser) 700 lb. = .070
Bike(race) 550 lb. = .075
Kart (non-shifter)325 lb. = .080
Kart (shifter)350 lb. = .075

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your rollers’ diameter.

7 Again, under the Run Information Vehicle tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
"step-up" overdrive - conversely, enter 0.500 for a 2:1 "step-down" transmission.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roller windage and bear-
ing drag losses

Tip: Contact Land & Sea if you do not know the correct val-
ues for your roller assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the vehicle (through automatic adjustment of the DYNOmite absorber’s load
valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55 MPH
to calculate the correct drag vs. acceleration curve and peak speed attainable by the test vehicle.

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 120
 Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct curb weight,
as this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Water brakes, for example, can’t provide
loading near zero RPM. An AC motor/generator or eddy cur-
rent absorber is able to simulate much more “drive-away” in-
ertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
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© - Information contained in this manual subject to change without notice.
2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 122
 SNOWMOBILE CHASSIS - Absorber Module 3.8
he Snowmobile Chassis Eddy Current Absorber Module unit allows “trail” testing sleds right in
T your shop. Its DYNOmite eddy current absorber and integral flywheel combination allows both
inertia and steady state testing. Attachment to the sled’s track is via a special cog drive assembly
(which replaces the stock rear track idler wheels and shaft.)

The following instructions outline the procedures for using the absorption module. Other sections of
this manual cover the Data Acquisition Computer installation, eddy current absorber hook-up, dyna-
mometer operation, etc. for this and other applications.

1 Choose a test area with adequate ventilation (to remove exhaust fumes). If extended duration or
high power testing is to be conducted, the ventilation system needs to be much larger in order to
simulate real world airflow velocities for cooling the exhaust system, engine compartment, etc.

CAUTION: Failure to provide adequate cooling air-flow can lead to

damaging heat buildup in the engine compartment and exhaust sys-
tem. Likewise, liquid cooled sled’s will require a closed or open loop
cooling system since no snow will be available to cool the factory
heat exchangers.

2 The absorption module comes with locking casters and integral sled “bumper” jack to allow align-
ing the suspensions idler shaft with the absorber’s input shaft centerline. Roll the unit into posi-
tion by the sled to check for adequate clearance between the dyno and the sled’s bumper, running
boards, etc.

3 Replace the sled’s stock rear idler shaft and wheels with an appropriate DYNOmite Drive Cog As-
sembly. (Non-standard cog combinations can be custom fabricated.) Make sure to use the correct
combination of spacers for the sled’s slider center to center dimensions. The outside idler wheel is
held in place by the cupped retainer, lock washer, and appropriate size Ny-loc pellet bolt (or bolt
with red Loctite). Initially, tighten the track to at least standard factory specifications.

Tip: The DYNOmite bearing blocks on the special cog drive

assembly must not be loose (or binding) when the cupped
retainer bolt is tightened.

4 Slip the tapered end of the Drive Cog Assembly’s shaft into the Eddy Current absorber’s mating
hole. Be sure that the drive key is in place. Tighten the shafts together with the long shaft bolt and
torque it to 45 foot-pounds.

CAUTION: Check the tightness of all bolts after the first minutes of
testing and each hour thereafter. Periodically grease the Absorber
Module’s three grease fittings (see Maintenance Section).

5 Use the adjustable “bumper” jack on the absorption module to extend the travel of the sled’s sus-
pension so that there is little or no weight on the absorber’s shafting.

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 WARNING: IF THE OEM TRACK FLAP DOES NOT EXTEND LOW
ENOUGH TO PROTECT BYSTANDERS AND PROPERTY FROM
THROWN TRACK DEBRIS, MOUNT A SUITABLE GUARD BEFORE
CONTINUING.

Tip: The track will tend to loosen and ratchet as the suspen-
sion compresses. If the sled has an older suspension WITH-
OUT any rear to front coupling, it may be necessary to
mechanically lock the suspension in the extended position
to prevent track racheting.

6 Assuming the DYNOmite Data Acquisition system is already installed and functioning, start the
engine and gradually increase track speed about 15 MPH.

Tip: An observer should watch the actions of the track and

suspension (from the side only) to verify the track will not
contact the ground as it droops under increasing power. If
applied power levels cause the track to ratchet, tighten the
track slightly and retest. It may be necessary to lock the sus-
pension in the extended position (or apply power more grad-
ually) if the combination is too powerful to prevent
ratcheting.

WARNING: THE OPERATOR SHOULD STAY ALERT DURING

TESTING AND KEEP THE VEHICLE UNDER CONTROL WITH THE
THROTTLE AND BRAKES (AS A DRIVER WOULD DURING AN ON
HIGHWAY ROAD TEST). TO PREVENT INJURY, MAKE SURE NO OB-
SERVERS ARE IN FRONT OF OR BEHIND THE SLED AND THAT
THEY ALSO STAY CLEAR OF THE ABSORBER MODULE AND RO-
TATING TRACK ASSEMBLY.

7 As the engine is accelerated the load control (under manual or computer control) regulates the re-
sistance that the absorber presents to the track through the rear cogs. If the DYNO-MAX soft-
ware is set to simulate inertial and drag loads, then you will feel an exponentially increasing load
being applied to the vehicle the faster and quicker you accelerate. Conversely, there will actually
be a coasting effect felt decelerating. The sled’s brakes can be used as needed to slow down
and/or test the braking system.

CAUTION: Remember - even though the sled is not moving forward,

its track may still be turning!

RUNNING WITH DYNO-MAX SOFTWARE

Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisition
Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impos-

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 124
 sible to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the snowmobile accelerates the dynamometer, the DYNOmite computer and DYNO-MAX soft-
ware monitors the track speed, engine RPM, run time, rate of acceleration and, if so equipped, ab-
sorber torque. It uses this information to calculate and display the applied power.

For systems equipped with a water brake or electric absorber, the load control (under manual or com-
puter regulation) can adjust the resistance that the dynamometer applies to the sled's track. By increas-
ing or decreasing the absorber load, it is possible to simulate various trail conditions - at the throttle
opening of your choice. Such control is ideal for troubleshooting problems, tuning fuel injection sys-
tems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the user input sled drag and weight
information. In this mode, you will notice an exponentially increasing load being applied to the track,
the faster and quicker it is accelerated. Conversely, there will be a coasting effect during deceleration.
When your entered drag settings are appropriate, this becomes a very convenient mode to do engine
management system mapping and diagnostic testing in.

Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the dyno’s inertia and parasitic drag values have been en-
tered, etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

Tip: If the DYNO-MAX and engine tachometer read signifi-

cantly different, it is likely that your setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels” for the “Yellow AC input (Frequency)” are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
3/19/2012 X:/Land&sea/Instructions/DYNOmite/2004 DYNOmite Owner's Manual.vp Page 125
 3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or “Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

5 Under the Run Information Vehicle tab, enter the “Weight” and “Coast Down G’s” for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-trail test data, or they can be estimated.

NOTE:Below are various typical “Coast Down G” values:

Sled (trail) 700 lb. = .090
Sled (race) 600 lb. = .080

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your dyno's sprocket ratios.

7 Again, under the Run Information Dyno tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roll windage and bearing
drag losses.

Tip: Contact Land & Sea if you do not know the correct val-
ues for your dyno assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the snowmobile (through automatic adjustment of the DYNOmite absorber’s
load valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55
MPH to calculate the correct drag vs. acceleration curve and peak speed attainable by the test ve-
hicle.

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 126
 Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct trail weight, as
this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Water brakes, for example, can’t provide
loading near zero RPM. An AC motor/generator or eddy cur-
rent absorber is able to simulate much more “drive-away” in-
ertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
3/19/2012 X:/Land&sea/Instructions/DYNOmite/2004 DYNOmite Owner's Manual.vp Page 127
© - Information contained in this manual subject to change without notice.
2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 128
 SNOWMOBILE MOUNTING - Track Dyno 3.9
he Snowmobile Track Dyno Assembly provides a “drive-on” test bed for servicing complete
T sled assemblies - without snow. Its over-driven integral flywheel and DYNOmite water brake ab-
sorber combination allows both inertia and steady state testing. The standard treadmill drive is com-
patible with most late model production sleds using 2.52” lug to lug separation. Even many studded
and taller lug tracks can be used if power is applied gradually to prevent excessive track spinning.

The following instructions outline the procedures for using the track dyno. Other sections of this man-
ual cover the Data Acquisition Computer installation, water brake hook-up, dynamometer operation,
etc. for this and other applications.

1 Choose a test area with an appropriate water source (see the separate “GETTING READY -
Plumbing the DYNOmite” section) and adequate ventilation (to remove exhaust fumes). If ex-
tended duration or high power testing is to be conducted, the ventilation system needs to be much
larger in order to simulate real world airflow velocities for cooling the exhaust system, engine
compartment, etc.

CAUTION: During extended high power testing, failure to provide

adequate cooling air-flow can lead to damaging heat buildup in the
engine compartment and exhaust system. Likewise, liquid cooled
sleds will require a closed or open loop cooling system since no
snow will be available to cool the factory heat exchangers.

2 The track dyno assembly comes with one or two drive up ramps, so select an installation area
where adequate room is available to get the sleds on and off the treadmill. The test area must be
clear front and rear to protect equipment and people from injury, flying track debris, etc. When
the unit is installed and leveled, make sure that it has adequate ground clearance for the inertia
flywheel and the absorber’s drain lines.

3 Mount the DYNOmite 9” snowmobile water brake onto the tapered output shaft of the treadmill
assembly. Follow the same procedures as you do for mounting the brake onto a standard snowmo-
bile engine (see the separate “ENGINE MOUNTING - Snowmobile” section) for in-chassis en-
gine testing. Torque the mounting bolt to 45 foot-pounds.

4 For you first trial sessions, we suggest using

a moderate powered fan cooled sled. Place
the ramp at the treadmill end of the dyno as-
sembly and drive the sled up onto it as you
would onto a trailer. Position the sled for
maximum track engagement and secure the
sled to the deck plate with one to two straps
in all the four corners of the sled. (See Fig-
ure 7 for illustration). A total of eight straps
should be used for high powered sleds.

Figure 19

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 CAUTION: Check the tightness off all straps and bolts after the first
minutes of testing and each half-hour thereafter. It is up to the opera-
tor to make sure that the tie down method is adequate for the sled be-
ing tested.

5 Make sure that the slide rail lubrication nozzles will spray through the track’s “windows” as it
spins. The position of the sled and/or spray nozzle orientation can be adjusted slightly if the align-
ment is poor.

CAUTION: If during testing the sled has any tendency to climb off the
jack, secure it with a nylon ratchet strap.

WARNING: IF THE OEM TRACK FLAP DOES NOT EXTEND LOW

ENOUGH TO PROTECT BYSTANDERS AND PROPERTY FROM
THROWN TRACK DEBRIS, MOUNT A SUITABLE GUARD BEFORE
CONTINUING.

Tip: The track will tend to ratchet if excessive torque is ap-

plied, or if the sled’s lug design is not compatible with the
treadmill pattern. Often you can reduce throttle a bit until you
accelerate to a sightly higher speed. Other treadmill styles
are available for special testing applications.

6 Assuming the DYNOmite Data Acquisition system is already installed and functioning, start the
engine and gradually increase track speed to about 15 MPH.

Tip: An observer should watch the actions of the track,

treadmill from a safe distance to the side. Verify the track’s
lugs and/or studs will not contact the deck plate, etc. As
power is applied.

WARNING: THE OPERATOR SHOULD STAY ALERT DURING

TESTING AND KEEP THE VEHICLE UNDER CONTROL WITH THE
THROTTLE AND BRAKES (AS A DRIVER WOULD DURING AN ON
HIGHWAY ROAD TEST). TO PREVENT INJURY, MAKE SURE NO OB-
SERVERS ARE IN FRONT OF OR BEHIND THE SLED AND THAT
THEY ALSO STAY CLEAR OF THE ABSORBER AND ROTATING
TRACK ASSEMBLY.

7 As the engine is accelerated, the load control (under manual or computer control) regulates the re-
sistance that the absorber presents to the treadmill. If the DYNO-MAX software is set to simulate
inertial and drag loads, then you will feel an exponentially increasing load being applied to the ve-
hicle the faster and quicker you accelerate. Conversely, there will actually be a coasting effect felt
decelerating. The sled’s brakes can be used as needed to slow down and/or test the braking sys-
tem.

CAUTION: Remember - even though the sled is not moving forward,

its track may still be turning!

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
Page 130
 RUNNING WITH DYNO-MAX SOFTWARE
Before actually operating the system, first become familiar with setting up and operating the
DYNOmite Data Acquisition Computer and DYNO-MAX software. The DYNOmite Data Acquisition
Computer is covered in its separate section of this manual. DYNO-MAX includes a Multi-Media
Demo CD plus an extensive, context sensitive, On-Line Help System.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Chassis Dynamometer customers at our Concord facility. In situations where it is impos-
sible to attend such training, a series of free phone training sessions (or paid on-site training) should be
arranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the snowmobile accelerates the dynamometer, the DYNOmite computer and DYNO-MAX soft-
ware monitors the track speed, engine RPM, run time, rate of acceleration and, if so equipped, ab-
sorber torque. It uses this information to calculate and display the applied power.

For systems equipped with a water brake or electric absorber, the load control (under manual or com-
puter regulation) can adjust the resistance that the dynamometer applies to the sled's track. By increas-
ing or decreasing the absorber load, it is possible to simulate various trail conditions - at the throttle
opening of your choice. Such control is ideal for troubleshooting problems, tuning fuel injection sys-
tems, etc.

When using the Electronic Servo Load Control option it is possible to specify a specific holding speed
or engine RPM - which the computer will then automatically maintain (under most throttle settings).
Various Auto Tests may also be run using the servo(s) to sweep or step the engine over predefined test
points.

Further, DYNO-MAX has a special Road Load Simulation mode. It controls the vehicle speed based
on the cumulative power applied during the test calculated against the user input sled drag and weight
information. In this mode, you will notice an exponentially increasing load being applied to the track,
the faster and quicker it is accelerated. Conversely, there will be a coasting effect during deceleration.
When your entered drag settings are appropriate, this becomes a very convenient mode to do engine
management system mapping and diagnostic testing in.

Below is just a quick review (from the training course) on performing a chassis dynamometer session
using DYNO-MAX’s Simulated Road Load mode. This review assumes DYNO-MAX has already
been used to calibrate the system and that the dyno’s inertia and parasitic drag values have been en-
tered, etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 Under the Run Information Dyno tab, select the RPM Source you will use for this test session.
This is typically “#3- Yellow, Magnet” (when you have wired an engine RPM tack source) or “#1
Shaft, Magnet” (when Smart Ratio is used to match the tach for a single gear ratio).

© - Information contained in this manual subject to change without notice.

2012 Visit www.land-and-sea.com for latest updates or call (603) 226-DYNO
3/19/2012 X:/Land&sea/Instructions/DYNOmite/2004 DYNOmite Owner's Manual.vp Page 131
 Tip: If the DYNO-MAX and engine tachometer read signifi-
cantly different, it is likely that your setting under “Electron-
ics - Calibrate Dynomite RPM Pulses per Revolution
Channels” for the “Yellow AC input (Frequency)” are set in-
correctly.

2 Also under the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still under the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke”
(or “Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correc-
tion, and other formulas.

4 Under the Run Information Inertia tab, verify the systems inertia settings and select Calculate
Torque with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial
(roller) Torque in determining displayed power.

5 Under the Run Information Vehicle tab, enter the “Weight” and “Coast Down G’s” for the vehicle
being tested.

Tip: For simulating vehicle inertia, you need to correctly en-

ter the curb weight of the vehicle (including driver and fuel).
The “Coast Down G’s at 55 MPH” can be taken from your
on-trail test data, or they can be estimated.

NOTE:Below are various typical “Coast Down G” values:

Sled (touring) 800 lb. = .200
Sled (trail) 700 lb. = .200
Sled (race) 600 lb. = .220

6 Also under the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft
RPM” and that the correct Vehicle Speed Factor has been entered for your dyno's sprocket ratios.

7 Again, under the Run Information Dyno tab, the Drive Ratio must match any step-up or down
transmission between the roller system and absorber's shaft. For example, enter 2.000 for a 2 to 1
step-up drive.

8 Still under the Run Information Vehicle tab, you can enter the parasitic loss “Driveline Power loss
RPM B” calibration values established for your system. This corrects for roll windage and bearing
drag losses.

Tip: Contact Land & Sea if you do not know the correct val-
ues for your dyno assembly.

9 Under Electronics - Configure DYNOmite Controls select the Simulate Road Loads button as the
servo load control mode. This sets the system to simulate the real world inertia, wind drag, and
rolling resistance of the snowmobile (through automatic adjustment of the DYNOmite absorber’s
load valve). The program uses the value entered under Vehicle Weight and Coast Down G’s at 55

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 MPH to calculate the correct drag vs. acceleration curve and peak speed attainable by the test ve-
hicle.

Tip: You can adjust the coast down G’s to match the vehi-
cle's top speed on the dyno to its real world top speed. In-
creasing the Coast Down G’s will cause the DYNOmite
computer to simulate more vehicle drag. This simulated load
increase will decrease the top speed the vehicle can attain
on the chassis dyno.
Make sure that you enter the vehicle’s correct trail weight, as
this weight is an important component in the DYNOmite’s
drag simulation calculations!

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

Tip: DYNO-MAX's ability to simulate vehicle inertia may be

limited at lower speeds by the low-RPM torque capability of
your absorber. Water brakes, for example, can’t provide
loading near zero RPM. An AC motor/generator or eddy cur-
rent absorber is able to simulate much more “drive-away” in-
ertia.

11 If you wish to do standard sweep or step testing under servo load control, just switch the servo
control mode with either the Hold Engine RPM or Hold Vehicle Speed buttons.

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 TRACTOR Mounting - PTO 3.10
he DYNOmite PTO Dynamometer allows “field” testing tractors right in your shop or yard. Its
T DYNOmite eddy-current absorber allows both sweep and steady-state testing. Attachment to the
tractor’s PTO is done via a standard accessory driveshaft assembly (available from most tractor-supply
dealers.)

The following instructions outline the procedures for hardware installation and tractor coupling. Other
sections of this manual cover the data-acquisition computer installation, eddy-current absorber
hook-up, dynamometer operation, etc. – for this and other applications. If your DYNOmite PTO Dy-
namometer is equipped with the trailer-tongue and axle-assembly package, with or without (optional)
brakes, those items include additional (and separate) documentation.

CAUTION: The steps below require that you be familiar using tractor
PTO takeoffs - with driveshaft driven accessories.

1 Choose a test area with adequate ventilation (to remove exhaust fumes). If extended duration or
high-power testing is to be conducted, the ventilation system needs to be of much higher capacity.

CAUTION: Failure to provide adequate cooling air-flow can lead to

damaging heat buildup in the engine compartment and exhaust sys-
tem.

2 The dynamometer’s frame includes (four) leveling jacks, to maintain the position and stability of
the system during testing. Adjust these jacks, on an appropriate surface, to obtain a secure and
balanced setup. Avoid soft ground, where the jacks may sink during testing.

CAUTION: If the leveling jacks slide during testing on hard surfaces,

use appropriate rubber (or leather) anti-vibration pads under each
jack.

3 Remove the included driveshaft assembly from the frame's storage-tube compartment (right-side
door). Temporarily slide the dynamometer-side plastic driveshaft guard away from the u-joint as-
sembly – by depressing its (three) white tabs. This allows access to the drive-shaft yoke’s
quick-disconnect collar.

CAUTION: The included driveshaft's guard includes a “maximum

extended length” decal and yellow warning tape. Whenever you can
see this tape, the driveshaft is too-far extended – for safe operation.

Tip: If the standard driveshaft’s length, capacity, or splined

yokes are not suitable for the tractor being tested, a wide ar-
ray of driveshafts are available from most tractor-supply
houses and tractor-driveshaft manufacturers.

4 Slip the driveshaft's 1¾"-20 spline yoke onto the input shaft of the dynamometer. The input shaft
is accessed through the 9" hole in the shroud’s end panel. Note: The driveshaft’s grease fitting
and guard’s access hole must be aligned. Be sure to engage the yoke to the input-shaft’s groove –

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 by turning the collar on the yoke. Slide the plastic guard back into its running position – covering
the u-joint.

CAUTION: Check the tightness of all bolts after the first day of test-
ing and each week thereafter. Periodically grease the absorber(s)
and shaft bearings (see Maintenance Section).

5 Back the tractor into an appropriate alignment with and distance from the PTO dynamometer. Ide-
ally the telescoping driveshaft should be run at about half its allowable extended length.

WARNING: THE SHAFT MUST NEVER BE RUN BOTTOMED OR BE-

YOND ITS INDICATED (BY CAUTION TAPE AND DECAL) MAXIMUM
SAFE EXTENSION. IF THIS IDEAL EXTENSION CANNOT BE MET, EI-
THER MOVE THE TRACTOR, OR PROCURE A DIFFERENT-LENGTH
SHAFT!

6 After verifying the tractor’s positing and driveshaft length, slide the plastic driveshaft guard back
over the driveshaft. Run the guard’s anti-rotation chain through either dynamometer-shroud han-
dle and secure its spring-clip. Secure the guard’s anti-rotation chain to the tractor (PTO) end, in a
similar fashion.

7 Slip the driveshaft’s tractor-end yoke (indicated by “tractor” icon) onto the tractor’s PTO-shaft
spline. Be sure to engage the yoke to the PTO-shaft’s groove – by turning its quick-disconnect
collar.

8 Route the guard’s PTO-end anti-rotation chain, and secure its spring-clip, in a similar fashion to
that of the dynamometer’s end.

WARNING: NEVER RUN THE DYNAMOMETER WITHOUT THE

DRIVESHAFT GUARD IN PLACE. ALSO, NEVER ALLOW OPERA-
TORS OR BYSTANDERS TO STAND ALONG THE “POTENTIAL LINE
OF EXPLODING DRIVESHAFT COMPONENTS!” THIS PLASTIC
GUARD CANNOT OFFER PROTECTION FROM FLYING (BROKEN)
U-JOINTS, ETC.!

9 Wire the DYNOmite eddy-current power supply/controller’s “POWER IN” to an appropriately

rated, and GFI protected, AC electrical outlet. This controller may be wall mounted or attached to
an (optional) portable control stand.

10 Using the supplied heavy-duty DC power cord, connect the eddy-current power supply/control-
ler’s “DC OUT” to the DYNOmite PTO Dynamometer’s matching frame-mounted receptacle –
found under the yellow, flip-up weather-tight, cover.

11 Run an AC extension cord to power the DYNOmite PTO Dynamometer’s ventilation fans. The
fan circuit runs to the (labeled) frame-mounted receptacle – found under the other yellow, flip-up
weather-tight, cover.

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 CAUTION: The ventilation fans run anytime their receptacle is pow-
ered. A switched supply cord may be used, but you must then re-
member to activate the fans’ power anytime the dynamometer is in
use!

Tip: Leave the ventilation fans running for several minutes

after each test. The absorber rotors have a high thermal
mass, and take time too cool. The cooler the rotors, the
more power capacity the dynamometer will have.

12 Using the included extension leads, connect the DYNOmite DAQ’s harness leads for the “Ab-
sorber RPM” and “Torque” channels to their respective AMP and DIN connectors. These connec-
tors will be found on the dynamometer’s frame – under the gray, flip-up weather-tight, cover.

13 Assuming the DYNOmite data-acquisition system and eddy-current’s power supply/controller are
already wired and powered, start the tractor. Gradually increase the PTO speed to about 550 RPM
– using a light throttle setting.

CAUTION: During the first run up, monitor the system for unusual
(excessive) vibration.

Tip: Some minor shaking may occur under very-light ab-

sorber loading. As more throttle and load are applied, this
should disappear.

RUNNING WITH DYNO-MAX SOFTWARE

Before actually testing with the system, first become familiar with setting up and operating the
DYNOmite data-acquisition computer and DYNO-MAX software. The DYNOmite data-acquisition
computer is covered in its separate section of this manual. DYNO-MAX includes a “Multi-Media
Demo CD” plus an extensive, context sensitive, online help system.

More importantly, operator(s) should have already attended the free training session offered to new
DYNOmite Dynamometer customers at our Concord facility. In situations where it is impossible to
attend such training, a series of free phone training sessions (or paid on-site training) should be ar-
ranged.

Tip: The following information is provided as a quick follow

up refresher to previously completed training only.

As the tractor accelerates the dynamometer, the DYNOmite computer and DYNO-MAX software
monitors the PTO speed, engine RPM, run time, rate of acceleration, and absorber torque. It uses this
information to calculate and display the applied power.

The load control (under manual or computer regulation) can adjust the resistance that the dynamome-
ter applies to the PTO shaft. By increasing or decreasing the absorber load, it is possible to simulate
various real-world conditions – at the throttle opening of your choice. Such control is ideal for trouble-
shooting problems, tuning fuel-injection systems, etc.

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 When using the electronic servo load control option it is possible to specify a specific holding PTO
speed or engine RPM - which the computer will then automatically maintain (under most throttle set-
tings). Various “Auto Tests” may also be run using the servo(s) to sweep or step the engine over pre-
defined test points.

Further, DYNO-MAX “Pro” users can create custom-control formulas to run Equipment-Load Simu-
lation mode. Written correctly, such control formulas regulate the PTO resistance based on the cumu-
lative power applied during the test – calculated against the user input equipment characteristics, for
speed/drag and inertia. In this mode, you will notice an exponentially increasing load being applied to
the PTO, the more and quicker it is accelerated. Conversely, there will be a coasting effect during de-
celeration. When your entered drag settings are appropriate, this becomes a very convenient mode for
engine-management-system mapping and diagnostic testing.

Below is just a quick review (from the training course) on performing a PTO dynamometer session us-
ing DYNO-MAX’s Hold RPM mode. This review assumes DYNO-MAX has already been used to cal-
ibrate the system and that the dyno’s inertia and parasitic drag values have been entered, etc.

Tip: Help on these subjects can be found with DYNO-MAX’s

On-Line Help (F1 key). Use its “Help - Index” tab and review
the entries under “Run information.”

1 On the Run Information Dyno tab, select the RPM Source you will use for this test session. This is
typically “#1- RPM-C, RPM-C” (use Smart Ratio to match the engine’s tachometer for the PTO’s
gear ratio).

Tip: If the DYNO-MAX “Shaft RPM” formula and actual trac-

tor PTO RPM read significantly different, it is likely that ei-
ther your “RPM Pulses/Rev” setting (under “Electronics -
Calibrate DYNOmite Channels - Absorber RPM-C”) is incor-
rect, or your Run Information Dyno tab’s Drive Ratio is
wrong.

2 Also on the Run Information Dyno tab, verify the Torque Source being used (typically “#0-
DYNOmite Board”).

3 Still on the Run Information Dyno tab, the Drive Ratio must match the step-up (or down) pulley
ratio between the dynamometer’s driveshaft and its absorber(s). For example, enter 2.105 for a
2.105 to 1 step-up drive. Land & Sea will supply you with the exact entry for you specific dyna-
mometer.

4 Lastly on the Run Information Dyno tab, you must enter the parasitic loss “Dyno Power loss -
RPM B” and “Dyno % loss - RPM B” calibration values that were established for your system.
This corrects for absorber windage, belt, and bearing drag losses. Land & Sea will supply you
with the correct entries for you specific dynamometer.

Tip: Contact Land & Sea if you do not have any of the the
correct dynamometer-specific values for your system.

5 On the Run Information General tab, enter the “Number of Cylinders”, “Bore” & “Stoke” (or
“Displacement”) as these fields are used by the Friction Compensation, Atmospheric Correction,
and other formulas.

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 Tip: If you do not know the engine’s exact specifications, en-
ter a rough estimate for these fields.

6 On the Run Information Inertia tab, verify the systems inertia settings and select Calculate Torque
with: to “#1- Compensation On” which combines Measured Absorber Torque + Inertial (ab-
sorber flywheel) Torque in determining displayed power.

7 Also on that same Run Information Inertia tab, be sure to enter the “RPM-C” inertia value for the
dynamometer’s absorber(s), pulleys, belts, and shafts. Land & Sea will supply you with the exact
RPM-C entry for you specific dynamometer. You may also enter inertia (estimates) for the trac-
tor’s engine and PTO-driveline components.

Tip: The “Inertia Calculator” button may be used to bring up

a list of typical inertia values. For steady-state testing, enter-
ing exact engine inertia is not required. Even zero will do.

8 On the Run Information Vehicle tab, verify the Speedometer Source is set to “#1- Shaft RPM” and
that the correct Vehicle Speed Factor has been entered for your dyno's sprocket ratios.

Tip: A correct “Vehicle Speed Factor” is only required if you

wish to display or graph tractor performance versus ground
speed.

9 Under Electronics - Configure DYNOmite Controls select the Hold RPM button as the servo
load-control mode. This activates the load-control system. When in this mode, the control can
maintain a (manually specified) “not-to-exceed” steady-state Hold RPM. This mode also allows
running Auto mode – for conducting automated sweep or step RPM testing.

10 To begin testing, you must have an appropriate DYNO-MAX Console open and have its Testing
mode button depressed. Also, the Hold (or Auto button) must be depressed to activate the servo
control mode. Pressing the Record (or Run button) initiates data capture. Again, see the
DYNO-MAX Multi-Media Demo CD and On-Line Help System for an explanation of testing and
reporting features.

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 ELECTRIC ABSORBER - Eddy Current Setup 4.1
or systems with the optional eddy current electric absorber(s), follow the instruction below (in-
F stead of those for plumbing the water brake's load valve).

1 The teddy current’s power supply/controller module should be mounted in a location convenient
for manual operation of its controls during testing.

Typically eddy current equipped DYNOmites are cus-

Note:tom built to customer specifications. Consequently
the following information is generic in nature.
Most of the instructions in the manual for operation of the
WATER BRAKE manual and servo load control operation pertain
to the eddy current versions.

WARNING: THE EDDY CURRENT ABSORBER HAS EXPOSED HOT

SURFACES, ROTATING PARTS, AND HIGH VOLTAGE TERMINALS.
IT MUST BE INSTALLED IN AN APPROPRIATE VENTILATED AND
GAURDED TEST CELL PIT OR EQUIPPED WITH APPROPRIATE
GAURDS OR TEST CELL DOOR INTERLOCKS AS APPROPRIATE!

2a If you are installing a 12-volt DC eddy current

absorber with a DYNOmite 12-volt DC power
supply/controller module, hook the power sup-
ply/controller module’s positive and negative
“Power In” leads to your test cell’s appropriate 30
amp 12-volt DC power supply or heavy duty au-
tomotive battery (Figure 8).

2b If you are installing a 96-volt DC eddy current

absorber with a DYNOmite 115-volt AC power
supply/controller module, plug the power sup-
ply/controller module’s “POWER IN” cord into
your test cell’s dedicated and appropriately
grounded 20-amp (or 30-amp as required) Figure 20
115-volt AC outlet.

2c If you are installing a 96-volt or 192 volt DC eddy current absorber with a DYNOmite 230-volt
AC power supply/controller module, wire the power supply/controller module’s “POWER IN”
cord to your test cell’s dedicated 20-amp 230-volt (single-phase) AC circuit breaker.

WARNING: THERE ARE NO USER SERVICABLE PARTS INSIDE THE

POWERSUPPLY/CONTROLER MODULE. THE 115-VOLT or
230-VOLT AC POWERED MODULES SHOULD NEVER BE SERVICED
WHEN POWER IS APPLIED. LETHAL VOLTAGES ARE PRESENT
WITHIN THE HOUSING AND AT THE EDDY CURRENT ABSORBER!

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 3 Connect the unit’s “DC OUT” cord twist lock plug to the eddy current absorber’s mating cord cap.
Be sure to secure all cords so they can not become entangled in the absorber’s hot, spinning rotors
(or other moving parts of the dynamometer system).

4 The power supply/controller module has an “AUTO/KNOB” rocker switch to toggle between
manual operator control and automated DYNOmite control of the absorber’s load. Initially, set
this switch to “KNOB” and turn the “LOAD” knob clockwise to minimum load.

5 The power supply/controller module has a circuit breaker equipped On/Off power switch to acti-
vate the power supply. Turn the power on while verifying that the panel’s “CURRENT” amp me-
ter stays at 0 amps.

CAUTION: If the meter reads above 0 amps, turn off the power and re-
check that the rocker is in the manual “KNOB” position and that the
“LOAD” knob is turned fully CLOCKWISE. If this does not solve the
problem, make sure that the wiring to the absorber is not shorted.

6 You can now run tests using the knob for manual load control.

CAUTION: To protect the eddy current absorber and the power sup-
ply/controller module from overheating, do not leave the unit at a
high current setting when tests are not being run. The absorber is air
cooled by its rotating fins and failure to heed this caution can result
in failure of the eddy current equipment that is not covered under
warranty.

7a This step is only if you are going to use the eddy current absorber with a DYNOmite Data Acqui-
sition System for automatic load control.
Plug the DYNOmite’s servo load valve harness lead into the “DYNOmite” terminal in the under-
side of the power supply/controller module.

7b This step is only if you are going to use the eddy current absorber with a DYNOmite Data Ac-
quisition System for automatic load control.
With your DYNOmite system powered up and operational, switch the power supply/controller
module’s rocker switch to “AUTO”. The panel’s “CURRENT” amp-meter should go to 0 amps.

Tip: Always verify that the engine’s operating RPM and the
DYNOmite’s holding RPM are appropriate before switching
to “AUTO” mode. Likewise, make sure that the knob is
pre-set to an appropriate load setting before switching back
to manual control. This is important to avoid inducing unin-
tentional changes in the test load upon switch-over.

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 ENGINE MOUNTING - Automotive 5.1
hile much of the mounting is obvious, read thru these instructions at least once to note any spe-
W cial procedures and cautions. The DYNOmite absorber can be fitted to a variety of engines test-
ing stand configurations. The following instructions detail the procedures for attaching the absorber
via a DYNOmite bell-housing adapter plate. Other sections of this manual cover the Data Acquisition
Computer installation, load control valve plumbing, dynamometer operation, etc. for this and other ap-
plications.

1 Make sure the engine’s crankshaft is equipped with either an appropriate GM .590” i.d. pilot
bushing (Ford and Mopar bushings are also supplied).

2 Mount the engine’s flywheel and starter.

3 Install an appropriate clutch assembly, such as a Chevy 1-1/8” (or 1-3/8") x 10 tooth spline (as
appropriate for the absorber's input shaft) and pressure plate, onto the engine's flywheel or mount
an optional dynamometer drive-plate coupler onto the crank shaft (See the current DYNOmite
Dynamometer Accessories Catalog or section 14.1.)

Custom and semi-machined input shafts are available

Note:for fitting various engines.
“Off the shelf” DYNOmite input shafts include part numbers
for select GM, Chrysler’ Ford, Porsche, and VW models
Call for exact specifications!

CAUTION: Be sure the clutch disk is carefully centered. Failure to do

so will result in side loads which can damage the adapter plate and
absorber bearings.

4 Mount a suitable bell housing and starter motor onto the engine block.

Tip: The crankshafts on engines for automatic transmission

use normally will accept standard pilot bushings, flywheels,
etc. A single clutch disk and pressure plate (or dyno drive
plate) often fits several engines. Salvage yard or aftermar-
ket bell-housings and adapters let you inexpensively couple
various engines to the DYNOmite.

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 5 Bolt the bell-housing adapter plate (Figure 9)
onto the bell housing (with the input shaft’s 1
inch x 15-spline end facing away from the en-
gine). Be sure the shaft slides freely through the
clutch disk (or dyno flex-plate coupler) and is
fully inserted into the pilot bushing. Tighten your
attaching bolts to factory transmission mounting
bolt specifications.

Figure 22

Tip: The DYNOmite adapter plate fits most Ford, Chevy,

and Lakewood bell housings, but check its bolt pattern be-
fore attaching your bell housing. Other patterns can be
drilled into this plate.

6 Using your shop’s engine hoist, support the engine over the stand. Position the DYNOmite’s en-
gine mount cross member so that the rear engine support (worm jack screw) fits freely into the
bushing in the bottom of the adapter plate. Adjust these mounts to a height and angle where the
engine’s exhaust, etc., clears the stand.

7 Slide the absorber onto the 1” x 15 spline shaft. The red torque arm will be towards the engine.
The supplied dyno drive bushing and 3 stainless drive keys must be inserted to drive the absorber.
The torque arm’s two “ears” straddle the adapter plate’s two stop pegs. The torque arm’s plastic
vibration pad should be able to rest against the right peg.

8 Use the large flat washer and special 3/4”-16 locking nut
to secure the absorber at 60 ft-lbs (Figure 21).

Figure 21

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 Tip: To prevent the shaft assembly from turning as you
tighten the nut, TEMPORARILY slide the 6" long stainless
dowel into the absorber’s water inlet hole to lock the rotor.

CAUTION: Be sure to coat the threads with NEVER-SEEZ (or other

anti-galling compound) or the nut may gall on the stainless shaft!

9 Move the engine and test stand to your test area.

CAUTION: Remove the dowel before attempting to crank over the

engine! Other wise damage to the absorber’s rotor may occur.

CAUTION: Test area must provide adequate dyno and engine cool-
ing water supplies, drainage, ventilation, noise isolation, etc.

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 ENGINE MOUNTING - Kart 5.2
he special 7” DYNOmite absorber is easy to mount directly onto standard ¾”- keyed straight
T crankshafts. The following instructions detail the procedures for attaching the absorber to kart en-
gines. Other sections of this manual cover the Data Acquisition Computer installation, load control
valve plumbing, dynamometer operation, etc. for this and other applications.

1 If you are going to test the engine on a stand remove it from the chassis. If you plan on testing the
engine in the chassis, verify there is adequate clearance for the absorber and its torque arm. For
any in-vehicle testing, you will also need to fabricate mounts to bolt a “torque arm support bar” to
the chassis.

Tip: If you wish to mount the absorber with a rear axle

adapter you will require the higher torque 9” absorber and/or
a change in the kart's chain sprocket ratios. See your ab-
sorber's torque load vs. RPM chart to calculate the available
capacity.

2 Make sure the shaft sizes (and keys) match (and are clean and free of nicks) before slipping the
absorber onto the shaft. If the engine is mounted on Land & Sea’s engine stand, the absorber’s
torque arm will slip onto the stands integral shaft “torque arm support bar”.

CAUTION: If you have fabricated your own support, make sure that
the slot in the absorber’s torque arm floats over it! (Figure 23)

Figure 23

Tip: Optional arbors and/or adapters are available for some

other popular combinations. Custom machining of a stan-
dard arbor by a qualified technician can further expand the
engine applications.

CAUTION: If the installation requires a crankshaft or axle adapter,

make sure the adapter is appropriate for the shaft and that it’s tapers
are clean and nick free.

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 3 Use the appropriate thread and length bolt and
washer from the DYNOmite package to secure
the absorber to the crankshaft or rear axle adapter.
Torque the mounting bolt to 25 foot-pounds.

Figure 25

Tip: To prevent the shaft assembly from turning as you

tighten the bolt, temporarily slide the 3" long x 7/16" o.d.
stainless dowel into the brake inlet hose fitting (on the face
of the brake) to lock the rotor (Figure 25).

4 Clamp the load control valve assembly on the

handle arms of the engine stand (or in another
convenient location) with the pair of 1/4"-20
thread wing bolts provided (Figure 24).

Figure 24

Tip: The computer can be strapped to the “dash” or fuel tank

for easy access during testing.

Absorber Removal
1 Remove the absorber to shaft mounting bolt. (Again, slip the 3" stainless dowel into the absorber’s
water inlet fitting to prevent shaft rotation (Figure 25).)

2 Thread the 3/4"-16 x 3" puller bolt into the threads in the absorber’s rotor hub until it bottoms on
the shaft’s end. Tighten the bolt as required to pull the absorber off the shaft (just like removing
the drive clutch).

CAUTION: Always coat the absorber puller bolt’s threads with

NEVER-SEEZ (or other anti-friction compound) to ease removal!

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 ENGINE MOUNTING - Outboard 5.3
he 13” DYNOmite absorber is easy to mount directly onto standard splined outboard and
T stern-drive prop-shafts. It lets you trouble shoot and read true prop-shaft horsepower readings,
without removing the engine from the hull. This section details the procedures for attaching the ab-
sorber to the lower unit. Other sections of this manual cover the Data Acquisition Computer installa-
tion, load control valve plumbing, dynamometer operation, etc. for this and other applications.

1 Move the boat to a test area that provides adequate dyno and engine cooling water supplies, drain-
age area, ventilation, noise isolation, etc.

2 Remove the prop and OEM thrust washer from the lower unit.

3 Review the “hardware stack up” images (below) to determine the required components needed, for
the outboard or (stern drive) lower unit being tested.

Johnson/Evinrude/Merc V6 & V8 (Single Rotor) Hardware Stack Up - Figure 26

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 Johnson/Evinrude V4 (Single Rotor) Hardware Stack Up - Figure 27

Johnson/Evinrude/Merc/Volvo (Siamese Rotor) Hardware Stack Up - Figure 28

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 Mercury XR (Single Rotor) Hardware Stack Up - Figure 29

Mercury XR (Siamese Rotor) Hardware Stack Up - Figure 30

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 4 Insert the appropriate Land & Sea splined prop
shaft adapter drive bushing (may use three stain-
less steel drive keys for some applications) into
the brake's arbor (Figure 32).

Tip: The standard DYNOmite ar-

bor and bushing combinations fit
the popular industry standard 1"
x 15-tooth and 7/8" x 13-tooth
prop shafts. Optional arbors
and/or bushing kits are available
for some other less popular com-
binations. Custom machining of
a standard arbor and/or bush-
ings by a qualified technician
can even further expand the en- Figure 32
gine applications.

5 Slip the brake onto the prop shaft using an appro-

priate combination of thrust washer (may not re-
quire any in some applications), prop washer(s),
lock washer and/or prop nut. (Figure 31)

Tip: The brake's arbor has an in-

tegral taper, and will not require a
thrust washer for many popular
applications.

6 Tighten the prop nut to the factory recommended

torque so that the arbor is secure and without end
Figure 31
play on the prop shaft.

CAUTION: Make sure your selection of prop nut, washer, and/or lock
washer can rotate without interfering with the torque arm's bending
under full load.

Tip: To prevent the shaft assembly from turning as you

tighten the bolt, temporarily slide the 6" long x 7/16" o.d.
stainless dowel into the water inlet hose fitting (on the face of
the absorber) to lock the rotor.

IMPORTANT: The brake's torque arm wear pad must be free to con-
tact the cavitation plate without binding! If the gear-case has a
swept back skeg (and/or Torque Tab) make sure that the brake's
stator housing is not rubbing in those areas.

7 Clamp the load control valve assembly to the boat's steering wheel (or other convenient location)
with the pair of the 1/4"-20 thread wing bolts provided.

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 Tip: The computer can be strapped to the helm for easy ac-
cess during testing.

Absorber Removal
1 Remove the absorber to shaft mounting bolt. (Again, slip the 6" stainless dowel into the absorber’s
water inlet fitting to prevent shaft rotation.)

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 ENGINE MOUNTING - PWC 5.4
he 9” DYNOmite absorber and PWC adapters can be fitted to a variety of PWC and jet boat appli-
T cations (or used out of the hull for stand testing PWC and Snowmobile engines). The following
instructions detail the procedures for attaching the absorber to the PWC’s pump. Other sections of this
manual cover the Data Acquisition Computer installation, load control valve plumbing, dynamometer
operation, etc. for this and other applications.
If you are going to test the engine on a stand, remove it from the hull and see the “ENGINE
MOUNTING - Snowmobile” section 5.5.

1 Using the tools and procedures specified in your boat’s factory service manual, remove the
pump’s extension outlet nozzle assembly and its tail cone.

2 Select the correct PWC adapter (black anodized aluminum housing) and stainless steel extension
shaft for the boat being dyno tested.

Tip: Make sure the extension shaft is fully inserted into the
adapter’s bearing.

3 Fit the adapter assembly to the pump so that the impel-

ler’s shaft will drive the extension shaft (Figure 33).

CAUTION: The slotted side of the pump

adapter must be oriented so that the
boat’s pump can drain onto the ground.
(i.e. oriented so that the adapter’s pro-
truding torque arm stud and rubber bush-
ing end up on the starboard side of the
hull.)

Tip: Optional adapters are available

for other popular combinations. Cus-
tom machining of an existing adapter
assembly by a qualified technician
can further expand the engine appli-
cations. Figure 33

4 Secure the adapter to the pump housing with the adapter’s four (included) hex head screws.

CAUTION: Make sure the extension shaft and absorber tapers are
smooth, clean, and oil free.

Tip: If there is any question about the taper’s condition, use

valve grinding compound to lap the two surfaces together
and then swab clean them with alcohol.

5 Use the appropriate thread and length bolt and washer from the DYNOmite package to secure the
absorber to the crankshaft! Torque the mounting bolt to 45 foot-pounds.

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 CAUTION: Do not over torque this bolt or you will damage the ab-
sorber’s arbor!

Tip: To prevent the crankshaft assembly from turning as

you tighten the bolt, temporarily slide the 4" long x 7/16" o.d.
stainless dowel into the brake inlet hose fitting (on the face
of the absorber) to lock the rotor (Figure 25).

CAUTION: The hole in the absorber’s torque arm must float freely
over the rubber bushing on the bearing adapter’s anchor stud.

6 Clamp the load control valve assembly in a convenient location (i.e. onto the boat’s left handle
grip) with the pair of 1/4"-20 thread wing bolts provided.

Tip: The computer can be strapped to the “dash” or seat for

easy access during testing.

Absorber Removal
1 Remove the absorber to shaft mounting bolt. (Again, slip the 4" stainless dowel into the absorber’s
water inlet fitting to prevent shaft rotation.)

2 Thread the 3/4"-16 x 3" puller bolt into the threads in the absorber’s rotor hub until it bottoms on
the shaft’s end. Tighten the bolt as required to “pop” the absorber off the shaft.

CAUTION: Always coat the absorber puller bolt’s threads with

NEVER-SEEZ (or other anti-friction compound) to ease removal!

3 Remove the adapter assembly and replace the boat’s pump parts.

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 ENGINE MOUNTING - Snowmobile 5.5
hile much of the mounting is obvious, read through these instructions at least once to note any
W special procedures and cautions. The 9” DYNOmite absorber can be fitted to a variety of sleds
and snowmobile engine applications (or used with adapters for in-hull PWC engine testing). The fol-
lowing instructions detail the procedures for attaching the absorber to the PTO. Other sections of this
manual cover the Data Acquisition Computer installation, load control valve plumbing, dynamometer
operation, etc. for this and other applications.

1 Using the tools and procedures specified in the machine’s factory service manual, remove both its
drive and driven clutches.

CAUTION: Make sure the crankshaft runs true and that its taper and
the absorbers are smooth, clean, and oil free - swab clean the crank-
shaft's and arbor's taper with alcohol. Excessive crankshaft run-out
or a poor mating surface will damage the absorber and crankshaft -
and is not covered by warranty!

Tip: If there is any question about the taper’s condition, use

valve grinding compound to lap the two surfaces together
and then swab clean them with alcohol.

2 Check that the tapers on the crankshaft and absorber match, before slipping the absorber onto the
crankshaft’s PTO. Not all model snowmobile engines can be accommodated by the standard dual
taper DYNOmite arbor!

Tip: The standard DYNOmite 9” snowmobile absorber has

a dual taper (3o and 4o) PTO mount.

WARNING: NEWER ARCTIC CAT (LARGE TAPER) MODELS AND

MODIFIED (HIGH OUTPUT) ENGINES MUST BE FITTED WITH A SPE-
CIAL SINGLE (MATCHING) TAPER ABSORBER ARBOR!

Tip: Optional arbors and/or adapters are available for some

other popular combinations. Custom machining of a stan-
dard arbor by a qualified technician (or remote pillow block
mounting) will further expand the engine applications that
can be accommodated.

CAUTION: The slot in the absorber’s torque arm must float freely on
the driven clutch’s jack shaft! (Figure 34)

3 Use the appropriate thread and length bolt and washer from the DYNOmite package to secure the
absorber to the crankshaft! Torque the mounting bolt to 45 foot-pounds.

CAUTION: Do not over torque this bolt or you will damage the ab-
sorber’s arbor! Also, be sure to recheck the bolt's torque after the
first test.

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 Tip: To prevent the crankshaft assembly from turning as
you tighten the bolt, temporarily slide the 4" long x 7/16" o.d.
stainless dowel into the brake inlet hose fitting (on the face
of the absorber) to lock the rotor (Figure 25).

4 Clamp the load control valve assembly in a convenient location (i.e. onto the sled’s left handle
grip) with the pair of 1/4"-20 thread wing bolts provided. (See Figure 35.)

Tip: The computer can be strapped to the “dash” or fuel tank

for easy access during testing.

Figure 34 Figure 35

Absorber Removal
1 Remove the absorber to PTO mounting bolt from the engine’s crankshaft snout. (Again, slip the 4"
stainless dowel into the absorber’s water inlet fitting to prevent crankshaft assembly rotation.)

2 Thread the 3/4"-16 x 3" puller bolt into the threads in the absorber’s rotor hub until it bottoms on
the crankshaft’s snout. Tighten the bolt as required to “pop” the absorber off the crankshaft (just
like removing the drive clutch).

CAUTION: Always coat the absorber puller bolt’s threads with

NEVER-SEEZ (or other anti-friction compound) to ease removal!

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 DATA ACQUISITION - Initial Wiring Hook-Up 6.1
ach DYNOmite Data Acquisition Computer board set pair (Lite, Basic, or Pro) has the following
E minimum circuits and channels available Each DYNOmite harness has lead labels corresponding
to the circuits below. You should also refer to the wiring harness schematics - located later in this sec-
tion.

Tip: If you are utilizing multiple board sets, this section’s

steps refer primarily to the “Board #1” (top) port and harness
on the Data Acquisition module.

Power is typically supplied via a mono phone jack located on the side of the Data Acquisition Com-
puter's housing (or an internal Relay subsystem cable). The DYNOmite tolerates a flexible range of
power sources - from 10 to 16-volt AC or DC supply that can handle its 500 milliamp current load.
Because each board set handles its own rectifying, filtering, and regulation, an inexpensive low cur-
rent AC wall charger (like the ½ ampere 12-volt unit supplied with each DYNOmite) may be used to
power the units. Even the engine's 12.6-volt starter battery will work - provided it is fused at no
greater than 1-amp. Note: When using the optional Relay subsystem or Piggy-Back Rotary Torque
Transducer, the DYNOmite board set is powered via an internal cable jack connection.

Tip: Of course, an expensive lab quality regulated DC sup-

ply may be used, but the improvement in channel stability is
not significant.

CAUTION: If your power supply is capable of delivering more than

1,000 milliamps, it must be fused! Also, if your supply can not stand
momentary shorting - never insert (or remove) the phone plug while
power is applied!

WARNING: FOR DC SUPPLIES, WIRE THE POLARITY FOR THE TIP

OF YOUR PHONE PLUG AS + (POSITIVE)! ALTHOUGH ITS POLAR-
ITY IS IRRELEVANT TO THE DYNOmite, THE BARREL OF THE
PHONE JACK COULD BECOME GROUNDED IF YOU MOUNT IT IN A
METAL HOUSING!

Tip: When powered on, the DYNOmite-Pro (and Lite) board

sets display a small flashing (one flash per second) green
LED (next to their power-in phone jack).

GROUND is the DYNOmite harness's black main system ground lead, as well as the ground for
many accessories). It must always be clamped directly to the single main engine/battery/build-
ing/chassis/power-supply ground.

CAUTION: Avoid connecting to engine mounted terminal blocks,

frame ground straps, etc. Rubber mounts, bushing, corrosion, or
even the slight added electrical resistance of extra junctions and
wiring can electrically position the DYNOmite's electronics “above”
true ground. Failure to follow this precaution can lead to electromag-
netic data interference or power circuit damage - not covered under
warranty!

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 TORQUE (Strain 1) "Torque Arm" input lead carries the signal from the DYNOmite's absorber
mounted strain gage equipped torque arm or millivolt load cell. Plug the mating 4-pin connectors
from both the DYNOmite harness and the torque source together. An optional extension harness
is available for this lead for remote mounting of the console.

CAUTION: If you are using an amplified (0-5 volt output) S-beam or

load cell type torque transducer, it must not be plugged into this
Torque Arm connector. Rather, connect it to the "LOAD CELL 0-5
Volt" #1 channel.

Tip: This must be a clean, dry, and tight connection to pro-

vide consistent torque readings. Keep the connector away
from dripping water as even a tiny change in electrical resis-
tance will make it read incorrectly.

Engine RPM-A (Frequency 1) "AC input" yellow lead can often be tied into the engine's ta-
chometer “sender” circuit. Like the engine's built-in tach, the DYNOmite computer counts the AC
or sine or square wave pulses to determine RPM. On most engines this circuit is the primary (low
voltage) wire connected between the ignition coil and the distributor. On engines with the coil in
the distributor, a separate tachometer lead is usually provided. Aftermarket ignitions (especially
multi-spark units) often have a dedicated tachometer output in the ignition module. While the
DYNOmite alone is compatible with many tachometer sources optional accessories are available
to adapt to most any problem installation.

Tip: See “DATA ACQUISITION - Engine Specific Tach Tips

section 6.2” for more detailed information on getting a ta-
chometer signal from various engine types.

CAUTION: The DYNOmite receives charging power on this AC IN-

PUT. If your tach circuit voltage is too high, the DYNOmite displays
an OVER-VOLTAGE warning. Various plug-in resistors are included to
drop this voltage and/or reduce the DYNOmite’s load on the ignition
signal (to avoid engine mis-firing from the reduced primary voltage).

Tip: A dedicated tach output must be found if the number of

pulses (sparks) produced per revolution is variable. (e.g.
MSD has a “Tach” terminal), alternatively a magnetic pickup
kit can be mounted in the absorber.

ABSOBER RPM-C (Frequency 2) "jack shaft" input lead supports the DYNOmite Magnetic (or
inductive & toothed gear) RPM Pickup kits. For engine dyno testing this can be used as the main
RPM source - by mounting the sensor at the absorber. DYNOmite water brakes have a 3/4”-16
threaded hole (near the center arbor) that the sensor screws into (after removing the blue anodized
plug). The sensor's long lead routes back to the DYNOmite harness’s matching 5-pin DIN Jack
Shaft connector. An optional extension harness is available for this lead if you are remote mount-
ing the console.

For obtaining MPH from a chassis dyno (with an eddy current or other absorber) or monitoring
the shift-ratio via a secondary jack shaft's RPM, the pickup can read a rotating magnet in a shaft
mounted. For these installations the sensor is held in close proximity to the collar via a threaded
bracket.

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 REV LIMITER (Relay A) "Shut Off" is the DYNOmite's built in adjustable RPM-limiter control
signal. This ignition “kill” circuit works by pulling the harness’s black/white lead to near ground.
If the ignition system being tested is compatible with this grounding method, the black/white lead
may be safely connected directly to the ignition system - provided the circuit is not over 120 volts
and is unable to deliver more than 1 amp. If this is not the case, an optional DYNOmite Kill
Switch Relay Kit must be used to enable the rev-limiter function.

Tip: Using the included wiring splice adapter terminals

makes plugging and unplugging the computer simple. For a
pack of additional terminals, you can order Land & Sea part
#430-133.

CAUTION: The above wiring information is only general. Consult

your engine's service manual and/or Land & Sea if you are not sure
about how to wire your specific application.

If you are also wiring additional channels via an optional Full Function Harness, see the “DATA AC-
QUISITION - 15-Channel Harness” section or “DATA ACQUISITION - 28-Channel Harness”
section .

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 DATA ACQUISITION - Engine Specific Tach Tips 6.2
elow is some additional information for wiring many of the more popular (or confusing) engines
B to the DYNOmite Data Acquisition Computer. Feel free to call Land & Sea if you have a question
about a configuration.

Tip: There are multiple ways to get an RPM signal on most

engines, only the most popular are listed below. For exam-
ple: if your engine does not have a usable alternator pulse
source, optional inductive and magnetic pickup transducer
kits are available from Land & Sea.

CAUTION: The following wiring information was correct for models

examined by Land & Sea. However, you should consult your vehi-
cle’s service manual and/or Land & Sea if you are not sure that the
above described colors or hook-up are correct for your specific ap-
plication.

Automotive (GM, Ford, Mopar, etc.) type engine stand testing:

Use the included brake mounted Magnetic RPM Pickup Kit plugged into the Absorber RPM-C (Fre-
quency 2) lead (aka "jack shaft lead).

Chassis dyno testing (typical engines):

For the vehicle's speed, use the included absorber (or roll shaft) mounted Magnetic RPM Pickup Kit
(or inductive & toothed wheel pickup) plugged into the Absorber RPM-C (Frequency 2) lead.

For the engine's RPM there are several options:

a) Use an appropriate optional “clamp-on” Inductive Pickup (on a spark-plug lead), Optical RPM
Pickup Kit, or Cigarette Lighter RPM Pickup - connected to the DYNOmite's yellow “AC INPUT”
Engine RPM-A (Frequency 1) lead.
b) Direct wire the DYNOmite's yellow lead to the negative side of the engine's ignition coil (assuming
the voltages are within the DYNOmite's limitations) or to the dedicated tach output of compatible de-
vices like the MSD ignition system.
c) Alternatively, for single gear testing with a manual transmissions, DYNO-MAX's "Smart Ratio"
feature can be used - without the need to wire up an Engine RPM lead.

Karts:
For the engine's RPM there are several options:
a) Use the optional “clamp-on” Inductive Pickup (on a spark-plug lead) connected to the DYNOmite's
yellow “AC INPUT” Engine RPM-A (Frequency 1) lead.
b) Direct wire the DYNOmite's yellow lead to the engine's ignition coil primary (assuming the volt-
ages are within the DYNOmite's limitations) or to the dedicated tach output of compatible third-party
ignition system.
c) Alternatively, for single gear testing, DYNO-MAX's "Smart Ratio" feature can be used - without
the need to wire up an Engine RPM lead.

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 Motorcycles:
For the engine's RPM there are several options:
a) Use the optional “clamp-on” Inductive Pickup (on a spark-plug lead) connected to the DYNOmite's
yellow “AC INPUT” Engine RPM-A (Frequency 1) lead.
b) Direct wire the DYNOmite's yellow lead to the engine's ignition coil primary (assuming the volt-
ages are within the DYNOmite's limitations) or to the dedicated tach output of compatible third-party
ignition system.
c) Alternatively, for single gear testing, DYNO-MAX's "Smart Ratio" feature can be used - without
the need to wire up an Engine RPM lead.

Outboards:
Use the included absorber mounted Magnetic RPM Pickup Kit to capture prop-shaft RPM. Be sure to
input the lower unit’s gear ratio so that the DYNOmite can display accurate engine RPM.

The DYNOmite Data Acquisition Computer can automatically calculate the gear ratio if its yellow
“AC INPUT” RPM-A (Frequency 1) lead is connected to an appropriate engine RPM source. Most
modern outboards supply a gray color coded tachometer lead at the hand control or helm. Connect the
DYNOmite’s yellow lead to this gray lead RPM source.

If no gray lead is available (or it does not work) try connecting the DYNOmite’s yellow lead directly
to one of the un-rectified (yellow) alternator stator wires. Be sure to set the RPM pulses to the correct
value - normally ½ of the number of poles in the alternator.

Splice the DYNOmite's Rev Limiter black/white “SHUT-OFF” lead into the engine’s black/yellow
safety kill switch wiring.

Polaris Snowmobiles and PWC’s:

Splice the DYNOmite's yellow “AC INPUT” Engine RPM-A (Frequency 1) lead into the sled’s yel-
low lighting harness lead. Be sure to set the RPM pulses to the correct value - normally ½ of the num-
ber of poles in the alternator.

Splice the DYNOmite's Rev Limiter black/white “SHUT-OFF” lead into the engine’s black safety kill
switch wiring.

Yamaha Snowmobiles and PWC’s:

Splice the DYNOmite's yellow “AC INPUT” Engine RPM-A (Frequency 1)lead into the sled’s yellow
lighting harness lead. Be sure to set the RPM pulses to the correct value - normally ½ of the number of
poles in the alternator.

If you have the optional Ignition Kill Switch Relay Kit, connect the DYNOmite's Rev Limiter
black/white “SHUT-OFF” lead to the Relay Kit’s black/white lead. Attach the other leads from the
Relay Kit as shown in its separate instructions. On some Yamaha ignitions you can connect the

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 DYNOmite’s black/white “SHUT-OFF” lead directly to the engine’s black/white safety kill switch
wiring. You can try this method first to see if the rev-limiter works.

Arctic Cat Snowmobiles and PWC’s:

Splice the DYNOmite's yellow “AC INPUT” Engine RPM-A (Frequency 1) lead to the sled’s yellow
lighting harness lead. Be sure to set the RPM pulses to the correct value - normally ½ of the number of
poles in the alternator.

If you have the optional Ignition Kill Switch Relay Kit, connect the DYNOmite's Rev Limiter
black/white “SHUT-OFF” lead to the Relay Kit’s black/white lead. Attach the other leads from the
Relay Kit as shown in its separate instructions.

Ski-Doo Snowmobiles and PWC’s:

Splice the DYNOmite's yellow “AC INPUT” Engine RPM-A (Frequency 1) lead into the sled’s light-
ing harness lead. Be sure to set the RPM pulses to the correct value - normally ½ of the number of
poles in the alternator.

Splice the DYNOmite's Rev Limiter black/white “SHUT-OFF” lead into the engine’s black/white
safety kill switch wiring.

Tip: In all cases you will have to insure that the DYNOmite
Data Acquisition Computer is set to the correct Engine RPM
Signal Type and RPM sources - harness hook-up for the
connection you’ve made. (See “LCD INTERFACE - Run
Setup” section and “LCD INTERFACE - Configure” section
).

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 DATA ACQUISITION - 15-Channel Harness 6.3
he 15-channel (for Basic boards only) “Full Function” DYNOmite Data Acquisition harness sup-
T ports extra transducer and controller functions beyond the standard harness leads. Refer to the la-
bels on these extra connectors as you review the following instructions. This information pertains to
both “single board” and “multiple-board” DYNOmites.

GROUND is the DYNOmite harness's black main system ground lead, as well as the ground for
many accessories). It must always be clamped directly to the single main engine/battery/build-
ing/chassis/power-supply ground.

CAUTION: Avoid connecting to engine mounted terminal blocks,

frame ground straps, etc. Rubber mounts, bushing, corrosion, or
even the slight added electrical resistance of extra junctions and
wiring can electrically position the DYNOmite's electronics “above”
true ground. Failure to follow this precaution can lead to electromag-
netic data interference or power circuit damage - not covered under
warranty!

TORQUE ARM (Strain 1) input lead carries the signal from the DYNOmite's absorber mounted
strain gage equipped torque arm or millivolt load cell. Plug the mating 4-pin connectors from
both the DYNOmite harness and the torque source together. An optional extension harness is
available for this lead for remote mounting of the console.

CAUTION: If you are using an amplified (0-5 volt output) S-beam or

load cell type torque transducer, it must not be plugged into this
Torque Arm connector. Rather, connect it to the "LOAD CELL 0-5
Volt" #1 channel.

Tip: This must be a clean, dry, and tight connection to pro-

vide consistent torque readings. Keep the connector away
from dripping water as even a tiny change in electrical resis-
tance will make it read incorrectly.

AC Input (Frequency 1) "Engine RPM-A" yellow lead can often be tied into the engine's ta-
chometer “sender” circuit. Like the engine's built-in tach, the DYNOmite computer counts the AC
or sine or square wave pulses to determine RPM. On most engines this circuit is the primary (low
voltage) wire connected between the ignition coil and the distributor. On engines with the coil in
the distributor, a separate tachometer lead is usually provided. Aftermarket ignitions (especially
multi-spark units) often have a dedicated tachometer output in the ignition module. While the
DYNOmite alone is compatible with many tachometer sources optional accessories are available
to adapt to most any problem installation.

SERVO (Stepper - output) lead drives the optional Electronic Auto-Load Servo. It has a 6-pin
DIN connector which should be plugged into the mating female receptacle (in the servo's control
housing). An optional extension harness is available for this lead for remote mounting of the con-
sole. This Auto-Load Servo is to be controlled by the DYNOmite’s “Board #1” only (top port and
harness). The identical lead available on “Board #2” is meant for operating the optional Electronic
Throttle Controller.

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 EGT ##' (millivolt ##) input leads support each of the exhaust gas temperature channels available
with the optional DYNOmite EGT kit. The engine’s exhaust must be modified to accept Type-K
thermocouples mounted via either 1/8” pipe thread adapters or 3/16” band clamps. The polarized
yellow jacks (on the harness leads) plug into the thermocouples heat shielded pigtails.
Thermocouples generate a millivolt level signal that increases in proportion to temperature. Op-
tional sparkplug washer type thermocouples are available for use on air cooled engines; and a
flexible "oil dip-stick" version works well for chassis dyno testing.

Tip: Don’t substitute other type thermocouples. Their volt-

age vs. temperature curves will not match the DYNOmite’s
programming.

CAUTION: Avoid running the thermocouple leads parallel to the igni-

tion wires, as this can induce electromagnetic energy into the
thermocouples, causing them to display erroneously high readings.

E-TEMP (Thermistor A) input lead connects to a precision temperature thermistor for engine
coolant, oil, or air temperatures up to 255 degrees Fahrenheit. It simply snaps onto the standard
Bosch type temperature sender connecter.

Tip: Don’t substitute non-DYNOmite thermistors. Numer-

ous Bosch thermistors are available with similar looking
housings, but their resistance vs. temperature curves will
not match the DYNOmite’s programing. Avoid running the
thermistor leads parallel to the ignition wires as it is possible
to induce electromagnetic energy into the harness that may
interfere with other sensitive data acquisition channels.

FLOW SENSOR (Frequency 3) input lead supports the optional Brake Specific Fuel Consump-
tion Transducer Test kit for monitoring various DYNOmite fuel-flow turbines. Route the engine,
test stand, or cell mounted fuel flow turbine’s pigtail (three wire connector) to the matching con-
nector on the DYNOmite’s harness. The primary (1st) fuel flow transducer goes on the
DYNOmite’s “Board #1” (top port and harness). An identical lead is available on “Board #2” for
reading a second flow transducer. DYNO-MAX supports dual transducers for both parallel flow
"A + B" or return flow "A - B" installations.

Tip: It is possible to run two flow transducers on a single

board DYNOmite. Call Land & Sea for details.

PITOT (pressure) (0-5 Volt 4) input lead supports optional DYNOmite Pressure Transducers.
Various ranges of transducers for monitoring fuel, manifold, and oil pressure, etc. are available -
with matching 4-wire connectors.

JACK SHAFT (Frequency 2) input lead supports the DYNOmite Magnetic (or inductive &
toothed gear) RPM Pickup kits. For engine dyno testing this can be used as the main RPM source
- by mounting the sensor at the absorber. DYNOmite water brakes have a 3/4”-16 threaded hole
(near the center arbor) that the sensor screws into (after removing the blue anodized plug). The
sensor's long lead routes back to the DYNOmite harness’s matching 5-pin DIN Jack Shaft con-
nector. An optional extension harness is available for this lead if you are remote mounting the
console.

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 For obtaining MPH from a chassis dyno (with an eddy current or other absorber) or monitoring
the shift-ratio via an auxiliary shaft's RPM, the pickup can read a rotating magnet in a shaft
mounted. For these installations the sensor is held in close proximity to the collar via a threaded
bracket.

WEATHER STATION input lead supports the optional DYNOmite Weather Station for capturing
Barometric Pressure, Air Temperature, and Relative Humidity for dyno testing. The Weather Sta-
tion is usually mounted near the engine's air intake (but away from the hot exhaust). It simply
plugs onto the DYNOmite harness’s mating 9-pin connector.

Tip: Only DYNOmite “Board #1” (top port and harness) sup-
ports the Weather Station. For additional board pair sets,
this connector can be used to support extra engine tempera-
ture thermistors and/or pressure transducers (via a special
adapter cable).

AUX-2 in (0-5 Volt 1) is a generic 0-5 volt input lead with a 4-pin connector to support various 0-5
volt analog sensor options (particularly amplified 0-5 volt load cells). Call for more information
prior to purchasing or installing any special sensors.

ACCELEROMETER (0-5 Volt 2) is a generic 0-5 volt input lead with a 4-pin connector to support
various 0-5 volt analog sensor options (including an accelerometer kit for in-vehicle testing). Call
for more information prior to purchasing or installing any special sensors.

SHUT OFF (Relay A - Rev Limit) is the DYNOmite's built in adjustable RPM-limiter control sig-
nal. This ignition “kill” circuit works by pulling the harness’s black/white lead to near ground. If
the ignition system being tested is compatible with this grounding method, the black/white lead
may be safely connected directly to the ignition system - provided the circuit is not over 120 volts
and is unable to deliver more than 1 amp. If this is not the case, an optional DYNOmite Kill
Switch Relay Kit must be used to enable the rev-limiter function.

Tip: Using the included wiring splice adapter terminals

makes plugging and unplugging the computer simple. For a
pack of additional terminals, you can order Land & Sea part
#430-133.

CAUTION: The above wiring information is only general. Consult

your engine's service manual and/or Land & Sea if you are not sure
about how to wire your specific application.

AUX OUT (output) is a reserved output lead (blue in color - and not available on all harnesses)
used to activate the DYNOmite Relay Kit. It provides a low current (less than 100 milliamps) 7
volt DC output. If you are installing a DYNOmite Relay Kit, follow the special instructions in-
cluded with it.

CAUTION: Never hook this blue 100-milliamp (maximum) output

lead to directly drive a higher current device!
Failure to follow this precaution will lead to circuit damage not cov-
ered under warranty!

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 8-VOLTS OUT is a reserved output lead (red/white in color - and not available on all harnesses)
that supplies 8-volt DC (at less than 50-milliamps) for powering special DYNOmite sensor op-
tions.

CAUTION: This is an OUTPUT ONLY voltage source only! Never

hook this lead to an external battery!
Failure to follow this precaution will lead to circuit damage not cov-
ered under warranty!

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 Full Function Basic 15-Channel Harness

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 DATA ACQUISITION - 28-Channel Harness 6.4
he 28-channel (for Pro boards only) “Full Function” DYNOmite Data Acquisition harness sup-
T ports many optional transducer and controller functions beyond the standard harness leads. Refer
to the labels on these extra connectors as you review the following instructions. This information per-
tains to both “single board” and “multiple-board” DYNOmites.

GROUND is the DYNOmite harness's black main system ground lead, as well as the ground for
many accessories). It must always be clamped directly to the single main engine/battery/build-
ing/chassis/power-supply ground.

CAUTION: Avoid connecting to engine mounted terminal blocks,

frame ground straps, etc. Rubber mounts, bushing, corrosion, or
even the slight added electrical resistance of extra junctions and
wiring can electrically position the DYNOmite's electronics “above”
true ground. Failure to follow this precaution can lead to electromag-
netic data interference or power circuit damage - not covered under
warranty!

TORQUE (Strain 1) input lead carries the signal from the DYNOmite's absorber mounted strain
gage equipped torque arm or millivolt load cell. Plug the mating 4-pin connectors from both the
DYNOmite harness and the torque source together. An optional extension harness is available for
this lead for remote mounting of the console.

CAUTION: If you are using an amplified (0-5 volt output) S-beam or

load cell type torque transducer, it must not be plugged into this
Torque Arm connector. Rather, connect it to the "LOAD CELL 0-5
Volt" #1 channel.

Tip: This must be a clean, dry, and tight connection to pro-

vide consistent torque readings. Keep the connector away
from dripping water as even a tiny change in electrical resis-
tance will make it read incorrectly.

Engine RPM-A (Frequency 1) is the DYNOmite's yellow “AC INPUT” lead and can often be
tied into the engine's tachometer “sender” circuit. Like the engine's built-in tach, the DYNOmite
computer counts the AC or sine or square wave pulses to determine RPM. On most engines this
circuit is the primary (low voltage) wire connected between the ignition coil and the distributor.
On engines with the coil in the distributor, a separate tachometer lead is usually provided. After-
market ignitions (especially multi-spark units) often have a dedicated tachometer output in the ig-
nition module. While the DYNOmite alone is compatible with many tachometer sources optional
accessories are available to adapt to most any problem installation.

ABSORBER RPM-C (Frequency 2) input lead supports the DYNOmite Magnetic (or inductive
& toothed gear) RPM Pickup kits. For engine dyno testing this can be used as the main RPM
source - by mounting the sensor at the absorber. DYNOmite water brakes have a 3/4”-16 threaded
hole (near the center arbor) that the sensor screws into (after removing the blue anodized plug).
The sensor's long lead routes back to the DYNOmite harness’s matching 5-pin DIN Jack Shaft
connector. An optional extension harness is available for this lead if you are remote mounting the

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 console.

For obtaining MPH from a chassis dyno (with an eddy current or other absorber) or monitoring
the shift-ratio via a secondary jack shaft's RPM, the pickup can read a rotating magnet in a shaft
mounted. For these installations the sensor is held in close proximity to the collar via a threaded
bracket.

FUEL FLOW (Frequency 3) input lead supports the optional Brake Specific Fuel Consumption
Transducer Test kit for monitoring various DYNOmite fuel-flow turbines. Route the engine, test
stand, or cell mounted fuel flow turbine’s pigtail (three wire connector) to the matching connector
on the DYNOmite’s harness. The primary (1st) fuel flow transducer goes on the DYNOmite’s
“Board #1” (top port and harness). An identical lead is available on “Board #2” for reading a sec-
ond flow transducer. DYNO-MAX supports dual transducers for both parallel flow "A + B" or re-
turn flow "A - B" installations.

AIR FLOW (Frequency 4) input lead supports the optional Air Flow Specific Fuel Consumption
Transducer Test kit for monitoring various DYNOmite air-flow turbines. Route the turbine’s pig-
tail 5-pin DIN Jack Shaft connector to the matching connector on the DYNOmite’s harness. The
primary (1st) air-flow turbine goes on the DYNOmite’s “Board #1” (top port and harness). An
identical lead is available on “Board #2” for reading a second turbine. DYNO-MAX supports up
to three turbines for parallel "A + B + C " flow readings.

Tip: It is possible to run any combination of up to three air or

fuel flow transducers on a single board DYNOmite Pro
Board set. Call Land & Sea for details.

ENGINE TEMP (Thermistor A) input lead connects to a precision temperature thermistor for en-
gine coolant, oil, or air temperatures up to 255 degrees Fahrenheit. It simply snaps onto the stan-
dard Bosch type temperature sender connecter.

Tip: Don’t substitute non-DYNOmite thermistors. Numer-

ous Bosch thermistors are available with similar looking
housings, but their resistance vs. temperature curves will
not match the DYNOmite’s programing. Avoid running the
thermistor leads parallel to the ignition wires as it is possible
to induce electromagnetic energy into the harness that may
interfere with other sensitive data acquisition channels.

EGT ##' (milliVolt ##) input leads support each of the exhaust gas temperature channels available
with the optional DYNOmite EGT kit. The engine’s exhaust must be modified to accept Type-K
thermocouples mounted via either 1/8” pipe thread adapters or 3/16” band clamps. The polarized
yellow jacks (on the harness leads) plug into the thermocouples heat shielded pigtails.
Thermocouples generate a millivolt level signal that increases in proportion to temperature. Op-
tional sparkplug washer type thermocouples are available for use on air cooled engines; and a
flexible "oil dip-stick" version works well for chassis dyno testing.

Tip: Don’t substitute other type thermocouples. Their volt-

age vs. temperature curves will not match the DYNOmite’s
programming.

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Page 174
 CAUTION: Avoid running the thermocouple leads parallel to the igni-
tion wires, as this can induce electromagnetic energy into the
thermocouples, causing them to display erroneously high readings.

LOAD CELL (0-5 Volt 1) input lead supports amplified 0-5 volt range load cells and torque trans-
ducers (for use with "Torque Source Q, R, S, or T" calibration selections offered by the
DYNOmite LCD and DYNO-MAX software).

Tip: If you have a choice between using a millivolt output

torque source (on the "Torque - Strain 1" channel vs. a 0-5
volt transducer, use the millivolt version. It eliminates one
more amplification stage - improving stability,

AFR (0-5 Volt 2) input lead supports the DYNOmite Air Fuel Ratio modules This channels is also
available for your other 0-5 volt sensors, including all the optional DYNOmite acceleration,
knock %, position, pressure, and smoke opacity sensors - with their mating 4-wire connectors.

WEATHER STATION input lead supports the optional DYNOmite Weather Station for capturing
Barometric Pressure, Air Temperature, and Relative Humidity for dyno testing. The Weather Sta-
tion is usually mounted near the engine's air intake (but away from the hot exhaust). It simply
plugs onto the DYNOmite harness’s mating 9-pin connector.

Tip: Only DYNOmite “Board #1” (top port and harness) sup-
ports the Weather Station. For additional board pair sets,
this connector can be used to support extra engine tempera-
ture thermistors and/or pressure transducers (via a special
adapter cable).

PRESSURE (0-5 Volt 4) input lead supports the full range of DYNOmite Pressure Transducers
This channels is also available for your other 0-5 volt sensors, including all the optional
DYNOmite acceleration, air/fuel ratio, knock %, position, and smoke opacity sensors - with their
mating 4-wire connectors.

KNOCK SENSOR (0-5 Volt 6) input lead supports the DYNOmite Universal Knock Sensor Mod-
ule - for use with DYNO-MAX's "Knock Index %" formula. This channel is also available for
your other 0-5 volt sensors, including all the optional DYNOmite acceleration, air/fuel ratio, posi-
tion, pressure, and smoke opacity sensors - with their mating 4-wire connectors.

ACCELEROMETER (0-5 Volt 7) input lead supports the DYNOmite Vehicle Accelerometer kit.
This channels is also available for your other 0-5 volt sensors, including all the optional
DYNOmite air/fuel ratio, knock %, position, pressure, and smoke opacity sensors - with their
mating 4-wire connectors.

HARNESS KNOB% (Position 2) input lead supports an optional panel potentiometer for custom
applications. This channels is also available for your other 0-5 volt sensors, including all the op-
tional DYNOmite acceleration, air/fuel ratio, knock %, pressure, and smoke opacity sensors -
with their mating 4-wire connectors.

SERVO FEEDBACK% (Position 3) input lead supports the DYNOmite Throttle Position Indica-
tor kit. This channels is also available for your other 0-5 volt sensors, including all the optional

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 DYNOmite acceleration, air/fuel ratio, knock %, pressure, and smoke opacity sensors - with their
mating 4-wire connectors.

SERVO CONTROL (Stepper - output) lead drives the optional Electronic Auto-Load Servo. It
has a 6-pin DIN connector which should be plugged into the mating female receptacle in the
servo's (or eddy current control's) housing). An optional extension harness is available for this
lead for remote mounting of the console. This Auto-Load Servo is to be controlled by the
DYNOmite’s “Board #1” only (top port and harness). The identical lead available on “Board #2”
is meant for operating the optional Electronic Throttle Controller.

REV LIMITER (Relay A) "Shut Off" is the DYNOmite's built in adjustable RPM-limiter control
signal. This ignition “kill” circuit works by pulling the harness’s black/white lead to near ground.
If the ignition system being tested is compatible with this grounding method, the black/white lead
may be safely connected directly to the ignition system - provided the circuit is not over 120 volts
and is unable to deliver more than 1 amp. If this is not the case, an optional DYNOmite Kill
Switch Relay Kit must be used to enable the rev-limiter function.

Tip: Using the included wiring splice adapter terminals

makes plugging and unplugging the computer simple. For a
pack of additional terminals, you can order Land & Sea part
#430-133.

CAUTION: The above wiring information is only general. Consult

your engine's service manual and/or Land & Sea if you are not sure
about how to wire your specific application.

D-A-1 0-5V-Output (Relay B) is a reserved 0-5 volt output lead (blue/white in color - and not
available on all harnesses). The signal may be used to control the DYNOmite Relay Kit or under
DYNO-MAX "Pro" formula control for custom applications. The channel provides a low current
(less than 100 milliamps) 0-5 volt DC output. If you are installing a DYNOmite Relay Kit, follow
the special instructions included with it.

CAUTION: Never hook this blue/white 100-milliamp (maximum) out-

put lead to directly drive a higher current device!
Failure to follow this precaution will lead to circuit damage not cov-
ered under warranty!

D-A-2 0-5V-Output is a reserved 0-5 volt output lead (blue/yellow in color - and not available on
all harnesses). The signal may be used to control the DYNOmite Relay Kit or under DYNO-MAX
"Pro" formula control for custom applications (such as controlling AC motor/absorber vector-less
drives). The channel provides a low current (less than 100 milliamps) 0-5 volt DC output. If you
are installing a DYNOmite Relay Kit, follow the special instructions included with it.

CAUTION: Never hook this blue/yellow 100-milliamp (maximum)

output lead to directly drive a higher current device!
Failure to follow this precaution will lead to circuit damage not cov-
ered under warranty!

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 8+VOLTS (Output) is a reserved output lead (red/white in color - and not available on all har-
nesses) that supplies 8-volt DC (at less than 50-milliamps) for powering special DYNOmite sen-
sor options - primarily the Inductive Engine RPM Clamp..

CAUTION: This is an OUTPUT ONLY voltage source only! Never

hook this lead to an external battery!
Failure to follow this precaution will lead to circuit damage not cov-
ered under warranty!

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 Full Function Pro 28-Channel Harness

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Page 178
 DATA ACQUISITION - Load-Cell Hook-Up 6.5
ollow the steps below if you are adding a 0-5 volt (amplified) S-beam or load-cell type torque
F transducer to the DYNOmite Data Acquisition Computer system.
Note: This section does not pertain to the DYNOmite 3mv/Volt S-beam or Torque Arms normally sup-
plied with our dynamometer systems!

LOAD CELL (0-5 Volt 1) is the input lead that supports amplified 0-5 volt range load cells and
torque transducers for use with "Torque Source Q, R, S, or T" calibration selections offered by the
DYNOmite LCD and DYNO-MAX software.

Tip: If you have a choice between using a millivolt output

torque source (on the "Torque - Strain 1" channel vs. a 0-5
volt transducer, use the millivolt version. It eliminates one
more amplification stage - improving stability,

1a If you are replacing a old torque transducer, first remove it from the brake's moment arm.

Tip: If you wish (and if you have clearance) you may be able
to mount the DYNOmite's Electronic Load Cell in-line (i.e. in
series) with your dynamometer's original torque transducer
- so that BOTH torque measuring devices are operational.

1b If you are installing a PRESSURE LINE style transducer, use the included brass tee to plumb the
DYNOmite's Electronic Pressure Line Transducer into your dyno's existing pressure gauge line.
(Skip to Step #4 below)

2 Select a mounting location for the base of the DYNOmite load cell (either of the sides with the
threaded bolt holes) on your dynamometer test stand. The location must have enough clearance
for the included rubber vibration isolation dampener and the spherical rod end linkage. The rod
end will need to be attached to the brake's torque arm - at exactly 90 degrees to the compressive
rotation of the brake.

CAUTION: Your mounting arrangement must not apply side loads to

the load cell. Also, unless otherwise noted, only compressive forces
(in-line with the threaded mounting holes) are allowed on the rubber
isolation dampener!

3 Using the supplied spherical rod end linkage and vibration mount (or appropriate equivalents as
required by your custom installation) attach the brake housing's moment arm to the load cell. De-
pending on the installation, you may need to drill holes or fabricate custom mounts.

4 The transducer is wired to the included 0-5 volt Torque Transducer Amplifier Module. That mod-
ule's connector must be plugged into the DYNOmite 28-channel harness's LOAD CELL (0-5
Volt 1) (or the 15-channel harness's AUX 2 IN (0-5 Volt 1) lead).

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 Tip: The DYNOmite provides both fixed analog electrical
dampening and adjustable digital software damping. How-
ever, some dynamometer's absorber load cell coupling de-
signs and/or engine characteristics require increasing the
time-constant of this electrical dampening - to acquire a
more suitable torque signal. For smoothing the torque sig-
nal, try adding about a 100 Microfarad capacitor (6, 12, or
16-volt) across the blue (+) and black (-) leads of the har-
ness's "Load Cell" connector. (Note: You don't want to mask
meaningful torque spikes, so if 100 provides too much
dampening, retry with a 47 Microfarad capacitor, etc.)

5a If you are using a DYNOmite LCD interface for set up, see either the "DYNOmite-Basic LCD
INTERFACE - Configure" section 7.2 or the Pro board set's "PRO LCD INTERFACE - Cali-
brate Channels" section 7.10 (as appropriate) for instructions on selecting and calibrating your
0-5 volt source load cell.

5b If you are using DYNO-MAX see its On-Line Help under "Calibrate DYNOmite Channels"
and "Torque Source".

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 DATA ACQUISITION - "Basic" Serial Hook-Up 6.6
he DYNOmite-Basic Data Acquisition Computer board sets support either RS-232 serial port
T communication with a DYNO-MAX equipped PC or printing directly to an optional DYNOmite
Portable Thermal Printer. Additionally many RS-232 serial port compatible ASCII character printers
are also compatible. All such communication requires an appropriate cable interface and configura-
tion.

CAUTION: Do not attempt to hook a parallel printer directly to the

DYNOmite. You might damage both the printer and the DYNOmite.
Such damage is not covered under the DYNOmite’s warranty.

DYNOmite Portable Thermal Printer Hook-Up

1 To print to the optional battery powered DYNOmite Portable Thermal printer just plug it in using
the include DB-9 male to DB-9 female serial cable adapter.

CAUTION: Do not use a standard straight through-serial cable with-

out also having this special cable adapter in the line!

2 The DYNOmite Portable Thermal printers (Model #DPU414 ) have software “DIP switches” that
control their interface. Make sure they are set as follows:
SW-! Switch #1 = OFF Input Method = Serial
Switch #2 = ON Printing Speed = High
Switch #3 = ON Auto Loading = On
Switch #4 = OFF CR function = Carriage return and line feed
Switch #5 = ON DIP SW Setting Command = Enable
Switch #6 = OFF Printing Density = 100%
Switch #7 = ON Printing Density = 100%
Switch #8 = ON Printing Density = 100%

SW-2 Switch #1 = ON Print mode = Normal printing (40 columns)

Switch #2 = ON User defined characters = On
Switch #3 = ON Character Type = Ordinary characters
Switch #4 = ON Zero font = 0
Switch #5 = ON International character set = American
Switch #6 = ON International character set = American
Switch #7 = ON International character set = American
Switch #8 = OFF International character set = American

SW-3 Switch #1 = ON Data bit length = Eight bits

Switch #2 = ON Parity permission = Without
Switch #3 = ON Parity condition = Odd
Switch #4 = ON Flow control = H/W Busy
Switch #5 = ON Baud rate = 4,800
Switch #6 = OFF Baud rate = 4,800
Switch #7 = OFF Baud rate = 4,800

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 Switch #8 = OFF Baud rate = 4,800

Non-DYNOmite RS-232 Serial Port

(ASCII character) Printer Hook-Up
Tip: Only character based printers will work with the
DYNOmite. You can not use any inkjet (or some laser)
printers that require a Windows printer driver to function.
However, you can use almost any type of Windows compati-
ble printer (with your PC) via DYNO-MAX.)

1 Interfacing and RS-232 serial device (like a printer) requires both a properly wired cable and the
correct configuration of the device’s serial interface.

Tip: The information below is given to assist knowledgeable

computer technicians in making this simple (but often frus-
trating) match-up.

2 Just three wires are required between the DYNOmite and the serial device. They are:
DYNOmite’s integral female DB-9 pin #5 (ground)
DYNOmite’s integral female DB-9 pin #2 (data out of DYNOmite to your serial device)
DYNOmite’s integral female DB-9 pin #3 (data into DYNOmite from your serial device)

3 The DYNOmite communicates at 4,800 baud rate and requires the device to be set for 8-bits, no
stop bits, and no parity. Set up your printer accordingly (see the printer’s manual).

4 The device must supply a Clear To Send (high) signal to the DYNOmite’s female DB-9 pin #3 or
the DYNOmite will assume that no printer is attached and instead send output data to its LCD dis-
play. Most printers can supply an appropriate Clear To Send signal on one or more pins (typically
pins 20, 11, or 6) and the exact pins and polarity may be definable with DIP switches, jumpers, or
in a set-up menu. Consult your printers manual for documentation. You will need a properly con-
figured cable and/or adapter to connect your printer’s Clear To Send cabling requirements to the
DYNOmite’s integral data in port (pin #3).

5 The device must have its data in port wired to the DYNOmite’s data out port. Consult your print-
ers manual for documentation. As with the step above, you will need a properly configured cable
and/or adapter to tie your printers data in port to the DYNOmite’s integral data out port (pin #2)

6 If your printer uses a DB-9 connector it most likely has its data ground on pin #5 (the same as the
DYNOmite). In such cases the data ground will run straight through from pin #5 to pin #5.
If your printer uses a DB-25 connector it most likely has its data ground on pin #7. In such cases
you will need a properly configured cable and/or adapter to tie your printer’s data ground to the
DYNOmite’s pin #5.

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 DATA ACQUISITION - "Pro" Serial Hook-Up 6.7
he DYNOmite-Pro Data Acquisition Computer board sets support either RS-232 serial (DB 9 pin
T port) or full speed USB (Universal Serial Bus) communications with a DYNO-MAX equipped
PC. All such communication require an appropriate cable interface and configuration.

Tip: Although DYNOmite-Pro boards support either RS-232

or USB communication, the slower RS-232 standard is
more resistant to the electro interference (EMI or RFI). The
200-Hertz (200 records per second) speed capability of this
serial port (at 115,200 baud rate) is more than enough for
most types of dynamometer testing.

Most quality straight through DB-9 male to DB-9 female serial cable will communicate fine between
the DYNOmite and your PC - in an "electrically quiet" office environment. However, we strongly rec-
ommend the optional DYNOmite shielded and filtered cables for the best resistance to the severe igni-
tion noise present in a typical dyno cell.

In order to communicate with DYNO-MAX, both the PC and the DYNOmite board set must be set to
the same communication mode. To change a DYNOmite-Pro board from USB to serial mode follow
these steps:

1a If the DYNOmite Data Acquisition Computer has the optional LCD with 16-button keypad inter-
face option, use the Menu to go to "CAL I BRATE CHANNELS - COMMU N I CAT I ON SET UP"
and select "RS-232 1 1 5 , ,200 Baud".

COMMUN I CAT I ON SET UP < COMMUN I CAT I ON SET UP is used to configure the serial
link between the DYNOmite Data Acquisition Computer and
Se l ec t t ype : a PC or laptop running DYNO-MAX software..
RS-232 1 1 5 , 200 Baud If you do not need to change the Communication mode, just
press the Menu keypad button to return to the previous
sub-menu.

Tip: The modes selected here and in DYNO-MAX must

match. Otherwise communication errors will occur and no
data exchange can take place!.

1b If the DYNOmite Data Acquisition Computer does not have the optional LCD with 16-button
keypad interface option, you can short a pair of harness pins together and then power cycle the
DYNOmite to force it into RS-232 mode.

If you have a Full Function Harness, disconnect any attached Weather Station and short the har-
ness pins #5 and #6 (in the harness connector that is labeled for the Weather Station) together
(these are its Air Temperature leads). If you do not have a Full Function harness, instead short
pins #23 and #27 of the DYNOmite 36-pin Centronics harness connector (these pins are for the
same Air Temperature circuit).

While the pair of pins is still shorted, power cycle the DYNOmite (turn it for 15 seconds and then
back on). This will force a change in its communication mode to use only the RS-232 port

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 (at its default 115,200 baud rate).

You will still have to put DYNO-MAX into RS-232 mode (using the correct Comm. Port and
matching Baud Rate assignment) before actual communications can take place! This jumper trick
just insures that the DYNOmite itself is in RS-232 mode.

Tip: In RS-232 mode the DYNOmite's Orange (Output) LED

will stay on for at least 1 full second during every power up. If
it turns back off (and stays off) after 1-1/4 seconds, that is
because it has not received any response from the
DYNO-MAX on the PC.
Note: The Red (Receive) LED will flash whenever the
DYNOmite detects that DYNO-MAX is sending data via
RS-232 mode.
In USB mode, the Orange (Output) LED flashes twice per
second (but only when communications with DYNO-MAX
are active. There will be no automatic 1 second flash of the
light during power up (in USB mode).
Note: The Red (Receive) LED should not flash if you are us-
ing USB mode. That is an indication that DYNO-MAX is
sending data via RS-232 mode - which will not work if the
DYNOmite is in USB mode! Both the DYNOmite and
DYNO-MAX must always be set to the same communication
mode!

2 From DYNO-MAX's "Electronics - Communication Ports Set Up" menu, verify that the pro-
gram is also in "Serial Port (RS-232)" mode. (See its On-Line Help for step-by-step instructions.)

TIP: In cases where DYNO-MAX and the DYNOmite are al-

ready communicating - and you just to switch between USB
and serial mode, you can use DYNO-MAX to change them
both. (See DYNO-MAX's On-Line Help system - under
"Communication Ports Set Up" for more details.)

CAUTION: Do not attempt to use the DB 25 pin parallel printer port to

communicate with DYNO-MAX. It is not a serail port! Doing so might
damage both the printer and the DYNOmite.
Such damage is not covered under the DYNOmite’s warranty.

DYNOmite (parallel port) Portable Thermal Printer Hook-Up

1 To print to the optional battery powered DYNOmite (parallel port) Portable Thermal printer, just
plug it in using a standard 25-pin parallel port cable.

2 The DYNOmite (parallel port) Portable Thermal printers (Model # ) has software “DIP switches”
that control their interface. Make sure they are set to use the parallel port, etc. as follows:
SW-1 Switch #1 = ON Input Method = Parallel
Switch #2 = ON Printing Speed = High
Switch #3 = ON Auto Loading = On
Switch #4 = OFF CR function = Carriage return and line feed
Switch #5 = ON DIP SW Setting Command = Enable

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 Switch #6 = OFF Printing Density = 100%
Switch #7 = ON Printing Density = 100%
Switch #8 = ON Printing Density = 100%

SW-2 Switch #1 = ON Print mode = Normal printing (40 columns)

Switch #2 = ON User defined characters = On
Switch #3 = ON Character Type = Ordinary characters
Switch #4 = ON Zero font = 0
Switch #5 = ON International character set = American
Switch #6 = ON International character set = American
Switch #7 = ON International character set = American
Switch #8 = OFF International character set = American

SW-3 Switch #1 = ON Data bit length = Eight bits

Switch #2 = ON Parity permission = Without
Switch #3 = ON Parity condition = Odd
Switch #4 = ON Flow control = H/W Busy
Switch #5 = ON Baud rate = 4,800
Switch #6 = OFF Baud rate = 4,800
Switch #7 = OFF Baud rate = 4,800
Switch #8 = OFF Baud rate = 4,800

Tip: Only character based printers will work with the

DYNOmite. You can not use any inkjet (or some laser) print-
ers that require a Windows printer driver to function. How-
ever, you can use almost any type of Windows compatible
printer (with your PC) via DYNO-MAX.)

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 DATA ACQUISITION - "Pro" USB Hook-Up 6.8
he DYNOmite-Pro Data Acquisition Computer board sets support either RS-232 serial (DB 9 pin
T port) or full speed USB (Universal Serial Bus) communications with a DYNO-MAX equipped
PC. All such communication require an appropriate cable interface and configuration.

Tip: Although DYNOmite-Pro boards support either RS-232

or USB communication, the slower RS-232 standard is
more resistant to the electro interference (EMI or RFI). The
200-Hertz (200 records per second) speed capability of this
serial port (at 115,200 baud rate) is more than enough for
most types of dynamometer testing.

A high quality USB cable should be used to insure it has a reasonable amount of shielding. Keep in
mind that the USB signals are inherently more susceptible to RFI issues than the RS-232 serial inter-
face.

In order to communicate with DYNO-MAX, both the PC and the DYNOmite board set must be set to
the same communication mode. To change a DYNOmite-Pro board from serial to USB mode follow
these steps:

1a If the DYNOmite Data Acquisition Computer has the optional LCD and 16-button keypad inter-
face option, use the Menu to go to "CAL I BRATE CHANNELS - COMMU N I CAT I ON SET UP"
and select "USB mode (200 Hertz)" or "USB mode (1000 Hertz)" as desired.

COMMUN I CAT I ON SET UP < COMMUN I CAT I ON SET UP is used to configure the serial
link between the DYNOmite Data Acquisition Computer and
Se l ec t t ype : a PC or laptop running DYNO-MAX software..
USB mode (200 Hertz) If you do not need to change the Communication mode, just
press the Menu keypad button to return to the previous
sub-menu.

Tip: The modes selected here and in DYNO-MAX must

match. Otherwise communication errors will occur and no
data exchange can take place!.

1b If the DYNOmite Data Acquisition Computer does not have the optional LCD and 16-button key-
pad interface option, you can short a pair of harness pins together and power cycle the
DYNOmite (while the pins are shorted).

If you have a Full Function Harness, disconnect any Engine Temperature sensor and short its pair
of harness pins together (in the harness connector that is labeled for Engine Temperature). If you
do not have a Full Function harness, instead short pins #5 and #23 of the DYNOmite 36-pin
Centronics harness connector (these pins are for the same Engine Temperature circuit).

While the pair of pins is still shorted, power cycle (turn it for 15 seconds and then back on) the
DYNOmite. This will force a change in its communication mode to use only the USB port.

You will still have to put DYNO-MAX into USB mode, have the correct Windows DYNOmite

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 driver installed, and select the board’s Serial Number before actual communications can take
place! This jumper trick just insures that the DYNOmite itself is in USB mode.

Tip:In USB mode, the Orange (Output) LED flashes twice

per second (but only when communications with
DYNO-MAX are active. There will be no automatic 1 second
flash of the light during power up (in USB mode).
Note: The Red (Receive) LED should not flash if you are us-
ing USB mode. That is an indication that DYNO-MAX is
sending data via RS-232 mode - which will not work if the
DYNOmite is in USB mode! Both the DYNOmite and
DYNO-MAX must always be set to the same communication
mode!
In RS-232 mode the DYNOmite's Orange (Output) LED
will stay on for at least 1 full second during every power up. If
it turns back off (and stays off) after 1-1/4 seconds, that is
because it has not received any response from the
DYNO-MAX on the PC.
Note: The Red (Receive) LED will flash whenever the
DYNOmite detects that DYNO-MAX is sending data via
RS-232 mode.

2 From DYNO-MAX's "Electronics - Communication Ports Set Up" menu, verify that the pro-
gram is also in "USB (200 Hertz)" mode. (See its On-Line Help for step-by-step instructions.)

TIP: In cases where DYNO-MAX and the DYNOmite are al-

ready communicating - and you just to switch between USB
and serial mode, you can use DYNO-MAX to change the
both. (See DYNO-MAX's On-Line Help system - under
"Communication Ports Set Up" for more details.)

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 DYNOmite-Basic LCD INTERFACE - Run Setup 7.1
his section is for the hand held Data Acquisition Computer module (with an LCD screen and
T 4-pushbuttons).

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

CAUTION: This section’s instructions pertain specifically to

E-PROM Version 8.30. If you’re running another version, check with
Land & Sea to find out if these are applicable.

Before making the first runs on a newly mounted engine the DYNOmite Data Acquisition Computer
needs to be configured for the type of engine and test. This section will describe each menu choice.

Tip: Once you’ve learned to run the dyno this set-up takes
only seconds. Between similar engines, just a couple of set-
tings ever need to be changed.

Turn on the hand held DYNOmite Data Acquisition Computer. It must be powered by a charged inter-
nal battery or running off its 12-16 volt (AC or DC output) AC wall charger.

< After a 3-second sign on message, the display will go to something like
Torque 115.0 ft# this Real-Time screen (The exact view depends on your selected dis-
Power 115.0 HP play mode.)
Speed 5252 RPM You will come back to this Real-Time screen when you are ready to
actually test (it’s what you watch during normal dynoing). However,
right now you need to finish set-up calibration, so press the CALibra-
tion (NEXT) button.

select procedure < This screen displays after the prior step.
CAL = run setup On the LCD you can select one of three menu branches (i.e. run
TEST= configure setup, configure, and output). For this example, press NEXT to be-
PRINT= output gin entering run setup data.

Tip: Throughout most of the DYNOmite computer configu-

ration, press the “+” button to increase “-” to decrease) each
setting. The NEXT button takes you to the next screen.

Revlimiter < The DYNOmite has a built in RPM limiter to help avoid inadvertent
setpoint: over revving. Press the “+” button to increase the over-speed cutout
8200 RPM RPM or the “-” button to decrease it. Press NEXT to continue.

Tip: Holding the NEXT button down while you are pressing
“+” or “-” makes the numbers scroll by more quickly.

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 Torque arm-A < This allows automatically offsetting (zeroing) the strain gauge (to
Zero calibration compensate for mechanical, electrical, and temperature induced
ft# - 0.5 “creep” of the DYNOmite's unloaded torque reading).
(PRINT=set zero) You may press the PRINT button if you wish to re-set the current
torque reading as zero foot pounds (like the “tare” button on a meat
scale). Always make sure that there is no load being applied at the
torque arm before zeroing!
If you do not need to zero the arm, just press NEXT to continue.

Tip: Check that you don’t have cables or hoses pulling on

the torque arm before zeroing the computer. You’ll get an
ERROR !!! arm-A torque reading is too far off to be zero.
message if you attempt Zero calibration on excessive
torque readings. The need to zero-out large torque readings
is a sign that something is wrong... see “TROUBLE
SHOOTING - Questions & Answers” section 13.1.

Engine speed < During a dyno test you often do not want to activate data capture until
to trigger you get above a certain RPM. This setting sets an RPM you must ini-
recording: tially exceed before recording begins. Once it triggers, the set point
3000 RPM has no further effect during this test!

Tip: If you are using the DYNOmite as an on-board data

logger (i.e. monitoring a drag race run) you may want to set
this below 100 RPM to 1 MPH. This tells the DYNOmite to in-
stead trigger on the FIRST REVOLUTION of the
DRIVE-SHAFT(about 1 MPH).

Minimum output < Like the previous Engine Speed... screen, this sets a load (horsepower
at trigger level) that the engine must exceed before data capture actually begins.
RPM: We include the Minimum output at trigger RPM so that revving the
10 HP engine while trying to get it loaded won’t prematurely initiate the re-
cording session. Once recording starts, this setting is ignored for the
duration of the test!

Tip: If you are troubleshooting a No NEW test data re-

corded!. error message, set this to 0 HP so the computer will
begin recording data regardless of the horsepower level.

Minimum speed to < At the conclusion of a recorded dyno test, you usually do not want to
maintain record- continue recording the idling engine data. This setting controls the
ding: 1300 RPM cut-out RPM point. After recording begins, if the engine falls below
this RPM, the data capture stops!

Tip: Don’t try to set the Minimum speed to maintain record-

ing: above the Engine speed to trigger recording: - you
will get an error message! Otherwise, recording would stop
the instant it started!

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 Tip: The preceding three screens are used to make testing
easier for mechanics with less than three hands! Using En-
gine speed to trigger recording: and Minimum output at
trigger RPM: correctly lets you push the TEST button before
even starting the engine. Only after the engine is beyond
your trigger RPM and loaded enough to exceed the mini-
mum HP setting will actual recording of data begin. This pre-
vents capturing a lot of data on an idling engine.

Gear Ratio for < This must be set to the final ratio (normally 1.000) between the crank-
correct torque shaft and absorber shaft. Otherwise, the Torque (and consequently Hp)
readings will be off by the gear multiplication factor.)
set to 1.000

Tip: Different manufacturers give the ratio backwards, for

example:
For testing through a transmission with a 2:1 reduction you
enter 0 . 500
For a Yamaha V-Max 4 snowmobile witch has a 42:43 un-
der-drive you enter 0 . 977
For an outboard with a 15:28 gear case enter 0 . 536.
For a 16:64 kart or bike chain reduction drive enter 0 . 250.

Set air temp. < If the optional Weather Station Module is connected you get the mes-
for correction: sage: Current Weather Station Air Temperature, and can skip
this setting.
60 F To compare dyno runs taken under different atmospheric conditions, it
is necessary to correct the data to standard conditions. Prior to printing
out your data in corrected mode, make sure the air temperature in this
screen matches what the cell’s air temperature was during the test run.

Set humidity < If the optional Weather Station Module is connected you get the mes-
for correction: sage Current Humidity xx%, and can skip to the next paragraph.
Like the Air Temperature setting in the previous step, you can set the
20 % relative humidity percentage in this screen so that it matches the cell’s
(as it was during the test run).

The following paragraph is only for systems with the optional Weather
Station Module connected.
The previous screen only displayed the current real time relative hu-
midity. If you need to calibrate the Weather Station’s humidity read-
ing, press the PRINT button.
Normally just press NEXT to continue.
Set Humidity for Calibration appears if you elected to re-calibrate
above. Set the actual relative humidity here from a sling psychrometer
reading (DYNOmite Accessories Part #950-250) or from a local
weather report.

Absolute Baro- < If the optional Weather Station Module is connected you get the mes-
metric Pressure sage: Current Baro. xx.xx in Hg, and can skip to the next para-
for correction graph.
29.92 inHg Like the Humidity setting in the previous step, you can set the absolute
barometric pressure in this screen, so that it matches the cell’s (as it

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 was during the test run).

The following paragraph is only for systems with the optional Weather
Station Module connected.
The previous screen only displayed the current real time barometric
pressure. If you need to calibrate the Weather Station’s barometer
reading, press the PRINT button.
Normally just press NEXT to continue.
Set Barometric Pressure for Calibration appears if you elected
to re-calibrate above. Set the actual barometric pressure here with an
accurate absolute adjusted barometer.

Tip: Do not use the altitude compensated barometric pres-

sure announced in weather reports! That is not the same
thing as absolute barometric pressure (except at sea level).

Engine RPM D < The DYNOmite gets its RPM data by counting Alternating Current
Signal Type pulses from the engine's tach signal (via the harness’s yellow lead).
==> 4 Pulses < == Various engines and sources output different number of pulses per rev-
per revolution olution. Scroll through the available pulses per revolution choices to
match the engine being tested.

Most 4-cycle engine tach signals are taken from the

Note:ignition coil primary.
This generates 4-pulses per revolution for 8 cyl., 3-pulses
for 6 cyl., and 2-pulses for 4 cyl. Respectively.

Tip: If you don’t know how many pulses an engine gener-

ates per revolution, test “Signal Type?” choices to match the
DYNOmite to your engine’s tach (a couple of hundred RPM
error between your engine’s analog tach and the
DYNOmite’s may be considered a normal error in the en-
gine’s tach). On engines that DO NOT have a suitable pri-
mary source, the yellow DYNOmite lead can often be
connected to a dedicated tach signal. Optional clamp-on in-
ductive pickups are available. If you experience RF interfer-
ence, a magnetic pickup transducer in the absorber should
be tried.

Jackshaft RPM A < You can skip this step if you are not using an optional magnetic shaft
Signal Type RPM pickup.
==> 1 Pulse < == The DYNOmite can get RPM data (and MPH) by counting pulses
per Revolution from an optional magnetic pickup on any rotating shaft (via the har-
ness’s “Jack-Shaft” lead). Scroll though to set the number of pulses
per revolution to match the number of magnets on the shaft.

Vehicle speed < You can skip this step unless you are logging MPH data for onboard
transfer factor:: or chassis dyno testing.
88 RPM/mph This factor calibrates the MPH display for the roller diameter (or
on-board vehicles drive line). Adjust the factor up (or down) propor-

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 tionally until the DYNOmite’s MPH display accurately duplicates the
actual vehicle MPH.

Tip: If the vehicle is actually doing 30 MPH but the display

says 60 MPH, then you have to double the factor (60/30=2);
so, if the factor was 70, change it to 140.

For a chassis dyno the relationship of roller RPM to

Note:MPH is:

RPM Factor = 336.1 / Roller Diameter

The factor for 5” rollers = 67

The factor for -1/2” rollers = 40
The factor for 12” rollers = 28
The factor for 16” rollers = 21
The factor for 24” rollers = 14
The factor for 48” rollers = 8

Set < This step is only for systems using the optional BSFC Fuel Flow
Specific Gravity Transducer kit.
of fuel Enter your test fuel’s specific gravity in this screen, as measured with
0.730 a hydrometer, (DYNOmite Accessories Part #950-065) to allow the
computer to accurately convert the fuel flow volume to pounds per
hour.

Tip: If you do not have a hydrometer available, entering

“.730” is a good estimate (for casual testing only). Accurate
but inexpensive hydrometers (for both gasoline and alcohol)
are available from Land & Sea.

Preset test < For long duration test recordings you can change from the preferred
recording rate: default 200 records per second setting (about 40 seconds of 200-Hz
real time data capacity) to a coarser 20 or 2 records captured per sec-
200 recs/sec ond. These other settings increase recording capacity to 6 minutes and
1-hour respectively.

Tip: For “simulated RPM step testing” and for tracking tran-
sient engine characteristics, you need to run the default
“200” records per second mode.

Stepper Motor < This step is only for systems using the optional Electronic Auto-Load
Holding RPM Servo.
3000 RPM This is where you set the initial “Holding” (start of test) RPM. This
controls the RPM the DYNOmite holds the engine to (by automati-
cally adjusting the Auto-Load Servo) before and after an automated
sweep test cycle.

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 Tip: You will use this setting often. For example: If you set
the Holding RPM to 3,000 this is the RPM the Auto-Load
Servo will try to hold the engine to as you move the throttle to
wide-open!

Stepper Motor < Like the previous step, this one is only for systems using the optional
End Auto Test Electronic Auto-Load Servo.
5000 RPM This is where you set your “End Auto Test” RPM. This selects the
RPM at which DYNOmite quits Automatic Sweep Testing. This will
be the peak RPM that the DYNOmite allows the engine to accelerate
to during an automated test cycle (after which it will pull the engine
back again to your selected Holding RPM.)

This is < This is the last screen for the Run Setup leg of the LCD menu system.
the end of the Press NEXT to return back to the initial Real-Time data screen.
setup procedure.

CAUTION: Before running your first dyno test, read the remaining
“LCD INTERFACE - Configure and Output” sections !

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 DYNOmite-Basic LCD INTERFACE - Configure 7.2
his section is for the hand held Data Acquisition Computer module (with an LCD screen and
T 4-pushbuttons).

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

CAUTION: This section’s instructions pertain specifically to

E-PROM Version 8.30. If you’re running another version, check with
Land & Sea to find out if these are applicable.

Turn on the hand held computer and wait for the screen to change to one of the Real-Time data dis-
plays. Press the CALibration (NEXT) button.

select procedure < This step displays after the prior step.
CAL = run setup From the LCD’s choice of three menu branches (i.e. run setup,
TEST= configure configure, and output) press TEST to begin entering to configure
PRINT= output the Data Acquisition Computer module.

Select torque < The DYNOmite can simultaneously store calibrations for separate
source to be torque sources. This allows you to use your single DYNOmite com-
used: puter on different dynamometers (e.g. automotive, kart, marine, snow-
Torque arm- A mobile, etc. engines) without re-calibrating. Make sure the correct
torque source is selected and press NEXT to continue.

If you only have one torque arm, it will have been

Note:calibrated as Torque arm - “A”.

If you are using a 0-5 volt Load Cell or S-beam type torque
Transducer (instead of a DYNOmite absorber and Torque arm)
then it is probably set up as Transducer-Q in this screen.

IMPORTANT:
Torque sources A-H are only used for Torque arms.
Torque sources I-P are only used for Rotary Boards.
Torque sources Q-X are only used for 0-5 volt Transducers.

Torque Factor < Unless you need to deadweight re-calibrate the torque arm (see
for source-A: “MAINTENANCE-Re-calibration” section 12.3) press NEXT to skip
this function.
52.60 ft-#

Torque source-A < This is the same Zeroing function described in the previous LCD Run
Zero calibration Setup menu branch section. It is part of both menu trees for conven-
ft# 0.7 ience during deadweight testing. As in the prior step, unless you need
(PRINT=set zero)

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 to deadweight re-calibrate the torque arm press NEXT to skip this
function.

Recalibrate < As in the prior two steps, unless you need to deadweight re-calibrate
Torque source-A the torque arm press NEXT to skip this function.
ft# 54.20
PRINT=set 52.60

Do you want to < This step is only for systems using the optional Exhaust Gas Tempera-
zero the exhaust ture thermocouple kit (see “DYNOmite Accessories Catalog”) .
temp. sensors? The thermocouples can be individually reset to 70 degrees Fahrenheit
CAL=no PRINT=yes (room temperature) for re-calibration. Press the PRINT button to begin
selecting the channels to reset, or press the NEXT button to skip any
resetting.
Before resetting a thermocouple channel, make sure that it has a ther-
mocouple plugged in and has cooled to room temperature. As each
numbered channel is listed, press PRINT to reset it or press NEXT to
skip that probe.

RPM Sources - < The DYNOmite can read several optional sources for capturing engine
harness hook-up: (and drive shaft) RPM. Scroll through the following available choices
Engine = Yellow to select one appropriate for the upcoming test.
Shaft = None Engine = Yellow, Shaft = None: one of four RPM source choices.
This sets the ENGINE RPM source as the harness’s “AC INPUT” (yel-
low) lead. Typically the lead is connected to the ignition coil’s nega-
tive primary post or dedicated tach circuit.
With this source:
Hp = EngineRPM x BrakeTorque x GearRatio / 5252
Torque = BrakeTorque x GearRatio
RPM = EngineRPM

Tip: Measured torque is multiplied by the Gear ratio for

correct torque factor. If you’re displaying incorrect torque
readings, check the factor (typically 1.000) you entered!

RPM Sources - < Engine = “Shaft”, Shaft = Magnet: one of four RPM source
harness hook-up: choices.
Engine = “Shaft” This sets the ENGINE RPM source as the harness’s “JACK SHAFT”
Shaft = Magnet (6-pin DIN connector) lead. Use this for optional magnetic pickups
mounted in the absorber or drive-line.
With this source:
Hp = BrakeRPM x BrakeTorque / 5252
Torque = BrakeTorque x GearRatio
RPM = BrakeRPM / GearRatio

RPM Sources - < Engine = “Shaft”, Shaft = Yel+box: one of four RPM source
harness hook-up: choices.
Engine = “Shaft” This sets the SHAFT RPM source as the harness’s “AC INPUT” (yel-
Shaft = Yel+Box low) lead for use with an optional magnetic pickup adapter.

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 With this source:
Hp = BrakeRPM x BrakeTorque / 5252
Torque = BrakeTorque x GearRatio
RPM = BrakeRPM / GearRatio

RPM Sources - < Engine = Yellow, Shaft = Magnet: one of four RPM source
harness hook-up: choices.
Engine = Yellow This sets a special dual RPM source mode! The ENGINE RPM source
Shaft = Magnet is the harness’s “AC INPUT” (yellow) lead and simultaneously
SHAFT RPM is taken from the harness’s “JACK SHAFT” (6-pin DIN
connector) lead.
With this source:
Hp = BrakeRPM x BrakeTorque / 5252
Torque = BrakeTorque x GearRatio x (BrakeRPM / EnigneRPM)
RPM = EngineRPM

Tip: This special RPM source mode automatically calcu-

lates a gear ratio factor “on the fly”. This allows for measur-
ing torque AFTER a shifting transmission, while still
outputting data relative to the engine’s crankshaft.

Tip: Unless you have a second reduction (e.g. rear end), set
the Gear ratio for correct torque factor to 1.000 when
using the Engine = Yellow, Shaft = Magnet: source mode.

Set RPM signal < Each type of RPM source has a unique wave-form. You can select ei-
trigger to: ther Falling Edge or Rising Edge triggering for the DYNOmite’s
RPM timer. Generally both give the same results, but try each if you
Falling edge get spurious RPM spikes with a particular engine.

Select pressure < This step is only for systems using an optional Pressure Transducer
transducers (see “DYNOmite Accessories Catalog”).
operating range Scroll through the various transducer pressure ranges to select the one
-12 TO 22 PSI being used.

Do you want to < This step is only for systems using an optional Pressure Transducer.
zero the PSI This screen allows resetting the transducer’s zero point (to compensate
transducer? for any drift). Press the PRINT button to establish the current condi-
CAL=no PRINT=yes tions as zero, or press the NEXT button to continue without resetting.

Calibration < This step is only for systems using an optional BSFC Transducer Test
factor for BSFC kit (see “DYNOmite Accessories Catalog”).
flow transducer: This factor scales the fuel flow transducer’s pulses (per unit flow) to
830 the DYNOmite. Normally this factor does not have to be changed after
its initial setup.
To accurately re-calibrate the transducer you must perform an accurate
flow test in series with another calibrated test device. Then, if the
DYNOmite’s display is incorrect, raise or lower this calibration num-
ber (by the percentage of error) and re-test.

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 Software Version < Displays the installed EPROM’s Software Version Number.
8.18
Run Time Hours
32.4

Battery Voltage: < Displays the Internal Battery Voltage and the External Charging Volt-
8.4 Volts age. When the voltage is less than 6.5 volts, set-up calibration is im-
External Supply: possible and operation is erratic. Use the charger or replace the 7.2
14.9 Volts volt nicad battery.

Tip: The battery is normally charged from the yellow ta-

chometer lead during engine operation, but you can also run
with the charger plugged in. Turn the computer off when not
in use to avoid draining the battery.

CAUTION: If the DYNOmite’s AC INPUT (yellow) lead’s average volt-

age exceeds 20 volts during testing, an OVER VOLTAGE warning
screen will display. Stop the test and see the “TROUBLE
SHOOTING” section for more information.
Failure to follow this precaution will lead to circuit damage not cov-
ered under warranty!

STRAIN1 4094 < This screen is provided for informational purposes related to initially
STRAIN2 4094 calibrating torque arms. It is normally only used with assistance from a
STRAIN3 4094 Land & Sea technician.
RAW TORQUE 9240

Stepper Motor < This step is only for systems using an optional Electronic Auto-Load
Control Mode: Servo (see “DYNOmite Accessories Catalog”).
When using the servo there are several available load control methods.
Manual Knob
Manual Knob mode is for totally manual hand operation of the load
valve.

Manual Servo mode sets the DYNOmite to electronically regulate

engine RPM (using the load valve) at a Holding RPM (which you will
set during testing).

Auto 200 RPM/sec (or Auto 400 RPM/sec) mode sets the
DYNOmite to electronically sweep (at the indicated rate) from an ini-
tial Holding RPM to an End Auto Test RPM (which you will set be-
fore testing).

Stepper Motor < This step is only for systems using an optional Electronic Auto-Load
Rate Factor: Servo.
8 The larger the Rate factor the more the Auto-Load Servo “fights”
changes in engine RPM. The Rate Factor is in the DYNOmite algo-
rithm that anticipates how much to move the load valve to steady an
oscillating engine.

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 Tip: It is possible to increase the Rate Factor too much and
actually increase oscillation. Keep the Rate, Drift, and Gain
numbers in proportion until you have understood how they
interact.

Stepper Motor < This step is only for systems using an optional Electronic Auto-Load
DRIFT Factor: Servo.
8 This factor adjusts the load valve’s sensitivity to long term (1+ sec-
ond) errors between actual Engine RPM and the desired Holding
RPM. The larger the Drift factor the more aggressively the Auto-Load
Servo works to gradually eliminate holding RPM deviation.

Tip: Don’t increase the Drift Factor to fight oscillation. In-

stead try lowering it slightly and/or concentrate on working
out the Rate and Gain Factors.

Stepper Motor < This step is only for systems using an optional Electronic Auto-Load
Gain Factor: Servo.
8 This factor adjusts how much the Auto-Load Servo instantaneously
moves in response to a change in either Engine RPM or Holding RPM.
For example, with a larger Gain Factor, the load valve opens more in
response to the RPM increase you get from opening the throttle.

Tip: Avoid increasing the Gain Factor so much that it over-

compensates. Ideally the load valve should initially un-
der-compensate a bit, letting the Drift Factor close any RPM
error within a second or two.

Tip: Limits imposed by an absorber’s rate of filling (and

draining) can make it impossible for any automatic valve to
hold an RPM were the torque vs. RPM slope is extremely
steep. In such cases, you can get some improvement by go-
ing to a dual port servo valve (which simultaneously controls
both the inlet and outlet flow). Additionally, you can add
enough rotating mass to stabilize ANY engine, but you will
be trading off the ability to measure rapid transient condi-
tions as you pile inertia on.

Tip: The larger the engine is in relationship to the absorber’s

limits, the larger the Rate, Drift, and Gain Factors tend to be.
Because of the interrelationship between the factors, make
moderate changes as you learn the system. Feel free to call
Land & Sea for assistance.

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 Note:beThea good
following Stepper Motor Factor settings should
starting point for DYNOmite-Basic boards:
Automotive engines (single rotor - water brake absorber) -
DRIFT = 16, RATE = 16, GAIN = 16
Automotive engines (dual-rotor water brake absorber) -
DRIFT = 8, RATE = 8, GAIN = 8
Automotive chassis dynos (medium inertia- water brake) -
DRIFT = 4, RATE = 24, GAIN = 16
Automotive chassis dynos (high inertia - water brake) -
DRIFT = 6, RATE = 32, GAIN = 16
Automotive chassis dynos (high inertia - eddy current) -
DRIFT = 6, RATE = 8, GAIN = 32
Snowmobile and PWC engines -
DRIFT = 6, RATE = 6, GAIN = 6
Snowmobile track dynos -
DRIFT = 8, RATE = 8, GAIN = 8
Briggs and other kart engines -
DRIFT = 8, RATE = 8, GAIN = 8

This is < This is the last screen for the “Configure” leg of the LCD menu sys-
the end of the tem. Press NEXT to return back to the initial Real-Time data screen.
torque arm
calib. Procedure

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 DYNOmite-Basic LCD INTERFACE - Output 7.3
his section is for the hand held Data Acquisition Computer module (with an LCD screen and
T 4-pushbuttons).

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

Turn on the hand held computer and wait for the screen to change to one of the Real-Time data dis-
plays. Press the CALibration (NEXT) button.

select procedure < This screen displays after the prior step.
CAL = run setup On the LCD you can select one of three menu branches (i.e. run
TEST= configure setup, configure, and output). For this example, press NEXT to be-
PRINT=output gin entering run setup data.

Data-Averaging < From he LCD’s choice of three menu branches (i.e. run setup,
during playback configure, and output) press PRINT to begin entering OUTPUT set-
tings for the Data Acquisition Computer module. Output settings only
Narrow Step mode affect playback and printout, not data collection!

Data-Dampening < The time interval for each averaged playback line is based on this
during playback Data-Averaging setting. At the maximum of 200, one line is printed
100 records for every 1 second of recorded data (assuming the Preset test re-
cording rate is set to the default “200” readings per second).

Tip: Initially set Data-Averaging at 20 (preferred by profes-

sional engine builders). After gaining experience select
whichever mode you need. You can reprint any run at differ-
ent averaging settings! The averaging setting does not af-
fect data collection!

< A special Narrow Step rpm playback mode can be invoked during
playback by setting Data-Averaging at 0. In this mode the computer
averages all consecutive readings that are near an even 100 RPM mul-
tiple into single output lines. The DYNOmite needs at least 132 con-
secutive readings (within +/- 49 RPM of the same 100 RPM multiple)
to average into an output a line.

Tip: Beginners prefer the looks of STEP RPM mode printouts,

but this can mask important information. When trouble-
shooting, print data out in a “time interval” mode - with
DATA-AVERAGING set between 1 and 20.

Printout and < Several LCD display and printout formats are available:
display Mode: 1 Printout and Display Mode: 1 (default) shows Hp, Torque, RPM,
Basic DYNOmite and timer interval. If you are using options like EGT, BSFC, on vehi-
engine testing. cle data logging, etc., you will find that one or more of the other
modes can be used to access that additional information.
Modes 9, 1 4, 1 5, and 1 6 are only for RS-232 serial data communi-

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 cation when using Land & Sea’s optional DYNO-MAX for Windows
personal computer software and RS-232 cable.

Tip: During testing, select whichever display mode you pre-

fer. You can change modes after recording data to review or
print a run several ways. Except for Modes #9, #14, #15, and
#16 (Real-time RS-232 Data Transmission), none of these
modes affects data collection - only playback.

Data-Correction < The DYNOmite offers both Observed and Standard Corrected data re-
for Display: O porting during playback.
Observed =O In the Observed mode “O” the Torque and Hp output is as it was ac-
SAE Corrected =C tually recorded (uncorrected) during the test.
In the SAE Corrected mode “C” the computer applies the three
Standard atmospheric correction factors. These factors “correct” the
power readings to approximately what they would have been if you
had tested at 60 degrees Fahrenheit, 0% relative humidity, and stan-
dard sea level barometric pressure (29.92"Hg.).
The heading on printed reports indicates wether correction has been
applied to printed data. Use “C” (SAE Corrected mode) if you will
need to compare a run with one done later (under potentially different
atmospheric conditions).

Tip: You can change the Data-Correction mode after you

have recorded data (to reprint a run both ways). This setting
has no affect on collecting data - only playback.

This is
the end of the
set print mode
procedure.

This screen displays after the prior step.

This is the last screen for the output leg of the LCD menu system. Press NEXT to return back to the
initial Real-Time data screen.

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 DYNOmite-Pro LCD INTERFACE - Overview 7.4
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

CAUTION: This section’s instructions pertain specifically to

EEPROM Version 9.55. If you’re running another version, check with
Land & Sea to find out if these are applicable.

Before making the first runs on a newly mounted engine the DYNOmite Data Acquisition Computer
needs to be configured for the type of engine and test. This section will describe each menu choice.

Tip: Once you’ve learned to run the dyno this set-up takes
only seconds. Between similar engines, just a couple of set-
tings ever need to be changed.

Turn on the hand held DYNOmite Data Acquisition Computer. It can be powered from (optional) al-
kaline, NiCad, NiMh, or Lithium internal batteries or from a 12-16 volt (AC or DC) external power
supply (with a 500 milliamp minimum output rating). The (included) DYNOmite wall charger is sup-
plied in either a 60-Hertz 115-volt input US model or 50-Hertz 230-volt input international model.
Both versions output up to 500mA at (an acceptable) 12-volts .

Hold 4000 EGT 1 1 229 < After a 3-second sign on message, the display will switch to
RPM 4023 EGT2 1 240 something like this "Most Fields" real-time screen. (The ex-
MPH 55 EGT3 1 232 act view depends on your selected display mode.)
Ft Lb 4 66 . 7 EGT4 1 230 You should return to this real-time screen whenever you are
Hp 357 . 5 EGT5 1 227 ready to actually test (it’s what you watch during normal
BSFC 0 . 053 EGT6 1 233 dynoing). But first, you need to finish set-up calibration, so
PS I 54 . 92 EGT7 1 228 press the Menu keypad button.
Temp 203 EGT8 1 226

The MAIN MENU screen displays (see the following “DYNOmite-Pro LCD INTERFACE - Menu”
section 7.5).

Tip: Whenever you are viewing the real-time display, press-

ing the Menu keypad button toggles to the MAIN MENU se-
lection screen.

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 DYNOmite-Pro LCD INTERFACE - Menu 7.5
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The MAIN MENU (shown below) can be reached be pressing the Menu keypad button from the
DYNOmite's real-time display screen.

MA I N MENU < The MAIN MENU offers seven submenu choices (a short de-
Smar t Record Se t Up scription for each of these options is provided below).
LCD & Pr i n t i ng Set Up
En t er Wea t her Da t a To highlight one of the sub-menu selections, scroll up or
Se t Up RPM Sources down the menu's listing with the "+" or "-" (or the ¬ or ®
Ca l i bra t e Channe l s arrow) keypad buttons. Press the Enter keypad button to
Conf i gure Con t ro l s
Au t o / Ho l d Tes t Se t Up completer your selection (and jump to the indicated
submenu).

To return to the real-time display from this screen, simply

press the Menu keypad button again.

Tip: Whenever you are in any of the menu system's

screens, you can press the Menu keypad button to work
back up the tree to the main menu or real-time display.

Smar t Record Se t Up - selection option jumps to the submenu for entering your RPM, MPH, and
Hp threshold points for triggering a test recording. This is also where you can change the Recording
Rate (in Hertz).

LCD & Pr i n t i ng Se t Up - selection option jumps to the submenu for selecting real-time and play-
back report data layout formats, dampening and averaging levels, and LCD brightness.

En t er Wea t her Da t a - selection option jumps to the submenu for entering the atmospheric condi-
tions (prior to a test). This submenu also allows designating the data Atmospheric Correction Method
to apply.

Se t Up RPM Sources - selection option jumps to the submenu for picking the channel(s) to use for
RPM(or speedometer) inputs, entering Gear Ratios and RPM Limiter data.

Ca l i bra t e Channe l s - selection option jumps to the submenu for scaling the DYNOmite's gains,
offsets, etc. to match each of the currently installed input sources. This submenu also provides access
to Communication Set Up - for selecting between USB and RS-232 serial mode (at various baud
rates).

Conf i gure Con t ro l s - selection option jumps to the submenu for setting up the optional
Auto-Servo Load Control's behavior to match the characteristics of the test engine and absorber.
(These functions only apply if you are running the optional Servo Load Control.)

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 Au t o / Ho l d Tes t Se t Up - selection option jumps to the submenu for entering your initial Hold
and End test speeds as well as the sweep rates for servo load controlled automated testing (These
functions only apply if you are running the optional Servo Load Control.)

Tip: Throughout the other DYNOmite-Pro menu and

submenu tree screens, press the “+” keypad button to in-
crease (or “-” to decrease) a selection. The Enter keypad
button activates your selection while the Menu keypad but-
ton escapes back to the previous screen.

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 DYNOmite-Pro LCD INTERFACE - Smart Record 7.6
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The SMART RECORD SET UP Sub Menu (shown below) can be reached from the MAIN MENU
screen.

SMART RECORD SET UP < The SMART RECORD SET UP offers six choices (as de-
Star t Record Speed scribed below).
M i n i mum Hp t o S t ar t
End Record Speed To highlight one of the set up selections, scroll up or down
End- i f Hp fa l l s be l ow the menu's listing with the "+" or "-" (or the ¬ or ® arrow)
Se t Record i ng Ra t e keypad buttons. Press the Enter keypad button to com-
Use RPM or MPH ?
pleter your selection (and jump to the indicated set up
screen).

To return to this sub-menu, from any of the set up screens

below it, simply press the Menu keypad button again.

START RECORD SPEED < START RECORD SPEED allows entry of an Engine RPM (or
Vehicle Speed if you are in MPH mode) threshold that must
Se t t he speed t o be exceeded before any actual data logging occurs during a
t r i gger record i ng : test.
3000 RPM ( or MPH ) Use the ¬ or ® arrow keypad buttons. to position the
black LCD cursor at the desired digit.

Press the desired numeric # keypad button or scroll to the

number by using the "+" or "-" keypad buttons. Repeat this
procedure for each digit you wish to modify

Press the Enter keypad button to accept your updates (or

press the Menu keypad button to cancel changes) and re-
turn to the above sub-menu.

Tip: You can enter 0 RPM (or MPH) to deactivate this trigger
threshold.

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 M I N I MUM HP TO START < M I N I MUM HP TO START allows entry of a power threshold
that must be exceeded before any actual data logging occurs
Se t t he Hp t hat mus t during a test.
ALSO be exceeded for
record i ng to t r i gger :
0 . 0 Hp

Tip: If both a Start Record Speed and a Minimum Hp are set,

no data logging begins until after both thresholds are ex-
ceeded!
You can enter 0 Hp to deactivate this trigger threshold.

END RECORD SPEED < END RECORD SPEED allows entry of a an Engine RPM (or
Vehicle Speed if you are in MPH mode) minimum that must
Se t t he speed t o be maintained throughout a test recording. If at anytime after
s t op record i ng a t : recording has commenced the speed falls below this setting,
the recording and test will stop..
2000 RPM ( or MPH )

Tip: You can enter 0 RPM (or MPH) to deactivate this

low-limit shutoff feature.

END- I F HP FALLS TO? < END- I F HP FALLS TO? allows entry of a a minimum
power level that must be maintained throughout recording.
S t op t he recording
i f Hp drops be l ow :: If at anytime after recording has commenced the Hp falls be-
low this setting, the recording and test will stop..
0 . 00 Hp dur i ng t es t

Tip: If both an End Record Speed and an End-if Hp falls be-

low are set, data logging halts as soon as either minimum is
not exceeded!
You can enter 0 Hp to deactivate this low-limit shutoff fea-
ture.

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 SET RECORD I NG RATE < SET RECORD I NG RATE allows entry of the number of full
data sets (lines) to capture per second.
Se t t he data cap t ure
Records per Second The default of 200 Hertz is a good compromise between res-
ra t e t o : olution and storage area.
200 Hertz

Tip: The maximum rate of 1,000 Hertz is typically used only

for analyzing rapidly changing transient behavior. While
slower rates (like 20 or 2 Hertz are reserved for long duration
on-board data capture or endurance testing

USE RPM OR MPH ? < USE RPM OR MPH ? allows controlling if Smart Record
speed settings are to use Engine RPM or Vehicle MPH mode.
Se l ec t i f Smar t
Record Se t - Po i n t s Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
are i n RPM or MPH : to toggle between the two modes. Press the Enter keypad
Use Eng i ne RPM button to completer your selection (and jump to the indi-
cated set up screen).

Press the Enter keypad button to accept your selection (or

press the Menu keypad button to cancel changes) and re-
turn to the above sub-menu.

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Page 210
 PRO LCD INTERFACE - LCD & Printer Set Up 7.7
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The LCD & PRINTER SET UP Sub Menu (shown below) can be reached from the MAIN MENU
screen.

LCD & PR I NTER SET UP < The LCD & PR I NTER SET UP offers seven choices (as
LCD Screen Forma t described below).
LCD Br i gh t ness
Repor t Print Forma t To highlight one of the set up selections, scroll up or down
Report Mode Step | Time the menu's listing with the "+" or "-" (or the ¬ or ® arrow)
Repor t Averag i ng keypad buttons. Press the Enter keypad button to com-
Channe l Dampen i ng
Repor t Head i ng Tex t pleter your selection (and jump to the indicated set up
screen).

LCD SCREEN FORMAT < LCD SCREEN FORMAT allows selection of real-time and
playback data field layouts.
#1 Mos t Tes t F i e l ds . .
( Ho l d , RPM , MPH , Each layout lists its displayed fields - in the order they will
F t - Lb , Hp , BSFC , 5V-4, appear on the screen. (During playback, Hold speed will be
Temp , EGT ' s 1 - 8 ) replaced by Time (in seconds).

Select the layout that best suits the type of testing being
done.Use the "+" or "-" (or the ¬ or ® arrow) keypad but-
tons. to scroll among the various layouts. Press the Enter
keypad button to accept your selection (or press the Menu
keypad button to cancel changes) and return to the above
sub-menu.

Tip: The "Most Test Fields..." screen layout is the default for
typically dynamometer testing.

CAUTION: The "#10 Diagnostics..." screen is primarily used for trou-

bleshooting - under the guidance of technical support.

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 LCD BR I GHTNESS < LCD BR I GHTNESS allows selection of one of the three
backlighting levels for the LCD's .display
Normal

Tip: When running on batteries alone, use the lowest suit-

able backlighting level. This conserves the battery's power

REPORT PR I NT FORMAT < REPORT allows selection of printer data layouts, .

# 1 Dyno ( 1 -EGT) . . . Each layout lists the fields - in the order they will appear on
( Ti me, RPM F t - Lb, Hp the 40-character wide, thermal printer format.
Temp , 5V - 4, EGT# 1 )

REPORT MODE STEP | T I ME < REPORT MODE STEP | TIME allows selection of playback
listing method.
Se l ect des ired
Averag i ng me t hod : Choices include both Narrow or Wide "Step" Averaging
(which outputs lines in even 100 RPM (or 10 MPH) incre-
Narrow Step Averag i ng ments. Only data that was captured at reasonably low accel-
eration rates is allowed into the report. This prevents
transient (unsustainable) peaks from skewing the report.
Narrow Step averages together consecutive sets (of 40 to 200
readings) that are within +- 49 RPM of an even 100 RPM in-
curment.
Wide Step averages together consecutive sets (of 12 to 200
readings) that are within +- 49 RPM of an even 100 RPM in-
crement
Alternatively, Time Mode outputs chronologically consecu-
tive rows of data averaged into even time increments.

Tip: For troubleshooting data collection or reporting prob-

lems, always examine data in Time Averaged mode first.

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 REPORT AVERAG I NG < REPORT AVERAG I NG controls the duration of data averaged
into each (Time Averaged) printed report (or LCD playback)
Set T i me Averag i ng line.
( per i od per pr i n t ed
repor t l i ne ) : Selecting a higher value shortens the length of the report, but
it also reduces the ability to analyze rapid transient data
0 . 1 00 Seconds spikes.

Tip: The default time period of 0.100 seconds per line is a

good compromise between report length and resolution.

CHANNEL DAMPEN I NG < CHANNEL DAMPEN I NG allows selection of the amount of

mathematical dampening (smoothing) to apply to the raw
Set t he Raw Channe l digital data.during report printing and LCD playback
Dampen i ng per i od
( for da t a smoo t h i ng ) : Selecting a higher value smooths out transient spikes, im-
proving the presentation of the important data. However, too
0 . 750 Seconds much dampening can mask significant engine mis-behavior.

Tip: This setting only applies to reporting and playback, It

does not effect the LCD display during testing or the actual
stored data. Although the default dampening period (of
0.750 seconds) is a good compromise between report
smoothness and resolution, you should experiment with pe-
riods from 0.250 to 1.000 seconds to find the report setting
that works best for your type of testing.

REPORT HEAD I NG TEXT < REPORT HEAD I NG TEXT allows entry of an optional
40-character line text that will appear on printed reports..
MY COMPANY NAME HERE
22 MA I N STREET Use the "ABC 1" keypad buttons. to scroll among the vari-
ous letters, numbers, and special characters that can be .en-
( Use {- & -} t o move tered. Use the ¬ or ® arrow keypad buttons.to move
and Le t t er Keys or
# ' s t o ed i t head i ng . ) between character positions.

Press the Enter keypad button to accept your selection (or

press the Menu keypad button to cancel changes) and re-
turn to the above sub-menu.

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 PRO LCD INTERFACE - Enter Weather Data 7.8
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The ENTER WEATHER DATA Sub Menu (shown below) can be reached from the MAIN MENU
screen.

ENTER WEATHER DATA < The ENTER WEATHER DATA offers four choices (as de-
A i r Temperature scribed below).
Barome t r i c Pressure
Re l a t i ve Hum i d i t y To highlight one of the set up selections, scroll up or down
the menu's listing with the "+" or "-" (or the ¬ or ® arrow)
Correc t i on Me t hod ? keypad buttons. Press the Enter keypad button to com-
pleter your selection (and jump to the indicated set up
screen).

To return to this sub-menu, from any of the set up screens

below it, simply press the Menu keypad button again.

Tip: You will need a high quality barometer that is calibrated

to read the absolute barometric pressure - not one that is off-
set so that it reads the corrected local pressure for weather
forecasting!
If you have an airport or weather station nearby, you can call
it for this pressure. Again, make sure you get the absolute
barometric pressure, not a reading adjusted for your local al-
titude!

A I R TEMPERATURE < A I R TEMPERATURE allows entry of the current cell Air

Temperature in Degrees Fahrenheit.
Se t current ce l l
A i r Tempera t ure t o : This information is used by the SAE and Standard Correction
Factor Formulas to adjust the observed Torque (and Hp) test
60 . 00 Degrees F. data to either of theses industry standards. "No Wea t her
Sta t i on" will appear at the bottom of this screen, unless the
No Wea t her S t a t i on
optional Weatehr Station is installed.

If you are using the optional Weather Station, its data will be
used automatically. However you can use this screen to cali-
brate the Weather Station's channels.

Press the Enter keypad button to accept your updates (or

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 press the Menu keypad button to cancel changes) and re-
turn to the above sub-menu.

Tip: The temperature entered should be taken with any cell

fans running, to best represent the inlet air temperature that
the engine will experience during testing.

BAROMETR I C PRESSURE < BAROMETR I C PRESSURE allows entry of the current cell
atmospheric pressure in Inches of Mercury.
Se t current ce l l
ABSOLUTE Barome t r i c This pressure must not be the altitude compensated baromet-
Pressure t o : ric pressure reported by weather forecaster! Make sure your
entry is the absolute barometric pressure. Your local airport
29 . 92 I nches of Hg . should be able to provide the number to you."No Wea t her
No Wea t her S t a t i on
Sta t i on" will appear at the bottom of this screen, unless the
optional Weather Station is installed.

This information is used by the SAE and Standard Correction

Factor Formulas to adjust the observed Torque (and Hp) test
data to either of theses industry standards.

If you are using the optional Weather Station, its data will be
used automatically. However, make sure you have previously
calibrated the Weather Station to the absolute barometric
pressure.

Tip: The pressure entered should be taken with any cell

fans running, to best represent the inlet air pressure that the
engine will experience during testing.

CAUTION: Do not use the altitude compensated barometric pres-

sure announced in weather reports! That is not the same thing as ab-
solute barometric pressure (except at sea level).

RELAT I VE HUM I D I TY < RELAT I VE HUM I D I TY allows entry of the current cell
moisture content as a Relative Humidity percentage.
Se t current ce l l
Re l a t i ve Hum i d i t y t o : This information is used by the SAE and Standard Correction
Factor Formulas to adjust the observed Torque (and Hp) test
50 . 00 % data to either of theses industry standards."No Wea t her
Sta t i on" will appear at the bottom of this screen, unless the
No Wea t her S t a t i on
optional Weather Station is installed.

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 If you are using the optional Weather Station, its data will be
used automatically. However, make sure you have previously
calibrated the Weather Station's Relative Humidity with a
sling psychrometer.

Tip: An optional DYNOmite sling psychrometer is available

as an inexpensive tool for accurately measuring the relative
humidity (and air temperature)

CORRECT I ON METHOD < CORRECT I ON METHOD allows selection of one of the three
data correction options..
Se l ec t des i red
Correc t i on Factor The DYNOmite offers Observed, STD (standard), and SAE
Me t hod : Corrected data display and playback.
In the Observed-uncorrected mode the Torque (and Hp) out-
STD Correc t i on put is as it was actually recorded during the test.
In the STD Correction mode the computer applies the three
Standard atmospheric correction factors. These factors “cor-
rect” the power readings to approximately what they would
have been if testing occurred at 60 degrees Fahrenheit, 0%
relative humidity, and standard sea level barometric pressure
(29.92"Hg.).
In the SAE Correction mode the computer uses 77 degrees
Fahrenheit, 0% relative humidity, and 29.38"Hg.).

The heading on printed reports indicates which wether cor-

rection standard has been applied to the data. Always use
corrected data to compare a run with one done later (under
potentially different atmospheric conditions).

Tip: You can change the Correction Method after you have
recorded data (to reprint a run both ways). This setting has
no affect on the actual stored data - only its display and re-
port output.

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 PRO LCD INTERFACE - Set Up RPM Sources 7.9
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The SET UP RPM SOURCES Sub Menu (shown below) can be reached from the MAIN MENU
screen.

SET UP RPM SOURCES < SET UP RPM SOURCES offers six choices (as described be-
Se l ec t RPM Sources low).
Se t Eng i ne Gear Ra t i o
Speedome t er RPM/MPH To highlight one of the set up selections, scroll up or down
Set Dyno Dr i ve Ra t i o the menu's listing with the "+" or "-" (or the ¬ or ® arrow)
Se t Eng i ne RPM L i m i t keypad buttons. Press the Enter keypad button to com-
Se t Dyno RPM L i m i t
pleter your selection (and jump to the indicated set up
screen).

To return to this sub-menu, from any of the set up screens

below it, simply press the Menu keypad button again.

SELECT RPM SOURCES < SELECT RPM SOURCES allows configuring which chan-
nel(s) the DYNOmite will capture engine tachometer data
Eng i ne=Ye l l ow AC I np (and optionally vehicle speed) from.
Shaf t = None
Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
to scroll to the choice that matches your current hardware's
electrical hook-up.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel changes) and re-
turn to the previous sub-menu.

Engine = Yellow AC Inp, Shaft = None: sets the ENGINE

RPM source as the harness’s “AC INPUT” (yellow) lead".
Typically the lead is connected to the ignition coil’s negative
primary post or dedicated tach circuit.
With this source:
Hp = EngineRPM x BrakeTorque x GearRatio x
DriveRatio / 5252
Torque = BrakeTorque x GearRatio x DriveRatio
RPM = EngineRPM

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 Tip: Measured torque is multiplied by the Gear ratio and
Drive Ra t i o factors. If you’re displaying incorrect torque
readings, check the factors (typically 1.000) you entered!

< Eng ine = “Shaft”, Shaft = Magnet: sets the ENGINE

RPM source as the harness’s “JACK SHAFT” (6-pin DIN
connector) lead. Use this for optional magnetic pickups
mounted in the absorber or drive-line.
With this source:
Hp = BrakeRPM x BrakeTorque / 5252
Torque = BrakeTorque x GearRatio x Drive Ratio
RPM = BrakeRPM / GearRatio / DriveRatio

< Eng ine = “Sha f t”, Shaft = Ye l l ow + box: sets the

SHAFT RPM source as the harness’s “AC INPUT” (yellow)
lead for use with an optional magnetic pickup adapter.

With this source:

Hp = BrakeRPM x BrakeTorque / 5252
Torque = BrakeTorque x GearRatio x DriveRatio
RPM = BrakeRPM / GearRatio / DriveRatio

< Engine = Yellow, Shaft = Magnet: This sets a special

dual RPM source mode! The ENGINE RPM source is the
harness’s “AC INPUT” (yellow) lead" and simultaneously
SHAFT RPM is taken from the harness’s “JACK SHAFT”
(6-pin DIN connector) lead"
With this source:
Hp = BrakeRPM x BrakeTorque / 5252
Torque = BrakeTorque x GearRatio x (BrakeRPM /
EnigneRPM)
RPM = EngineRPM

Tip: This last mode is typically used during chassis dyno

and on-board testing because it calculates transmission
shift ratios (and adjusts torque accordingly) - in real-time.

GEAR RAT I O < SET ENGINE GEAR RAT I O allows entry of the current trans-
mission ratio between the engine and the transmission's out-
Se t t he Eng i ne to put shaft. .
Shaf t ra t i o :
This must be set correctly to the final ratio (normally 1.000)
1 . 000 ( 1 . 000 : 1 ) between the crankshaft and absorber shaft. Otherwise, the
Torque (and consequently Hp) readings will be off by the
gear multiplication factor.)

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 Tip: Some manufacturers specify this ratio in reverse, for
example:
For testing through an automotive transmission with a 2:1
reduction, you enter 0 . 500
For a Yamaha V-Max 4 snowmobile which runs a 42:43 un-
der-drive, you enter 0 . 977
For an outboard with a 15:28 gear case, enter 0 . 536.
For a 16:64 kart (or bike) chain reduction drive, enter 0 . 250.

SPEEDOMETER RPM / MPH < SPEEDOMETER RPM / MPH allows entry of the drive shaft or
roller RPM to Vehicle Speed factor. This calibrates the MPH
Se t t he Shaf t ' s RPM display to a chassis dyno's roller diameter (or to an onboard
t o MPH ra t i o : dyno's vehicle drive train ratios). Adjust the factor up (or
down) proportionally until the DYNOmite’s MPH display
28 . 00 RPM per MPH accurately duplicates the actual vehicle MPH. (You can skip
this step unless you are logging MPH data for onboard or
chassis dyno testing.)

Tip: 12" diameter chassis dyno rollers would need to turn 28

revolutions (per minute) to simulate 1 MPH. So, a one-time
entry of 28.00 would be made to calibrate the DYNOmite's
speedometer readout. If a vehicle is actually doing 30 MPH,
but the display indicates 60 MPH, then you need to double
this factor (60/30=2). For example: if the factor was 28 -
change it to 56.

For a chassis dyno the relationship of roller RPM to

Note:MPH is:

RPM Factor = 336.1 / Roller Diameter

The factor for 5” rollers = 67.22

The factor for 8-1/2” rollers = 39.54
The factor for 12” rollers = 28.01
The factor for 16” rollers = 21.00
The factor for 24” rollers = 14.00
The factor for 30” rollers = 11.20
The factor for 44” rollers = 7.63

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 DR I VE RAT I O < SET DYNO DR I VE RAT I O allows entry of a secondary
transmission ratio between any intermediate shaft and the dy-
Se t t he Shaf t to namometer's absorber..
Absorber ra t i o :
This must be set correctly to the final ratio (normally 1.000)
1 . 000 ( 1 . 000 : 1 ) between the drive-shaft and absorber. Otherwise, the Torque
(and consequently Hp) readings will be off by the gear multi-
plication factor.)

ENG I NE RPM L I M I TER < ENG I NE RPM L I M I TER allows setting the DYNOmite's
built in RPM limiter to help avoid inadvertent over revving.
Se t t he Eng i ne RPM
i gn i t i on l i m i t er t o :
8500 RPM

Tip: The DYNOmite begins by applying a "soft" ignition kill

as the RPM just reaches the limit. If the engine RPM rises
more than a couple hundred RPM beyond that limit, the igni-
tion interrupt will increase to 100%.

CAUTION: If the dynamometer's only RPM source is from the ab-

sorber's magnetic pickup, then in the event of a broken drive shaft,
or other loss of RPM signal, the RPM limiter will be unaware of the
over-reving engine. An separate engine RPM limiter should be in-
stalled.

DYNO RPM L I M I TER < DYNO RPM L I M I TER allows setting the DYNOmite's built
in absorber speed limiter to help avoid inadvertent over rev-
Se t t he Shaf t RPM ving of the dynamometer system.
i gn i t i on l i m i t er t o :
4500 RPM

CAUTION: The DYNOmite-Pro supports this separate second RPM

limit primarily to protect the dynamometer hardware (absorber,
roller, etc.) as opposed to the test engine. Be sure to take any gear
and drive ratio's into consideration when entering this limit value in
terms of Absorber RPM.

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 PRO LCD INTERFACE - Calibrate Channels 7.10
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The CALIBRATE CHANNELS Sub Menu (shown below) can be reached from the MAIN MENU
screen.

CAL I BRATE CHANNELS < CAL I BRATE CHANNELS offers six choices (as described
Frequency- RPM / Flows below).
S tra i n Gage- Torque
M i l l i Vo l t : EGT ' s To highlight one of the set up selections, scroll up or down
0-5 Vo l t : #2 & #4 the menu's listing with the "+" or "-" (or the ¬ or ® arrow)
0-5 Vo l t : #6 & #7 keypad buttons. Press the Enter keypad button to com-
Therm is t or A : Eng i ne
Commun i ca t i on Se t Up pleter your selection (and jump to the indicated set up
screen).

To return to this sub-menu, from any of the set up screens

below it, simply press the Menu keypad button again.

FREQUENCY- RPM/FLOWS < FREQUENCY- RPM/FLOWS allows selecting which of the

Frequency 1 : Eng RPM four DYNOmite frequency inputs to configure.
Frequency 2 : Absorber
Frequency 3 : Fue l F l ow Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
Frequency 4 : A i r F l ow to highlight the channel you wish to set up.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel the selection) and
return to the above sub-menu.

FREQUENCY 1 : ENG RPM < FREQUENCY 1 : ENG RPM) is where you can calibrate the En-
Pu l ses per Revo l u t i on gine Tachometer channel, set the channel's voltage threshold,
Tr i gger Vo l t age Leve l and choose between reading each pulse on its first upward or
R i s i ng / Fa l l i ng Edge downward swing.

Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.

to highlight the item you wish to set up.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel the selection) and
return to the above sub-menu.

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 FREQUENCY 2 : ABSORBER < FREQUENCY 2 : ABSORBER is where you can calibrate the
Pu l ses per Revo l u t i on Absorber RPM pickup channel, set the channel's voltage
Tr i gger Vo l t age Leve l threshold, and choose between reading each pulse on its first
R i s i ng / Fa l l i ng Edge upward or downward swing.

FREQUENCY 3 : FUEL FLOW < FREQUENCY 3 : FUEL FLOW is where you can calibrate the
Pu l ses per Ga l l on Fuel Flow transducer channel, set the channel's voltage
Tr i gger Vo l t age Leve l threshold, choose between reading each pulse on its first up-
R i s i ng / Fa l l i ng Edge ward or downward swing, and enter your fuel's Specific
Spec i f i c Grav i t y Gravity.

FREQUENCY 4 : A I R FLOW < FREQUENCY 4 : A I R FLOW is where you can calibrate the
Pu l ses per Cub i c Foo t Air Flow transducer channel, set the channel's voltage thresh-
Tr i gger Vo l t age Leve l old, and choose between reading each pulse on its first up-
R i s i ng / Fa l l i ng Edge ward or downward swing.

PULSES PER REVOLUT I ON < PULSES PER REVOLUT I ON allows selecting between one
of several calibration "counts" (per each shaft revolution). A
Set Frequency # 1 special mode of 1/2 (one pulse every other revolution) is pro-
( RPM Tach ) t o :l vided for reading from inductive plug pickups on many
four-strokes (that only fire the plug firing the compression
1 Pu l ses per Rev. cycle). Another special mode of 2/2 (average two consecu-
tive RPM samples) is for smoothing out the RPM deviation
between compression and exhaust strokes on single cylinder
four-strokes, etc.

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 TR I GGER VOLTAGE LEVEL < TR I GGER VOLTAGE LEVEL allows setting the (approxi-
mate) voltage crossover level at which the DYNOmite will
Set Frequency # 1 register a Frequency counter event. The selected trigger level
( RPM Tach ) t o :l must fall between the high and low voltage peaks of a fre-
quency signal’s waveform. Most square wave, sine wave, or
06 . 0 Vo l t S i gna l needle signals can be read if this setting is correctly made.
Thresho l d
For example, a 0 to 8-volt sine wave signal would probably
be set to trigger in the 4-volt range. If it were set close to 8.0
volts, it might fail to detect many of the pulses, as the signal
peaks might not actually cross beyond the 8-volt level.

Tip: The Trigger Voltage Level is not a calibration setting! It

just needs to be set at a value within the range that the fre-
quency signal (primary ignition pulse, magnetic RPM
pick-up's square wave, flow transducer signal, etc.) reliably
crosses over.

The nominal trigger voltage setting recommenda-

Note:tions for several popular frequency signal sources
are listed below:

DYNOmite Airflow Turbines = 4.5 volts

DYNOmite Cigarette Lighter RPM Pickups = 4.0 volts
DYNOmite Fuel Flow Transducers = 4.5 volts
DYNOmite Inductive RPM Pickup clamps= 4.0 volts
DYNOmite Jack Shaft RPM Pickups= 4.5 volts
DYNOmite Magnetic Absorber RPM Pickups = 4.5 volts
DYNOMite Optical RPM Pickup = 4.5 volts

Ignition point trigger - direct from coil post = 6.0 volts

Ignition trigger from MSD tach lead - = 6.0 volts
Ignition trigger from CD's coil primary = 6.0 volts
Snowmobile or PWC alternator's yellow lead = 6.0 volts

R I S I NG / FALL I NG EDGE < R I S I NG / FALL I NG EDGE allows selecting whether the fre-
quency pulse will be detected as the signal rises above your
Set Frequency # 1 pre-set trigger voltage of falls below it. For clean square or
( RPM Tach ) t o :l sine wave transducer signals either choice is equivalent.
However, for multi-peaked ignition signals one side of the
R i s i ng Edge waveform may provide a more consistent RPM reading than
the other.

Tip: Most signal sources work fine with Rising Edge, but try
both settings if you get erratic RPM drops (upward spikes
are usually from RFI, not the wrong setting).

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 STRA I N GAGE : TORQUE < STRA I N GAGE : TORQUE allows selecting which of the five
Se l ec t Torque Source DYNOmite torque calibration parameters to modify.
Zero ( O f f se t ) Torque
Reca l i bra t e Torque Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
to highlight the channel you wish to set up.
Ad j us t Raw Torque .
Se t Sha f t I ner t i a
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel the selection) and
return to the previous sub-menu.

SELECT TORQUE SOURCE < SELECT TORQUE SOURCE allows selecting which of the 12
DYNOmite Torque Source calibrations to utilize. There are
Se t t o t he t orque three Transducer Group Types to select from: Toque Arms
source now i n use : (and most other millivolt output load cells and strain gauges),
Rotary Torque (exclusively DYNOmite Piggy Back rotary
Torque Arm A board interfaces), or Load Cell Transducers (for most 0-5
volt torque sources).

Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.

to scroll to type (and calibration letter) torque transducer cur-
rently attached to the torque channel.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel changes) and re-
turn to the previous sub-menu.

ZERO ( OFFSET ) TORQUE < ZERO ( OFFSET ) TORQUE allows automatically offsetting
Torque : -0. 3 (zeroing) the strain gauge (to compensate for mechanical,
electrical, and temperature induced “creep” of the
Re- O f fse t "A" t o Zero DYNOmite's unloaded torque reading).
You may press the Enter button if you wish to re-set the cur-
( I nsure no torque i s rent torque reading as zero foot pounds (like the “tare” button
curren t l y app l i ed and on a meat scale). Always make sure that there is no load be-
press En t er t o Zero ! )
ing applied at the torque arm before zeroing!
If you do not need to zero the channel, just press the Menu
keypad button to return to the previous sub-menu.

Tip: Check that you don’t have cables or hoses pulling on

the torque arm before zeroing the computer. Otherwise, you
may receive an error message like "RAW TORQUE TOO
H I GH !" if you attempt zeroing excessive torque drift. The
need to zero-out large torque readings is a sign that some-
thing is wrong… see “TROUBLE SHOOTING - Questions &
Answers” section 13.1.

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 RECAL I BRATE TORQUE < RECAL I BRATE TORQUE allows resetting the torque chan-
Torque : 1 49 . 2 nel's gain to match its current reading to that of the entered
Ca l . "A" a t calibration test force value.
1 50 . 00000
#1 Be sure that you have already performed the Torque Zero-
( Se t Foo t - Pound l oad ing procedure outlined above.
and press En t er t o #2 Set the "Cal. "A" @ value to match the effective foot
Reca l i bra t e ! )
pound force of your calibration weight and moment arm. Use
the ¬ or ® arrow keypad buttons.to move between digit
positions. Then key in the #'s (or use the "+" or "-" keypad
buttons) to enter the desired numbers.
#3 Verify that the calibration weight is hanging still and that
the display is steady.
#4 Press the Enter button - the display will re-calibrate so
that it matches your entered Cal. value.

If you do not need to re-calibrate the channel, just press the

Menu keypad button to return to the previous sub-menu.

Tip: Check that you don’t have cables or hoses pulling on

the torque arm - and that the test weight is hung - before
re-calibrating the computer. Otherwise, you may receive an
error message like "RAW TORQUE TOO LOW!"

ADJUST RAW TORQUE < ADJUST RAW TORQUE allows setting the torque channel's
Raw Torque : 6500 initial (unloaded) digital offset at an appropriate starting
point. This should be checked whenever the physical torque
( Norma l l y , l eave se t transducer is changed.
i n de f au l t 4500 t o
8500 un l oaded range ! The suggested value is 6500 (approximately10% of this
Use + - & ( - - ) keys 16-bit channel's 0-65,534 working digital range) to provide
t o a l t er Raw O f f se t . )
for some ability to read negative torque values.

If you do not need to change the Raw Torque setting, just

press the Menu keypad button to return to the previous
sub-menu.

Tip: The Raw Torque is not a calibration setting! It just

needs to be set at a value that provides some offset from the
channels 0 and 65,534 extreme. For applications that must
read equal magnitudes of positive and negative torque (e.g.
bi-directional systems) a value like 32,700 may be used..

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 SET SHAFT I NERT I A < SET SHAFT I NERT I A allows inputting a Polar Moment of
Inertia value for a chassis dynamometer's rolls or an engine
En t er " Po l ar Momen t and drive-line. This allows the DYNOmite to compensate its
of I ner t i a " i n t erms power readings for the rotating component's accelerated dur-
o f Sha f t " RPM-B " : ing (non steady state) testing.
1 2 . 06000 The entered value is assumed to be the effective polar mo-
( f t - l b-sec " 2 )
ment of inertia (in foot pounds per-second squared) rotating
at the DYNOmite's Shaft "RPM-B" location.

If you do not need to change the inertia value, just press the
Menu keypad button to return to the previous sub-menu.

Tip: When testing at high rates of acceleration - or on chas-

sis dynos where the inertia of the rotating components is
high, entering the correct Polar Moment of Inertia is vital if
accurate torque and power readings are expected.

M I LL I VOLT : EGT ' S < M I LL I VOLT : EGT ' S is where you begin calibration of the
70 F . ( O f f se t ) EGT 1 - 4 Exhaust Gas Temperature channels.
70 F . ( O f f se t ) EGT 5 - 8
Reca l i bra t e EGT 1 - 4 Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
Reca l i bra t e EGT 5 - 8 to highlight the EGT channel calibration function you wish to
perform.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel the selection) and
return to the previous sub-menu.

70 F . ( OFFSET ) EGT 1 - 4 < 70 F . ( OFFSET ) EGT 1 - 4 allows automatically offsetting

EGT # 1 at 70 F . = 70 each (or all) of the displayed EGT channels to 70 degrees
EGT #2 at 70 F . = 72 Fahrenheit (or 21.1 degrees Celsius) - room temperature.
EGT #3 at 70 F . = 73 This compensates for individual channel electrical variations.
EGT #4 at 70 F . = 69
O f f se t # 1 - 8 a t 70 F . Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
( H i g h l i g h t EGT # and
press En t er t o rese t ) to highlight the EGT channel you wish to reset to 70 F. Then
press the Enter button to re-set the channels current EGT
reading as 70 degrees F. Always make sure that the EGT
thermocouple probe has actually cooled to room temperature
before performing this reset!

If you do not need to reset any channels, just press the Menu
keypad button to return to the previous sub-menu.

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 RECA L I B RATE EGT 1 - 4 < RECA L I B RATE EGT 1 - 4 allows resetting each EGT chan-
EGT # 1 at 1 250 F. = 1 250 nel's gain so that its current reading matches that of a 1,250
EGT #2 at 1 250 F. = 1 242 degree Fahrenheit (or 676.7 degree Celsius) calibration tem-
EGT #3 at 1 250 F. = 1 254 perature (or 28.144 millivolt simulation signal).
EGT #4 at 1 250 F. = 1 239
Ca l . 1 - 8 t o Def a u l t #1 Be sure that you have already performed the 70 degrees F.
EGTs # 1 - 8 at 1 250 F . (offset) at room temperature procedure outlined above.
( Press En t er t o Se t )
#2 Use the "+" or "-" (or the ¬ or ® arrow) keypad but-
tons. to highlight the EGT channel you wish to reset to 1,250
F. Then press the Enter button to re-calibrate the channels
current EGT reading as 1,250 degrees F. The EGT thermo-
couple probe must actually be at the 1,250 F. calibration tem-
perature (or an appropriate simulation voltage applied) before
performing this re-calibration!

"Ca l . 1 - 8 t o Def a u l t" will reset all eight EGT chan-

nels back to their default gains. Important: this operation
overwrites any EGT re-calibrations you have performed!

If you do not need to re-calibrate any channels, just press the

Menu keypad button to return to the previous sub-menu.

0-5 VOLT : #2 & #4 < 0-5 VOLT : #2 & #4 allows selecting, zeroing, and cali-
Se l e c t 0 - 5V #2 's Type brating the various 0 to 5 volt sensors and transducers sup-
Zero ( O f f se t ) 0-5V #2 ported by the DYNOmite.
Re c a l i bra t e 0-5V #2
Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
Se l e c t 0 - 5V #4 's Type to highlight the 0-5 volt channel calibration function you
Zero ( O f f se t ) 0-5V #4
Re c a l i bra t e 0-5V #4 wish to perform.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel the selection) and
return to the previous sub-menu.

SELECT 0 - 5V #2 ' s TYPE < SELECT 0 - 5V #2 ' s TYPE allows selecting which of the
several DYNOmite 0-5 volt transducers to utilize.
Se t f or t he t ype
o f sensor w i red Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
t o 0 - -5 Vo l t #2 : to scroll to type sensor currently attached to the chanel.
.
0 t o 750 PS I
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel changes) and re-
turn to the previous sub-menu.

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 ZERO ( OFFSET ) 0 - 5V #2 < ZERO ( OFFSET ) 0 - 5V #2 allows automatically offsetting
0 - 5 V #2 = -0. 4 (zeroing) the 0-5 volt channel (to compensate for mechanical,
Re- O f fse t t he electrical, and temperature induced “creep” of the sensor's at
0 t o 750 PS I rest reading).
sensor t o zero . You may press the Enter button if you wish to re-set the cur-
( I nsure 0 s i gna l i s rent reading as zero (like the “tare” button on a meat scale).
curren t l y app l i ed and Always make sure that there is no signal being applied before
press En t er t o Zero ! )
zeroing!
If you do not need to zero the channel, just press the Menu
keypad button to return to the previous sub-menu.

Tip: Before performing the offset, verify t hat you are not ap-
plying any signal (PSI, G's, %, etc.) to the sensor that would
make "zeroing" the channel inappropriate!

R EC A L I B R ATE 0 - 5V #2 < R EC A L I B R ATE 0 - 5V #2 allows resetting the 0-5 volt

0 - 5 V #2 = 743 . 9 channel's gain to match its current reading to that of the en-
Reca l i bra t e t he tered calibration test force value.
0 t o 750 PS I
sensor a t 750 #1 Be sure that you have already performed the Zero offset
( Set ca l . s i g n a l procedure outlined above.
and press En t er t o #2 Set the "sensor @" value to match your applied transducer
Re ca l i bra t e ! )
calibration vlaue (PSI, load, %, etc.). Use the ¬ or ® arrow
keypad buttons.to move between digit positions. Then key
in the #'s (or use the "+" or "-" keypad buttons) to enter the
desired numbers.
#3 Verify that the calibration signal and display are steady.
#4 Press the Enter button - the display will re-calibrate so
that it matches your entered sensor calibration value.

If you do not need to re-calibrate the channel, just press the

Menu keypad button to return to the previous sub-menu.

Tip: Before performing the re-calibration, verify t hat you are

applying the specified signal (PSI, G's, %, etc.) to the sen-
sor!

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 THERM I STOR A : ENG I NE < THERM I STOR A : ENG I NE allows offsetting the thermistor
Se t curren t Eng i ne curve for the Engine Temperature channel - to match its cur-
Tempera t ure t o : rent reading to that of the entered calibration temperature
value.
60 . 00 Degrees F
#1 Set the "##.## Degrees F" value to match the temperature
( En t er 0 f or de f au l t ) you are currently applying to the "Engine Temp Thermistor
Curren t Temp : 62 F
A" sensor. Use the ¬ or ® arrow keypad buttons.to move
between digit positions. Then key in the #'s (or use the "+" or
"-" keypad buttons) to enter the desired numbers.
#2 Press the Enter button - the display will re-calibrate so
that it matches your entered Degrees F calibration value.

If you do not need to re-calibrate the channel, just press the

Menu keypad button to return to the previous sub-menu.

Tip: You can return to the DYNOmite's factory default cali-

bration for Thermistor A by using 0 as your entered "De-
grees F" calibration value.

COMMUN I CAT I ON SET UP < COMMUN I CAT I ON SET UP is used to configure the serial
link between the DYNOmite Data Acquisition Computer and
Se l ec t t ype : a PC or laptop running DYNO-MAX software..
RS-232 1 1 5 , 200 Baud If you do not need to change the Communication mode, just
press the Menu keypad button to return to the previous
sub-menu.

Tip: The modes selected here and in DYNO-MAX must

match. Otherwise communication errors will occur and no
data exchange can take place!.

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 PRO LCD INTERFACE - Configure Controls 7.11
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The CONFIGURE CONTROLS Sub Menu (shown below) can be reached from the MAIN MENU
screen.

CONF I GURE CONTROLS < CONF I GURE CONTROLS offers seven choices (as described
Se t Servo Ga i n below) for modifying the optional Electronic Load Control's
Se t Servo Dr i f t characteristics. These settings can be ignored on systems not
Se t Servo Ra t e equipped with the option.
Set P I D RPM Sca l e
Se t M i n Servo % Sca l e To highlight one of the set up selections, scroll up or down
Se t S t epper M i l l i secs
Se t Absorber Type the menu's listing with the "+" or "-" (or the ¬ or ® arrow)
keypad buttons. Press the Enter keypad button to com-
pleter your selection (and jump to the indicated set up
screen).

To return to this sub-menu, from any of the set up screens

below it, simply press the Menu keypad button again.

S E T SE R V O G A I N < S E T SE R V O G A I N allows modifying the PID control's

proportional multiplier. This adjusts how much the controller
Se t t he P I D l oad instantaneously moves in response to a change in either En-
con t ro l ' s Ga i n gine RPM or Hold RPM (or vehicle speed on a chassis dyna-
( Propor t i on a l ) mometer). For example, with twice as large a Gain
f ac t or t o : 8 . 00 multiplier, the load control’s action (valve travel or current
output) doubles - in response to any RPM increase (i.e. from
suddenly opening the throttle).

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the Gain factor, just press the
Menu keypad button to return to the previous sub-menu.

Tip: Avoid increasing the Gain multiplier so much that it

overcompensates. Ideally the load valve should initially un-
der-compensate a bit, letting the Drift close any remaining
RPM deviation within a few seconds – or less.

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 Important: Limits imposed by a water brake type absorber’s rate of filling (and draining) time (la-
tency) can make it impossible for any automatic valve to hold an RPM were the torque vs. RPM slope
is extremely steep. In such cases, you may get some improvement by going to a dual port servo valve
(which simultaneously controls both the inlet and outlet flow). Additionally, you can add rotating mass
to stabilize ANY engine - but adding too much inertia reduces the dynamometer’s ability to simulate
rapid RPM changes (transient conditions).

S E T SE R V O DR I FT < S E T SE R V O DR I FT allows modifying the PID control's

integral multiplier. This adjusts the load valve’s aggressive-
Se t t he P I D l oad ness in removing longer term (1+ second) steady state errors
con t ro l ' s DR i f t between actual Engine RPM and the desired Hold RPM (or
( I n t eg ra l ) MPH). The larger the Drift multiplier the more quickly the
f ac t or t o : 8 . 00 controller works (gradually) to eliminate holding RPM devia-
tion.

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the Drift factor, just press the
Menu keypad button to return to the previous sub-menu.

Tip: Increasing the Drift multiplier too much induces a slow

oscillation! So, initially set the Drift entry fairly low (less than
50% of its likely optimum value) while you work out your best
Gain and Rate numbers. Once the Gain and Rate #’s seem
optimum, experiment with incrementally larger Drift num-
bers - to reduce the time the Drift algorithm takes to gradu-
ally eliminate any remaining deviations between Holding
speed and Actual speed.

S E T SE R V O RATE < S E T SE R V O RATE allows modifying the PID control's dif-

ferential multiplier. The larger the Rate, the more the control-
Se t t he P I D l oad ler "fights" changes in actual engine RPM vs. the desired
con t ro l ' s Ra t e Hold RPM. The Rate multiplier scales the DYNOmite algo-
( D i f f eren t i a l ) rithm that compensates for control latency - deciding how far
f ac t or t o : 8 . 00 to momentarily "over travel" the load control to steady a rap-
idly accelerating engine.

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

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 If you do not need to change the Rate factor, just press the
Menu keypad button to return to the previous sub-menu.

Tip: If you increase the Rate multiplier too much you may
actually cause a rapid oscillation. So, maintain your Gain,
Drift, and Rate numbers in relative proportion until you un-
derstand how they interact.

Note:beThea good
following Stepper Motor Factor settings should
starting point for DYNOmite-Pro boards:
Automotive engines (single stator - toroid absorber) -
GAIN = 16, DRIFT = 16, RATE = 16
Automotive engines (dual-stator - toroid absorber) -
GAIN = 12, DRIFT = 12, RATE = 12
Automotive chassis dynos (medium inertia- water brake) -
GAIN = 16, DRIFT = 8, RATE = 24
Automotive chassis dynos (high inertia - water brake) -
GAIN = 24, DRIFT = 8, RATE = 48
Automotive chassis dynos (high inertia - eddy current) -
GAIN = 64, DRIFT = 12, RATE = 12
Snowmobile and PWC engines -
GAIN = 6, DRIFT = 6, RATE = 6
Snowmobile track dynos -
GAIN = 12, DRIFT = 8, RATE = 16
Briggs and other kart engines -
GAIN = 8, DRIFT = 8, RATE = 8

S E T P I D RPM SCALE < S E T P I D RPM SCALE allows modifying the PID control's
nominal dynamometer operating RPM range. The Scale:
Se t t he dyno ' s RPM #### is used to factor one combination of Rate, Gain, and
work i ng range Drift entries to match quite dissimilar engine operating
sca l e t o : 8000 bands. If you change the Scale factor from 3,600 RPM for a
big diesel to 15,000 RPM for a race engine, the same Rate,
Drift, and Gain settings may work well for both.

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the RPM Scale, just press the
Menu keypad button to return to the previous sub-menu.

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 S E T M I N SERVO % SCALE < S E T M I N SERVO % SCALE allows modifying the deacti-
vation RPM point for servo control below the default 10% of
Se t M i n i mum RPM ( for Scale RPM range (i.e. 10% of 8,000 RPM = 800 RPM deacti-
Servo ac t i on ) t o : vation point). This "sleep" feature can slightly reduce water
consumption, servo noise and wear when the engine is just
1 0 % ( o f Sca l e RPM ) idling

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the Servo %, just press the

Menu keypad button to return to the previous sub-menu.

S E T STEPPER M I LL I SECS < S E T STEPPER M I LL I SECS is normally left at the factory

default for the stepper motor assembly being used (i.e. 6 Mil-
Se t t he s t epper ' s liseconds). However, when using custom stepper motors, a
pu l se w i d t h dura t i on lower or higher value may speed travel or prevent missed
to: 6 M i l l i - Seconds steps - respectively.

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the milliseconds, just press the

Menu keypad button to return to the previous sub-menu.

SET ABSORBER TYPE < SET ABSORBER TYPE allows selecting the type of absorber
that helps match the controller's PID algorithm to the hard-
Se l ec t t he brake ware.
dev i ce brake :
con t ro l l ed : Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
Wa t er Brake to scroll to the type absorber used on the dynamometer.
.
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel changes) and re-
turn to the previous sub-menu.

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 PRO LCD INTERFACE - Auto/Hold Test Set Up 7.12
his section is only for DYNOmite-Pro (28-channel) hand held Data Acquisition Computer's
T equipped with the optional LCD module and 16-button keypad interface.

Tip: If your interface is via a DYNO-MAX equipped PC or

laptop, it is not necessary to read this section.

The AUTO/HOLD TEST SET UP Sub Menu (shown below) can be reached from the MAIN
MENU screen.

AUTO / HOLD TEST SET UP < AUTO / HOLD TEST SET UP offers four choices (as de-
I n i t i a l Ho l d Speed scribed below) for creating automated tests using the optional
End Au t o Tes t Speed Electronic Load Control's characteristics. These settings can
Se t Au t o Sweep Ra t e be ignored on systems not equipped with the option..
Use RPM or MPH
To highlight one of the set up elections, scroll up or down the
menu's listing with the "+" or "-" (or the ¬ or ® arrow)
keypad buttons. Press the Enter keypad button to com-
pleter your selection (and jump to the indicated set up
screen).

To return to this sub-menu, from any of the set up screens

below it, simply press the Menu keypad button again.

I N I T I AL HOLD SPEED < I N I T I AL HOLD SPEED is where you set the start of test
RPM. This controls the RPM the DYNOmite holds the en-
Se t t he HOLD speed t o gine to (by automatically adjusting the Electronic Load Con-
s t ar t sweep i ng from : trol) before and after an automated sweep test cycle.
3000 RPM Use the ¬ or ® arrow keypad buttons.to move between
digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the Hold Speed, just press the
Menu keypad button to return to the previous sub-menu.

Tip: You will use this setting often. For example: If you set
the Holding RPM to 3,000 this is the RPM the Electronic
Load Control will try to hold the engine to as you move the
throttle to wide-open! .

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 END AUTO TEST SET UP < END AUTO TEST SET UP is where you set the final RPM
(or MPH) for an Automated Sweep Test - the point at which
Se t t he HOLD speed t o the DYNOmite quits Automatic Sweep Testing. Typically
end sweep i ng a t : this will be the peak speed that the DYNOmite allows the en-
gine to accelerate to during an automated test cycle (after
6000 RPM which it will pull the engine back again to your selected ini-
tial Hold Speed.)

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the End Test Speed, just press
the Menu keypad button to return to the previous
sub-menu.

END AUTO SWEEP RATE < END AUTO SWEEP RATE allows modifying the RPM (or
MPH) per second acceleration rate for an Automated Sweep
Se t t he Sweep Ra t e Test. Typically the default of 200 RPM/Sec is suitable for
f or t he Au t o Tes t : most engines however, faster rates (e.g. 400 RPM/Sec) may
be more appropriate for high RPM or high specific output
200 RPM / Sec engines - where long test periods are undesirable.

Use the ¬ or ® arrow keypad buttons.to move between

digit positions. Then key in the #'s (or use the "+" or "-" key-
pad buttons) to enter the desired numbers.

If you do not need to change the Hold Speed, just press the
Menu keypad button to return to the previous sub-menu.

Use RPM or MPH ? < Use RPM or MPH ? allows selecting the speed mode used
for Automated Sweep Tests.
Se l ec t i f Servo
Con t ro l Ho l d Po i n t s Use the "+" or "-" (or the ¬ or ® arrow) keypad buttons.
are i n RPM or MPH ? to toggle between RPM and MPH speed control modes.
.
Use Eng i ne RPM
Press the Enter keypad button to accept your selection (or
press the Menu keypad button to cancel changes) and re-
turn to the previous sub-menu.

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 DYNO-MAX - Installation 8.1
his section is only for DYNOmite’s equipped with the optional DYNO-MAX software and a com-
T patible Personal Computer. If you only interact with the DYNOmite Data Acquisition Computer
via its LCD interface, see the previous LCD INTERFACE - sections instead.

Tip: You must already understand how to use a PC and

Microsoft Windows to follow this section. While those sub-
jects are beyond the scope of this manual, any bookstore
will have dozens of good training manuals on both subjects.

1 Turn on the PC to bring up Microsoft Windows. It is best if no other programs are running.

Tip: PC’s are inexpensive these days, so make sure that

you buy a fast one - from a major manufacturer. A 2 GHz (or
faster) machine with plenty of memory makes analyzing and
graphing data faster and more enjoyable. Sound, video
cameras, and a fast Internet e-mail connection are also
used to advantage by DYNO-MAX. At the time this was writ-
ten, Microsoft Windows XP was the recommended operat-
ing system for DYNO-MAX (although Windows 2000, NT,
ME, and 98 will also support most functions).

2 Insert the DYNO-MAX CD into your PC's drive. On most Windows systems this will Auto Start
DYNO-MAX’s Multimedia Demo and Installation routine. If within 45-seconds nothing happens,
click the mouse on the Start button, then on Run, then type D:demo, and press Enter to man-
ually launch the CD's demonstration program.

Tip: Many users find it helpful to also print out the entire
DYNOmite Help Manual (its on the CD) as a reference..

3 It is a good idea to first review the Multimedia Demo of the software on the CD before you start
the installation from the menu command. From there, follow the on-screen instructions to install
and learn to run DYNO-MAX.

Tip: You will require a sound card and speakers to listen to

the Demo’s 30-minute narration.

4a Once the software is installed, hook up your PC to the DYNOmite Data Acquisition Computer
boards. You will need an appropriate serial cable for each board set (pair) in the data acquisition
system. Assuming you have only one board set, plug the serial cable into it’s DB-9 connector and
hook the other end into one of your PC’s available (unused) serial ports (typically Com 1).

Tip: If you have a built-in modem in your computer, it will

generally have “stolen” one of the computer’s Com ports. So
even though it may have two physical serial ports (i.e. DB-9
male ports) one will be unavailable.

4b If your PC has only USB ports you must first install a USB to RS-232 Serial Port adapter. Land
and Sea (as well as most computer stores) offer these inexpensive devices.Make sure the model
you buy includes the correct software drivers for your version of Microsoft Windows!

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 DYNO-MAX - Orientation 8.2
his section is only for DYNOmite’s equipped with the optional DYNO-MAX software and a com-
T patible Personal Computer. If you only interact with the DYNOmite Data Acquisition Computer
via its LCD interface and 4-pushbuttons, see the previous three LCD INTERFACE - sections instead.

DYNO-MAX allows a Personal Computer to monitor and (optionally) control your dynamometer. It
communicates, via the PC’s port(s), with one or more DYNOmite Computer (or third-party) Data Ac-
quisition boards. Because the DYNOmite computer handles most of the high-speed data acquisition
and control, it reduces the load on the PC. It primarily handles just the data display, storage, post
processing, and printing.

DYNO-MAX leverages the PC’s (and its Windows Operating System’s) flexibility, permitting ex-
panding and adapting the dynamometer system as needs change. Due to the extensive customization
possible, initially configuring the setup is the most important (and involved) part of getting started.

Tip: Invest adequate time customizing DYNO-MAX to fit

your specific situation! Skipping this vital advice will make
using the software endlessly frustrating!

Important: The following Getting Started instructions assume you are already comfortable using a
PC under Microsoft’s Windows. If not, we suggest reading a good book on Windows (or taking a Win-
dows’ computer class) before continuing!

DYNO-MAX’s Console Set Up, Graph Set Up, DYNOmite Channel Calibration, etc, are all stored in
individual configuration files. After using DYNO-MAX for a few weeks, you will want to create your
own configuration library. Once you have created configuration files specific to your test needs, it is
far less tedious setting up for a new test session!

DYNO-MAX even makes it easy to pull together an appropriate set of configuration files with its En-
vironment (.env) files. Each Environment file can point to a different group of your custom configura-
tion files).

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 DYNO-MAX - Getting Started 8.3
his section is only for DYNOmite’s equipped with the optional DYNO-MAX software and a com-
T patible Personal Computer. If you only interact with the DYNOmite Data Acquisition Computer
via its LCD interface and 4-pushbuttons, see the previous three LCD INTERFACE - sections instead.

1 If DYNO-MAX is not already running, go to your Windows Start button and select Programs -
DYNO-MAX.

2 Each time DYNO-MAX starts it automatically opens (and minimizes) the last session’s Environ-
ment. Initially, this will be the default.env file. A DYNO-MAX environment file contains the list
of seven Configuration files that control settings for Run Information, Graphing, Console layout,
etc. – changes made during any session become the defaults for the next.

Right now, Restore (expand) a minimized Environment window by selecting:

Window - 1 ENVIRONMENT: Default.env.

Leave things alone for now, but understand that you could change any of the displayed configura-
tion file pointers by browsing to a different, previously saved (and appropriate format) configura-
tion file.

3 Next, hook-up the appropriate cable(s) between your PC's serial port(s) and (each of) your
DYNOmite Data Acquisition computer’s board sets.

Tip: See your "DYNOmite Owner’s Manual" for more in-

structions.

4 Power up the DYNOmite Data Acquisition computer.

Important: If you are using a DYNOmite-Basic model with an LCD and 4-button panel, make sure it
is in RS-232 Mode # 16.

Tip: See your "DYNOmite Owner’s Manual" for more in-

structions.

5 Select Electronics - Communication Ports Set-Up and verify that "Board: #1 ID: #1 Type:
DYNOmite-Basic Board…" is the first Board on the list*. If you have multiple boards, the second
listing must be "Board: #2 ID: #2 Type: DYNOmite-Basic Board…" If your listing is different,
use the Replace, Add, or Delete buttons (as required) to Open the appropriate combination of
DYNOmite-Basic Board ID #.daq files.

Important: If you are using a DYNOmite-Pro (or -Lite) board set, select the matching type of board
(instead of -Basic as in the above example).

6 For each board listed, check that its Com Port # is assigned to same PC Com Port # that you have
plugged your DYNOmite board sets into. Also make sure that the default DYNOmite-Basic Baud
Rate of 57,6000 (or 115,200 for DYNOmite-Pro and -Lite board sets).

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 7 Before trying to capture your own data, click File - Open Run to load the demo test Run Informa-
tion file: Small Block sample.run. By default, it’s located in your c:\Program
Files\DYNO-MAX\Runs folder.

8 The Run Information panel opens to display the Small Block sample test header data. Spend time
examining the Run Information window’s many tabs and fields. Much of the displayed data is just
optional information, but several required fields must always be correctly filled in for accurate
test results.

Tip: See the Help (use your PC’s F1 Function Key) under
Run Information for details about each panel tab.

9 Whenever a Saved Run is open like this, you can examine its test data. Select View - Graph (or
press your PC’s F5 Function Key) to display the Run’s (current default format) graph.

Tip: Graphing may take several seconds depending on your

PC’s speed, the length of the Run, the complexity of its dis-
played Formula lines, and the maximum amount of dampen-
ing set for any one channel.

10 The Graph’s window has special Toolbar Icons (and right click menu choices) for zooming, pan-
ning, clipping segments, examining data points, print previewing, and Graph Set Up.

Tip: Click on the Eyeglass icon button and then left-click on

a Graph line (using the Eyeglass cursor). A yellow informa-
tion balloon appears with information about that point on the
graph.

11 To modify the Graph’s design, select View - Graph Set Up to open the Graph Set Up Editor.

Important: For access to most menu choices in DYNO-MAX you must have a Run open. This is be-
cause DYNO-MAX stores most configuration parameters within each Run file, thus allowing Runs to
retain their last settings!

12 The Graph Set Up Editor has one or more tabs, each representing the available Graph layouts (cur-
rently stored within this Run). You can modify, add, and subtract layout tabs as needed. Right
now, click on the "Hp vs. Time Averaging" layout tab (making it the active graph tab).

13 Notice the window listing several Formula Lines. Each is labeled with its data channel Formula’s
Short Line Name (i.e. RPM, Hp, etc.). By selecting other Formula’s (from the Formula: drop
down list) and then clicking on Insert Line, you can modify the information shown in any Graph
layout. You can also change the axis scaling, axis legends, averaging method, and much more.

14 Next, click on the "Hp vs. RPM Steps" tab, and then click on "OK." Notice that the Graph redraws
- but with Engine RPM as its X-axis. For more information on graphing, review this Help sys-
tem’s Graphing topics.

15 Try clicking the Graph’s Print Preview toolbar icon (or select File - Print Preview) to see a close
representation of how the Graph will look when output to your printer. You can click on the Pre-
view window’s Print… button to actually print this Graph now, or click Close to exit.

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 16 Click on the Small Block sample Run Information panel again (to give that window the focus).
To review its full Run Information Report, select File – Print Preview. After several seconds
(while your PC graphs and formats the data), the pages of the Report preview. Examine each page
of this Report using the Preview’s Next Page and Prev Page buttons.

Tip: If your Preview is too small, use the Preview menu’s

Zoom In button.

17 Notice that the Report has several Group boxes (Engine, Weather, Inertia, etc.) Each displays in-
formation about the Run’s test conditions. The next step will show you how to turn any Run In-
formation Group off (in Reports). Close the Preview for now.

18 Click back in the Small Block sample’s Run Information panel. Perhaps you do not want every
tab’s information (say the Vehicle tab) on your own printed reports. To hide this tab, first click on
the Vehicle tab. Notice that a Checkbox is checked next to Show on Run Information Report.
Click on that check to toggle it off (un-checked).

19 Use the Print Preview feature again to verify that the Vehicle Group section is gone from the Run
Information Report! Click Close to exit the Preview again.

20 Return to the Small Block sample Run Information panel. Toggle the Vehicle group back on (if
you want it to print out on future reports).

21 Each of the Run Information’s tabs also has a similar Show on Quick Report Checkbox. These
toggle the respective Report Group sections in the same way, but "Quick" selections apply only to
Reports printed while the Console has the focus (i.e. using the Console’s Quick Print button)! (As
opposed to Reports printed while your are within the Run Information panel.)

Tip: With appropriate set up, you can have a long report (for
use at the end of a test session), and a short "quick and dirty"
report with just the essentials (for printing during testing). If
you have the "Pro" version of DYNO-MAX, you will eventu-
ally want to experiment with its Report Designer to custom-
ize the individual Group fields.

22 Select Console - Dyno Cell… (or click the Dyno Cell toolbar icon or just press your PC’s F11
Function key) to open up the Console. This is DYNO-MAX’s mission control center. Click on the
Console’s Replay Mode button (or press your PC’s letter "M" key) to prepare for playback.

Tip: You can press any Console Button’s underlined letter

to activate it (without using the mouse) from your PC’s key-
board. This is much faster than the mouse during actual
testing.

23 Because the Console was started from the Small Block sample Run Information panel, that run’s
test file is already loaded.

Tip: Notice that Small Block sample shows as the suffix on

the Console window’s blue Title Bar.

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 24 The Console uses VCR like buttons to control recording and playback. Press you PC’s "P" key to
push-in the Play button (or click it with the mouse) to review the Small Block sample run. Since
you have not modified the Console’s Gauge and Alarm Properties, everything displays as it did
during its original RPM Sweep Test recording. A Trace Chart also graphs selected Channel For-
mulas.

25 Notice that a WARNING! message flashes (in the trace chart) and that the Exhaust Gas Tempera-
ture and Tachometer gauges change color near the end of the sweep test. This is because the #5
Thermocouple and RPM exceed preset Alarm Limits. Different Alarm Limits and Actions can be
programmed by you for any test session. Depending on you current preference settings, you may
even hear the tachometer and audible voice alarms, or see a small video window showing the en-
gine running in the cell.

Tip: All of the Console Gauge’s, Titles, Ranges, Scaling,

Resolution, Units, Chart Axis, Alarm Limits and Actions can
be reconfigured to suit your own testing.

26 When the Run is finished re-playing, the Console’s Test Run Time clock and the # of Recs. (Re-
cords Counter) stops. Its Status message also changes from "Playing" to "End of Run."

27 The Console has a Freeze button to temporarily halt playback, a Rewind button to return to the be-
ginning of the run (ready to play again), and a Quick Print button to print the currently defined
Quick Print Report. Lastly, the Open Run button loads a different run (from your PC’s Hard Disk)
ready for reviewing within the Console.

Tip: You can also Import old "DYNO-MAX for Windows" run
(.hdr) files to see how DYNO-MAX improves the display of
files captured with older technology. DYNO-MAX also has a
pull-down selection "16-bit Header Files (.hdr)" choice in its
"File - Open Run" window for this same purpose.

28 Prepare the Console for Real Time data collection by clicking on its Testing Mode button. If your
DYNOmite Data Acquisition Computer is actively communicating with DYNO-MAX, the Status
message will display Ready.

29 Several items on the Console change between Replay and Testing modes. For example: The Play
button becomes a Record button (for capturing data), the Freeze button becomes a Pause button
(to pause recording), and the Rewind button switches to an Erase button (that deletes any unsaved
test recording). The nine Relay Control buttons change from gray to colors, indicating they’re
available to operate assigned hardware options. Five new Servo Mode buttons appear. These tog-
gle between Manual, Servo, and Auto Testing mode for both the Electronic Load Valve and
Throttle Gear options.

30 The Real Time Console’s New Run button initiates closure of the last test recording (if one made
in this session) and then opens a New Run file.

Finish exploring all of DYNO-MAX’s basics, before coming back to the Real Time Console to cap-
ture data from a running engine.

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 Important: After you have looked over more of DYNO-MAX on your own, we suggest reviewing this
Getting Started Help topic a second time, spending more time reviewing each screen’s individual Help
Topics (which explain individual field functions).

Tip: Be sure to review all the required fields in the Run Infor-
mation panel, as these settings influence test results!

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 DYNAMOMETER TESTING - Procedure 9.1
his section steps you through actual manual operation of the dynamometer controls during a test
T run. It requires that you have understood the previous sections on setting up the data computer,
dynamometer hardware, and test environment.

CAUTION: Never use a powerful or peaky engine to learn to operate

the DYNOmite! Run some reliable old high torque “beater”!

Tip: Read the above caution and actually follow it! This will
save you time, frustration, embarrassment, and maybe a
bunch of money!

1 Power up the DYNOmite’s computer and go to an appropriate Real-Time data display screen (see
previous sections).

WARNING: Make sure cooling lines are hooked up, kill switches are
in place, spectators are out of line with potentially exploding rotating
components (or pressurized hoses), and that exhaust will be blown
away from operator, open windows, and the engine's intake.

Tip: If you plan to print out Corrected Torque and Hp, re-
member to enter current atmospheric conditions (or use the
optional Weather Station Module).

2 Start the engine and compare the DYNOmite’s RPM display with the engine's tachometer. If there
is a gross discrepancy, re-check the Engine RPM Signal Type # Pulses per revolution set-
ting you made.

Tip: Minor variation between the tachometers is normal.

The DYNOmite's digital tach is precise, and can be used for
calibrating the engine's tach. However, don’t bother watch-
ing the digital tach for loading the engine. Instead, use an
analog gauge to follow the rapidly changing data.

3 Apply about quarter throttle and practice opening and closing the load valve manually to control
raising and lowering the engine’s RPM.

Tip: The load valve controls the water level in the absorber.
The fuller the absorber is, the lower the engine RPM will be
at a given throttle opening. During normal dyno testing you
will regulate engine RPM with the load valve and you will use
the throttle to regulate torque.

4 Add a bit more throttle and continue practicing the art of moving the engine RPM up and down
with just the load valve (leaving the throttle fixed).

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 Tip: Your first runs with a dyno may feel awkward, espe-
cially if you try to load a very peaky engine below its maxi-
mum torque RPM. However, after some load valve practice
you will be able to hold a specific RPM, at most fixed throttle
openings. (See “TROUBLE SHOOTING - Absorber
Matching” section 13.3).

5 Continue making practice dyno runs (using more throttle each time) until, at full throttle, you are
able to make a controlled sweep of the engine’s power band using just the load valve.

CAUTION: Monitor temperature during testing, letting the engine

cool between tests. Engine temperature affects horsepower and ex-
cessive temperatures will cause damage. Any gearboxes in the drive
line may also require cooling provisions.

Tip: There’s a slight delay between moving the load valve

and actually seeing the response in engine RPM (like steer-
ing a heavy boat). Anticipating the engine’s response soon
becomes second nature (like riding a bicycle or balancing a
broomstick).

6 Once you are comfortable running the engine at full throttle (under manual load valve control) you
will be able to glance at the data screen to monitor torque, Hp, etc. during testing.

Tip: Experienced dyno operators move to full throttle in a

smooth but brisk fashion, using only the load valve to pre-
vent over-revving (watch that analog tach). Thinking about
the shape of the engine's torque vs. RPM curve may help
you anticipate how you will need to operate the load valve.

7 To find peak horsepower, just adjust the load valve to the RPM that yields the highest (steady
state) horsepower reading.

Tip: Proper operation is vital to get usable data from any

dyno session. Due to the inertial energy, only reasonably
steady state dyno readings are meaningful. Keep accelera-
tion below 800 RPM per second! Readings taken while rap-
idly decelerating the engine with the load valve include
actual engine power plus the flywheel energy from the de-
celerating crank train. This provides an inflated (wrong) Hp
reading. This is not a defect, at that moment this is the ac-
tual power being delivered at the output shaft. But it’s not
power the engine alone can sustain. Conversely, if the en-
gine is rapidly accelerating, you get a low reading. So, main-
tain reasonably steady RPM (with the load valve) while
reading power.

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 DYNAMOMETER TESTING - Recording Data 9.2
f you have entered appropriate CALibration settings for controlling data capture thresholds and
I playback rates, follow these few steps (at the start of each test run) to record data for playback and
printout.

1 From the standard Real Time data display screen, and with the engine idling and warmed up, press
the TEST button. The following screen will now be displayed.

- Waiting for
RPM to climb and
HP to rise -
SPEED 3000 RPM

2 Gradually bring the engine to full throttle while adjusting the manual load valve to a steady RPM
below your established Engine speed to trigger recording: RPM.

Tip: When using the optional Electronic Auto-Load Servo

your Stepper Motor Holding RPM setting determines the
RPM that the valve automatically restricts the engine to.

3 Gradually back off the load valve to increase engine RPM past your Engine speed to trigger
recording setting. Once both this RPM and your Minimum HP at trigger RPM: are exceeded,
data will be continuously recorded. If data is being captured, you will see the following screen.

TEST IN PROGRESS
Torque 115.0 ft#
Power 115.0 HP
Speed 5252 RPM

4 Vary the RPM using the load valve (not the throttle) to record data over any RPM range you want.

Tip: Under manual load control, most engines are easier to

sweep from high RPM to low RPM. With the optional Elec-
tronic Auto-Load Servo, you can electronically control RPM
with the “+” and “-” buttons (or program an automatic RPM
Sweep Test). (See “OPTIONS - Electronic Auto-Load
Servo” section ).

5 Recording will only stop if you either drop below your Minimum speed to maintain recording:
RPM setting, or exceed the DYNOmite (hand held) Data Acquisition Computer’s 8,000 stored re-
cord memory limit (about 30 seconds at 200 record sets per second).

Tip: If you want to capture longer duration test sessions, set

the record rate to 20 or 2 records per second. This will
stretch recording time up to one hour.

6 When you are finished collecting data, smoothly cut the throttle while simultaneously un-loading
the idling engine (by closing the load valve).

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 Tip: Say you want a power curve on an engine that should
pull about 350 HP at 6.000 RPM. You might set the rev-lim-
iter at 6,500 RPM (to protect the engine). To get data from
6,300 RPM to 2,500 RPM, set the Engine speed to trigger
recording just under 6,300 RPM (6,000 is good) and Mini-
mum HP at trigger RPM at about 50% of expected power at
6,000 RPM (150 HP would be reasonable). Set the Minimum
speed to maintain recording at 2,500 RPM. Press the
“TEST” button and proceed to load the engine at any RPM
below the Engine speed to trigger recording point. Once
you’re comfortably at W.O.T. under load valve control, re-
duce the load to bring the engine to your maximum desired
RPM of 6,300. Since that exceeds the 6,000 RPM/150 HP
trigger points, recording begins automatically. Now, slowly
load the engine so the RPM gradually (several seconds)
sweeps to below 2,500 RPM (ending recording automati-
cally). Now you have a Wide Open Throttle power curve
from 6,300 RPM to 2,500 RPM!

7 That's it! Your test data is now ready to playback for analyzing!

Tip: You can even use the DYNOmite (hand held) Data Ac-
quisition Computer on the vehicle as an on-board data col-
lection system (without the absorber and torque arm). Just
be sure to set the Minimum HP at trigger RPM to zero. The re-
sulting RPM vs. elapsed time curve gives you a great snap-
shot of your acceleration/RPM curve. The addition of the
optional On-Board Torque Transducer, EGT, BSFC, etc.
hardware and software expands this capability to a full track
data acquisition system (with real strain gauge torque and
Hp)!

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 DATA ANALYSIS - Data Output 10.1
his section is for the hand held Data Acquisition Computer module (with an LCD screen and
T 4-pushbuttons).

Tip: If your interface is via a DYNO-MAX equipped PC, it is

not mandatory to read this section.

During playback, the DYNOmite Data Computer can increase data usability by filtering and averaging
many individual reading sets before displaying them as a single “clean” data point set. The playback
can be set to automatically ignore any data sets captured while the engine was sweeping too rapidly.
Even the most basic DYNOmite systems can simulate the type of automated testing common on dyna-
mometers costing thousands more!

After test data has been collected, simply press the PRINT button to display the last run (or print it on
optional serial printer).

Tip: Holding the NEXT button down freezes the display.

Holding the “+” button down during data playback fast for-
wards the playback. Pressing the “-” button during playback
rewinds the playback several frames. Simultaneously
pressing NEXT, “+”, and “-” aborts the playback session
without erasing the data.

CAUTION: Once you press the TEST button again (to start a new
dyno pull), your last recorded data is overwritten!

Tip: Don’t be surprised if the engine's honest horsepower is

different than the rating provided by the manufacturer or en-
gine builder. There are several legitimate reasons for this:
accepted industry standards allow engines to be +-10% of
the advertised rated horsepower, a new engine takes as
long as 20 hours to seat its rings and develop full power,
changes in exhaust back pressure between running an en-
gine on a stand vs. a full exhaust system will affect the power
produced. The data must also be corrected for atmospheric
conditions during testing.

The DYNOmite offers several combinations of data averaging and playback modes. You can format it
to play back every reading: Data-Averaging during playback = 1 records/line and Printout
and Display Mode: = 1

However, outputting every point creates an awkwardly long report! To trim it down to size, you
should set Data-Averaging during playback: = 20 records/line. This means that every 20 con-
secutive readings (1/10 second running time) will be averaged into one line for playback display (or
printout). Besides reducing playback time, averaging smooths out the data.

If you held the engine at one particular RPM during the test you can evaluate your data now to see the
effect of engine temperature changes on power, evaluate your engine’s gauge readings, etc. If you had
slowly swept operating RPM range during the test, this data output will pinpoint the precise peak
power and torque points.

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 Tip: Keep in mind that the more readings you average, the
steadier you need to hold the engine RPM during testing to
have meaningful output.

The DYNOmite also reports in even 100 RPM steps during playback. To choose this output mode, set
Data-Averaging during playback = 0 (actually labeled Narrow STEP mode). This sets the
computer to average the consecutive readings (at least those that were near an even 100 RPM multi-
ple) into single data output lines in 100 RPM increments. As long as the DYNOmite has at least 12
suitable readings (they must be consecutive and within +/- 49 RPM of the same 100 RPM multiple) it
will output a line. If there are more than 200 readings (over one second of run time) at a suitable RPM,
then multiple lines will be printed for that RPM.

Tip: This type of output is the one that most non-technical

customer’s like to look at.

There is also a Wide STEP mode for engines that are not as stable that opens up the window to +/- 99
RPM but requires more consecutive readings to print a line. Use it if you seem to miss a lot of RPM
multiples with the Narrow Step mode.

Tip: When analyzing any dyno's data, just remember that

only reasonably steady state HP readings are meaningful.
Do not start believing flash readings that you can get by
“cranking on the load” at high RPM.

The torque and horsepower stored in the DYNOmite are the true readings Observed under the atmo-
spheric conditions that existed during the test. However, if you need to compare testing from one day
to another, or compare test data taken at a different altitude, you will want to correct to standard atmo-
spheric conditions.

The DYNOmite provides screens for entering temperature, humidity, and absolute barometric pressure
prior to testing. During data output, you can select to have it SAE Corrected to standard atmospheric
conditions. To select this mode, chose “C” under Data-Correction for Display:.

Correction is done by applying Standard SAE factors to estimate what the power would have been at
60 degrees Fahrenheit, 0% relative humidity, and standard sea level barometric pressure (29.92"Hg
absolute). The heading of printed reports indicates which correction mode the data is in.

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 Tip: If you need to manually correct your existing dyno data,
you can. A sheet showing the standard Society of Automo-
tive Engineers test correction factors is included with this
manual. To use all the factors you must know the air temper-
ature, relative humidity, and absolute barometric pressure
that existed during your test. You then look up the correction
factor for each weather parameter.
i.e. Say testing indicates 304 peak horsepower but you want
to compare those results to a manufacturer's published in-
formation (engine manufacturers typically correct their
power figures to Standard SAE conditions). During testing
the absolute barometric pressure was 29.1 inches of mer-
cury, relative humidity was 30%, and air temperature was 54
degrees Fahrenheit.
The Standard SAE Correction Chart shows the factor for
29.1 in. hg. = 1.025, the factor for 30% relative humidity @
54 deg. = 1.006, and the factor for 54 deg. air = .996. Simply
multiply all the factors against the measured power to esti-
mate what it would have produced at 29.92 inches of mer-
cury (sea level) on a 60 degree day with 0% humidity.
1.025 x 1.006 x .996 x 304 HP = 312.2 Standard SAE Hp!

Tip: Standard Hp is what you should quote and compare.

Unless you always test under identical conditions (which
would be ideal), you need to correct dynamometer readings.
Otherwise you won’t know if power is changing due to the
engine or the weather!

Tip: Your local weather station will not announce the abso-
lute barometric pressure. Instead, they give a barometric
pressure that has been adjusted to eliminate the effects of
local altitude (this is necessary for weather reporting but
useless for dynamometer correction!) Do not use that num-
ber; either call the station and get the absolute pressure, or
use a barometer that has been calibrated to read absolute
pressure.

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 DATA ANALYSIS - SAE Correction Factors 10.2
(0% Relative Humidity, 29.38 in. Hg., 77 degrees Fahrenheit)

Relative Humidity vs. Air Temperature = Humidity Correction Factor

Air Temperatures (in degrees Fahrenheit)
35 40 45 50 55 60 65 70 75 80 85 90 95 100
0% 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
5% 1.000 1.000 1.000 1.001 1.001 1.001 1.001 1.001 1.001 1.002 1.002 1.002 1.003 1.003
10% 1.001 1.001 1.001 1.001 1.001 1.002 1.002 1.002 1.003 1.004 1.004 1.005 1.006 1.006
15% 1.001 1.001 1.001 1.002 1.002 1.003 1.003 1.004 1.004 1.005 1.006 1.007 1.008 1.010
20% 1.001 1.001 1.002 1.002 1.003 1.003 1.004 1.005 1.006 1.007 1.008 1.010 1.011 1.013
25% 1.001 1.002 1.002 1.003 1.003 1.004 1.005 1.006 1.007 1.009 1.010 1.012 1.014 1.016
30% 1.002 1.002 1.003 1.003 1.004 1.005 1.006 1.007 1.009 1.011 1.013 1.015 1.017 1.020
35% 1.002 1.002 1.003 1.004 1.005 1.006 1.007 1.009 1.010 1.012 1.015 1.017 1.020 1.023
40% 1.002 1.003 1.003 1.004 1.005 1.007 1.008 1.010 1.012 1.014 1.017 1.020 1.023 1.026
45% 1.002 1.003 1.004 1.005 1.006 1.008 1.009 1.011 1.014 1.016 1.019 1.022 1.026 1.030
50% 1.003 1.003 1.004 1.005 1.007 1.008 1.010 1.013 1.015 1.018 1.021 1.025 1.029 1.033
55% 1.003 1.004 1.005 1.006 1.008 1.009 1.011 1.014 1.017 1.020 1.023 1.027 1.032 1.036
60% 1.003 1.004 1.005 1.007 1.008 1.010 1.012 1.015 1.018 1.022 1.025 1.030 1.035 1.040
65% 1.003 1.004 1.006 1.007 1.009 1.011 1.014 1.016 1.020 1.023 1.028 1.032 1.037 1.043
70% 1.004 1.005 1.006 1.008 1.010 1.012 1.015 1.018 1.021 1.025 1.030 1.035 1.040 1.047
75% 1.004 1.005 1.007 1.008 1.010 1.013 1.016 1.019 1.023 1.027 1.032 1.037 1.044 1.050
80% 1.004 1.005 1.007 1.009 1.011 1.014 1.017 1.020 1.024 1.029 1.034 1.040 1.047 1.054
85% 1.005 1.006 1.007 1.009 1.012 1.014 1.018 1.022 1.026 1.031 1.036 1.043 1.050 1.057
90% 1.005 1.006 1.008 1.010 1.012 1.015 1.019 1.023 1.027 1.033 1.039 1.045 1.053 1.061
95% 1.005 1.006 1.008 1.010 1.013 1.016 1.020 1.024 1.029 1.035 1.041 1.048 1.056 1.065
100% 1.005 1.007 1.009 1.011 1.014 1.017 1.021 1.025 1.031 1.036 1.043 1.050 1.059 1.068
Barometric Pressure in inches of mercury = Barometric Pressure Correction Factor
31.0 = 0.948 29.2 = 1.006 27.4 = 1.072 25.6 = 1.148 23.8 = 1.234
30.9 = 0.951 29.1 = 1.010 27.3 = 1.076 25.5 = 1.152 23.7 = 1.240
30.8 = 0.954 29.0 = 1.013 27.2 = 1.080 25.4 = 1.157 23.6 = 1.245
30.7 = 0.957 28.9 = 1.017 27.1 = 1.084 25.3 = 1.161 23.5 = 1.250
30.6 = 0.960 28.8 = 1.020 27.0 = 1.088 25.2 = 1.166 23.4 = 1.256
30.5 = 0.963 28.7 = 1.024 26.9 = 1.092 25.1 = 1.171 23.3 = 1.261
30.4 = 0.966 28.6 = 1.027 26.8 = 1.096 25.0 = 1.175 23.2 = 1.266
30.3 = 0.970 28.5 = 1.031 26.7 = 1.100 24.9 = 1.180 23.1 = 1.272
30.2 = 0.973 28.4 = 1.035 26.6 = 1.105 24.8 = 1.185 23.0 = 1.277
30.1 = 0.976 28.3 = 1.038 26.5 = 1.109 24.7 = 1.189 22.9 = 1.283
30.0 = 0.979 28.2 = 1.042 26.4 = 1.113 24.6 = 1.194 22.8 = 1.289
29.9 = 0.983 28.1 = 1.046 26.3 = 1.117 24.5 = 1.199 22.7 = 1.294
29.8 = 0.986 28.0 = 1.049 26.2 = 1.121 24.4 = 1.204 22.6 = 1.300
29.7 = 0.989 27.9 = 1.053 26.1 = 1.126 24.3 = 1.209 22.5 = 1.306
29.6 = 0.993 27.8 = 1.057 26.0 = 1.130 24.2 = 1.214 22.4 = 1.312
29.5 = 0.996 27.7 = 1.061 25.9 = 1.134 24.1 = 1.219 22.3 = 1.317
29.4 = 0.999 27.6 = 1.064 25.8 = 1.139 24.0 = 1.224 22.2 = 1.323
29.3 = 1.003 27.5 = 1.068 25.7 = 1.143 23.9 = 1.229 22.1 = 1.329
Air Temperature in degrees Fahrenheit = Air Temperature Correction Factor
0 = 0.923 24 = 0.947 48 = 0.971 72 = 0.995 96 = 1.019
2 = 0.925 26 = 0.949 50 = 0.973 74 = 0.997 98 = 1.021
4 = 0.927 28 = 0.951 52 = 0.975 76 = 0.999 100 = 1.023
6 = 0.929 30 = 0.953 54 = 0.977 78 = 1.001 102 = 1.025
8 = 0.931 32 = 0.955 56 = 0.979 80 = 1.003 104 = 1.027
10 = 0.933 34 = 0.957 58 = 0.981 82 = 1.005 106 = 1.029
12 = 0.935 36 = 0.959 60 = 0.983 84 = 1.007 108 = 1.031
14 = 0.937 38 = 0.961 62 = 0.985 86 = 1.009 110 = 1.033
16 = 0.939 40 = 0.963 64 = 0.987 88 = 1.011 112 = 1.035
18 = 0.941 42 = 0.965 66 = 0.989 90 = 1.013 114 = 1.037
20 = 0.943 44 = 0.967 68 = 0.991 92 = 1.015 116 = 1.039
22 = 0.945 46 = 0.969 70 = 0.993 94 = 1.017 118 = 1.041

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 DATA ANALYSIS - Standard Correction Factors 10.3
(0% Relative Humidity, 29.92 in. Hg., 60 degrees Fahrenheit)

Relative Humidity vs. Air Temperature = Humidity Correction Factor

Air Temperatures (in degrees Fahrenheit)
35 40 45 50 55 60 65 70 75 80 85 90 95 100
0% 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
5% 1.000 1.000 1.000 1.001 1.001 1.001 1.001 1.001 1.001 1.002 1.002 1.002 1.003 1.003
10% 1.001 1.001 1.001 1.001 1.001 1.002 1.002 1.002 1.003 1.004 1.004 1.005 1.006 1.006
15% 1.001 1.001 1.001 1.002 1.002 1.003 1.003 1.004 1.004 1.005 1.006 1.007 1.008 1.010
20% 1.001 1.001 1.002 1.002 1.003 1.003 1.004 1.005 1.006 1.007 1.008 1.010 1.011 1.013
25% 1.001 1.002 1.002 1.003 1.003 1.004 1.005 1.006 1.007 1.009 1.010 1.012 1.014 1.016
30% 1.002 1.002 1.003 1.003 1.004 1.005 1.006 1.007 1.009 1.011 1.013 1.015 1.017 1.020
35% 1.002 1.002 1.003 1.004 1.005 1.006 1.007 1.009 1.010 1.012 1.015 1.017 1.020 1.023
40% 1.002 1.003 1.003 1.004 1.005 1.007 1.008 1.010 1.012 1.014 1.017 1.020 1.023 1.026
45% 1.002 1.003 1.004 1.005 1.006 1.008 1.009 1.011 1.014 1.016 1.019 1.022 1.026 1.030
50% 1.003 1.003 1.004 1.005 1.007 1.008 1.010 1.013 1.015 1.018 1.021 1.025 1.029 1.033
55% 1.003 1.004 1.005 1.006 1.008 1.009 1.011 1.014 1.017 1.020 1.023 1.027 1.032 1.036
60% 1.003 1.004 1.005 1.007 1.008 1.010 1.012 1.015 1.018 1.022 1.025 1.030 1.035 1.040
65% 1.003 1.004 1.006 1.007 1.009 1.011 1.014 1.016 1.020 1.023 1.028 1.032 1.037 1.043
70% 1.004 1.005 1.006 1.008 1.010 1.012 1.015 1.018 1.021 1.025 1.030 1.035 1.040 1.047
75% 1.004 1.005 1.007 1.008 1.010 1.013 1.016 1.019 1.023 1.027 1.032 1.037 1.044 1.050
80% 1.004 1.005 1.007 1.009 1.011 1.014 1.017 1.020 1.024 1.029 1.034 1.040 1.047 1.054
85% 1.005 1.006 1.007 1.009 1.012 1.014 1.018 1.022 1.026 1.031 1.036 1.043 1.050 1.057
90% 1.005 1.006 1.008 1.010 1.012 1.015 1.019 1.023 1.027 1.033 1.039 1.045 1.053 1.061
95% 1.005 1.006 1.008 1.010 1.013 1.016 1.020 1.024 1.029 1.035 1.041 1.048 1.056 1.065
100% 1.005 1.007 1.009 1.011 1.014 1.017 1.021 1.025 1.031 1.036 1.043 1.050 1.059 1.068
Barometric Pressure in inches of mercury = Barometric Pressure Correction Factor
31.0 = 0.965 29.2 = 1.025 27.4 = 1.092 25.6 = 1.169 23.8 = 1.257
30.9 = 0.968 29.1 = 1.028 27.3 = 1.096 25.5 = 1.173 23.7 = 1.262
30.8 = 0.971 29.0 = 1.032 27.2 = 1.100 25.4 = 1.178 23.6 = 1.268
30.7 = 0.975 28.9 = 1.035 27.1 = 1.104 25.3 = 1.183 23.5 = 1.273
30.6 = 0.978 28.8 = 1.039 27.0 = 1.108 25.2 = 1.187 23.4 = 1.279
30.5 = 0.981 28.7 = 1.043 26.9 = 1.112 25.1 = 1.192 23.3 = 1.284
30.4 = 0.984 28.6 = 1.046 26.8 = 1.116 25.0 = 1.197 23.2 = 1.290
30.3 = 0.987 28.5 = 1.050 26.7 = 1.121 24.9 = 1.202 23.1 = 1.295
30.2 = 0.991 28.4 = 1.054 26.6 = 1.125 24.8 = 1.206 23.0 = 1.301
30.1 = 0.994 28.3 = 1.057 26.5 = 1.129 24.7 = 1.211 22.9 = 1.307
30.0 = 0.997 28.2 = 1.061 26.4 = 1.133 24.6 = 1.216 22.8 = 1.312
29.9 = 1.001 28.1 = 1.065 26.3 = 1.138 24.5 = 1.221 22.7 = 1.318
29.8 = 1.004 28.0 = 1.069 26.2 = 1.142 24.4 = 1.226 22.6 = 1.324
29.7 = 1.007 27.9 = 1.072 26.1 = 1.146 24.3 = 1.231 22.5 = 1.330
29.6 = 1.011 27.8 = 1.076 26.0 = 1.151 24.2 = 1.236 22.4 = 1.336
29.5 = 1.014 27.7 = 1.080 25.9 = 1.155 24.1 = 1.241 22.3 = 1.342
29.4 = 1.018 27.6 = 1.084 25.8 = 1.160 24.0 = 1.247 22.2 = 1.348
29.3 = 1.021 27.5 = 1.088 25.7 = 1.164 23.9 = 1.252 22.1 = 1.354
Air Temperature in degrees Fahrenheit = Air Temperature Correction Factor
0 = 0.940 24 = 0.964 48 = 0.988 72 = 1.012 96 = 1.036
2 = 0.942 26 = 0.966 50 = 0.990 74 = 1.014 98 = 1.038
4 = 0.944 28 = 0.968 52 = 0.992 76 = 1.016 100 = 1.040
6 = 0.946 30 = 0.970 54 = 0.994 78 = 1.018 102 = 1.042
8 = 0.948 32 = 0.972 56 = 0.996 80 = 1.020 104 = 1.044
10 = 0.950 34 = 0.974 58 = 0.998 82 = 1.022 106 = 1.046
12 = 0.952 36 = 0.976 60 = 1.000 84 = 1.024 108 = 1.048
14 = 0.954 38 = 0.978 62 = 1.002 86 = 1.026 110 = 1.050
16 = 0.956 40 = 0.980 64 = 1.004 88 = 1.028 112 = 1.052
18 = 0.958 42 = 0.982 66 = 1.006 90 = 1.030 114 = 1.054
20 = 0.960 44 = 0.984 68 = 1.008 92 = 1.032 116 = 1.056
22 = 0.962 46 = 0.986 70 = 1.010 94 = 1.034 118 = 1.058

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 DATA ANALYSIS - Barometric Pressure 10.4
any dyno operators have been confused by the difference between absolute (actual) barometric
M pressure readings and the corrected (altitude adjusted) barometric pressure reported by weather
meteorologists (or read off locally adjusted weather barometers). Some explanation should clear up
the mystery and help you understand why you must use absolute barometric pressure for dyno correc-
tions.

Tip: “Barometric pressure” refers to the air pressure around

us which, over time, averages 14.7 psi at sea-level. As baro-
metric pressure increases so does air density. Running an
engine at higher air density means it gets more oxygen and
consequently can produce more power.

As altitude increases average barometric pressure decreases. But for weather forecasting (only), mete-
orologists need to know what the local barometric pressure would be if the entire world were at the
same altitude! So, they back out the effect of altitude from the true (absolute) barometric pressure and
call it Corrected Barometric Pressure. Even on top of Mount Everest the average corrected Barometric
Pressure is the same as sea level! So, getting the Barometric Pressure from a Weather Broadcast is
useless for dynoing.

Tip: Since most people buy barometers for predicting

weather, they all adjust that screw on the back to match the
local Corrected Barometric Pressure (making the numbers
useless). Only at sea level are absolute and corrected ba-
rometer readings the same.

Since air density is a function of the absolute (not the corrected) barometric pressure this is what you
need to correct your dyno test results to sea level conditions. To get uncorrected readings try calling a
local weather station and ask for both the corrected and uncorrected barometric pressure. Then use the
uncorrected (lower) number for dyno work. Also, reset your cell barometer to read absolute pressure.

Tip: You can use the following altitude Offset Amount chart
below to adjust the weatherman’s corrected barometric
pressure report.
Example: If you live at 2,000 feet and the report says the
days pressure is 29.92” Hg, subtract 2.10” to get the abso-
lute barometric pressure of 27.82” Hg.

Local Average Offset

Altitude Pressure Amount
0’ 29.92 -0.00
1,000’ 28.86 -1.06
2,000’ 27.82 -2.10
3,000’ 26.81 -3.11
4,000’ 25.84 -4.08
5,000’ 24.89 -5.03
6,000’ 23.98 -5.94
7,000’ 23.09 -6.83
8,000’ 22.22 -7.70
9,000’ 21.38 -8.54

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 DATA ANALYSIS - Data Aliasing 10.5
liasing, in the recording of dynamometer data, is the inducement of anomalies in the captured sig-
A nals as a result of using tool long a sampling at interval. In video capture, using too slow a frame
rate, you see aliasing as the slowing or reversing of a spinning wheel's spokes.

During engine testing, if the selected sampling interval is too long, high-frequency events may induce
low-frequency humps and bumps into the recorded data. Aliasing effects can vary with things like the
test RPM!

Consider the torque channel, it is subjected to a high/low oscillation every time a cylinder fires. So, it's
data inherently contains a ripple - the frequency of which varies with RPM. That is why you see the
magnitude of aliasing errors change as the RPM frequency comes in and out of phase with a data ac-
quisition system suing a fixed sampling interval.

Accurate capture theoretically requires a sampling interval less than one-half the inverse of the highest
Fourier frequency component within the sampled channel. This is referred to as the Nyquist interval.

The effects of aliasing in the recorded data may be avoided by filtering (e.g. electronically dampening
with capacitors) the source signal to remove any frequency components that are higher than those re-
quired in the captured data.

Tip: If you are having aliasing problems, contact your Land

& Sea support technician for help sizing the optimum filter-
ing capacitors. Note: Most applications will not need them!

The following schematic (Figure 36)shows an example of using inexpensive capacitors to build a sim-
ple pre-filter that dampens out high frequency transients before they are received by the DYNOmite's
full-bridge Torque channel. Capacitors C1 and C2 are 6.3 WVDC 1,000 MFD electrolytics.

Figure 36

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 OPTIONS - Airflow Turbine Kits 11.1
he Airflow Turbine Kits expands the data logging capabilities of DYNOmite-Pro LCD equipped
T data acquisition computer (or other DYNOmite models running through DYNO-MAX). Each kit
features a turbine fan type airflow transducer, mounting clamp, and (if required) an EPROM software
upgrade. When installed, this option monitors and records the engine’s real time air consumption and
calculates the Brake Specific Air Consumption of the engine during dynamometer testing. In conjunc-
tion with the optional Fuel Flow and Brake Specific Fuel Consumption kit, Air/Fuel ratios may also
be calculated.

To use the airflow transducer option you may need to upgrade to the latest DYNOmite software and
Full Function harness. You will also need to enter special configuration set-up codes for your particu-
lar version DYNOmite computer. Please call for free technical assistance in performing the upgrade
and/or code entry.

1 The Airflow Transducer must be mounted to the engine’s air inlet. Various size turbines and
adapters are available to allow direct mounting of the turbine on many popular carburetors.

Tip: For odd size carburetors, throttle bodies, etc., or for

highly pulsating intakes, the transducer can be mounted to
an intermediate plenum. The plenum should be large
enough in volume to just dampen the intake pulsations.

2 Plug the transducer’s 3-pin male connector into the DYNOmite’s (Frequency 4) “Air Flow (in)"
lead (found on the optional “Full-Function” harness).

Tip: The remaining steps assume your DYNOmite Data Ac-

quisition Computer already has the correct software version
and configuration set-up codes. Also, for specific
step-by-step LCD or DYNO-MAX screen shots see this
manual’s DYNOmite-Pro (section 7.5), DYNOmite-Basic
(section ) or DYNO-MAX’s On-Line Help!

3 Once the airflow transducer kit is correctly installed, the DYNOmite computer will always be
monitoring the airflow (in CFM or pounds per hour) and calculating BSFC (in pounds per hour
per HP).

4 To view or print this extra information, just select appropriate DYNOmite display screens and
printed reports, or in DYNO-MAX attach to the desired formula, to display or graph airflow and
BSAC data.

Tip: If you record a run, the DYNOmite will also record the
airflow and BSAC information - even if you were not in a dis-
play mode that showed that information during the test. You
can always print (or redisplay) all the data fields your
DYNOmite is capable of reading, even after a run is cap-
tured.

5 The default DYNOmite Frequency 4 channel calibration provides a relative adjustment “Flow
Factor” for precision calibration to the individual airflow transducer being used. While, the
DYNOmite is pre-calibrated for our standard capacity transducers, if you substitute a different ca-

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 pacity transducer, (or require extra precision) you may need to change this calibration flow factor.
Calibration requires a calibrated airflow test bench. Any error in the DYNOmite’s flow reading is
simply offset out by adjusting the factor by the percentage of deviation. Retest until the
DYNOmite’s reading matches the test instrument’s reading.

Tip: You must always insure that this calibrated “Trans-

ducer Calibration Factor:” is entered (for this turbine) during
subsequent engine testing!

Note:The standard 3” airflow transducer outputs an ap-

proximately 60 Hz signal at a flow rate of 18.4 CFM.
Its nominal DYNOmite-Pro “Pulses per Cubic Foot” is ??? (or
a DYNO-MAX ”Recalibration Flow Factor” of 0.714 using a
Power of 0.9 and a multiplier of 0.01).
For the DYNOmite-Basic board set the nominal DYNO-MAX
“Recalibrate Flow Factor = 14000."

The standard 4” airflow transducer outputs an approximately

60 Hz signal at a flow rate of 37.3 CFM.
Its nominal DYNOmite-Pro “Pulses per Cubic Foot” is ??? (or
a DYNO-MAX ”Recalibration Flow Factor” of 0.120 using a
Power of 0.9 and a multiplier of 0.1).
For the DYNOmite-Basic board set the nominal DYNO-MAX
“Recalibrate Flow Factor = 6470.")

The standard 6-1/2" airflow transducer outputs an approxi-

mately 60 Hz signal at a flow rate of 128.4 CFM.

Its nominal DYNOmite-Pro “Pulses per Cubic Foot” is ??? (or

a DYNO-MAX ”Recalibration Flow Factor” of 0.474 using a
Power of 0.9 and a multiplier of 0.1).
For the DYNOmite-Basic board set the nominal DYNO-MAX
“Recalibrate Flow Factor = 1636.")

The standard 9" airflow transducer outputs an approximately

60 Hz signal at a flow rate of 343.1 CFM.
Its nominal DYNOmite-Pro “Pulses per Cubic Foot” is ??? (or
a DYNO-MAX ”Recalibration Flow Factor” of 0.1094 using a
Power of 0.9 and a multiplier of 1.0).
For the DYNOmite-Basic board set the nominal DYNO-MAX
“Recalibrate Flow Factor = 548.")

CAUTION: For DYNOmite-Pro (or Lite) board sets adjust the “Trigger
Voltage” for the Frequency 4 channel to 4.5 volts. This setting has
nothing to do with calibration! Rather, it matches the threshold of
the DYNOmite's pulse counter to the various Airflow Transducers' 5
volt square waves (that drop to 1 volt between pulses). The default
DYNOmite "Trigger Voltage Level" for these transducers is 4.5 volts.

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 Tip: It is possible to use an Air-Flow Turbine Kit on a single
board DYNOmite system with the correct wiring and
DYNO-MAX options (Figure 37).

Figure 37

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 OPTIONS - Air/Fuel Ratio Module 11.2
he DYNOmite Wide-Band AFR O2 Module (Figure 38) with a Bosch (or NTK) UEGO sensor is
T designed to monitor the air/fuel ratio of carburetor or fuel-injection equipped engines. It uses the
latest wide-band technology heated oxygen sensors in the exhaust system to sample the residual gasses
of a running engine. Air/fuel ratios are then calculated within the control module and output, in
real-time, during dynamometer or on-road testing sessions.

Technology
The DYNOmite Wide-Band AFR O2 Module supports several
Bosch and NTK wide-band UEGO sensor models, all sharing
a standard 18 mm diameter mounting hole with 1.5
threads/mm pitch and similarly including these
state-of-the-art design characteristics:

Surprisingly, a rather typical Lambda narrow-band type

heated oxygen sensor (comprised of a reference and nernst
cell) acts as the first sage of these new high-tech sensors.
However, instead of directly sampling the engine’s exhaust, Figure 38
this sensor monitors a small sample volume of gas from
within a special (second stage) pumping cell chamber. It is
this pump chamber which receives the engine's exhaust samples – though a small internal diffusion
gap.

This pumping cell portion of the sensor is designed to regulate a catalytic reaction with a special pair
of electrode inside the diffusion chamber. The catalytic reaction ca n actually consume either oxygen
or (depending on the polarity of its pumping current) hydrocarbons. During operation, the first stage's
oxygen sensor outputs simple rich/lean (from stoichiometric) voltage signals to the AFR control mod-
ule - similar to how narrow-band O2 sensors signaled early ECMs.

The circuitry in the module then regulates the pump’s current flow and direction, so as to try and
force the chamber's mixture back to a stoichiometric condition. If the module detects a lean mixture, it
outputs just enough positive pump current to consume the excess oxygen. If it detects a rich mixture, it
sends a negative polarity pumping current, consuming the excess hydrocarbons. (Note: The module
outputs no pump current if a stoichiometric exhaust condition is detected by the senor's first stage.)

As you can see, the pumping current itself is thus able to serve as a direct indication of the exhaust’s
real-time air/fuel ratio. Since the actual pumping currents are not perfectly promotional and linear with
the exhaust's air/fuel ratio, for interfacing convenience additional on-board signal linearization scaling
is provided within the AFR module.

The DYNomite Wide-Band AFR O2 Module converts and outputs its high level mixture information
as both a linearized 0-5 volt analog signal and (more precise) digital RS-232 data. (Note: only the new
black housing modules offer the digital RS-232 data port). The module's semi-automatic calibration
algorithm allows quick re-calibration adjustments referenced against the 20.9% oxygen content of
clean open free-air. With proper attention to sensor location, operating temperature, and calibration,
accuracy of + - 0.1 AFR units is attainable. Replacement DYNOmite wide-band sensors also include a
trimming resistor to maintain this level of accuracy even after sensor replacement.

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 Specifications - DYNOmite Wide-Band AFR O2 Module
(box is black - with RS-232 port)
Air/Fuel Ratio Range: 9 to 18 (using most pump gasoline blends)
Calibration: Semi-automatic digital (via push-button) in open free-air
Analog Output: 0-5 volt linearized for use with DYNOmite and third-party data acquisition systems
Digital Output: RS-232 serial data for use with DYNO-MAX option
Supply Voltage: 11-19 VDC
Supply Current: Up to 3 amps surge (during heated sensor tip warm up) and approximately 1,400
milliamps continuous (after about 1 minute)
Maximum recommended O2 Sensor Temperature: 1,400 degrees Fahrenheit
Nominal O2 Sensor Temperature range: 600 to 1,200 degrees Fahrenheit
Maximum recommended exhaust (or turbine inlet) back pressure: 4 PSI
Maximum recommended exhaust vacuum: -6 inches Hg.
Fuel types: Gasoline, Ethanol, Methanol, and Diesel

Specifications - DYNOmite AFR O2 Module

(box is silver - without RS-232 Data port)
Air/Fuel Ratio Range: 9 to 18 (using most pump gasoline blends)
Calibration: Semi-automatic analog (via potentiometer) in open free-air
Analog Output: 0-5 volt linearized for use with DYNOmite and third-party data acquisition systems
Digital Output: None
Supply Voltage: 11-19 VDC
Supply Current: Up to 3 amps surge (during heated sensor tip warm up) and approximately 1,400
milliamps continuous (after about 1 minute)
Maximum recommended O2 Sensor Temperature: 1400 degrees Fahrenheit
Nominal O2 Sensor Temperature range: 600 to 1,200 degrees Fahrenheit
Maximum recommended exhaust (or turbine inlet) back pressure: 4 PSI
Maximum recommended exhaust vacuum: -6 inches Hg.
Fuel types: Gasoline

Specifications - ECM AFR O2 Module

(box is blue - without RS-232 Data port)
Air/Fuel Ratio Range: 8 to 18 (using most pump gasoline blends)
Calibration: Analog (via cal. screw) in open free-air
Analog Output: 0-5 volt linearized for use with most third-party data acquisition systems
Digital Output: None
Supply Voltage: 11-28 VDC
Supply Current: Up to 5 amps surge (during heated sensor tip warm up) and approximately 1,400
milliamps continuous (after about 1 minute)
Maximum recommended O2 Sensor Temperature: 1,700 degrees Fahrenheit
Nominal O2 Sensor Temperature range: 600 degrees to 1,100 degrees Fahrenheit
Maximum recommended exhaust (or turbine inlet) back pressure: 4 PSI
Maximum recommended exhaust vacuum: -6 inches Hg.
Fuel types: Gasoline

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 Installation (applies to all AFR module types)
1 Determine a suitable location for the O2 sensor in the engine’s exhaust system. Ideally the sensor
should be located approximately 12" from the engine’s exhaust valve(s). If exhaust temperatures
(at the 12"location) exceed 1,400 degrees Fahrenheit (e.g. a turbo-charged application) or if
leaded race fuels will be used – select a location at least another 24" downstream. A location fur-
ther from the engine may be used, as long as the sensor is at least “ten times the exhaust pipe’s di-
ameter” upstream from the end of the exhaust system.*

*Example: With a 2 1/2" diameter exhaust pipe, the sensor should be at least 2 feet upstream of
the exhaust’s outlet. Locations further downstream (than ten diameters) is that air may be trapped
in the exhaust giving leaner than actual readings, especially at lower flow rates.

Tip: A DYNOmite exhaust pump system should be used

when sampling close to the end of an automotive or
motorcyle exhaust pipe.

CAUTION: Locating the O2 sensor too close to the exhaust valve(s)

can overheat the sensor. Placing it too far from the exhaust valve(s)
exposes it to more condensation in the exhaust system – which can
also damage the sensor. Similarly, the O2 sensor should not be
placed in a water injected exhaust system.

2 Install the O2 sensor by lightly coating its threads with a non-lead containing anti-seize compound
and tighten it to 30 ±3 ft-lb (40 ±4 Nm). Attach the sensor to the wiring harness and route the har-
ness to the module.

3 Secure the sensor’s harness with wire ties to protect it from chafing and hot exhaust components.

4 To install the adapter you will need to drill a 3/4" diameter hole into the exhaust system. Orient
this hole near the top of the pipe so that any condensed liquid in the exhaust will not enter the sen-
sor.

CAUTION: Verify that your location which will provide adequate

ground and frame clearance as the suspension and motor mounts
move thought their travel.

5 The O2 sensor is mounted in the engine’s exhaust with an included threaded adapter. Weld or
braze the boss to the exhaust pipe.

Tip: The DYNOmite sensor’s thread size is identical to that

used to mount OEM automotive exhaust oxygen sensors.

6 After welding, re-tap the adapters threads (18 mm diameter mounting hole with 1.5 threads/mm
pitch) and file the top of the boss (as required) to provide a flat sealing surface for the sensor’s
sealing washer.

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 CAUTION: Do not strike the module or dropping it on a hard surface.

7 Before installing the O2 Sensor, apply a small amount of lead free anti-seize compound to its
threads.

CAUTION: Do not get any of the anti-seize compound on the sensors

tip. Also, over time, silicon sealant poisoning, use in an overly rich
or oil burning engine’s exhaust, or running leaded fuels will damage
or reduce the sensitivity of the O2 sensor. Avoid exposing the O2
sensor to flammable liquids or solvents, also never attempt to clean
the sensor with compressed air as this can damage the sensor’s in-
ternal pumping elements.

Tip: When the O2 sensor is not being used, insert the in-
cluded plug (using the same anti-seize compound) to seal
the boss. Do not leave the O2 sensor in running engine’s ex-
haust if the module is not attached and powering the sen-
sor’s tip heater.

8 Determine the route for the O2 sensor’s wiring. Take care to run the harness between the O 2 sen-
sor and the module away from the hot exhaust pipe.

CAUTION: Do not operate the engine for more than three minutes
with the O2 sensor in the exhaust unless the module is also powered.
Running the sensor without its tip heater power applied will reduce
its sensitivity (due to condensation and soot build-up that can oc-
cur).

9 The module requires clean DC power from a standard automotive or motorcycle battery. A DC
power supply can be used for fixed location cells.

CAUTION: Never power on the module without the O2 sensor con-

nected.

Tip:The module’s power leads must be connected directly

to the battery or supply. Avoid extending the module’s leads,
as a voltage drop will occur. Also, any extension could also
increase the chance of RFI bothering the air/fuel ratio or
other data acquisition system readings.

10 The blue/red wire on the module’s 4-pin WeatherPak connector is its +analog output. And the
black (ground) lead is the -analog output. This ground is electrically connected to the power
source ground through the common ground for the entire data acquisition system.

11 After energizing the module, start the engine. It will take just over 30 seconds for the senor's in-
ternal heater and the engine’s exhaust to warm the O2 sensor’s tip to the point where it begins out-
putting valid air/fuel ratio readings.

12 After warmup, the DYNOmite Wide-Band AFR O2 Module delivers a near linear 0 to 5 volt ana-
log output signal. An output of 0 volts is equivalent to a 9.0 AFR (or 8.0 for the blue box ECM

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 module), while 5.0 volts (full scale) is equivalent to an 18.0 AFR. Note: For newer DYNOMite
(black box) AFR Modules a more precise digital RS-232 Data stream is also output – for direct
serial port interfacing with a DYNO-MAX equipped PC.

Tip: An output signal of 2.50 volts would represent a 14.0:1

air/fuel ratio on the gasoline configuration of the DYNOmite
Wide-Band AFR O2 Module (or 13.0:1 for the blue box ECM
module).

Calibration - DYNOmite Wide-Band AFR O2 Module

(box is black - with RS-232 Data port)
A Power-on the DYNOmite AFR Module by wiring it to a clean 12-volt DC source (e.g. automotive
or motorcycle battery, or regulated DC power supply).

B If installed already, remove the from the sensor from the engine's exhaust. Hold the sensor in
open air (with its tip down) for 3 to 10 minutes after powering on the module.

Tip: Do not attempt re-calibration with the O2 sensor still in

the exhaust system as residual fumes will cause a miss-cali-
bration. This module's calibration algorithm relies on the
20.9% oxygen content of clean open free-air.

C Press the module's Calibrate button for at least 5 seconds, until its Status (red) LED starts
fast-flashing – indicating that automatic re-calibration is underway. After 15 seconds (if the O 2
sensor was in stable free-air) the Status LED will fall to a slow-flashing rate, indicating a success-
ful re-calibration.

Tip: If the Status LED does not indicate a successful re-cali-

bration, try replacing the O2 sensor.

D To store the new calibration values as the default for future sessions, again press the Calibrate
button for at least 2 seconds (but less than 4 seconds). The Heater (amber) LED must fast-flash
for about 1.5 seconds, indicating that the current calibration settings have been stored as the de-
fault.

Tip: To avoid saving your current re-calibration as the de-

fault for future sessions, only press the Calibrate button for
less than 1 second. This way you can return to your old de-
fault calibration simply by power cycling the module.

E Once the module's re-calibration procedure is completed, the Status (red) LED should resume nor-
mal (e.g. steady glow) monitoring.

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 Calibration - DYNOmite Wide-Band AFR O2 Module
(box is silver - without RS-232 Data port)
A Power-on the module by wiring it to a clean 12-volt DC source (e.g. automotive or motorcycle
battery, or regulated DC power supply).

B If installed already, remove the from the sensor from the engine's exhaust. Hold the sensor in
open air (with its tip down) for 3 to 10 minutes after powering on the module.

Tip: Do not attempt re-calibration with the O2 sensor still in

the exhaust system as residual fumes will cause a miss-cali-
bration. This module's calibration algorithm relies on the
20.9% oxygen content of clean open free-air.

C Using the included non-metallic tuning screwdriver (inserted about ½” through the hole in the
housing of the module), adjust the CAL POTentiometer until the orange CAL LED just changes
from off to bright.

Tip: If the CAL LED can not be turned from off to on with the
potentiometer, try replacing the O2 sensor.

D Gradually turn the potentiometer CLOCKWISE until the orange CAL LED just begins to flicker.

Calibration - ECM Wide-Band AFR O2 Module

(box is blue - without RS-232 Data port)
A Power-on the module by wiring it to a clean 12-volt DC source (e.g. automotive or motorcycle
battery, or regulated DC power supply).

Tip: During the module’s power-on initialization the analog

output signal is sequenced thorough outputting 0 volts (8.0
AFR), 3.28 volts (14.56 A/F Ratio), and 5.00 volts (18.0
AFR) for a period of 5 seconds per reading. Use these read-
ings for verification of the proper hook-up, operation, and
calibration of the O2 sensor, module, and data acquisition
system.

B If installed already, remove the from the sensor from the engine's exhaust. Hold the sensor in
open air (with its tip down) for 3 to 10 minutes after powering on the module.

Tip: Do not attempt re-calibration with the O2 sensor still in

the exhaust system as residual fumes will cause a miss-cali-
bration. This module's calibration algorithm relies on the
20.9% oxygen content of clean open free-air.

C Using the included non-metallic tuning screwdriver (inserted about ½” through the hole in the
housing of the module), adjust the CAL POTentiometer until the orange CAL LED just changes
from off to bright.

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 Tip: If the CAL LED can not be turned from off to on with the
potentiometer, try replacing the O2 sensor.

D Gradually turn the potentiometer CLOCKWISE until the orange CAL LED just begins to flicker.

Troubleshooting (applies to all AFR Module types

Is the O2 sensor good? When in doubt, retest with a know fresh sensor. Be sure to check for discon-
nected or melted cables and the battery voltage before assuming the O2 sensor has failed.

Tip: DYNOmite O2 sensors have a compensation resistor

on the sensor’s connector, so you do not need to re-trim re-
placement DYNOmite O2 sensors to their modules. We can
not support troubleshooting of non-DYNOmite O2 Sensors.

Here are the most common causes of premature sensor failures:

Tip: Always check battery voltage and sensor cable before

assuming sensor is faulty. A burned out or crushed cable
can cause any trouble code!

The sensor's ceramic element does not survive mechanical or thermal shock well. Treat it carefully.

Long periods of usage on the rich or very lean side of stoichiometric will shorten these O 2 sensor’s
lives. Many tuners try to do their initial "rough" mixture calibration before installing the sensor for the
subsequent serious fine tuning.

In contaminated conditions, the sensor deteriorates, drastically shortening its life. O 2 sensor contami-
nation examples include: leaded fuels, excessive oil or moisture in the exhaust, silicon sealant vapor
poisoning. Running the sensor installed but without its heater circuit activated will also significantly
shorten the sensor's life.

Tip: When monitoring the air-fuel ratio on Mercury Marine

cast iron manifolds which inject water at the flanges, it is
best to use cylinder #1. On the bottom side just after the
head there is a flat area for the first 2 inches. Drill a hole and
tap a 18mm x 1.5p for the sensor in the center of this area. It
is never recommended to install the sensor with the wires
down but this is the only simple choice for this application
where the metal is single wall and the water is least.
Only turn the AFR module on after the engine is running and
above 1,000 RPM). At lower engine speeds, valve overlap
causes water to enter the combustion chamber from the ex-
haust and will damage the sensor. At times there could be
water in the intake manifold but it's usually gone above
1,000 RPMs. This is also a problem if the engine stalls or
backfires, at any speed, as water can enter the exhaust as
the boat slows down. Always be ready to turn the power off.
Notice : Sensors are not warrantied in this application!

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 CAUTION: To protect the Air/Fuel Ratio Module, always observe the
following precautions:

Never apply voltage to its output terminal (Vout).

Never apply reverse voltage to its source input terminal.
Never apply excessive voltage to its source input terminal.
Do not expose it to temperatures outside its operational range.
Do not expose it to rapid temperature changes.
Do not expose it to direct sunlight.
Do not expose it to severe vibration.
Do not expose it to excessive moisture.
Do not expose it to corrosive gases.
Do not expose it to water or other liquids.
Do not expose it to excessive dust.
Do not expose it to strong electronic magnetic field.

If the O2 sensor is known to be good (and calibrates correctly) but the still AFR module outputs erro-
neous air/fuel ratio voltages, one of these conditions may exists:

1 The unit is being confused by noisy power or operating near too much ignition RFI. Try rerouting
the module’s wiring harness away from the engine’s ignition wires, installing graphite core igni-
tion wires and/or resistor sparkplugs.

2 The ground wire on the DYNOmite Wide-Band AFR O2 Module’s wiring harness is not attached
directly to the ground at the vehicle’s battery. If you connect a single wire from the wiring har-
ness’s ground to the vehicle’s battery, a voltage drop occurs across that wire. This causes the ana-
log output ground at the WeatherPack connector to be elevated above battery ground. Since
battery ground is typically also the data acquisition system’s ground, hooking up both the analog
output ground (at the WeatherPack connector) and the ground at the data acquisition system cre-
ates a current loop (through the ground of the data acquisition system to the vehicle battery). In
this situation, try eliminating the duplicate ground circuit.

3 The module has circuit damage and must be returned to the factory for repair. There are no user
repairable components inside the module. The warranty is void if the Module is opened or wiring
harness modified. Contact Land & Sea for an RMA # before returning the module.

LED Trouble Codes - DYNOmite Wide-Band AFR O2 Module

(box is black - with RS-232 Data port)
Normal conditions:
Power (green) LED solid 'ON' = Module is active and receiving 12-volts DC.

Status (red) LED solid 'ON' = O2 sensor and module are operating fine.

Error 1 (yellow) dark 'OFF' = Okay.

Error 2 (yellow) dark 'OFF' = Okay.

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 Heater (amber) solid 'ON' = Heating element circuit is working correctly.

Abnormal condition:
Power (green) LED dark 'OFF'= Module is not-active (powered-off).

The Status (red) LED uses from zero to six repeating FLASH sequences to indicate normal or error
status. There will be a 1-second pause between sequences, and each flash lasts 0.1 second with 0.25
seconds between flashes.

Status (red) LED dark 'OFF' = No power, or if green LED is ON, processor failure.

Status (red) LED solid 'ON' = O2 sensor and module are operating fine.
Status (red) LED 1-FLASH = O2 sensor in warm-up cycle (wait 30 seconds).
Status (red) LED 2-FLASH = O2 sensor disconnected (or open heater element circuit).
Status (red) LED 3-FLASH = Battery voltage less out of 10.5 to 19.5 volt range (or FET error).
Status (red) LED 4-FLASH = Heater element circuit is shorted.
Status (red) LED 5-FLASH = O2 sensor is operational but tip is too cold.
Status (red) LED 6-FLASH = O2 sensor is operational but tip is too hot.

During regular operation –

Error 1 (yellow) solid 'ON' = AFR module unable to regulate O2 sensor's temperature.
Error 2 (yellow) solid 'ON' = AFR module unable to regulate O2 sensor's mixture.

During O2 sensor warm-up period –

Error 1 and 2 (yellow) both dark 'OFF' = Open or disconnected heater element circuit.
Error 1 (yellow) solid 'ON' = Heater element circuit shorted, bad cable or O2 sensor.
Error 2 (yellow) solid 'ON' = Battery voltage out of 10.5 to 19.5 volt range.
Error 1 and 2 (yellow) both solid 'ON' = FET internal switching error detected.

Heater (amber) dim or slowly flashing (only a few flashes per second) = heating element has failed or
the O2 sensor is disconnected.

LED Trouble Codes - DYNOmite Wide-Band AFR O2 Module

(box is silver - without RS-232 Data port)
Normal conditions:
STATUS LED flashes during the first 35 seconds of operation - the warm-up period.
STATUS LED solid ‘ON’; The O2 sensor and module are operating fine.

Abnormal condition:
The number of flashes per flashing set coincides with the trouble code sequence below.

LED 1-FLASH = Battery voltage is too low (less than 11.0 volts) or O2 sensor heater is shorted.
LED 2-FLASH = Battery voltage is too high (over 19 volts – disconnect it!
LED 3-FLASH = O2 sensor is disconnected or sensor heater has an open circuit.
LED 4-FLASH = O2 sensor is disconnected or wrong type sensor attached.
LED 5-FLASH = Bad cable or sensor.

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 LED Trouble Codes - ECM Wide-Band AFR O2 Module
(box is blue - without RS-232 Data port)
If the PWR (green) LED is solid Green, the module is OK.

If the PWR (green) LED is flashing continuously, the unit is warming up. The O2 Sensor requires
about 30 seconds of tip warm-up time after the unit is powered on.

If the ERR (red) LED is flashing 1, 2, 4, 5, or 6 times per second, the O2 Sensor is either not connected
or requires replacement.

Tip: Ignore any Red LED error codes which occur within 1
minute of the module’s initialization power-up period.

If the red LED is flashing 3 times per second, the battery voltage is either too low (less than 11 volts)
or too high (greater than 28 volts). If this occurs, immediately stop the engine, and disconnect the
module until the problem can be corrected.

Normal conditions:
LED 4-FLASH per 2.5 seconds, after that LED flashes at 10Mz for 10 seconds for the warm-up pe-
riod.
LED solid ‘ON’; The O2 sensor and Module are operating fine.

Abnormal condition:
The number of flashes per 2.5 second period coincides with the trouble code sequence below.

LED 1-FLASH = O2 sensor is disconnected.

LED 2-FLASH = Power supply voltage is too low (less than 11 volts)
LED 3-FLASH = Power supply voltage is too high (over 28 volts) – disconnect it!
LED 4-FLASH = Temperature of O2 sensor tip is too low.
LED 5-FLASH = O2 sensor is deteriorated or surrounding atmosphere is too rich.
LED 6-FLASH = Sensor is deteriorated or surrounding atmosphere is too lean.
LED 7-FLASH = Sensor element is damaged.

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 OPTIONS - Cooling Tower 11.3
he DYNOmite’s thermostatically controlled cooling tower option makes it easy to precisely con-
T trol the operating temperature of water cooled engines during extended dynamometer testing.
Maintaining the correct and constant engine temperature is a must for getting maximum performance,
reliability, and repeatable test data.

The tower uses a closed cooling design that gradually mixes in cold water (from your supply) to regu-
late temperatures without creating thermal stresses in the engine. Cold water enters the cooling system
only as needed to keep engine temperature where you set it.

1 Remove the ½” -13 stainless steel acorn nut from the top of the cooling tower. This will let you
lift off the o-ringed mid-sections of the tower.

2 The base plate of the tower has o-ringed mounting holes in it for attachment (with the two in-
cluded 3/8”-16 x 4” stainless steel bolts and elastic lock nuts) to your engine stand or cell wall
bracket. Mount the base plate (using the o-rings to seal the bolt heads to the base plate) in an ap-
propriate location.

3 Carefully slide the cooling tower sections together and align the individual swiveling sections to
best align with the engines water inlet and outlet ports.

CAUTION: Use a light grease on the o-rings to avoid tearing them

during assembly and alignment of the cooling tower’s sections.

4 Bolt the cooling tower’s top plate back onto the tower and tighten the acorn nut to 30 foot pounds.

5 Run the inlet water supply line to the 1” brass Tee (or elbow) fitting on the bottom of the tower.

CAUTION: Make sure that your water supply and line size are ade-
quate for the combined flow requirements of your absorber and en-
gine’s cooling.

Tip: For under 400 Hp applications, you can use the other
leg of the Tee fitting equipped cooling towers to supply the
dynamometer’s load control valve inlet fitting - simplifying
your plumbing.

6 The three position valve at the base of the tower must be set to the “FILL” position (Figure 39) to
initially fill up the engine block and cooling tower assembly. Once the block is full (determined

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 by water flowing out the 5/8” drain hose fitting at the bottom of the tower) move the valve to the
normal “RUN” position (Figure 41).

Figure 39 Figure 41

WARNING: MAKE SURE THAT THIS DRAIN IS NEVER PLUGGED. IT

WILL HAVE NEAR BOILING WATER FLOWING OUT OF IT DURING
OPERATION AND SO SHOULD BE SECURELY ATTACHED TO AN
APPROPRIATE DRAIN OR SUMP!

7 The thermostat on the bottom of the cooling tower

has a temperature dial setting that can be adjusted
with a screwdriver (Figure 40). Set it now for the
temperature you want the tower to maintain.
Whenever the temperature in the tower goes
above this setting, additional supply water will be
added and the overflow will flow out the drain.

Figure 40

Tip: Use the dial temperatures for initially setting the tem-
perature. You can tune it up after running the engine and
monitoring the engine’s temperature gauge.
To raise the temperature at which the cooling control water
valve begins to open, turn its adjusting screw counter-clock-
wise; to lower the valves opening point turn the adjustment
screw clockwise

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 8 When you want to drain water from the block, simply turn the valve to the “DRAIN” position
(Figure 42) and wait for the water to gravity flow from the tower.

Figure 42

CAUTION: Never forget to fill the block and return the valve to the
“RUN” position for actual engine operation. If you leave the valve in
the “DRAIN” position severe engine overheating damage can result.

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 OPTIONS - Electronic Auto-Load Servo 11.4
he Electronic Auto-Load Servo control valve kit upgrades our manually loaded water brake ab-
T sorbers. The kits provide automatic computerized control of the test engine’s RPM. Additionally,
the included DYNOmite Data Acquisition Computer software upgrade adds new automated sweep and
recording algorithms (for LCD or DYNO-MAX models).
Note: The optional Full Function Harness is required to use the Electronic Auto-Load Servo.

The instructions below take you through installation and operation of the valve kit.

1 Using the hardware and brackets provided, mount the Electronic Auto-Load Servo to either your
control console, the vehicle's steering wheel (or handle bars), or chassis roller assembly frame.

Tip: Even if you will never plan to run the valve manually, it is
best to use a location where you can easily observer and ac-
cess the valve during testing. This eases valve maintenance
and troubleshooting.

CAUTION: Install Load Servo with its motor and manual knob ori-
ented up - to prevent water from ever dripping into the motor.

2 Plumb the Electronic Auto-Load Servo in the same manner described in the DYNOmite Owner’s
Manual for the manual control valve. (See “GETTING READY - Plumbing the DYNOmite”
section 2.5.)

Tip: Newer (after 2003) style Auto-Load valves have their

supply (inlet) port in the bottom of the valve body. Earlier
valves had their supply port on the side of the valve body.

3 Connect the 2-wire servo power harnesses black ground lead to the negative post of a fully
charged (12.6 volt) automotive battery (or suitable 13.8-volt 10-amp DC power supply).

CAUTION: The DYNOmite Data Acquisition Computer and option

grounds must be connected to a common battery ground. Do not
hook-up any positive leads and do not try to power up the engine or
its accessories until all the grounds are attached. Failure to follow
this precaution can lead to electromagnetic data interference or
power circuit damage not covered under warranty.

4 Connect the 2-wire servo power harnesses red power lead to the positive post of the battery.

Tip: Always verify that the battery is up to 12.6 volts before

troubleshooting a servo problem!

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 5 Plug the servo’s power pig-tail into the 2-wire
servo power harness (Figure 43). Make sure the
required 5-amp fuse is installed in the harness.

6 The optional Full Function Harness (required) has

a “SERVO” lead with a 6-pin DIN connector.
Plug that lead into the servo’s mating 6-pin DIN
jack.

Figure 43

Tip: The Auto-Load valve re-

quires periodic cleaning to prevent sticking from corrosive
water deposits. (See “TROUBLE SHOOTING - Electronic
Load Control” section 13.2, 13.2.)

Electronic Auto-Load Servo Operation

With the Electronic Auto-Load Servo installed, you can select from several load control methods. Use
the Stepper Motor Control Mode: screen (as described in the “LCD INTERFACE - Configure”
section ) to choose one of the following control modes.

Tip: The optional DYNO-MAX "Pro" software has equiva-

lent menu settings and console buttons for each of the fol-
lowing described features (and more).

Stepper Motor < This screen sets the servo to control the load based on the Stepper
Control Mode: Motor Holding RPM setting you will enter. (See next step.)
Manual Stepper

Stepper Motor < This is where you set the initial “Holding” RPM. Anytime the engine
Holding RPM exceeds that Holding RPM, the servo automatically opens the load
3000 RPM valve further to return the engine to this RPM (and closes it if RPM
drops).
During an “automatic sweep test” this presets the RPM the DYNOmite
holds the engine to (by automatically adjusting the Auto-Load Servo)
at the beginning and end of the sweep.

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 Tip: Typically you pre-set your initial Stepper Motor Holding
RPM and then, after starting the engine, steadily accelerate
the engine from idle to just above the Holding RPM. The
computer will automatically open the load valve (in re-
sponse). Keep adding more throttle trying to maintain an
RPM higher than the Holding RPM. After conditions stabi-
lize at Wide Open Throttle, begin monitoring data on the
computer’s Real Time display (or start a recording).

If you press the TEST button to begin recording data (while under Manual Stepper control), you
can then change the Stepper Motor Holding RPM (on the fly) by pressing the “+” and “-” buttons to
raise and lower the RPM respectively.

Tip: Remember, simultaneously depressing NEXT while

you are pressing “+” or “-” makes the numbers change
faster.

Tip: If you are using DYNO-MAX you can move the holding
RPM (during testing) using the PC’s four arrow keys.

Stepper Motor < This screen sets the servo to run a constant acceleration sweep (at the
Control Mode: indicated rate) from the initial Stepper Motor Holding RPM to the
End Auto Test RPM you have entered.
Auto 200 RPM/sec

Stepper Motor < This is where you set your “End Test” RPM. This is the RPM at which
End Auto Test DYNOmite quits Auto Testing, (after which it automatically resumes
5500 RPM your selected Holding RPM).

Record 5250 RPM < This screen displays during “auto test recording”. You initiate the ac-
Torque 115.0 ft# tual running of your selected “auto test” by pressing the TEST button
Power 115.0 HP (from any of the standard Real Time data screens).
Speed 5252 RPM

Tip: To actually conduct an automated test (using the above

settings) you gradually apply full throttle to the running en-
gine. The Auto-Load Servo regulates the engine at your
pre-set “Holding RPM”. Once it is holding steady, press the
TEST button to begin the actual Automated Sweep Test.
After the engine reaches the pre-set “End Auto Test RPM”,
the DYNOmite automatically reloads the engine to the initial
3,000 RPM holding point.
Just back off the throttle and your data is ready to examine.

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 CAUTION: For proper control, the Stepper Motor Rate, Drift, and
Gain Factors must be properly configured for the engine and ab-
sorber combinations being tested. (See the “LCD INTERFACE- Con-
figure” section and the “GETTING READY - Water Requirements”
section 2.2.)

Tip: Extremely narrow power band (very high specific out-

put) engines with low crank train inertia may be almost im-
possible to control (manually or electronically) in certain
RPM bands (i.e. just below peak torque). You can either ex-
clude that RPM range from your tests, or add drive line iner-
tia (heavier flywheel(s) for example) to vastly improve RPM
control.

TROUBLE SHOOTING
For diagnosing problems with the Electronic Auto-Load Servo valve see the "TROUBLE SHOOTING
- Electronic Load Control" section 13.2, 13.2.

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 OPTIONS - Exhaust Gas Temperature Kit 11.5
he optional Exhaust Gas Temperature Kit expands the data logging capabilities of the DYNOmite
T Data Acquisition Computer. The kit includes fast response (exposed junction) Type-K thermo-
couple(s) and required EPROM software upgrade. When installed, this option monitors and records up
to four channels (per board-pair set) of real-time, high temperature engine data

The Exhaust Gas Temperature Kit also requires the optional Full Function Harness and the entry of
special configuration set-up codes in your DYNOmite Data Acquisition Computer. Please call for free
technical assistance in performing the upgrade and/or code entry.

1 The Exhaust Gas Temperature probes must be mounted in the exhaust manifold of the engine.
Ideally, one probe will be placed several inches downstream of each cylinder’s exhaust port. Vari-
ous style thermocouples and mounting arrangements (described below) can be used to simplify in-
stallation for different applications.

Tip: On most engines you should try to top mount the

thermocouples about 6” to 8” from the exhaust valve and/or
port. If you place the probe too far from the port the ex-
haust’s actual temperature (and consequently its readings)
drop due to the extra cooling time traveling down the mani-
fold. However, placing the probe too close to the exhaust
port may also provide low readings due to the cooling effects
of cylinder scavenging (intake air moving slightly out into the
port during the engines overlap period).
With a little experimentation you will come to know the ap-
propriate mounting position for different configuration en-
gines and exhausts. For multiple cylinders, mount each
probe the same distance from the cylinders (so that the rela-
tive readings will not be influenced by probe placement).
Also, avoid placing the probe near “Y” or “T” junctions in the
manifold, as the temperatures near these spots tend to be
effected by flow in adjacent branches.

2a Steps #2 (a-d) are for the “Band Clamp Mount” style thermocouples only. If your thermocouples
do not have the integral band clamp, skip to Step #3 (a-h) below!
The band clamp type mount is preferred for many snowmobile and similar thin sheet metal ex-
haust tube installations to avoid the need to weld adapter tubes to the header pipe.

2b Once you have selected the mounting spot as described in step #1 above, drill a 3/16” diameter
hole for each thermocouple.

2c Insert a thermocouple into each drilled hole and snug it to the manifold tube using the integral
band clamp.

2d If clearance permits, align the transition spring and lead wire at a 90 degree angle from the ex-
haust pipe. This will position the sender tip correctly in the exhaust stream.
Skip ahead to “CALIBRATION & SETUP”.

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 3a Steps #3 (a-h) are for the “Compression Fitting Mount” style thermocouples only. If your
thermocouples have an integral band clamp, skip to Step #4 below!
Once you have selected the mounting spot as described in step #1 above, drill a 5/16” diameter
hole for each thermocouple.

Tip: The compression fitting mount is preferred for alumi-

num manifold engines, small diameter manifolds or head-
ers, and applications where the more professional looking
threaded installation is preferred.

3b If you are installing the thermocouple in a thin gauge steel tube manifold or head pipe, center one
of the included weld-in pipe thread adapters around the drilled hole. Clamp the adapter securely in
place and weld a 360 degree bead around it to secure it to the pipe.

3c Install the male connector portion of the compression fitting into the weld-in adapter and tighten.

3d Now, using a marker or pencil, make a mark on the probe that is about half the diameter of the
header pipe plus one inch (the length of the weld-in adapter and compression fitting) from the ex-
posed tip of the probe.

3e Slip the nut (with its cup side to the exposed tip of the probe) and the ferrule onto the probe. Insert
the probe into the compression fitting base to the point where the ferrule and your marked line
come together (this insures that the probe is set in the middle of the exhaust stream).

3f Holding the probe in place, tighten the compression nut on the ferrule and probe sheath.

3g Loosen the nut to the point that the probe will turn, and, if room permits, align the transition
spring and the lead wire at a 90 degree angle from the exhaust pipe. This will position the sender
tip correctly in the exhaust stream.

3h Tighten the nut back down to secure the probe.

CAUTION: Do not harness the lead wire tightly. Make long sweeping
bends and loosely guide the lead wire to the instrument using appro-
priate wire ties. This will allow the wire to absorb the vibration along
the wires length and prevent the lead from touching the exhaust
pipe.

4 Assuming your DYNOmite computer has been upgraded to support the Exhaust Gas Temperature
Kit option, go to the Do you want to zero the exhaust temp. sensors? screen and press
PRINT

5 Make sure that you have the #1 cylinder’s probe plugged into the #1 cylinder EGT harness lead
and that the probe’s tip is at room temperature. Press PRINT to reset this probe to read 70 degree
Fahrenheit at this temperature.

6 You will now be consecutively presented with each of the remaining three cylinders with the op-
tions to reset them to 70 degrees. You can press CALibration to skip past any probe without
changing its calibration.

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 Tip: You do not have to reset the probes calibration more
than about once a month (unless you interchange probes) .

Once the Exhaust Gas Temperature Kit is correctly in-

stalled and the probes have been calibrated, the
DYNOmite computer will always be monitoring the
probe(s) temperature.

To view or print this extra information add the EGT

Formulas to DYNO-MAX's console and graphs. Or, if
you are using the DYNOmite-LCD version, just select
one of the Printout and Display Mode: choices that
lists the EGT and other data you want to view (instruc-
tions for selecting the various Printout and Display
Modes are contained in the “LCD INTERFACE -Out-
put” section 7.3).
Figure 44

Tip: If you record a run, the DYNOmite will also record the
EGT information even if you were not in a display mode that
showed that information during the test. You can always
print (or redisplay) ALL the data fields your system is capa-
ble of recording, even after a run is completed.

Tip: Exhaust Gas Temperatures (EGTs) are extremely im-

portant in determining the proper jetting or fuel injection
curve calibration for the engine during dyno testing or on ve-
hicle tuning. While each engine produces its own exhaust
thermal signature, once you have experience with EGT
readings on various similar engine designs, the EGT values
will help you determine if the engine is properly tuned. Also,
since excessive temperatures will cause the pistons to melt,
knowing the EGT can help avoid expensive engine rebuild-
ing, lost races, and wasted time. Changes in the weather, al-
titude, fuel supply and tuning can all adversely effect the
exhaust temperatures. Knowing that temperature changes
have occurred, before trouble sets in, allows you the luxury
of changing your tuning or driving pace, to prevent that
breakdown at the worst possible time.

In general, if all cylinder temperatures are within

Note:+/-50 degrees Fahrenheit of each other, and the
readings are 150 to 200 degrees Fahrenheit below the maxi-
mum temperature obtainable on the power side of the bell
curve (Figure 44) you are usually operating safely and at
top efficiency.

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 OPTIONS - Fuel Flow Transducer Kits 11.6
he Fuel Flow and Brake Specific Fuel Consumption option expands the data logging capabilities
T of the DYNOmite Data Acquisition Computer. The kits features a turbine wheel type fuel flow
transducer, miscellaneous plumbing hardware, and required EPROM software upgrade. When in-
stalled this option monitors and records the engine’s real time fuel consumption and calculates the
Brake Specific Fuel Consumption of the engine during dynamometer testing.

To use the fuel flow transducer option you may need to upgrade to the latest DYNOmite software and
Full Function harness. You will also need to enter special configuration set-up codes for your particu-
lar version DYNOmite computer. Please call for free technical assistance in performing the upgrade
and/or code entry.

Tip: For engines equipped with a fuel bypass return line (i.e.
most fuel injected engines) the transducer needs to be in-
stalled on the engine side of the return branch. Otherwise it
will inappropriately record flow bypassed to the tank! Alter-
natively, a second transducer can be inserted into the return
line with DYNO-MAX used to mathematically subtract the
bypassed flow from the indicated fuel consumption.

1 The Fuel Flow Transducer must be spliced into the engine’s fuel inlet line. Various hose fittings
and adapters are included to accommodate a wide variety of installation situations. Arrows on the
top of the transducer indicate the direction of fuel flow.

Tip: Most fuel pumps tolerate the added flow restriction of

the transducer better if the transducer is installed after the
fuel pump rather than on its suction side. If your engine has
multiple fuel pumps and/or carburetors, you should “T” the
lines together where they exit at the outlet of the fuel pumps
and then split them again after the transducer with another
“T” to go to the carburetors.

2 Select a convenient location on the vehicle where you can mount the Fuel Flow Transducer and
mounting bracket assembly so that the transducers wires exit up. A vapor separator ahead of the
transducer will prevent misreading of air bubbles as fuel.

Tip: For improved fuel flow on marginal fuel delivery installa-

tions, avoid mounting the transducer or hoses higher than
the fuel pump(s).

3 Plug the transducer’s 3-pin male connector into the DYNOmite’s (Frequency 3) “Fuel Flow (in)"
lead (found on the optional “Full-Function” harness).

Tip: The remaining steps assume your DYNOmite Data Ac-

quisition Computer already has the correct software version
and configuration set-up codes. Also, for specific
step-by-step LCD or DYNO-MAX screen shots see this
manual’s DYNOmite-Pro (section 7.5), DYNOmite-Basic
(section ) or DYNO-MAX’s On-Line Help!

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 4 Enter the Specific Gravity of the fuel you are using. If you do not know what the specific gravity
of the fuel is, you must check it with a hydrometer.

Tip: If you do not have a hydrometer and just want some

“quick and dirty” flow numbers, you might use 0.73 for gaso-
line (or 0.80 for methanol). However, for accurate compari-
son of BSFC numbers with published data, you must
actually check the fuel’s specific gravity periodically with a
hydrometer.

5 Once the Fuel Flow Transducer Kit is correctly installed and the fuel’s specific gravity has been
correctly entered, the DYNOmite computer will always be monitoring the fuel flow (in pounds
per hour) and calculating BSFC (in pounds per hour per HP).

6 To view or print this extra information, just select appropriate DYNOmite display screens and
printed reports, or in DYNO-MAX attach to the desired formula, to display or graph fuel flow and
BSFC data.

Tip: If you record a run, the DYNOmite will also record the
fuel flow and BSFC information - even if you were not in a
display mode that showed that information during the test.
You can always print (or redisplay) all the data fields your
DYNOmite is capable of reading, even after a run is
captured.

The default DYNOmite Frequency 3 channel calibration provides a relative adjustment “Flow Factor”
for precision calibration to the individual fuel flow transducer being used. While, the DYNOmite is
pre-calibrated for our standard capacity transducers, if you substitute a different capacity transducer,
(or require extra precision) you may need to change this calibration flow factor. Calibration requires
steady state test flowing the transducer in series with another calibrated flow measuring device. Any
error in the DYNOmite’s flow reading is simply offset out by adjusting the linear factor by the per-
centage of deviation. Retest until the DYNOmite’s reading matches the test instrument’s reading.

Tip: You must have the correct specific gravity entered for
the fluid used during the calibration test if you are comparing
test results by weight

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 Note:anTheapproximately
standard gasoline fuel flow transducer outputs
60 Hz signal at a flow rate of 5.143
gallons-per-hour (31.3 pounds per hour using .730 specific
gravity gasoline).

Its nominal DYNOmite-Pro “Pulses per Gallon” is 42000 (or a

DYNO-MAX ”Recalibration Flow Factor” of 0.08571). Its nomi-
nal DYNOmite-Basic “Calibration factor for BSFC flow trans-
ducer:” is 892 (and the same for DYNO-MAX).

The high-flow gasoline fuel flow transducer outputs an

approximately 60 Hz signal at a flow rate of 40.18 gal-
lons-per-hour (244.7 pounds per hour using .730 specific
gravity gasoline).

Its nominal DYNOmite-Pro “Pulses per Gallon” is 5376 (or a

DYNO-MAX ”Recalibration Flow Factor” of 0.66961). Its nom-
inal DYNOmite-Basic “Calibration factor for BSFC flow
transducer:” is 6973 (and the same for DYNO-MAX).

The very high-flow gasoline fuel flow transducer outputs an

approximately 60 Hz signal at a flow rate of 111.6 gal-
lons-per-hour (679.6 pounds per hour using .730 specific
gravity gasoline).

Its nominal DYNOmite-Pro “Pulses per Gallon” is 1936 (or a

DYNO-MAX ”Recalibration Flow Factor” of 0.18594). Its nom-
inal DYNOmite-Basic “Calibration factor for BSFC flow
transducer:” is 19363 (and the same for DYNO-MAX).

The standard diesel fuel flow transducer outputs an approx-

imately 60 Hz signal at a flow rate of 24.11 gal-
lons-per-hour (177.0 pounds per hour using .880 specific
gravity gasoline).

Its nominal DYNOmite-Pro “Pulses per Gallon” is 8960 (or a

DYNO-MAX ”Recalibration Flow Factor” of 0.40177). Its nomi-
nal DYNOmite-Basic “Calibration factor for BSFC flow trans-
ducer:” is 4184 (and the same for DYNO-MAX).

The low-flow precision (non-linearized) gasoline fuel flow

transducer outputs an approximately 60 Hz signal at a flow
rate of 0.60 gallons-per-hour (3.64 pounds per hour using
.730 specific gravity gasoline).
Its nominal DYNO-MAX ”Recalibration Flow Factor” or "Gain"
is 0.18742 and, because it is non-linear, requires a "To
Power" entry of 0.91 with a "Multiply By" of 0.001.

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 CAUTION: For DYNOmite-Pro (or Lite) board sets, set the “Trigger
Voltage” for the Frequency 3 channel to 4.5 volts. This setting has
nothing to do with calibration! Rather, it matches the threshold of
the DYNOmite's pulse counter to the various Fuel Flow Transducers'
5 volt square waves (that drop to 1 or 3 volts between pulses). The
default DYNOmite "Trigger Voltage Level" for these transducer's is
4.5 volts.

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 These lists are samples of typical fuel flow trans-
Note:ducer volume vs. pulse count (K-Factor) data.

The following list is for a DYNOmite model #231 transducer

flowed using a volume of calibration fluid = 0.254 gallons
(0.9614 liters) flowing through the sensor at a rate of 20
GPH (75.7 LPH).

ID Label Color Pulse Range

A Brown 4651 - 4700
B Dark Green 4701 - 4750
C Yellow 4751 - 4800
D Beige 4801 - 4850
E Dark Blue 4801 - 4850
F Pink 4851 - 4900
G Light Green 4901 - 4950
H Violet 4951 - 5000
I Light Blue 5001 - 5050
J Red 5051 - 5100
K Black 5151 - 5150

The following two lists is for a DYNOmite model #264 trans-

ducer flowed using a volume of calibration fluid = 1.0 gal-
lon flowing through the sensor at a rate of 14 GPH.

ID Label Color* Pulse Range

W Red Square 47,400 - 47,874
X Yellow Square 47,300 - 46,826
Y Black Square 46,827 - 46,533
Z Blue Square 46,354 - 45,880
* square labels

ID Label Color* Pulse Range

A Brown 45,881 - 45,407
B Dark Green 45,408 - 44,934
C Yellow 44,935 - 44,461
D Beige 44,462 - 43,998
E Dark Blue 43,989 - 43,515
F Pink 43,516 - 43,042
G Light Green 43,043 - 42,569
H Violet 42,570 - 42,096
I Light Blue 42,097 - 41,623
J Red 41,624 - 41,150
K Gray 41,151 - 40,677
L White 40,678 - 40,204
M Black 40,205 - 39,731
* Round labels

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 Figure 45

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 OPTIONS - Inductive RPM Pickup 11.7
he standard DYNOmite Data Acquisition Computer has a tachometer circuit that works by count-
T ing electronic pulses from the engine’s ignition or alternator. This yellow AC input (Frequency 1)
“Engine RPM (in)" lead is normally spliced directly into the engine’s wiring. Optionally, on compati-
ble sparkplug lead equipped engines, you can use a convenient “clamp-on” Inductive RPM Pickup in-
stead.

The following installation instructions assume you already have the DYNOmite Data Acquisition
Computer wired and operational on the engine.

CAUTION: Not every ignition system provides a suitable signal for

the inductive clamp. Aftermarket multi-spark ignition systems that
do not deliver a consistent number of pulses per revolution may not
work with the Inductive Pickup at low RPM. Call Land & Sea for infor-
mation on alternative solutions.

1 Connect the DYNOmite’s yellow (Frequency 1) “Engine RPM (in)" lead to the Inductive RPM
Pickup’s yellow lead.

Tip: If you are using the DYNOmite-Pro harness, it's 3-wire

connecter makes this a simple plug in connection.

2 Connect the inductive clamp's black ground lead to the black ground lead of the DYNOmite Data
Acquisition Computer.

Tip: If you are using the DYNOmite-Pro harness, it's 3-wire

connecter makes this a simple plug in connection.

3 Connect the inductive clamp's red/white lead into the red/white “V+ (8 volts out)” supply from the
the DYNOmite Data Acquisition Computer harness.

Tip: If you are using the DYNOmite-Pro harness, it's 3-wire

connecter makes this a simple plug in connection.

4 Clamp the the inductive pickup over one of the engine’s sparkplug wires.

Tip: If you do not get a reading (or it spiking occurs), try re-
orienting the clamp (clamping to another wire). Attach the
clamp at right angles to the wire - avoid running the pickup's
lead parallel other high tension wires.You can also often use
the Inductive Pickup on the ignition’s primary (low voltage)
coil wire.

Tip: You may need to equip the engine with resistor plugs
and/or graphite core sparkplug wires to prevent electromag-
netic radio interference (RFI) from affecting the operation of
the DYNOmite Data Acquisition Computer.

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 5 Set the Engine RPM Signal Type # Pulse per revolution for the DYNOmite's Frequency 1
channel to match the number of times the sparkplug fires per revolution. (See “LCD INTER-
FACE - Run Setup” section .)

Note: Examples:
Most Automotive 4-cycle engines fire the plug every other
revolution - so use "1 Pul/2Rev" setting ("Pro" boards sets
also offer "2/4" and "4/8" modes to dampen our spikes).

Most Briggs 4-cycle Kart engines fire the plug every revolu-
tion - so use "1 Pulse" setting ("Pro" boards sets also of-
fer "2/2" and "4/4" modes to dampen our spikes).

Most outboard 2-cycle engines fire the plug every

revolution - so use "1 Pulse" setting ("Pro" boards sets
also offer "2/2" and "4/4" modes to dampen our spikes).

Many snowmobile 2-cycle twin cylinder engines fire the plug

twice per revolution - so use "2 Pulse" setting ("Pro"
boards sets also offer "2/1" mode to dampen our spikes).

Many snowmobile 2-cycle triple cylinder engines fire the

plug three times per revolution - so use "2 Pulse" setting
("Pro" boards sets also offer "3/1" mode to dampen our
spikes).

Tip: if you do not know how many pulses your ignition sends
per revolution, just test each signal type choice until your en-
gine’s tach and the DYNOmite match.
A couple hundred RPM error between your engine’s analog
tack and the DYNOmite may be considered normal; the
DYNOmite is accurate and may be used to calibrate your
engine’s tach.

Tip: DYNOmite-Pro boards feature some additional damp-

ened modes (like 2/2 and 4/4) that minimize spiking from
'ringing" or adjacent wire interference. See the
DYNOMite-Pro board setup section for more information.

CAUTION: For DYNOmite-Pro (or Lite) board sets, set the “Trigger
Voltage” for the Frequency 1 channel to approximately 4 volts. This
setting has nothing to do with the ignition system's signal! Rather, it
matches the threshold of the DYNOmite's pulse counter to the
clamp's square wave signal level. If RPM is ever indicated without
the engine running, try re-setting the trigger voltage from 4 to 5
volts.

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 OPTIONS - Jack-Shaft RPM/MPH Sensor Kit 11.8
he Jack Shaft Pickup expands the on board data logging capabilities of the DYNOmite computer.
T The kit features a bolt on Hall Effect magnetic pulse sensor to monitor a secondary shaft RPM.
The computer uses this information together with engine RPM to calculate the shift ratio and (assum-
ing zero-slip) vehicle MPH (assuming zero-slip).

To use the Jack-Shaft MPH option you may need an EPROM upgrade and special configuration set-up
codes for the DYNOmite Data Acquisition Computer. Please call Land & Sea for technical assistance
in performing the upgrade modifications.

1 Select a location along the secondary drive axle or jack shaft where you have room to both clamp
on the magnetic trigger collar and to securely mount the Hall Effect magnetic sensor and cable to
the frame.

Note:toThebeangled face of the transducer pickup will need

within about 3/32" (+ - 1/32” of the collar's
o.d.)!

2 Clamp the correct i.d. collar to the shaft at the selected location. Use blue Loctite on the two
socket head screws when securing the collar.

Tip: An extra magnet is supplied for adaptation to large di-

ameter shafts. It is possible to secure this magnet to a low
RPM shaft with 1” wide, nylon reinforced shipping tape
loose. Use several wraps around the shaft. The pole orien-
tation of such custom magnet installation must match the
ready-made collars.

3 Using either two sheet metal screws (included), or machine screws, epoxy, Velcro, etc. secure the
electronic transducer pickup to the frame. The centerline of the pickup’s angled face must be
in-line with the centerline of the rotating magnetic collar

Tip: To get reliable RPM readings, the sensor’s face must

be within 3/32" (plus or minus 1/32") of the outside diameter
of the rotating magnetic collar.

4 Plug the sensor cable’s 5-pin DIN connector into the mating DYNOmite Data Acquisition Com-
puter harness “JACK SHAFT” lead.

CAUTION: For DYNOmite-Pro (or Lite) board sets, set the “Trigger
Voltage” for the Frequency 2 channel to 4.5 volts. This setting has
nothing to do with calibration! Rather, it matches the threshold of
the DYNOmite's pulse counter to the RPM pickup's 5 volt square
wave (that drops to 1 volt between pulses). The default DYNOmite
"Trigger Voltage Level" for these transducers is 4.5 volts.

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 5 Assuming your shaft has been fitted with a standard single magnet collar, the correct setting for
the Jackshaft RPM Signal Type is 1 pulse per revolution. (See LCD INTERFACE - run
setup” section .)

6 Assuming your DYNOmite Data Acquisition Computer's EPROM software has been upgraded to
support the Jack-Shaft MPH Pickup option, you can read MPH by setting the Printout and Dis-
play Mode: at 2 On-board vehicle MPH testing. (See LCD INTERFACE - output” section
7.3.)

7 From the initial real time display screen (see above), test run the vehicle on stands (or in an open
test driving area). The DYNOmite should be displaying real time Vehicle mph, Jack-shaft RPM,
Shift Ratio, and Engine RPM (If not, see “TROUBLE SHOOTING - Questions & Answers”
section 13.1.) To calibrate the MPH display, you must note the deviation from the actual vehicle
speed (from its speedometer, radar gun, etc.) and the DYNOmite's displayed MPH. Correct the
deviation by adjusting the DYNOmite's Vehicle speed transfer factor: up or down until the
actual and displayed MPH match.

Tip: If the vehicle is actually doing 30 MPH but the display

indicates 60 MPH, then you have to double the factor
(60/30=2); so, if the factor was 40, change it to 80.

Tip: If you later change the vehicle’s gear ratio, you need to
re-calibrate the DYNOmite’s Vehicle speed transfer fac-
tor (by the same percentage).

Just as in an engine dynamometer test session, you can use the TEST and PRINT modes of the
DYNOmite to record runs in memory and then play them back to the display (or optional printer).

Tip: For a typical drag race recording, you normally would

set the “Engine speed to trigger recording: RPM” to start
data capture just below your clutch engagement RPM or,
optionally, set it to “0” so the recording will trigger with the
first revolutions of the jack shaft.

You can use the Minimum speed to record data at: to stop the recording session automatically as you
return to idle at the end of a test run.

Tip: For example: during a typical drag recording session

some racers set the Engine speed to trigger recording:”
to 0 RPM and the Minimum speed to record data at: just be-
low their clutch engagement point “i.e.5,000 RPM”. Then the
recording session will trigger as the jack-shaft starts to turn,
and continue to record until the RPM finally falls back below
5,000 RPM when they lift off the throttle.

Tip: Make sure that you do not inadvertently set the Minimum
speed to record data at: above the trigger RPM (or above
the clutch engagement RPM if you set a “0” trigger RPM)
otherwise the recording will stop as soon as it triggers.

After recording a test run playback the data to carefully examine the run second by second.

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 Tip: You can use the time and MPH displays to help you
mentally picture approximately where you were along a test
run, as you playback your test data.

Example-a: You can monitor your drag run's shift ratio and engine RPM relationships to insure that
the clutches are properly up-shifting to hold engine RPM at or just below peak power (to maximize ac-
celeration).

Example-b: The amount of overdrive that the clutches are providing is easily observed by looking at
the shift ratio. Any ratios over 1.00 indicate the clutches are operating in overdrive.

A ratio of .25 indicates a 4.00 to 1 under-drive; a

Note:ratio of 1.10 would indicate that you are running
10% overdrive.

Example-c: Watch the MPH figures for evidence that you have traction problems. If at only a couple
of seconds into a run the INDICATED MPH is obviously high, the are probably spinning. By looking
further along the data playback for a droop in the MPH, you can see where it starts hooking up.

Example-d: Circle track racers can use the playback to monitor acceleration and spin out of the turns,
etc.

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 OPTIONS - Kill Switch Relay Kit 11.9
very DYNOmite Data Acquisition Computer has a standard internal rev-limiter system that pulls
E its black/white “SHUT-OFF” lead to near ground (if you exceed your pre-set RPM limit). Unfor-
tunately, some ignition systems either need to open a circuit or achieve a near perfect ground to kill
the engine. The Kill Switch Relay Kit is designed to adapt the standard DYNOmite rev-limiter cir-
cuitry to those applications. The following installation instructions assume you already have the
DYNOmite Data Acquisition Computer wired and operational on your engine.

1 The Kill Switch Relay needs power (into its yellow lead) to run, either from an AC alternator or a
12-volt DC battery source.
If you are currently using the DYNOmite’s yellow “A/C INPUT” lead to read an alternator pow-
ered RPM signal, remove that yellow lead now (from the engine) and reconnect it at the tap in the
Relay Kit's own yellow wire. Then connect the remaining end of Relay Kit's yellow lead back to
the engine's AC alternator circuit.
If you were not using the DYNOmite’s yellow “A/C INPUT” lead for capturing an alternator
powered RPM signal, just hook the Relay Kit’s yellow lead alone to 12-volts DC.

CAUTION: Do not wire the DYNOmite’s yellow “A/C INPUT” lead to a

battery. It will blow the fuse whenever the Rev-Limiter kicks in.

2a Follow this step only for applications needing a circuit opened to kill the engine!
Cut into the circuit in a convenient place. Connect a pair of male and female spade connectors (in-
cluded) to each end of the break (this will also allow you to easily restore the system when you
are done). Connect the black/red lead from the Relay Kit to the female terminal at your break, and
the black/yellow lead from the relay to the male terminal at your break.
Go to step #3

CAUTION: Do not wire the Relay Kit’s black lead to anything!

2b Follow this step only for applications needing a perfect ground to kill the engine!
Connect the black/red lead from the Relay Kit to the engine's ignition kill circuit.
Connect the black lead from the Relay Kit to a good engine ground (you can use the included
ground clamp or make a more permanent connection).

CAUTION: Do not wire the Relay Kit’s black/yellow lead to anything!

3 Remove (if installed) the DYNOmite Data Acquisition Computer's black/white “SHUT-OFF”
lead from the engine's ignition circuit and reattach it to the black/white lead from the Relay Kit.

4 Set a relatively low Revlimiter setpoint: RPM in the DYNOmite’s CALibration screen and run
the engine to test the Relay Kit's operation. It should prevent the engine from exceeding the set
RPM.

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 OPTIONS - Knock Sensor Module Kit 11.10
he Knock Sensor Module is a universal sensor kit*
T for converting the acoustical vibration (rattle) of
damaging engine detonation knock into a 0-5 volt sig-
nal. That output can then be monitored and recorded
during engine testing (via DYNO-MAX "Pro's" Knock
Index % Formula). This helps you to detect damaging
engine detonation, ideally, before it leads to any me-
chanical damage.

The following installation instructions assume you al-

ready have the DYNOmite Data Acquisition Computer
wired and operational on your engine. These instruc-
tions further assume that you have at least one available
0-5 volt channel to plug the knock sensor into. Figure 46

*Note: Requires appropriate Full Function Harness and DYNO-MAX software equipped PC or lap-
top.

1 The knock sensor itself incorporates an integral ¼" male NPT thread mount that is easily adapt-
able to many engine locations. In fact, several late model engine block's will already have a com-
patible female threaded location specifically for installing a knock sensor.

Tip: While the ideal sensor location will vary by engine de-
sign, typically the most useable knock signals are obtained
by mounting the sensor into the side of the engine block. Try
to select a spot that is near to the cylinder walls and which
places the axis of the sensor perpendicular to the thrust side
of the piston skirt. This location provides a strong “rattle" as
detonation slams the piston's skirt against its bore.

2 Route the included knock sensor module's harness leads between an available DYNOmite 0-5
volt harness WeatherPack connector and the knock sensor's push-on terminal post.

3 Bolt the knock sensor's harness ground lead under any clean metal surface on the engine block.

4 Firmly snap the knock sensor module's harness push-on connector over the knock sensor's
terminal post.

5 Now snap the knock sensor module's harness WeatherPack into your selected DYNOmite 0-5 volt
harness channel.

Tip: Although any of the 0-5 volt channels are electrically

compatible with the knock sensor module's output we sug-
gest that you try to use the lead labeled “KNOCK SENSOR.”
Besides avoiding confusion, DYNO-MAX's formulas and
the DYNOmite are already pre-configured to this channel
assignment.

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 6 Set the adjustable sensitivity knob to the 50% mid-point as the initial trial setting. This sensitivity
control sets the module's 0-5 volt output signal to match the vibration characteristics of the test
engine.

Tip: The (0-5 Volt 6) input lead supports the DYNOmite Uni-
versal Knock Sensor Module - for use with DYNO-MAX's
"Knock Index %" formula. This channel is also available for
your other 0-5 volt sensors, including all the optional
DYNOmite acceleration, air/fuel ratio, position, pressure,
and smoke opacity sensors - with their mating 4-wire con-
nectors.

7 From DYNO-MAX's "Electronics - Calibrate Channels"menu, select the tab of the channel you
wired the Knock Sensor Module to. No matter which 0-5 volt channel you are using, select
“Knock Sensor %” in the drop-down transducer type list.

Tip: Out-of-the-box, DYNO-MAX's 0-5 volt 6 tab is pre-la-

beled as “Knock Sensor” and this channel is the one what
the included “Knock Index %” formula is written to reference
by default.

8 Now that the sensor is properly installed, adjusted, and configured you should be able to see some
activity in your tab's Final Reading field as you run the engine under near knocking loads. Adjust
the module's sensitivity knob so that under known safe running conditions the Final Reading does
not reach more than about 25.0 to 33.0 (which indicates 25% to 33% of the "relative knock
scale").

9 You should put the Knock Index % formula onto a console gauge or graph. Soon, after some test-
ing time with particular engine combinations, you will recognize their knocking “signatures”.
Once a safe vs. danger threshold is established for a combination you can configure
DYNO-MAX's Console Alarms to warn you or shut down a detonating combination.

Tip: You may want to take advantage or the hysteresis fea-

tures of the Alarm Properties. They can help avoid setting off
an alarm during occasional transient engine rattles. See
DYNO-MAX's on-line Help for more information.about set-
ting Alarm Properties.
With the "Pro" version of DYNO-MAX, you can use its chan-
nel and formula Edit Tables to create non-linear responses
to the degree of Knock Sensor module signal. Even more
sophisticated torque vs. RPM and/or throttle position knock
alarm curves can be built using the Formula Editors ad-
vanced capabilities.

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 OPTIONS - Magnetic Absorber RPM Pickup 11.11
he standard DYNOmite Data Acquisition Computer has a tachometer circuit that works by count-
T ing electronic pulses from the engine’s ignition or alternator. Optionally you may use a Magnetic
Absorber RPM Pickup to take RPM readings from a Hall Effect magnet and sensor you mount in the
dyno’s absorber.
The following installation instructions for the optional Magnetic Absorber RPM Pickup assume you
already have the DYNOmite Data Acquisition Computer wired and operational on your engine.

1 Using a 13/16" wrench, remove the blue 9/16"-18 straight thread plug and o-ring from the face of
the DYNOmite absorber.

CAUTION: These instructions assume your absorber is machined

for the pickup and has the required rotor magnet installed. Call Land
& Sea if you need these pieces installed into your brake.

2 Making sure its o-ring is in place, replace the

plug with the magnetic pickup sensor and cable
assembly included in the kit (Figure 47).

Figure 47

To get reliable RPM readings, the sensor’s face

Note:must be within 3/32" (plus or minus 1/32") of the
magnet installed in your brake's rotor.

3 Plug the sensor cable’s 5-pin DIN connector into the mating DYNOmite Data Acquisition Com-
puter harness “JACK SHAFT” lead.

CAUTION: Secure the cable so that it does not tug at the end of the
sensor.

4 Assuming your absorber has the standard single magnet, the correct setting for the Jackshaft
RPM Signal Type is (in the DYNOmite’s CALibration menu screen) is 1pulse per revolution.

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 CAUTION: For DYNOmite-Pro (or Lite) board sets, set the “Trigger
Voltage” for the Frequency 2 channel to 4.5 volts. This setting has
nothing to do with calibration! Rather, it matches the threshold of
the DYNOmite's pulse counter to the RPM pickup's 5 volt square
wave (that drops to 1 volt between pulses). The default DYNOmite
"Trigger Voltage Level" for these transducers is 4.5 volts.

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 OPTIONS - Portable Water Pump 11.12
he Portable Water Pump kit allows for remote, all season, testing away from any garden hose sup-
T ply.

CAUTION: Read this section and the pump manufacturers separate

operating instructions before using the pump.

1 Install the DYNOmite on the engine and connect the 3/4" i.d. garden hose (included) between the
pump’s outlet and the DYNOmite’s load valve as per the DYNOmite’s normal hook-up proce-
dure.

2 Place the pump’s inlet hose and metal strainer into a suitable cold water supply.

Tip: For short runs (even with fairly high HP engines) just a 5
gallon pail of water may be sufficient

3 Run the brake’s drain hose(s) into the water supply.

Tip: If the water supply is not below the brake’s drains, then
the brake will not drain during runs, making restarting ex-
tremely difficult. You should either elevate the engine or
temporarily lay the drains on the ground during starting. The
end of the vent hose should NOT be submerged in water, or
it will siphon water into the brake during operation!

4 Start the pump (per its following instructions) and with the pump at full throttle (and the test en-
gine not running), check the adequacy of the water supply as outlined in the DYNOmite’s manual.

CAUTION: If you use the unit in freezing conditions, either drain the
pump, brake, and all lines after operation, or use a 50/50 mixture of
water and antifreeze for testing.

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 OPTIONS - Roller Dyno Starter Motor 11.13
he chassis dyno starter motor kit allows testing race cars that are not normally equipped with an
T engine mounted starter. A large high torque 3-phase electric motor (15 or 20 Hp depending on or-
dered model) drives the dynamometer's roller, duplicating 20 MPH push starting of the vehicle.

WARNING: HAVE A QUALIFIED ELECTRICIAN SIZE THE CIRCUIT

BREAKER, WRING, MOTOR STARTER/CONTACTOR, ETC. (BASED
ON VOLTAGE/CURRENT NAMEPLATES). COMPLETE THE
HOOK-UP ACCORDING TO LOCAL CODES!

CAUTION: Properly fuse electrical supply wiring to protect the

equipment. Starter motors must be wired using the maximum start-
ing torque motor lead configuration! Be sure to size all circuit break-
ers, contactors, heaters, wiring, etc. to allow for the significant
increase in initial amperage draw (over 300% of nameplate rating)!

The starter motor kit may optionally be equipped

with an AC drive controller to allow using it for
light absorption loading and simulation of downhill
coasting during Road Load Simulation testing (un-
der DYNO-MAX "Pro" control). The drive supplies
a 0 - 5 volt torque signal output to measure its load
contribution. Even in this configuration the motor
may may still be used for starting the vehicle.

1 Fasten the supplied electric motor to its sup-

plied steel mounting plate using the included
hardware. The motor plate has a pair of thread
holes for its two vertical height adjustment
screws. When installed, these will be oriented Figure 48
to the top of the frame (Figure 48).

Tip: Do not tighten any of the hardware until you have test fit
and aligned both pulleys and the drive belt.

2 Using the included taper lock bushing, key, and hardware, mount the supplied large diameter pul-
ley onto the roll's shaft. Follow the bushing's instructions.

3 Using the included taper lock bushing, key, and hardware, mount the supplied small diameter pul-
ley onto the starter motor's shaft. Again, follow the bushing's instructions.

4 Using the included mounting bolts, spacer washers, and nuts, loosely fasten the motor and mount-
ing plate assembly to the dynamometer's frame.

CAUTION: Use a suitable floor jack and blocking to support the

weight of the motor and mounting plate during assembly.

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 Tip: Slip the belt over the pulley's before drawing up the
mounting plates fasteners.

5 Place the drive belt over the pulleys and align the pulleys using a straight edge and square. The
thickness of the spacer washer stack should be adjusted to square the pulleys.

6 A pair of vertical height adjustment screws are installed in the upper flanges of the mounting
plate to help control the belt's tightness. Use them as you tighten all the hardware to obtain the
correct belt tension.

The correct starter belt deflection (+/- 1/16"

NOTE:with deflection pressure applied at mind-point of
longest span) should be:

3/16” for belt (applying 30 pounds of pressure)

7 Have an electrician size a suitable momentary pushbutton controlled magnetic starter motor
contactor and housing. The type and size of this equipment will be determined by your building's
available voltage, the starter motor's nameplate data, and the type of interface desired. The stan-
dard motor models allow wiring for either 208-230 or 460-volts. The higher voltage option sig-
nificantly reduces the required wiring gauge.

Tip: Have the electrician install a wall mounted, spring

loaded pushbutton controlled, magnetic starter motor
contactor housing within easy access of the dynamometer
operator area. If starting control via DYNO-MAX is desired,
the selected contactor should also allow remote operation
via a 24-volt relay control circuit.

Operation
Once the installation of the starter motor kit (and the rest of the chassis dynamometer) are complete,
you can use the system to start compatible vehicles. When engaged, by holding your motor
contactor's start button in, the roll will gradually run the vehicle's tires up to 20 MPH.

Tip: Just as with starting a race car via pushing, the trans-
mission must be in a suitable gear (to reduce skidding and
excessively hard starting), the ignition on activated at the
correct time, and the throttle held at an appropriate opening
to start. Practice will smooth the process.

CAUTION: To protect the starter motor from overspeed damage, re-

move its drive belt for dynamometer testing over 140 MPH!

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 OPTIONS - Rotary Torque Transducer 11.14
he “On-Board” DYNOmite Dynamometer allows directly measuring the torque of a rotating
T shaft. Its Rotary Torque Transducer uses temperature compensated strain gauges to electronically
convert the torsional twisting force applied to the drive line coupling into a digital foot-pound output.

The transducer does not actually absorb any of the engine’s power, and custom units can be applied
(without power limit) to any appropriate drive. Because they read 100% of the power going into the
drive line, you do not have to “guesstimate” parasitic losses from u-joints, ring & pinions, tires, roll-
ers, etc. More importantly – it tests power with the engine cooling, airflow, and fuel delivery systems
under real-world conditions.

The standard automotive versions of the DYNOmite Rotary Torque Transducers are designed to be in-
stalled in place of the vehicles original forward drive-shaft yoke. The following instructions will guide
an experienced mechanic through certain special steps required to install those transducer kits.

WARNING: INSTALLER MUST INSURE THAT THE SELECTED

TRANSDUCER’S STRENGTH IS APPROPRIATE FOR THE LOAD
RANGE OF THE DRIVE LINE BEING TESTED. APPLICATIONS
SHOULD HAVE APPROPRIATE DRIVE SHAFT LOOPS OR GUARDS
TO PROTECT EQUIPMENT AND PERSONS FROM INJURY IN THE
EVENT OF DRIVE LINE FAILURE (MOST RACING ORGANIZATIONS
REQUIRE SUCH DEVICES ON MODIFIED VEHICLES)!

Tip: This section does not cover configuration or operation

of the DYNOmite Data Acquisition Computer. (See “LCD IN-
TERFACE ” sections ,, & 7.3.)

1 Using the tools and procedures specified in your vehicle’s factory service manual, remove both its
drive shaft and forward yoke.

2 Make sure the replacement DYNOmite Rotary Strain Transducer yoke matches the one being re-
placed.

CAUTION: The DYNOmite “On-Board” technology can be adapted to

an unlimited number of applications. However, you need to order the
Rotary Torque Transducer to match not only the drive line’s me-
chanical strength and dimension requirements, but the data resolu-
tion and range desired. A Land & Sea technician will be glad to
assist you in selecting the most appropriate range.

3 Again, following the factory service manual, install the transducer equipped yoke onto the drive
shaft.

4 With the supplied stainless hose clamp, mount the Transducer Pickup Coil onto the transmissions
tail shaft. Slide this coil (either fore or aft) so it’s windings will be centered over the yoke’s trans-
ducer housing.

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 Tip: Orient the phono jack and (any secondary RPM pickup
probe) so that you have easy access for installing and rout-
ing their cable(s).

5 Reinstall the drive shaft.

6 Run the included coaxial cable (white) between the coil’s phono jack and the vehicle’s instrument
area. Plug the cable into both the coil and the DYNOmite Rotary Interface Module.

Tip: The Rotary Interface Module computer can be

“Velcroed” or strapped in any convenient location near the
driver.

7 If you will be using the drive-shaft RPM/MPH Pickup option, push its probe into the O-ringed
hole in the coil’s housing. Set the depth of the probe 2-notches (about ¼”) out from bottoming
against the transducer.

CAUTION: If the probe is set too deep it will strike the transducer dur-
ing suspension movement. If it is too far back, MPH readings will be
unreliable.

8a Skip to step #8b if you are using the 0-5 volt version of the Rotary Transducer Interface module.
The Rotary Transducer Interface’s 4-pin connector must be connected to the DYNOmite Data Ac-
quisition Computer (for torque readings).
Likewise, any optional drive-shaft/MPH pickups must plug into the DYNOmite’s 5-pin DIN
“JACK SHAFT” lead.
A short patch cable is provided to power the hand held DYNOmite Data Acquisition Computer
from the Rotary Interface Module (so they both draw power from the interface’s 12-volt supply).

Tip: An additional power patch cable for the thermal printer

is also supplied.

8b Skip to step #9 unless you are using the 0-5 volt version of the Rotary Transducer Interface mod-
ule.
Connect the positive side of your data acquisition system’s 0-5 volt torque input channel to Pin #2
in the DYNOmite Rotary Transducer Interface module’s 4-pin Amp connector. Connect its nega-
tive side to Pin #3.

Alternatively, programers can write a custom pro-

Note:gram to read from the included RS-232 serial port.
The 0 - 5 volt units have a DB-9 port which outputs a contin-
uous stream of data (at 9,600 Baud with no parity, 8-data
bits, and 1-stop bit). Write your custom programing to read
t he data in the following format:
There are three 8-bit numbers sent in a continuous stream.
The first two make up the 12-bit torque reading (The first
byte is the low order of the 12-bit number and the second
byte is the high order of the 12-bit number).
The third byte is the temperature of the torque transducer
in degrees F.

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 9 Plug the Rotary Strain Gauge Interface Module’s fused (3-amp slow blow) power lead into the
vehicle’s cigarette lighter.

Tip: If you hard wire the module, make sure that you provide
the same fuse protection found in the tip of the power plug.

10 Power up the Data acquisition computer and interface module and prepare it so that you are ready
to read torque from the new “On-Board” torque transducer. The interface’s amber LED should il-
luminate (steady) when it is properly powered up. At this time the green LED should be illumi-
nate (steady or flashing rapidly). The red LED should be off (or flashing less than the green LED).

11 The Rotary Interface Modules have three LED’s.

GREEN LED: blinks each time a reading is successfully received by the interface module from
the torque transducer (up to several hundred times per second).
RED LED: blinks each time a bad transmission check byte is encountered. This does not mean
that bad data is actually being displayed though! The unit samples data several hundred times per
second and throws out bad transmissions.
YELLOW LED: lights when the unit is powered up. If the yellow LED blinks rapidly (twice per
second or faster) the Interface Module’s power supply is below 12 volts - and you need to charge
the vehicles battery. If it blinks slowly (once per second or slower) the torque transducer is not
getting a good power coupling with the coil - and the receiver coil might need to be moved closer
to the transducer.

Tip: The Rotary Interface Module’s green LED flashes each

time it receives a complete data set from the Wireless
Torque Transducer. The red LED flashes if an unsuccessful
transmission occurs. As long as the green light glows at
least as brightly as the red LED, you are getting plenty of
good transmissions.
An almost solid red LED with only a little green flashing indi-
cates RF interference or a poorly positioned pickup coil. A
solid red with no green flashing may indicate a failed trans-
ducer.

Catch-22...The slow blinking yellow LED signal

Note:(from the shaft mounted transducer) can only be
transmitted when successful communication exists between
the units (i.e. the green LED is alive). If there’s no
“green”, then it’s impossible to determine (via the yellow
LED) wether low transducer voltage is the cause!

If you do not get appropriate LED signaling as described above (even after rechecking your installa-
tion), call Land & Sea for assistance.

12 The stand alone Rotary Interface Modules have three buttons:.

ON/OFF Button: will power the unit on or off.
LOW Button: will transmit 0.5 volts (10% of full scale) when depressed.
HIGH Button: will transmit 2.75 volts (55% of full scale) when depressed.

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 Turn on your data acquisition system and test that the button functions output the approximate values
as shown above. If you do not get appropriate readings (even after rechecking your wiring to the data
acquisition computer), call Land & Sea for assistance.

Tip: The High and Low button functions can be used to help
re-scale an interface to a new data acquisition system. The
correct High and Low button torque values are included with
the transducers calibration sheet.

13 To verify that your system is operational, apply the parking brake firmly and start the engine.
Then, while watching the real time torque display on the DYNOmite’s LCD, place a light load on
the drive line. The torque should increase and decrease as you change the throttle load.

14 You are ready to test. See your data acquisition system’s instructions for configuring it to collect
and output useful dynamometer and vehicle real-time data.

15 Skip this step if you are using the 0-5 volt version of the Rotary Transducer Interface module.
You can also skip this step unless you find that you require transducer zero-drift temperature
compensation.
The interface box can automatically compensate for torque reading drift due to temperature
changes at the transducer. As the yoke and vehicle drive line get hot, the torque readings may
drift. To check for temperature drift, run the vehicle to full operating temperature and zero out the
unit (unloaded). After the vehicle cools to room temperature, check the unloaded torque reading
again. If there is a positive torque reading error, you need to increase the compensation (and vise
versa).
To increase compensation, hold down the HIGH button and (without releasing that button) push
the LOW button once. The red LED will blink once for each 1% (per 100 degrees F.) of compen-
sation. (The Green LED will be on if it’s positive compensation). 0% compensation is indicated
by just the green light flashing once. Adjust the compensation until there is no unloaded torque er-
ror.

Tip: Don’t worry about the temperature compensation if you

zero the torque after the vehicle is up to temperature. Com-
pensation is only required if temperatures will be changing
significantly during data capture. The adjustable range of
compensation is from -12 units to +12 units.

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 OPTIONS - Small Engine Test Stand 11.15
rior to assembly, match your purchased components and review terminology in the following parts
P list(s). In addition to the basic parts listed, examine any listed (and unlisted) options you may have
selected. You need this familiarization to understand the remaining instructions.

Small Engine Test Stand Parts Listing

Qty. Description Part #

1 Small Engine Stand Back 541-097

1 Small Engine Stand Bottom Tray 541-096

1 Small Engine Stand Top Tray 541-095

1 Small Engine Stand Console 541-093

1 Small Engine Stand Leg (throttle side - left) 541-094

1 Small Engine Stand Leg (load valve side - right) 541-099

22 ¼"-20 x ½” Allen Button Heads 378-104

22 ¼"-20 x ½” Nyloc Nuts 303-120

4 Rubber Sandwich Mounts 540-100

4 Mounting Pads 540-102

2 Mounting Feet 540-101

6 5/16-18 Nyloc Nuts 303-218

1 Small Engine Mounting Plate 541-110

2 3” x 1 ¼” Polyolefin Wheels 540-104

1 Small Engine Stand Torque Arm Stop 363-620

1 Throttle Cable 6' 540-105

1 Manual Throttle Controller 970-114

4 Machined Rubber Sandwich Mounts 540-103

4 ½"-13 Nyloc Nuts 303-513

2 Snap Bushings 540-106

1 Console Load Valve Bracket 543-111

2 1/4"-20 x 5/8” Flat Socket Head Screws 322-105

1 Tachometer (optional) 105-5897

6 #10-32 x ½ Button Head Screws 378-005

1 Large Pressure Gauge 540-109

1 1/8" Female NPT Brass Hose Barb Fitting 540-107

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 1 1/8" Male NPT Brass Hose Barb Fitting 540-108

2 ½"-13 Hex Head Bolt 316-521

1 ¼" 0.d. Plastic Tube 200-0229-100

4 5/16"-18 Socket Head Bolt 318-212

24 3/8"-16 Standard Nut 307-316

24 3/8" Split Lock Washers 411-102

CAUTION: Review parts list before assembly!

Stand Assembly
Assembly of DYNOmite Small Kart Engine Stand
is relatively easy and requires only standard hand
tools.

1 Fasten both rubber feet (#540-101) to the for-

ward ends (the edges that are completely
curved and without holes) of each Side Panel
(#541-094 and #541-099) using 5/16-18 Nyloc
nuts (#303-218).

2 Fasten both polyolefin wheels (#540-104) to

the rearward end of each Side Panel using
½"-13 x 4" hex-head cap screws (#316-521)
and ½"-13 Nyloc nuts(#303-513). Figure 49

3 Assemble the Bottom Shelf (#541-096) to the Side Panels, using ¼"-20 X ½” button socket-head
screws (#378-104) and ¼"-20 nyloc nuts (#303-120).

Tip: Leave all shelf and panel fasteners loose until after all
the panels are aligned.

4 Using the same type fasteners as in the previous step, assemble the Top Shelf (#541-095) to the
Side Panels.

5 Again using the same type fasteners as in the last two steps, fasten the Back Panel (#541-097) to
the rear of the partially assembled Engine Stand.

6 Using eight standard 3/8"-16 nuts (#307-316) and 3/8" split lock washers (#411-102), attach the
four shortest rubber sandwich mounts (#540-100) to the lower holes in the Control Panel's ex-
tended mounting arms (#541-093). Attach the four longest mounts (#540-103) to the similar upper
holes in the Side Panels.

Tip: The shorter threaded studs of each rubber mount

should go into the the red control panels - while the longer
threads go into the stand's legs.

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 7 Fasten the Control Panel's sandwich mount's studs to the Engine Stand and secure with eight
3/8"-16 standard nuts (#307-316) and 3/8" split lock washers (#411-102).

Tip: To avoid scratching the Engine Stand, it helps if an-

other person pulls the sides of the Control Panel outward.

8 Using four 3/8" lock washers (#411-102) and nuts (#307-316), fasten the four rubber mounting
pads (#540-102) through the Engine Mounting Plate's (#541-110) counterbored holes (along the
outside perimeter of the plate).

9 Secure the Torque Arm Stop to the red aluminum Engine Mounting Plate (#541-110) using four
5/16" x 1-¾" socket head bolts and four 5/16-18 Nyloc nuts(#303-218).

Tip: On many engine applications, one of the torque arm

stop bolt holes will align with an engine mounting hole. In
theses cases substitute a longer bolt (not included). The
torque arm stop can be positioned on either side of the en-
gine plate - depending on the crankshaft's rotation. For stan-
dard rotation, this arm should be on the load control valve
(right) side of the plate (Figure 49).

10 Using four 3/8" lock washers (#411-102) and nuts (#307-316), secure the Engine Mounting Plate
(#541-110) through any of the available sets of holes in the top of the stand's legs. Multiple for
and aft mounting positions allow customizing the engine's location for the best torque arm orien-
tation and engine component clearance.

Control Mounting
1 Using a hex key wrench, remove the load control valve’s red hand knob.

2 Remove the small water pressure gauge, it will not be used, as the stand includes a panel mount
gauge.

3 Remove the wing nuts and handle bar clamp from the load control valve (you may want to save
these parts for possible future use). Mount the console's load valve bracket (#543-111) using two
¼"-20 flat head screws (#322-105).

Tip: The “U” shaped cutout mounts against the bottom of

the control panel (with the opening facing the left side of the
console).

4 Install the load control valve from the bottom of the console using hardware (378-005).

Tip: The port for the pressure gauge should be facing to-
wards the throttle (left hand) side of the stand.

5 Remove the retaining bracket from the new panel pressure gauge (#540-109). Install the included
female threaded hose barb fitting (#540-107) onto the gauge. Use Teflon tape on the threads to
seal this fitting.

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 6 Install the panel pressure gauge through the top of the gauge mounting hole of the control console
(near the load valve) and secure it using the previously removed bracket.

7 Install the male threaded hose barb (#540-109) into the load valve’s pressure port (again using
Teflon tape).

8 Push on the included length of clear tubing (#200-02229-100) to plumb the load valve to the
gauge.

9 Align the non-threaded end of the included universal throttle cable with the throttle control and
clamp its cable housing to the throttle bracket.

10 Remove the three black button head screws from the throttle control assembly. Position the throt-
tle control assembly under the control console's throttle slot and mount it with these same ( just
removed) three screws.

Tip: Due to the varying engine designs, you may have to

fabricate appropriate brackets (and/or adapters) to attach
the throttle cable to your specific engine.

11 The throttle control has multiple travel holes and adjustable limit stops to help you match it to the
travel required for specific engines. Prior to starting your engine, make certain that both com-
pletely closed and full throttle can be reached.

12 Reinstall the load valve’s red load control knob. If your valve is electronically controlled, make
sure to align the knob’s sets crew with the indentation machined into the valve’s shaft.

13 Install the universal power switch into the hole provided in the console panel.

Tip: The switch can be used to either control the data acqui-
sition, engine ignition, or any other required function.

CAUTION: If you have any questions about installation or operation,

contact Land & Sea for assistance.

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 OPTIONS - Toothed Gear RPM Pick-Up 11.16
he Toothed Gear RPM Pick-Up allows capturing absorber RPM from a ferrous 60-tooth gear
T tooth, rotating bolt head, or similar pulse induc-
ing boss. The kit features a threaded inductive pulse
sensor readily adaptable to many existing or custom
mounting bracket arrangements. Its integral leads is
pre-wired with the correct plug-in connector for the
DYNOmite's “ABSORBER RPM-C Frequency2”
harness channel. When closely coupled to the out-
side diameter of a rotating ferrous gear, each pass-
ing tooth provides the excitation for the pick-up to
deliver a square-tooth shaped pulse signal.

For some retrofit projects, using the Toothed Gear

RPM Pick-Up with an old dynamometer's integral
60-tooth (or other compatible tooth-count) gear sim- Figure 50
plifies providing the RPM source. This is especially
true if a compatible frame hole or right-angled mounting bracket is also there. The DYNOmite
pickup’s red anodized housing is threaded and includes two adjusting nuts that allow precise adjust-
ment even when mounted via a fairly unsophisticated bracket.

If your dynamometer's shafting is not pre-equipped with a suitable ferrous (non aluminum) toothed
wheel you should first evaluate the application's signal requirements and installation constraints. In-
ductive pick-up from toothed wheels have both advantages and disadvantages compared to other avail-
able solutions – consider:

High pulse-per-revolution counts - This is good for providing more frequent RPM updates on very low
RPM shafts (compared to 1 or 2 magnets driving a Hall-effect RPM pick-up). However, at higher shaft
speeds the tooth to tooth tolerances, inductive field strength variation, timing clock resolution, shaft
run-out, etc. begin to turn this into a disadvantage. The DYNOmite-PRo Data Accusation Computer
includes features to minimize these disadvantages, but unless you need the low RPM updates, make
sure you evaluate whether it is easier to use a single (or few) magnets.

Sensing distance - Inductive toothed pickups require fairly close proximity between the gear tooth (or
other triggering bolt head, boss, etc.) and the tip of the sensor. In some applications this distance will
only be 0.010" – so there is virtually no allowance for shaft run-out. Rarely will the pick-up work reli-
ably at distances greater than about 0.040". Hall-effect RPM pick-up's using special magnets often
work at distances approaching 1/8". If maintaining an accurate close proximity due to run-out or vibra-
tion is a problem, then the toothed-wheel arrangement is not a good solution.

Encoder wheel requirements - suitable 60-toothed ferrous gears are readily available in many sizes
from gear and bearing supply houses. Even very large diameter wheels can be fabricated by turning
down a suitable chain sprocket. By comparison, creating a non-magnetic disk or collar to mount one
or more magnets into typically requires more machining effort. IN cases where a spinning aluminum
flywheel face is available the about of work is about a draw. It is equally easy to machine that type
object to accept either a pair of press in magnets or steel bosses as appropriate for either a Hall effect
or the toothed gear pickup, respectively.

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 1 If your shaft is not already equipped with a suitable ferrous toothed gear or bossed encoder wheel,
buy and/or fabricate a suitable piece. While special gears are available for this purpose many fer-
rous gears or machined down chain sprockets will work fine.

Select a location along the shaft where you have room to bracket hole mount the pick-up so that it
points squarely at the the outside diameter or the gear tooth (or face of a raised boss disk).

CAUTION: Any encoder gear must be installed on a shaft with mini-

mal run-out (less than 0.003") to avoid mechanical contact and to re-
duce signal timing variation.

Tip: The optimum tooth count depends on the shaft's work-

ing RPM range and compatibility with the data acquisition
system's characteristics. Contact your Land & Sea support
technician for advice on selecting the optimum combination.

Note:toThebeflat face of the toothed gear pickup will need

within 0.010" to 0.040" depending on the char-
acteristics of the toothed wheel and the working RPM range
being measured.

Below is the encoder gear's ideal tooth layout:

Tooth Height = approximately 0.200"
Tooth Radial Width = approximately 0.100"
Distance Between Teeth = approximately 0.400"
Tooth Axial Thickness = approximately 0.250"

2 If your dynamometer's frame is not already equipped with a bracket and/or hole suitable to accept
the DYNOmite toothed wheel RPM pickup, fabricate one that meets its mounting requirements
(specified in above Step #1).

3 Use the include pari of mounting nuts to secure the pick-up into its mounting hole. In italy adjust
the air gap to 0.030" of clearance between it and the encoder wheel tooth or boss.

Tip: To get reliable RPM readings, the sensor’s face must

be within 0.010" to 0.040" (plus or minus 0.003") of the out-
side diameter of the rotating gear tooth.

4 Plug the sensor cable’s 5-pin DIN connector into the mating DYNOmite Data Acquisition Com-
puter harness Frequency 2 (Absorber RPM-C) lead.

CAUTION: For DYNOmite-Pro (or Lite) board sets, set the “Trigger
Voltage” for the Frequency 2 channel to 6.19 volts. This setting has
nothing to do with calibration! Rather, it matches the threshold of
the DYNOmite's pulse counter to the RPM pickup's 5 volt square
wave (that drops to 1 volt between pulses). The default DYNOmite
"Trigger Voltage Level" for these transducers is 6.19 volts.

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 5 Assuming your shaft is fitted with a common 60-toothed gear, the correct pulse per revolution
setting for the Frequency 2 channel would typically be to use the 60=1 selection (available under
Electronics - Calibrate DYNOmite Channels in DYNO-MAX or via the DYNOmite's LCD inter-
face).

Tip: The 60=1 choice works well for most high performance
engine testing applications where the monitored shaft spins
at speeds above 3,000 RPM's. For very low RPM applica-
tions he 60/1 selection is better. Consult DYNO-MAX 200's
on-line Help or contact your Land & Sea support technician
for advice on selecting the optimum setting for you particular
applications.

6 Test run the system to verify that you get clean RPM data throughout the working RPM band. If
the signal is non-existent, erratic, or drops out at high RPM, close the air gap slightly and retest.

CAUTION: Reducing the air gap below 0.010" is not usually recom-
mended as contact between the gear's teeth and pick-up are likely if
any significant vibration or run-out is present.

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 OPTIONS - Exhaust Measuring System 11.17
he DYNOmite Exhaust Measuring System (EMS) is a 5-gas emissions analyzer perfect for tuning
T engines for optimum combustion efficiency. Setup is quick and easy, but it is important to ob-
serve the cautions and warnings below to protect the equipment and its operators.

The pushing of any button (and its consequent acknowledgment by the DYNOmite EMS) is indicated
by the LCD display going blank while the button (or buttons) are pushed. Operation is then resumed
when the button (or buttons) are released. This acknowledgment may require up to 2 seconds.

When pushing the “Z” and “C” buttons together, be sure to push the “C” button before the EMS goes
into its “Zero Mode”. This is a period of about 1.5 seconds.

1 Connect the cigarette lighter adapter to a nominal 12 volt DC power source. This is usually the au-
tomobile adapter or a suitable AC power supply. We recommend the included 115-volt AC power
supply (or something like the Radio Shack #22-504). A power LED on the front panel indicates
that power is applied.

2 Immediately after applying power, the LCD’s will change their display from “----------” (or
blanks) to “8888's”. This is the indication that the DYNOmite EMS is working properly.

3 The EMS then goes into its “Warm-Up Mode” - while the electronics stabilize. During this time,
the LCD displays will show 0’s (except that a 1 may walk across all displays). This will continue
for about 10 minutes, depending on how long the machine has been turned off. Once WARM UP
is complete, the EMS goes into the “Sample Mode.”

4 At this time, the “Sample” light comes on and the vacuum pump will be running.

5 The exhaust hose can now be connected (to the fitting on the back of the DYNOmite EMS) and
the “sniffer probe” placed into the tailpipe. Secure the probe with the attached chain and clip.

WARNING: Exhaust gases pass through the gas analyzer and are ex-
hausted through its clear plastic exhaust tubing. Use the DYNOmite
EMS only in well vented areas.

CAUTION: Exhaust gas analyzers are designed for diagnostic and

verification of repairs. Probes should be removed from the tailpipe
at other times - in order to save on analyzer maintenance costs.

Vacuum Pumps
The vacuum pump runs during sampling periods, and will shut off automatically after the CO2 level
has been below 3% for at least 15 minutes. The pump can be reactivated by using the “P” or “Z” but-
tons.

If the gas flow becomes restricted, the EMS will display “LO” in the HC display (and -8888 on the
DYNO-MAX HC channel). If this occurs check the filter and/or exhaust hose for restrictions.

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 CAUTION: Watch the upper clear hose between the filter assembly
and the cabinet. If moisture appears in this tubing, stop sampling im-
mediately and disconnect the exhaust hose from the EMS. Next,
blow air down the exhaust hose toward the probe until the hose and
probe are dry. Run the EMS without the exhaust hose connected un-
til its internals are dry. Once all gas lines are dry, the hose may be re-
connected and normal operation can continue.

Zeroing
At any time after warm up, you can manually zero the gas readings (and calibrate O2) by pressing the
“Z” button. If the vacuum pump is off, it will start automatically.

The DYNOmite EMS will, from time to time, recognize a need to perform a zero operation. It will in-
dicate this via the LED’s on its front panel. If the EMS does not sense exhaust gases, it will immedi-
ately begin the zero operation. However, if gases are sensed, the EMS waits until gases are not sensed
– before performing the zero operation.

DYNOmite EMS to DYNO-MAX Digital Link

A PC (or laptop) equipped with optional DYNO-MAX software can be used to display and capture
information from the DYNOmite Exhaust Measuring System. This all digital data transfer requires an
available RS-232 serial communication port on the PC.

1 Connect the 9-pin RS-232 (DB-9) connector on the back of the EMS to the PC’s RS-232 port with
a suitable serial cable.

2 DYNO-MAX supports both O2 “Resolution Modes” for the DYNOmite EMS. Resolution is se-
lected using the “Display/Computer” switch on the back of the EMS. Follow DYNO-MAX’s
On-Line Help (under Electronics - Communications Set Up) for assistance on selecting and con-
figuring the appropriate “Exhaust Measuring System (5-gas xxxxx).daq” file (see next step) for
the EMS’s current “Resolution Mode.”

3a Setting the “COMPUTER/DISPLAY” switch to the “COMPUTER” (up) position activates the
0.01% high resolution mode (of the O2 sensor) and deactivates all LCD displays. This
DYNO-MAX only mode requires selecting DYNO-MAX's “Exhaust Measuring System (5-gas
Computer).daq” file.

3b Setting the “COMPUTER/DISPLAY” switch to the “DISPLAY” (down) position activates the
normal 0.1% O2 sensor resolution and simultaneous LCD readout. This mode requires using
DYNO-MAX's “Exhaust Measuring System (5-gas Display).daq” file.

Tip: The display on the EMS will turn blank until the “COM-
PUTER/DISPLAY” switch is returned to the “DISPLAY” po-
sition.

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 CAUTION: The center position of the switch is OFF for both func-
tions.

PORTABLE USE
1 Power the machine from the cigarette lighter socket. Insert the long water disposal hose into some
type of water collection container (which is not susceptible to tipping).

2 Carefully place the exhaust probe into the tailpipe and route the hose to the back of the EMS.

3 To continuously record and graph gas readings, use the optional DYNO-MAX software on a por-
table laptop commuter.

CAUTION: Make sure the hose is secure and does not lay next to the
tires or drag on the ground.

WARNING: The gas analyzer has exhaust gases flowing through it

and into its surroundings! Use only with plenty of ventilation.

Maintenance
For optimal performance, periodically change the filter. The gas flows from the inside of the filter to
the outside. To check the condition of the filter, view it from the bottom of the bowl. Depending on us-
age, the exhaust hose should be disconnected from filter assembly and shop air should be blown down
the exhaust hose. This should be done daily for regular use, and no more than weekly for intermittent
use.

Always check that water is exiting the long drain hose.

Troubleshooting - No Operation
1 Check fuse in the cigarette lighter plug – replace with a fuse of the same value.

2 Displays flashing “E” in CO window –

a) Disconnect sample nose.
b) Press the manual zero button.
c) Power down for 30 seconds.
d) Reapply power – if error continues to flash, contact Land & Sea for service.

Gas Calibration
1 Calibration requires gases in known concentrations.

2 Push the “Z” button and the “C” button together. (If the “C” button is not pushed soon enough, the
unit will zero.) The displays will go blank when the machine recognizes the switches being
pushed and remain so until both buttons are released. Within a couple of seconds, numbers will be

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 displayed showing the calibration numbers which are stored in the gas analyzer. These numbers
can be changed using the “Z” and “C” buttons. The “C” button will increment the number which
is flashing. The “Z” button will step to the next digit and will cycle back through the displays if
continuously pushed.

3 When the displays correspond to the gas concentrations in the calibration bottle, again push both
“C” and “Z” and release them both. The machine will again acknowledge the command by blank-
ing the display.

4 When the buttons are released, the machine will go into the sampling mode, but will alternate that
with dashes (indicating that the calibration operation is not complete). Calibration gas should now
be allowed to flow. When the displays stabilize and no longer are increasing, the final step can be
taken.

5 Push “C”, and the machine will capture the gas concentrations and calibrate itself. Calibration is
now complete. If the operation was unsuccessful, error numbers will be alternated with the sam-
pling numbers.

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 OPTIONS - Exhaust Vacuum Pump 11.18
he Exhaust Vacuum Pump with water vapor separator can be used to draw a steady supply of hot
T exhaust gas across your DYNOmite AFR Module's wide band O2 Sensor, while protecting it from
damaging condensation vapors. This pump runs conveniently from any (clean) shop air supply, elimi-
nating the need for problematic electric motor vacuum units and filters.

INSTALLATION
1 Remove the vacuum pump's stainless steel “Siamese port” tailpipe probe assembly from the
larger shipping box.

2 Remove its two stand legs from the longer second box.

3 Cut the tape from the end of one of the legs to remove the semi-flexible copper exhaust probe.

4 Remove all the tape covering the probe’s inlet, outlet, sensor mounting, and regulator inlet ports.

5 Install a 1" OD leg into each holder, and secure with a knob.

6 Install a rubber cup onto the top end of each leg.

7 Rotate any of the air inlet fitting and regulator to a desirable position.

8 Install the semi-flexible copper probe extension onto the stainless steel tailpipe probe assembly,
and tighten the flare nut.

9 Install your shop's standard air line quick coupling connector into the inlet side of the vacuum
pump’s ball valve.

10 Attach a (clean) air supply (of 30 to 90 psi) to the vacuum pump’s inlet.

11 Install your DYNOmite AFR Module's wide band O2 Sensor into the top port on the vacuum
pump’s stainless steel tailpipe probe assembly.

OPERATION
1 Apply air pressure by rotating the vacuum pump’s inlet ball valve to the “on” position.

2 Making sure the shop’s air supply pressure remains above 30 psi, adjust the vacuum pump’s probe
pressure regulator to 20 psi.

3 Make sure that the copper probe is in clean open air – positioned away from any exhaust fumes.

4 Connect and power up your DYNOmite AFR Module – following its standard installation and off-
set calibration instructions (See “OPTIONS - Air/Fuel Ratio Module” section).

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 5 Slide the copper probe into the vehicle’s exhaust pipe. Adjust the stand’s legs to hold the stainless
steel section of the tailpipe probe assembly at a level just slightly below the exhaust pipe’s outlet.

6 We recommend rotating the stainless steel tailpipe probe assembly away from the major exhaust
flow by approximately 20 to 45 degrees – by carefully bending the semi-flexible copper tube
(near the flare nut).

7 You are now ready to begin vehicle testing.

Tip: Allow one full purge cycle for the exhaust system before
recording Air-Fuel Ratio data. On a chassis dyno this can be
a long time idling or at least one full throttle run. This evacu-
ates the stored air (O2) in the exhaust system. After purge
cycle is complete, the DYNOmite AFR Module is ready to
provide accurate Air-Fuel Ratio data.

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 OPTIONS - Smoke Opacity Meter 11.19
he Smoke Opacity Meter provides real time smoke opacity monitoring of a diesel engine's ex-
T haust stack emissions (on its integral LCD). It also supports simultaneous data capture and display
through the DYNOmite-Pro Data Acquisition Computer to DYNO-MAX. The kit's included full-flow
head features an adjustable stack mounted sensor that adapts to most diesel exhaust stacks. A par-
tial-flow sensor is also available as an option.

INSTALLATION and OPERATION

1 Follow the separate instructions included with the Smoke Opacity Meter to configure it for stand
alone operation.

DYNOmite Smoke Opacity to DYNO-MAX Link

A PC (or laptop) equipped with optional DYNO-MAX software can be used to display and capture in-
formation from the DYNOmite Smoke Opacity Meter . This data transfer requires that the
DYNOmite-Pro be equipped with the optional Full Function Harness.

1 Connect the included wring pigtail link to the analog output on the Smoke Opacity Meter. Plug
that pigtail's 4-pin connector into the mating "AFR (0-5 volt 2)" of the DYNOmite-Pro's full func-
tion harness.

Tip: Actually, any of the DYNOmite-Pro 0-5 volt channels

support this meter. However, DYNO-MAX's built-in smoke
opacity formulas default to reading from the "AFR (0-5 volt
2)" channel.

2 In DYNO-MAX, under Electronics - Calibrate DYNOmite Channels, select Smoke Opacity %

from the transducer type list from the "AFR (0-5 volt 2)" channel tab (or for whatever channel
you have plugged the meter into).

3 Several built-in DYNO-MAX formulas support reading Smoke Opacity Meter %, Smoke Den-
sity*, and HSU* (Hartridge Smoke Units).
*Important: To accurately read Smoke Density or HSU, the inside diameter of the exhaust stack
(at the full-flow sensor's mounting point) mut be entered as the Collector Diameter on the Run
Information - Exhaust tab. However, if you are using the optional partial-flow sensor - then al-
ways enter a fixed value of 5" instead!

Maintenance
For optimal performance, follow the separate maintenance instructions included with the Smoke
Opacity Meter.

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 OPTIONS - Combustion Pressure Mapping Kit 11.20
he DYNOmite Cylinder Pressure Mapping Kit is an inexpensive starter package that allows engi-
T neers to experiment with features available in the DYNO-MAX “Pro+” Oscilloscope Option Pak.
The oscilloscope features are for advanced users, who understand the principalis involved in analyzing
high speed engine data. Note: Support for DYNO-MAX “Pro +” does not include any consulting ser-
vices or engineering training required to utilize these third-party products.

Hardware Installation
1 A partially machined crankshaft encoder mounting adapter and other universal components are in-
cluded to help you install the encoder onto some of the more popular V8 engines.

Tip: For other applications modify or custom fabricate simi-

lar components – using these pieces as conceptual guides.

2 The pilot flange on the pulley side of this black anodized adapter is deliberately oversized – so
that you can machine your engine's dampener and pulley assembly (face and diameter) flat and
true (within 0.001"). We suggest first truing the engine's dampener and pulley in a lathe to accept
the pilot flange on the adapter. Then, without removing the pieces from the lathe, bolt the adapter
onto the dampener using the (included) three longer screws and washers (or other hardware ap-
propriate for your engine).

3 Machine the (mounted) adapters 3/8+" diameter encoder mounting stub to a concentric 0.375" di-
ameter. This procedure will help insure that, when the entire assembly is installed onto the engine,
it has minimal run-out.

Caution: Excessive run-out will greatly reduce the encoder’s life. Try
to maintain the installed run-out (at the far end of the 3/8" stub) be-
low 0.003" (radially).

4 Slide the encoder assembly onto the 3/8" stub (with its shaft set screw collar away from the en-
gine). Secure it to the stub using the two set screws.

5 The long #10-32 threaded rod assembly (with adjustable spherical rod ends and anchor boss) is
used to index the encoder’s housing and prevent it from rotating during operation. Find a suitable
spot and bolt the anchor boss to the engine. In a later step it will be rotated to correctly index the
linkage to the encoder’s arm.

Tip: For many popular V8 engines the anchor boss can be

simply bolted under any convenient water pump bolt. It may
be necessary to cut the threaded rod and/or fabricate cus-
tom anchor components for your specific engine applica-
tion.

6 Carefully route the encoder’s wiring from the engine towards the control console area. We suggest
tic-wrapping the wires along the threaded rod to keep things clear of moving parts.

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 CAUTION: Avoid moving or hot parts when routing this wiring!

7 Connect the encoder’s 7-pin DIN connector to the mating connector on the included harness.

Tip: The other (68-pin connector) end of this harness will

later be run to your control console PC.

8 Install your piezoelectric transducer (using appropriate adapters as required) at the desired engine
monitoring point.

Tip: One high pressure piezoelectric pressure transducer is

included with the basic kit. However, you can substitute
other style and range (but electrically equivalent) transduc-
ers as required. While the included transducer comes with a
1/16" NPT pipe thread adapter, other adapters (including
sparkplug mounting options) are available.

9 Connect one end of the included white coax cable’s BNC connector to the pressure transducer.

10 Locate a suitable spot for the pressure transducer amplifier module. It must be located close
enough to the engine that the white coax (from the pressure transducer) will reach the amplifier
module. This module requires 115-AC power, so ideally it should also be near a wall outlet.

11 Connect the remaining end of the white coax cable to the small rear BNC jack on the pressure
transducer amplifier module.

12 Connect the black coax cable’s BCN connector (its part of the included harness) to the large BNC
rear jack on the pressure transducer amplifier module. Again, the 68-pin end of the harness will be
run to your control console PC.

13 Install the included third-party National Instrument's High Speed Data Acquisition Card into an
available PCI buss slot in your PC (following its separate instruction manual).

14 Install National Instrument's Measurement and Automation Explorer software and required hard-
ware drivers (according to NI's included instructions).

15 Connect the included harness’s 68-pin connector into its jack on the High Speed Data Acquisition
Card.

16 Plug in and switch on the pressure transducer amplifier module.

17 Follow NI’s software help files to configure Measurement and Automation Explorer to read the
transducer's and encoder’s 05 volt analog and TTL signals respectively.

Tip: When the engine is started, it should be possible to

view these signals on Measurement and Automation Ex-
plorer’s, oscilloscope like, utility screen.

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 18 Once operation of the basic hardware is complete. Go to DYNO-MAX's “Help - Contents - Elec-
tronics - Scope Module” to begin configuring it to capture, graph, and output data from your
tranducer(s).

Troubleshooting
Again, it is imperative that the high-speed data acquisition board be properly installed (and its opera-
tion verified) in NI’s Measurement and Automation Explorer before diagnostics are attempted on the
crankshaft encoder, transducers, or the DYNO-MAX “Pro+” Oscilloscope Option Pak.

Any RF interference with the encoder signaling will make it impossible for DYNO-MAX to reliably
index the crankshaft with its collected data. Again, use Measurement and Automation Explorer (or a
standard oscilloscope) to verify that the encoder’s square waves are correctly reaching the NI board
(and DYNO-MAX “Pro+”).

It takes a very fast PC to keep up with all the data handling chores during high speed “Oscilloscope
Option Pak” data acquisition, especially trying to compute multiple channels at high RPM (and/or
with high resolution encoders). If you frequently have to stop the engine and reinitialize the encoder
position with the Alt+F 12 keystroke combination, this is probably an indication that the PC is having
trouble keeping up with all the data flow.

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 OPTIONS - Optical RPM Pickup Kit 11.21
he DYNOmite Optical RPM Pickup Kit with infrared sensor, amplifier module, and universal
T magnetic mounting base works on all DYNOmite Dynamometers and DYNOmite Data Acquisi-
tion systems. The sensor works by monitoring the light bounced off a piece of reflective target tape on
a rotating dampener, shaft, or wheel. Its high immunity to inductive noise allows it to work in many
applications where inductive pickups can not.

The standard DYNOmite Data Acquisition Computer has a tachometer circuit that works by counting
electronic pulses from the engine’s ignition or alternator. Although this yellow AC input (Frequency
1) “Engine RPM (in)" lead is normally spliced directly into the engine’s wiring, it can optionally mon-
itor this Optical RPM Pickup instead.

Hardware Installation
The following installation instructions assume you already have the DYNOmite Data Acquisition
Computer wired and operational on the engine.

1 Select a rigid metal mounting spot (i.e. inner fender wall) for the adjustable magnetic base that
provides a clear line-of-sight to a rotating crank-train component (i.e. the crankshaft's harmonic
vibration dampener). This location should be about 12" - 36" from the rotating target. Use the
base's On/Off lever to magnetically clamp it in place. Adjust the optical sensor's orientation so
that its red lense points towards the target.

CAUTION: Take care when selecting the mounting location that the
magnetic base can not vibrate off or fall into spinning components!

WARNING: When working in the engine area, always disconnect the

negative (ground) lead of the battery - to prevent accidental starting
or engagement of temperature controlled fans!

Tip: Avoid targets, such as an alternator pulley, that are

driven by a V-belt. Slippage may prevent them from provid-
ing a constant relationship between their RPM and the ac-
tual engine RPM.

2 Clean a few inches of the target's outside diameter surface - where you can apply a short stripe
from the included roll of reflective tape.

Tip: Dirt and oil will prevent the tape from sticking in place at
high RPM. Using sandpaper and/or acetone, clean the sur-
face well the first time!

3 Cut a 1" long section of tape (or up to 2" for higher RPM applications) and apply the strip along
the circumference of the area cleaned in step #2.

4 Screw the 4-pin connector, from the end of the yellow harness, onto the optical pickup's mating re-
ceptacle.

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 5 Plug the 3-pin connector, at the other end of the yellow harness, into the DYNOmite harness's
matting (Frequency 1) “Engine RPM (in)" lead connector.

Tip: If you are using the DYNOmite-Pro harness, it's 3-wire

connecter makes this a simple plug in connection. However,
for earlier harnesses with individual tachometer leads, the
DYNOmite's yellow AC input tach lead connects to the
pickup's blue lead, while the black (ground) leads connect to
each other (and to the vehicle's battery).

6 Clamp the optical pickup's red lead to the positive (+) post of the vehicle's 12-volt battery.

CAUTION: Do not connect the DYNOmite's red/white 8-volt B+ out-

put harness lead to anything! That power lead is only designed to
supply current to other DYNOmite accessories - connecting it to a
12-volt battery will damage the DYNOmite!

7 Set the Engine RPM Signal Type # Pulse per revolution for the DYNOmite's Frequency 1
channel to 1 Pulse Per Revolution. (See “LCD INTERFACE - Run Setup” section .)

Tip: DYNOmite-Pro boards feature some additional damp-

ened modes (like 2/2 and 4/4) that minimize spiking from
'ringing" or adjacent wire interference. See the
DYNOMite-Pro board setup section for more information.

CAUTION: For DYNOmite-Pro (or Lite) board sets, set the “Trigger
Voltage” for the Frequency 1 channel to approximately 6.0 volts.
This setting has nothing to do with the ignition system's signal!
Rather, it matches the threshold of the DYNOmite's pulse counter to
the optical pickup's square wave signal level.

Adjustment
If the pickup fails to read the rotating target's reflective tape, try the following:

a Reexamine your aiming of the red lens (on the optical pickup) towards the reflective tape target.

b The background surface color of the rotating target should contrasts with the silver/white reflec-
tive tape. If the background surface itself is reflective, try painting it flat-black paint (or covering
it with dull black friction tape) before reapplying the reflective target strip.

c The green light on the sensor will be lit when the unit is properly aimed and adjusted. Its red light
blinks each time the reflective tape target passes by the sensor's light beam. (At high RPM the red
light may appear to be constantly on.) A sensitivity screw on the sensor can be readjusted (see
Figure 51) for changes in mounting distance, ambient lighting, and surface reflectivity. Watch the

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 behavior of the lights while adjusting the screw with the included tool (or a small bladed screw-
driver).

Figure 51

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 OPTIONS - Electronic Throttle Control 11.22
he Electronic Throttle Control kit upgrades your manual throttle control for fully automatic opera-
T tion via DYNO-MAX. Together the kit and software can provide computerized control of the test
engine’s throttle opening percentage, its torque, or its power level. Additionally, the included
DYNOmite Data Acquisition Computer EEPROM upgrade (for the required second board set) adds
the necessary control logic so that the electronics can carry out DYNO-MAX's commands.
Note: The 2nd board set will also require its own (optional) Full Function Harness to support the
Electronic Throttle Control.

The instructions below take you through installation and operation of the throttle kit.

1 Using the hardware and integral bracket provided, mount the Electronic Throttle Control into your
control console. Note: If you plan to mount an optional DYNOmite Throttle Position Sensor Kit
(at the throttle control end of the cable) install that kit before mounting the throttle into the con-
sole,

Tip: You may find it easier to install and adjust the control
cable and throttle stops before you mount the throttle as-
sembly into place. However, read through all the installation
instructions once before beginning.

CAUTION: Even if you plan to always run the throttle automatically, it

must be in a location where you can easily observer and access the
manual override handle during testing. This eases setup and pro-
vides for emergency manual override control!

2 Thread one of the included quick-disconnect swivel ball socket end onto your low-friction throttle
control cable (“33C” style). Use the included clamp and screws to secure the cable's sheath to the
throttle mounting bracket.

Tip: The cable clamp end of the throttle goes towards the
rear of the console (away from the dyno operator).

3 Thread the other included quick-disconnect swivel ball socket end onto the engine end of your
throttle control cable. Install or fabricate suitable bracket(s) and hardware to mount the throttle ca-
ble swivel ball socket to the engine's throttle arm linkage.

4 Adjust the two mechanical throttle handle stop screws (located on the throttle's mounting bracket).
These ¼"-20 socket head screws and lock nuts should be adjusted to just allow full travel in each
direction, thereby protecting your engine's linkage against over-travel stresses!

CAUTION: Be sure that the integrity of your throttle attachment is ro-

bust enough to handle the travel, loads, and vibration of extended
dynamometer test sessions. Failure of your throttle linkage might
make it impossible to return th engine to idle!

5 Connect the 2-wire servo power harnesses black ground lead to the negative post of a fully
charged (12.6 volt) automotive battery (or suitable 13.8 volt 10-amp DC supply).

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 CAUTION: The DYNOmite Data Acquisition Computer and option
grounds must be connected to a common battery ground. Do not
hook-up any positive leads and do not try to power up the engine or
its accessories until all the grounds are attached. Failure to follow
this precaution can lead to electromagnetic data interference or
power circuit damage not covered under warranty.

6 Connect the 2-wire servo power harnesses red power lead to the positive post of the battery.

Tip: Always verify that the battery is up to 12.6 volts before

troubleshooting a servo problem!

7 Plug the servo’s power pig-tail into the 2-wire

servo power harness - just like you did for the dy-
namometer's Electronic Load Control Servo (Fig-
ure 43). Make sure the required 5-amp fuse is
installed in the harness.

8 The optional Full Function Harness (required) has

a “SERVO” lead with a 6-pin DIN connector.
Plug that lead into the throttle controller’s mating
6-pin DIN jack.

Figure 52

8 If you installed the optional DYNOmite Throttle Position Sensor Kit, plug its 4-pin pigtail into an
appropriate channel's mating harness lead (e.g. the “Servo Feedback %” lead).

Tip: Wiring of the Electronic Throttle is similar to the hookup

of the Electronic Auto-Load Servo valve.

Electronic Throttle Control Operation

With the Electronic Throttle Control installed, you can select from several of DYNO-MAX's load con-
trol methods. See the DYNO-MAX's Online Help system (under the “Electronics - Configure
DYNOmite Controls” section ) for more information about configuring an automatic hold control
mode.

Tip: If you are using DYNO-MAX you can move the throttle
settings (during testing) using the PC’s PgUp, PgDn, Home,
and End keys.

CAUTION: For proper control, the 2nd Board Set's parameters un-
der “Electronics - Configure DYNOmite Controls” (e.g. Rate, Drift,
Gain factors) must be properly configured for the engine and ab-
sorber combinations being tested.

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 Tip: Extremely narrow power band (very high specific out-
put) engines with low crank train inertia may be almost im-
possible to control (manually or electronically) in certain
RPM bands (i.e. just below peak torque). Take this into con-
sideration when programing your custom automated tests.

TROUBLE SHOOTING
For diagnosing problems with the Electronic Throttle Control see the similar "TROUBLE SHOOT-
ING - Electronic Load Control" section 13.2, 13.2.

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 OPTIONS - Blowby Flow Transducer 11.23
he Blowby Transducer Kit allows monitoring your engine’s ring sealing, real-time, during engine
T or chassis dyno testing. Blowby flow may be used to determine the effectiveness of cylinder prep-
aration or distortion, piston and ring clearances, end gap, ring design, wear, etc. Monitoring blowby
flow during testing is a good way to track engine degradation.

The transducer is inserted into the crankcase’s breather hose – and plugs into any available
DYNOmite 0-5 volt channel lead. DYNO-MAX 2010 then records the blowby gas flow (in CFM)
passing through the transducer’s precision flat-plate orifice. By swapping between any of the trans-
ducer’s four (included) orifice (inside) diameters, the single kit adapts to engines passing from 0.5 to
19.8 CFM. This range covers (healthy) internal-combustion engines from under 50 to over 2,000
horsepower.
(Requires DYNO-MAX 2010 with appropriate Full-Function Harness and current EEPROM up-
grade.)

The instructions below take you through installation and operation of the blowby transducer kit.

1 The blowby transducer must be plumbed into the engine’s sole breather-outlet hose. For V-type
engines, with breathers on each valve cover, any extra hoses should either be T’d together – or
temporarily plugged off. If the engine is equipped with a PCV valve, it must be blocked off dur-
ing blowby flow measurements.

WARNING: The blowby transducer’s outlet hose must route the poi-
sonous and flammable crankcase gasses back into the engine or
other appropriate discharge area.

CAUTION: The housing’s “®” arrow and “UP” text indicate the de-
sired flow direction and calibration-port plug orientation for the
transducer. Keep these threaded-plug ports pointed up to reduce
the volume of (damaging) oil seeping into the differential-pressure
sensor. Doing so extends service life between sensor replacement
(user serviceable).

Tip: Hose (size) adapters, elbows, etc. may be used to

adapt the blowby transducer – minor flow restrictions and
exact hose lengths are not critical.

2 Plug the transducer’s 4-pin male connector into the DYNOmite’s “0-5 Volt 7” lead (found on the
optional “Full-Function” harness).

Tip: DYNO-MAX “Pro” users may select any available 0-5

volt lead and then by edit the “Blowby Flow” formula so it
points to the selected channel. For specific DYNO-MAX
steps and screen shots, see DYNO-MAX’s on-line help.

3 In DYNO-MAX’s “Electronics - Calibrate DYNOmite Channels” screen, select the 0-5 volt chan-
nel tab corresponding to the lead you plugged the blowby sensor into. Use the drop-down device
list and click the appropriate range “Blowby Sensor #.# CFM” selection. This will inject the

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 DYNOmite channel with appropriate offset, gain, to-power, and multiply-by values – so that the
channel will read in CFM flow units.

Tip: See the chart at the end of this section to determine the
CFM range based on the ID of the orifice plate you have in-
stalled in the transducer’s housing. As a rule of thumb, as-
sume about 1 CFM of blowby per 100 horsepower.

4 As with other DYNO-MAX channels, the blowby transducer may be be monitored (or graphed)
via a formula pointing to its channel’s data. DYNO-MAX 2010”s formula list includes a built-in
“Blowby Flow” formula. By default this formula points to Board #1’s “0-5 volt 7” channel lead.

Tip: DYNO-MAX “Pro” users may select any available 0-5

volt lead and then edit the “Blowby Flow” formula so it points
to the selected channel. For specific DYNO-MAX steps and
screen shots, see DYNO-MAX’s on-line help.

Swapping Flat-Plate Orifices

The DYNOMite blowby transducer determines gas flow by monitoring the pressure differential across
one of its four (included) precision-machined and calibrated flat-plate orifices. These plates are easily
interchanged by removing the sensor housing’s four 1/4"-20 socket-head screws.

CAUTION: Take care to not drop any of the rubber sealing

quad-rings.

Tip: When installed, the tapered “funnel” side of the orifice’s

hole must be on the downstream face of the plate. This is op-
posite what many mechanics intuitively feel is the “logical”
orientation!

The relationship between each orifice's internal hole diameter usable flow range is as follows:

The relationship between each orifice's internal

Note:hole diameter usable flow range is as follows.

Nominal ID = Flow Range (in CFM)

1/4" = 0.5 to 3.3 CFM

3/8" = 1.0 to 6.6 CFM
1/2" = 2.0 to 13.2 CFM
5/8" = 3.0 to 19.8 CFM

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 OPTIONS - Low-Flow Fuel Transducer Kits 11.24
he low-flow fuel transducer option, with required EPROM software upgrade, provides for preci-
T sion monitoring of fuel consumption on very-small engines. Coupled with DYNO-MAX software,
this laboratory-grade transducer allows monitoring and recording a small engine’s real time fuel con-
sumption (and calculated Brake Specific Fuel Consumption).

Pre-Installation
a The low-flow fuel transducer is an in-line volumetric flow metering device utilizing a bladed rotor
and jewel bearings. It is a precision device, with the ability to measure very-low liquid or gas
flows – under high temperature and pressure conditions with accuracy and reliability. Due to its
sensitivity, it must be unpacked and handled carefully. Make certain that the transducer is clean
and free from packing materials or debris.

C A U T I O N: The DYNOmite low-flow fuel transducers are precision

instruments and will be damaged if a shop-air hose is ever used for
cleaning or checking the rotation of the transducer’s rotor.

b The transducer must be spliced into the engine’s fuel inlet line. Various hose fittings may be re-
quired to accommodate a wide variety of installation situations. The arrow on the transducer body
indicate the direction of fuel flow.

Tip: Most fuel pumps tolerate the added flow restriction of

the transducer better if the transducer is installed after the
fuel pump rather than on its suction side. If your engine has
multiple fuel pumps and/or carburetors, you should “T” the
lines together where they exit at the outlet of the fuel pumps
and then split them again after the transducer with another
“T” to go to the carburetors.

c Inlet and outlet ports are indicated on the housing by observing the flow direction arrow. The
transducer’s design makes it quite insensitive to upstream or downstream fluid flow disturbances,
therefore, it is not necessary to be concerned about the length of the straight-line run either up-
stream or downstream of the transducer. However, the inside diameter of all connecting plumbing
must be larger than the transducer’s orifice.

Tip: Filtering is recommended, both upstream (to 100 mi-

crons) to protect the transducer from debris, and down-
stream, to protect your equipment – from dislodged parts, in
the event of a turbine-wheel failure.

d The connecting plumbing must not impose any bending stresses on the transducer housing or end
connections.

e The transducer should be located upstream of all final control elements, bypass throttling, or
on-off valves. It should never be installed so the transducer drains completely when flow ceases.

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 CAUTION: Hydraulic hammering is a term used during start-up (ini-
tial introduction of fuel into the lines) to describe a high velocity flow
impacting on the transducer’s rotor. This must be avoided to pre-
vent damage to the mechanical parts. Pressure should be built up
gradually, at initial start-up, to avoid damage from over-speeding the
rotor. Severe hydraulic hammering, from improper start-up or flow
surges during operation, must be avoided to prevent shaft or ro-
tor-blade breakage.

Tip: Care should be taken not to locate the transducer or

connector cable in close proximity to strong electro-mag-
netic fields such as electric motors, transformers, spark-ig-
nition components, or other high-voltage lines. These may
induce spurious signals in the pickup coil or cable.

f Pickups should bottom out in the well of the transducer housing but should only be finger tight-
ened, to approximately 4 in-lb, to prevent distortion of the coil housing. The pickup is secured in
position by tightening the lock nut to approximately 25 in-lb. The pickup is removed by loosen-
ing the hex lock nut and unscrewing the pickup from the housing.

Installation
1 Select a convenient location in the test cell where you can mount the transducer that will be free
from vibration.

Tip: For improved fuel flow on marginal fuel delivery installa-

tions, avoid mounting the transducer or hoses higher than
the fuel pump(s).

2 Mount the transducer with the rotor shaft horizontal and the pickup vertical (wires exit up). A va-
por separator ahead of the transducer will prevent misreading of air bubbles as fuel.

Tip: For engines equipped with a fuel bypass return line (i.e.
most fuel injected engines) the transducer needs to be in-
stalled on the engine side of the return branch. Otherwise it
will inappropriately record flow bypassed to the tank! Alter-
natively, a second transducer may be inserted into the re-
turn line with DYNO-MAX used to mathematically subtract
the bypassed flow from the indicated fuel consumption.

3 The connecting plumbing must not impose any bending stresses on the transducer housing or end
connections.

4 Plug the transducer’s 3-pin male connector into the DYNOmite’s (Frequency 3) “Fuel Flow (in)”
lead (found on the optional “Full-Function” harness).

Tip: For the remaining steps also refer to DYNO-MAX’s

on-line help.

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 Troubleshooting
CAUTION: Once a low-flow fuel transducer has been installed, the
greatest hazard is over ranging the device (e.g. running more than
10% over range). These transducers remain quite linear when they
are over ranged, and it may not be immediately apparent that the de-
vice is being misused. However, the pressure drop will become ex-
cessive, and over-speeding of its jewel bearings and rotor will cause
permanent damage.

Besides damage from improper checking of the transducer with a shop-air line, the next two most
common reasons for over-speeding are:

a) Miss sizing the flow transducer for the application. If the system will ever flow more fuel than the
transducer’s maximum range – do not install it.

b) Failure to bleed the system before allowing full fuel flow (e.g. starting when there is still air in the
lines). Air must be bled carefully from lines before high flow range is established – or the upstream
flow restricted so that it can never exceed the transducer’s maximum flow range.

Tip: When used below the minimum specified range, tur-

bine-type fuel transducers may become very non-linear due
to clearance leakage and bearing drag.

Maintenance
Maintenance of the low-flow fuel transducer consists of periodic inspection to insure that the internal
parts have not been fouled or suffered any corrosion. Should the assembly be damaged in any fashion,
it should be returned to the factory for repair.

Turbine-type transducers are precision devices and must be treated as such. The freedom with which
the rotor is allowed to rotate is the major contributor to this precision. The majority of fuels measured
by turbine meters contain impurities, which if allowed to remain within the transducer after use, would
form hard or gummy residues. When these residues are deposited within the transducer, the unit’s
freedom of rotation will be severely degraded. Therefore, it is highly recommended that whenever
possible the turbine meter should be THOROUGHLY FLUSHED with an appropriate solvent immedi-
ately after use. The solvent should be chemically neutral, and HIGHLY VOLATILE so that COM-
PLETE DRYING can take place soon after the flushing operation. Some appropriate solvents would
be ethyl alcohol, stoddard solvent, or trichloroethane.

C A U T I O N: DO NOT OVER SPEED BEARINGS. Care must be taken

when flushing the transducer, not to over-speed or otherwise dam-
age the bearings and rotor assembly.

Transducer field repairs are generally limited to the replacement of the capsule assembly. The com-
plete capsule must be removed and replaced. The capsule malfunction may be field replaced with a
new one and/or returned to the factory for repair. When ordering parts, it is necessary to provide the
complete model number and serial number of the transducer.

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 OPTIONS - ACtiveSync™ Modules 11.25
YNOmite ACtiveSync™ (axle synchronization and/or motoring) modules match front-to-rear
D axle speeds (for traction controlled ABS equipped vehicles) – during eddy-current axle-hub dyna-
mometer testing. They can also provide “downhill” (motoring) inertia simulations – if fitted with (op-
tional) encoders. Note: Optional resistive load banks are available, to significantly increase motor’s
absorption capacity and synchronization authority.

Installation
1 Select a mounting location for the ACtiveSync-Module’s AC Drives. Ideally, mount the drives on
a wall – closest to the driver's door.

2 Have a qualified electrician power each drive from a dedicated, appropriately sized, circuit
breaker. See the drive’s electrical requirement’s label.

3 If your ACtiveSync Modules were ordered with (optional) DC resistor banks or regenerative in-
verters, wire them to the AC drive’s appropriate terminals. See drive’s wiring manual (PDF for-
mat) for details.

WARNING: The voltages powering each ACtiveSync’s AC drives,

motors, DC resistor banks, and/ or regenerative inverters are poten-
tially lethal. Be sure all wiring is done to applicable codes and that
any flexible cords and connections are regularly inspected for
wear-and-tear damage.

4 Mount the Emergency-Stop button housing (Enable, Start-CF / Stop switches) in a spot that will
be readily accessible during testing. For convenience, this switch comes (temporarily) pre-wired
with color-coded leads. Depending on your selected mounting location, these 24-volt wires may
be shortened or extended as needed.

Tip: During operation, the drives can be disabled (stopped)

from either the Emergency-Stop button (both drives) or by
hitting the red button on each drive’s HIM (Human Interface
Module) keypad. To re-enable the drives, the “Start-CF /
Stop” switch (just under the Emergency-Stop button) must
be switched – off and then back on again (two presses).
Note: As wired, the HIM’s green (enable) button cannot be
used to start the drives.

5 Plug the ACtiveSync control harnesses into their respective drives. Each drive’s color-coded con-
trol wiring is already done and ready to accept its respective 9-pin plug – from the (supplied)
ACtiveSync control harness. The “Left” drive’s 9-pin connector is labeled as such, and has two
corrugated wiring looms going into it. In contrast, the “Right” drive’s connector has only one cor-
rugated loom attached.

6 Run the other end of the drives’ control-wiring harness to the Drive-1 (primary) DYNOmite
Data-Acquisition Computer (DAQ ID #1). Connect the labeled leads to that DYNOmite’s wiring
harness. This includes a single DA #1 lead, Ground and two (4-pin) Weather Pack connectors (la-
beled “Load Cell” and “Accelerometer”).

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 7 If your dynamometer system was ordered with a second pair of ACtiveSync Modules ( fourdrives
total) its drive pair will be labeled as “Drive-2” (Left and Right). This configuration aids the re-
sponse and precision of wheel-to-wheel axle synchronization and requires (optional) encoders
with load banks and/or regenerative inverters. Run this second pair of drives’ control-wiring har-
ness to the Drive-2 (secondary) DYNOmite Data-Acquisition Computer (DAQ ID #11).

CAUTION: The drives are commissioned (pre configured) at the fac-

tory. While most of the drive’s 800+ parameter settings stay at the
drive-manufacturer’s defaults, many do not. Several of these cus-
tom parameter settings are to match the ACtiveSync’s motor specifi-
cations, while others interface the drive for interfacing with the
DYNOmite’s electronics – for axle synchronization. If these parame-
ters are improperly altered, the system will not function correctly
and may cause equipment damage or personal injury.

8 Before initial operation, the ACtiveSync feature must be configured by editing several of
DYNO-MAX’s formulas. Below is a list of the specific formulas to set up – note the leading un-
derscore in their names (see DYNO-MAX’s on-line help for details):

_ACtiveSync 1 Channel for Left-Drive Torque

For ACtiveSync-motor equipped vehicle dynamometers, edit for correct DAQ 0-5 volt
channel to return #1-Left drive’s torque signal. (Default is DAQ ID #1: Load Cell)

_ACtiveSync 1 Channel for Right-Drive Torque

For ACtiveSync-motor equipped vehicle dynamometers, edit for correct DAQ 0-5 volt
channel to return #2-Right drive’s torque signal. (Default is DAQ ID #1: Accelerometer)

_ACtiveSync 1 Torque-Source Toggle

Edit to set ACtiveSync Torque Source: 0=off, 1=active (Change from default of 0 to a 1)

_ACtiveSync AC Motor-Tag Power

Edit to reflect ACtiveSync AC motor’s (each) rated maximum power – in Hp Units.
(Default = 20)

_ACtiveSync AC Motor-Tag RPM

Edit to reflect ACtiveSync AC motor’s base RPM. (Default = 1775)

_ACtiveSync Flying-Start RPM

Edit to set ACtiveSync Flying-Start Drive-Enable RPM. Use encoders for reliable flying
starts. (Default = 64000, disabled – set to 1, if using encoders, to enable flying starts)

Tip: If using a second pair of ACtiveSync-Modules, also edit

those three equivalent ACtiveSync 2 formulas.

9 Your (selected) “Left-Drive” and “Right-Drive” torque channels must be configured from
DYNO-MAX’s Electronics - Calibrate DYNOmite Channels screen. This allows the
ACtiveSyncs’ motoring torque to be subtracted (or added if absorbing) from DYNO-MAX’s
“Measured-Torque” readings. Set up both channel tabs (identically) as shown in the following ex-
ample image (or see DYNO-MAX’s on-line help):

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 Figure 53

Mounting
1 For normal ACtiveSync Module operation you want to motor a traction-controlled vehicle’s
unpowered spindles – to match the speed of its powered (under test) axle. For such situations, if
only one pair of your DYNOmite axle-hub dynamometer units is equipped with the ACtiveSync
option, mount the ACtiveSync units to the unpowered spindles.

For two-wheel drive vehicles (FWD or RWD) DYNO-MAX automatically detects which axle
turns first and selects the ACtiveSync operating mode accordingly. ACtiveSync motors on an
unpowered axle go into “traction control” speed-matching mode. ACtiveSync motors on a pow-
ered axle go into synchronization-assist mode (requires encoders and resistive load-banks). If
non-encoder equipped ACtiveSync Modules are connected to the powered axle, their drives
should simply be left unpowered.

For four-wheel drive (or AWD) applications (ACtiveSync motors on both axles) you must first
select a 4WD dynamometer type in DYNO-MAX’s Define Dyno Configuration screen.
ACtiveSync will then run the motors in synchronization-assist mode (requires encoders and resis-
tive load-banks) – no matter which axle turns first. If non-encoder equipped ACtiveSync Modules
are connected to the powered axle, their drives should simply be left unpowered.

2 After mounting all four DYNOmite Axle-Hub Dynamometer units, connect each motors’
twist-lock power-in cord to its matting drive’s power-out cord.

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 CAUTION: Be sure the drives breakers are powered off before mak-
ing or breaking any power-cord connections. Take care when rout-
ing the high-voltage motor cables along your shop’s floor. Pay
particular attention to sharp or hot objects that might cut or melt
these cables’ insulation.

Operation
1 Prepare the dynamometer system for testing. This includes mounting the vehicle, powering on the
DYNOmite Data-Acquisition Computer, configuring DYNO-MAX, activating an appropriate
Hold mode for the DYNO-MAX console, etc. See the appropriate DYNOmite Owner’s Manual
sections and DYNO-MAX on-line help for details.

2 Power on your shop’s circuit breakers for the ACtiveSync drives – to activate them. Their HIMs
LCDs should show a sign-on routine and then change to an RPM display.

3 The HIM may be used to display drive data, diagnose drive problems, alter drive parameters, test
the drives, and back-up/recover all the drive’s settings. It is suggested that you now explore the
HIM’s interface. See the HIM’s instructions (supplied in PDF format) for details.

Tip: Be sure to backup your drive’s parameters once you

first power up the system. Backing up the entire parameter
set, to either the drive memory or into the HIM, takes only a
minute.

CAUTION: Never enable the ACtiveSync-Module’s drives unless the

axle-hub dynamometer units are already mounted to the vehicle’s
axles, and an operator is in control of the vehicle’s brakes. When op-
erating on un-powered axles, the ACtiveSync motors will automati-
cally spin up to match the vehicle’s powered axle’s speed. If you
leave an unattached pair of ACtiveSync-Modules powered, there is
the danger of their exposed-hubs spinning (unexpectedly) – while
testing with another 2WD axle-hub pair or chassis dyno! Test cell
personnel or other equipment might get injured! Therefore, keep the
ACtiveSync motors’ power cords unplugged (and safely stored)
when not actually in use.

4 Release (twist) the red Emergency-Stop (enable) button into its run (out) position. Press the black
Start button (once) to enable the drives into their “Sleep Mode” state. They are now monitoring
for first rotation of the powered axle – to match that powered-axle’s speed.

CAUTION: ACtiveSync motors will immediately spin (using up to

their full power) to attempt to match the speed of the powered axle.
All personal in the test area must be made aware of this – to avoid
possible personal injury. Remember to deactivate the drives as
soon as each individual test is completed. Otherwise, the inno-
cent-looking (idle) drives may be forgotten and left “armed”!

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 5 Refer to the other relevant Axle-Hub Dynamometer, DYNOmite Data Accusation, and
DYNO-MAX documentation for information on actual testing and data analysis procedures.

Miscellaneous

Note:When using ACtiveSynch-equipped DYNOmite (eddy cur-

rent) axle-hub dynamometers, start with the follow-
ing PID setting.________________________________________

Scale Factor = 4000

Gain = 24, Drift = 24, Rate = 128

Do not check the “Also output Hold control on Board’s D/A #2

(0-5v)” box.

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 MAINTENANCE - Hardware 12.1
t takes only minimal maintenance to keep the DYNOmite up and running. Be sure to follow these
I instructions to avoid expensive and time consuming down time.

WARNING: After mounting a new engine, and at 20 operational hour

intervals, inspect the entire system - checking the torque of all dyna-
mometer and engine mounting hardware.

Water Brake Absorber Lubrication

1 At the conclusion of a day's test session, pump a squirt of a quality marine (trailer) wheel bearing
grease into each of the absorber’s and chassis roller bearings grease fittings. Do not over-grease,
when adequately lubricated, the bearings will just “drool” a little grease when running! Greasing the
absorber bearings after testing helps force damaging moisture out of them - for storage.

CAUTION: Failure to grease after test sessions, or using the dyno on

shafts with excessive run-out will reduce bearing and seal life. Do
not over-grease! When adequately lubricated, the bearings will just
“drool” a little grease while running!

Eddy-Current Absorber Lubrication

Every 250 hours of normal use, grease the absorber
manually. The grease must be high quality NLGI
grade 2 lithium base, with 350 degree Fahrenheit
(180 degree Celsius) minimum drop point.

1 Lubrication is via the grease fitting (in one out-

side corner of the frame). Add grease until it
just overflows the vent hole in the adjacent cor-
ner (Figure 53).

Figure 54

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 Some appropriate lubricants include
Note:
Molykote BR2-S
Mobil Mobilgrase MP
Shell Gadus S2 V220
Texaco Regal AFB2

Bearing Replacement
Replace any absorber, roller, or pillow block bearings that become noisy, or feel rough while turning
the dynamometer's absorber rotor or chassis roller by hand.

CAUTION: Avoid running with excessively worn bearings, as they

can fail suddenly - damaging their housing, shaft, etc.

1 You can open the water brake absorbers, to replace their bearings, by removing the 12 socket
head screws (around the outside circumference of the absorber).

2 The absorber’s stator halves can then be slid apart from the rotor and arbor assembly. The stator
halves are sealed with an o-ring (which is include in the standard DYNOmite replacement bearing
and seal kits).

3 The seals and bearings are a light press fit into the inside of the absorber’s stator halves. The outer
seals (if any) may be retained with spiral lock rings.

Torque values for the 12 outside circumference

NOTE:stator to cover socket head screws:

150 inch-pounds for 19" toroid absorbers (3/8"-16 screws)

75 inch-pounds for 13" toroid absorbers (¼"-20 screws)
50 inch-pounds for 13" non-toroid absorbers (#10-32 screws)
50 inch-pounds for 9" and 7" absorbers (#10-32 screws)

Seals
1 As required (by inspection), the absorber’s seals may be field replaced. Avoid running with worn
seals as they can leak and damage the absorber’s bearings. (See “BEARINGS” above for steps to re-
place the seals.)

Water Cooled Eddy Current Absorber Lubrication

The rotor shaft bearings must be periodicity disassembled and lubricated based on the duty cycle. Af-
ter about 4,000 working hours they should be washed with Kluber TCA 30 and inspected. Worn bear-
ings must be replaced.

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 Tip: Disassembly requires the use of an SKF hand injector
pump kit to expand the absorber shaft's flanges for easy re-
moval without excessive puller pressure.

Bearings should be greased with “KLUBER ISOFLEX NB U15" grease. We suggest filling the bear-
ing with grease to 30% of its free volume, taking care to make it rotate left and right several times.

The trunnion bearings should be greased to about 15% of the bearing free volume. During topping up,
rotate the bearing right and left several times. New bearings with their original packing are covered
with anti-corrosive oil, which is not suitable for all the different kinds of bearing grease. it is necessary
to wash them with detergent type “KLUBER TCA 30".

CAUTION: Avoid overfilling the bearings. Too much grease can

cause overheating.

After topping up, the absorber must not be immediately run to maximum speed. We suggest running
for about 10 minutes at a speed equal to only 25% of the absorbers maximum rated RPM.

The maximum working temperature of the bearings is 165° F.. All the dynos are arranged to enable
fitting of two K-type thermocouples, which are inserted in contact to the external rings of the bearings.

Batteries
Both the DYNOmite-Basic and DYNOmite-Pro Data Acquisition Computers can be equipped with
on-board batteries for running without an external power supply (and to maintain data during power
outages). It is possible to use either rechargeable (NiCad or Nickle Meta Hydride) or non-rechargeable
(Alkaline or Lithium) batteries.

Tip: A "Battery Type vs. Run Time" matrix chart is available

in the DYNOmite Support section of our web site at
www.land-and-sea.com.

When depleted (to less than 6.5 volts), otherwise healthy rechargeable batteries can be restored using
the included recharger/power supply.

Tip: Allow 12 hours to fully recharge the batteries. To avoid

inducing a memory effect on NiCad batteries, always fully
discharge them before re-charging.

1 Handheld DYNOmite Data Accusation Computers have a battery compartment that is accessed
via a slide cover on the back of the plastic housing. This compartment accepts a single rectangular
9-volt style battery.

2 The DYNOmite-Pro board sets also have a battery holder sandwiched between the board pairs. It
is necessary to first unscrew the two standoffs along the left (charger jack) side of the boards. Then the
bard halves 50-pin connector can be carefully pulled apart to access the six AAA style batteries.

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 CAUTION: Do not overcharge batteries, and never attempt to re-
charge Alkaline or Lithium batteries. Two marked jumpers on the
Pro board sets can be removed (as appropriate) to individually pre-
vent either the 9-volt or AAA batteries from being charged by the in-
cluded recharger/power supply.

2 Healthy rechargeable batteries will reach about 8.4 volts during charging, and maintain about 7.2
volts with the recharger/power supply disconnected.

Tip: During testing of snowmobiles, outboards, or other ap-

plications where the RPM source is the yellow lead hooked
to the engine's alternator output, the batteries will actually
be charged during testing! In an emergency, a 9-volt alka-
line battery can be used to power the DYNOmite.

3 A separate 3.6 volt NiCad memory backup battery is soldered to the DYNOmite Basic circuit
board sets (only). To prevent loss of internal settings and stored data, this battery should be fac-
tory replaced every three years.

CAUTION: Never leave old batteries in the hand held Data Acquisi-
tion Computer. They could leak and ruin it.

Chassis Dynamometer Chain Lubrication

For absorber equipped roller assemblies with chain drives, periodic lubrication is required.

1 Each 20 hours of operation (approximately) spray on high adhesion industrial (or motorcycle)
chain lube to the side link plates of the absorber/roller chains.

Tip: It is normal for the chains to get warm during operation.

Chassis Dynamometer Belt (or Chain) Adjustment

For absorber equipped roller assemblies, periodically (as your testing duty cycle requires) check drive
belt (or chain) tension as follows:

1 Verify adjustments, using the chart below, by applying the correct deflection pressure (at the
mid-point of the longest span) and measuring the total deflection (from a straight tangent line).
(See the "ENGINE MOUNTING - Automotive” section 5.1. for more details about the ab-
sorber itself.)

NOTE: The correct deflection (+/- 1/16" with deflection

pressure applied at mind-point of longest span)
should be:

3/16” for belts (applying 95 pounds of pressure)

5/16” for chains (applying 10 pounds of pressure)

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 CAUTION: Check the tension and tightness of all bolts for
tensioning drive belts (or chains) after the first hour of running and
each 20 hours thereafter. More frequent readjustment may be re-
quired during component run-in.

2 If re-tensioning is required, adjust as necessary using their slotted tensioners

3 With belts (or chains) on their sprockets, check alignment of the absorber shaft sprockets to the
roll sprockets. If they must be repositioned, use Blue Loctite when re-tightening sprocket set
screws.

4a For 12" Dual Roller chain units, adjust each slotted tensioner to achieve the appropriate chain de-
flection (per above chart). Once this is achieved, re-tighten all tensioner bolts.

4b For 24" and 44" Twin Roll units, adjust both tensioners equally - to keep absorber shaft parallel
to the rolls' shafts. Adjust to achieve the appropriate deflection (per above chart). Once this is
achieved, tighten both tensioner screws' locking nuts.

5 Recheck your adjustments after running a vehicle for a few minutes.

Chassis Dynamometer Twin Roll Alignment

If a roll is moved for bearing assembly, etc. they should be realigned following the procedure below.

CAUTION: Premature belt (or chain) wear can result from runnig with
badly misaligned rolls.

1 Using a 24” square & 36" bar clamp (to pull roll), square the roll closest to the absorber end of the
dynamometer. Measure from pillow block to outside frame on both pillow blocks.

2 Adjust roll position as required using the bar clamp. Once roll is located in frame, lock the pillow
blocks in place, by tightening their 5/8" mounting bolts and elastic locking nuts.

3 Center the roll between the inside of the dynamometer frame rails - measuring from the end edges
of the roll to the inside frame rail until equal distance. Lock the locking collars on the pillow
blocks by rotating the collars in the same direction the roll will be normally be turning in opera-
tion. Using the spanner wrench tap the wrench until tight on shaft. Tighten the setscrew.

4 On the second roll, use the same process as for the previous roll. However, only lightly snug this
roll's 5/8" bolts.

5 Compare the distance between both roll's faces to determine parallelism of their faces. Adjust the
2nd roll (using the bar clamp on pillow blocks) to achieve an equal distance between both rolls in-
side faces.

6 Using a straight edge, check parallelism of both clamp on pillow blocks & frame. Once achieved
tighten 5/8 bolts & nuts on pillow blocks.

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 MAINTENANCE - Computer E-Prom Upgrading 12.2
YNOmite Data Acquisition Computer E-PROM chip upgrades periodically become available to
D add features to your existing DYNOmite system. The chip is easy to change by following these
simple steps and precautions.

1 Find a relatively static free work area. Before opening the DYNOmite computer or handling the
new chip, ground yourself by touching a grounded metal pipe or electrical plate. This will dis-
charge any static electricity from your body.

CAUTION: A static spark from your body can damage computer

chips. Inexpensive static wrist straps are available from companies
like Radio Shack.

2 Make sure the DYNOmite Data Acquisition Computer is turned off and that all cables are discon-
nected from it.

3 Open the back of the Data Acquisition Computer’s case by removing its screws. Carefully sepa-
rate the halves of the case, taking care not to tug on its wiring.

4 Locate the original E-PROM chip. It is near the middle of the visible circuit board.

CAUTION: Note the location of the matching indicator notch’s

molded into the chip and its socket. You will need to put the new
chip in with the notch oriented the same way.

Tip: The old chip will probably have a white sticker on it with
an earlier version number - like Version 8.13 .

5 Carefully remove the old chip by progressively lifting it up at each end with a small flat blade
screwdriver.

Tip: Avoid bending the chips pins by lifting each side just a
little at a time.

6 While making sure that you have the indicator notch on the new E-PROM chip at the same end as
the notch in its socket, carefully press the new chip into place.

CAUTION: Do not put the chip in backwards as it can damage the

chip and computer. Make sure that all the pins on the chip are in their
respective socket holes. Bending a single pin can ruin the EPROM.

Tip: It may help to squeeze the two rows of pins (on the new
chip) towards each other (with side pressure) as you seat it
into its socket.

7 Replace the DYNOmite computer’s cover and power it up.

8 As long as it signs on in the normal manner you are done. You are ready to use its new features.

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 Tip: If the computer does not work properly after the up-
grade, check for bent pins. Also, inspect the notches to
make sure you did not put it in backwards.
Otherwise replace the original chip.
If you inadvertently damaged the upgrade E-PROM, return
it to Land & Sea for a free replacement.

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 MAINTENANCE - Torque Re-calibration 12.3
nnually (or as required to demonstrate calibration accuracy - for certification or publication of
A data) the torque-arm(or load cell should be dead-weight tested.

Tip: The re-calibration examples in this section describe a

DYNOmite Data Acquisition Computer equipped with the
LCD and keypad option. If your interface is via a
DYNO-MAX equipped PC, you can perform each of the re-
quired steps via its menus. See DYNO-MAX’s On-line Help
screens to guide you through the steps.

CAUTION: “Re-calibration” over-writes Land & Sea’s factory cali-

bration! Make sure you have confidence in your calibration weight
and “effective foot pound calculations."

1 Verify that you are running under AC power of a fully charged battery to provide stable voltage
during re-calibration.

2 Verify that the torque arm or load cell is plugged into the DYNOmite Data Acquisition Com-
puter.

3 Turn on the DYNOmite and let it warm up for at least 15 minutes (to stabilize internal tempera-
tures).

4a For DYNOmite-Basic board sets (only) go to the DYNOmite’s RAW TORQUE menu screen and
verify that the Raw Torque is showing between 500 to 1,200. If it is not, first turn to the “MAIN-
TENANCE - Torque Arm Replacement” section 12.4.
Otherwise, continue from step #5 (below).

Tip: If the RAW TORQUE is over 4,000 (or under 300) check
again that have the torque arm’s harness plugged in and
that you do not already have a test load applied!

4b For DYNOmite-Pro (or Lite) board sets (only) go to the DYNOmite’s ADJUST RAW TORQUE
menu screen and verify that the Raw Torque is showing between 4,000 to 9,000. If it is not, first
turn to the “MAINTENANCE - Torque Arm Replacement” section 12.4.
Otherwise, continue from step #5 (below).

Tip: If the RAW TORQUE can not be adjusted into this 6,500
range check again that have the torque arm’s harness
plugged in and that you do not already have a test load ap-
plied!

5 Verify that the correct torque source is selected in either the LCD Data Acquisition Screen (Figure
55) or under DYNO-MAX's "Electronics - Calibrate DYNOmite Channels."

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 DYNOmite-Basci
Select torque
source to be
used:
Torque arm- A
Figure 55

DYNOmite-Pro

SELECT TORQUE SOURCE < SELECT TORQUE SOURCE allows selecting which of the 12
DYNOmite Torque Source calibrations to utilize. There are
Se t t o t he t orque three Transducer Group Types to select from: Toque Arms
source now i n use : (and most other millivolt output load cells and strain gauges),
Rotary Torque (exclusively DYNOmite Piggy Back rotary
Torque Arm A board interfaces), or Load Cell Transducers (for most 0-5
volt torque sources).
.

Tip: The DYNOmite can simultaneously store calibrations

for separate torque arms. This allows you to use your one
DYNOmite computer on different dynamometers (e.g. auto-
motive, kart, marine, snowmobile, etc. engines) without
re-calibrating. If you only have one torque arm, it will have
been calibrated as Torque Arm - “A”.)

6 There are two procedures that can be used to apply calibration load on the torque arm.

Direct Weight Method - requires hanging the full calibration load at the same radius point where
the torque arm’s stop (or linkage) restrain its rotation. The load must be hung tangent (90 de-
grees to the rotation) to the contact point. This method clearly demonstrates if the DYNOmite is
delivering accurate torque readings.

Extension Arm and Weight Method - is required for heavier duty applications where the direct
weight method would require awkwardly large weights. Instead, an extension arm (and a corre-
sponding torque multiplication factor) is used with more convenient size weights.

Done properly, both methods deliver exactly the same calibration results!

Tip: Don't forget to also include the weight of the chain, etc.
used to support the actual calibration weight.

Example of calibrating a 13" marine straight vane water brake using the direct weight method:

Tip: All re-calibration must be done in foot-pounds. Even if

you are using DYNO-MAX's metric display units, all calibra-
tion is still assumed to be in foot-pound base units.

a) Remove the torque arm from the absorber.

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 b) Draw a pencil line on the arm’s face from the center of the absorber to where the torque arm nor-
mally contacts the engine framed during testing.

c) Carefully measure the moment arm radius (along this line) from that contact point to the center of
the absorber.

d) Holding the torque arm so its engraved letters “& Sea” are above the pencil line (and using a level
to insure the line is parallel to the floor), tightly clamp the arm (well below the pencil line and
near the mounting hole portion of the torque arm) in a soft jaw vise.

e) Now calculate your Torque Arm Factor by multiplying the moment arm radius in feet by the cali-
bration weight (in pounds).

You must add the torque arm’s Torque Load Factor

Note:(foot pound contribution of the overhanging arm’s
own weight at this angle) to your calculated Torque Arm Fac-
tor as follows:
13” absorber all torque arms = add 0.7 foot pounds.
9” absorber Snow torque arms = add 0.51 foot pounds.
9” absorber PWC torque arms = add 0.1 foot pounds.
7” absorber Kart torque arms = add 0.56 foot pounds.

Tip: Example: Your factor for a 13” absorber’s arm (with a

measured moment arm distance of 9.12” ) using a 300
pound weight would be...
9.12” / 12” x 300# = 228 + .7 = 228.7 effective foot pounds
The effective 228.7 foot pounds from this example would be
entered in the Torque Arm for arm-?: screen.

SKIP NOW TO THE “EXECUTING THE ACTUAL RE-CALIBRATION:” SEVERAL PARA-

GRAPHS BELOW!

Example of calibrating a 13" marine straight vane water brake using the Extension Arm and Weight
Method:

a) Remove the torque arm from the absorber.

b) Holding the torque arm with its strain gauge cover up and using a level to insure the cover is ex-
actly parallel to the floor, tightly clamp the arm (well below the strain gauge area and near the
mounting hole portion of the torque arm) in a soft jaw vise.

c) Remove the black plastic wear pad from the end of the torque arm and mount the included red
aluminum Calibration Arm Extension from the small 1/8" hole in the torque arm.

d) The foot pounds you enter must match the effective foot pounds of deadweight torque being used
to re-calibrate the unit. To figure out what the effective foot pounds is you must add the effective
torque contribution of the extension supporting the actual calibration weight, as well as multiply

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 the calibration weight by both its moment arm radius (in feet) and a small Geometry Angle Factor
(to compensate for the geometry of the extension arm calibration method). These three factors are
provided for Land & Sea's deadweight extension arms.

You must add the both the torque arm’s and the ex-
Note:tension arm’s Torque Load Factors (foot pound con-
tribution of the overhanging arms’ own weight at this angle)
to your calculated Torque Arm Factor as follows:
13” absorber - all torque arms = add 0.9 foot pounds.
24” Land & Sea deadweight extension arm (for 13" absorber's
torque arm) = add 1.7 foot pounds.

13” absorber - in place (i.e. gas docking station) load cell

using deadweight calibration extension arm = add 11.75 foot
pounds.

19” absorber - in place (i.e. diesel docking station) load

cell using deadweight calibration extension arm = add 13.44
foot pounds.

Plus you must also multiply the weight you are using by the
appropriate Geometry Angle Factor as follows:
13” absorber all torque arms = multiply by 0.92 Geometry An-
gle Factor.

Tip: Example: Your formula for a 13” absorber’s arm with a

measured moment arm distance of 24” using a Land & Sea's
nominal 2 foot radius extension arm that has a Torque
Load Factor of 1.7 foot pounds and a .92 Geometry Fac-
tor ) with a 100 pound weight would be...
24” / 12” x 100# x 0.92 = 184
then
184 + 0.9 + 1.7 = 186.6 effective foot pounds
The effective 186.6 foot pounds from this example would be
entered in the Torque Arm for arm-?: screen.

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 EXECUTING THE ACTUAL RE-CALIBRATION
7 The exact calibration procedure (below) will vary depending on the DYNOmite (or DYNO-MAX)
version you are working with.

DYNOmite-Basci
Manual Servo

Figure 56

Torque Factor < Enter the effective foot pounds that you will be hanging on the torque
for source-A: arm. The physical weight and moment arm length used should be se-
lected to load the arm at between 1/3 to 2/3 of its full scale limit. Con-
52.60 ft-# tact Land & Sea if you do not know the arm’s torque limit.

Tip: This Torque Arm Factor for arm -? only has an effect
during actual re-calibration of the active (indicated “A”, “B”,
etc.) torque arm. The foot pounds you enter must match the
effective foot pounds of deadweight torque being hung to
re-calibrate the arm.

Torque source-A < Press the hand held’s PRINT button (or DYNO-MAX “Zero” button)
Zero calibration to re-set the current torque reading as zero foot pounds. Make sure that
ft# 0.7 there is no load being applied at the torque arm before zeroing! The
(PRINT=set zero) torque arm should be relaxed and in its normal operating position dur-
ing zeroing.

Tip: Check that you don’t have cables or hoses pulling on

the torque arm before zeroing the computer. You’ll get an
ERROR !!! arm-A torque reading is too far off to be zero.
message if you attempt Zero calibration on excessive
torque readings. The need to zero-out large torque readings
is a sign that something is wrong... see the troubleshooting
section.

Re-calibrate < Make sure the weight is hanging still and that the display is steady.
Torque source-A Assuming it shows a ft# reading that is incorrect, press the hand
ft# 54.20 held’s PRINT button (or DYNO-MAX’s “Re-calibrate” button). The
PRINT=set 52.60 display will re-calibrate so that the display matches the foot pounds set
in the previous Torquearm for arm-?: screen.

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 DYNOmite-Pro

ZERO ( OFFSET ) TORQUE < ZERO ( OFFSET ) TORQUE allows automatically offsetting
Torque : -0. 3 (zeroing) the strain gauge (to compensate for mechanical,
electrical, and temperature induced “creep” of the
Re- O f fse t "A" t o Zero DYNOmite's unloaded torque reading).
You may press the Enter button if you wish to re-set the cur-
( I nsure no torque i s rent torque reading as zero foot pounds (like the “tare” button
curren t l y app l i ed and on a meat scale). Always make sure that there is no load be-
press En t er t o Zero ! )
ing applied at the torque arm before zeroing!
If you do not need to zero the channel, just press the Menu
keypad button to return to the previous sub-menu.

Tip: Check that you don’t have cables or hoses pulling on

the torque arm before zeroing the computer. Otherwise, you
may receive an error message like "RAW TORQUE TOO
H I GH !" if you attempt zeroing excessive torque drift. The
need to zero-out large torque readings is a sign that some-
thing is wrong… see “TROUBLE SHOOTING - Questions &
Answers” section 13.1.

RECAL I BRATE TORQUE < RECAL I BRATE TORQUE allows resetting the torque chan-
Torque : 1 49 . 2 nel's gain to match its current reading to that of the entered
Ca l . "A" a t calibration test force value.
1 50 . 00000
#1 Be sure that you have already performed the Torque Zero-
( Se t Foo t - Pound l oad ing procedure outlined above.
and press En t er t o #2 Set the "Cal. "A" @ value to match the effective foot
Reca l i bra t e ! )
pound force of your calibration weight and moment arm. Use
the ¬ or ® arrow keypad buttons.to move between digit
positions. Then key in the #'s (or use the "+" or "-" keypad
buttons) to enter the desired numbers.
#3 Verify that the calibration weight is hanging still and that
the display is steady.
#4 Press the Enter button - the display will re-calibrate so
that it matches your entered Cal. value.

If you do not need to re-calibrate the channel, just press the

Menu keypad button to return to the previous sub-menu.

Tip: Check that you don’t have cables or hoses pulling on

the torque arm - and that the test weight is hung - before
re-calibrating the computer. Otherwise, you may receive an
error message like "RAW TORQUE TOO LOW!"

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 ADJUST RAW TORQUE < ADJUST RAW TORQUE allows setting the torque channel's
Raw Torque : 6500 initial (unloaded) digital offset at an appropriate starting
point. This should be checked whenever the physical torque
( Norma l l y , l eave se t transducer is changed.
i n de f au l t 4500 t o
8500 un l oaded range ! The suggested value is 6500 (approximately10% of this
Use + - & ( - - ) keys 16-bit channel's 0-65,534 working digital range) to provide
t o a l t er Raw O f f se t . )
for some ability to read negative torque values.

If you do not need to change the Raw Torque setting, just

press the Menu keypad button to return to the previous
sub-menu.

Tip: The Raw Torque is not a calibration setting! It just

needs to be set at a value that provides some offset from the
channels 0 and 65,534 extreme. For applications that must
read equal magnitudes of positive and negative torque (e.g.
bi-directional systems) a value like 32,700 may be used..

8 Remove the weight and recheck the zero calibration. You can go through the zeroing and re-cali-
bration procedures a couple of times to really fine tune the accuracy.

Tip: The DYNOmite stores information on and can calibrate

each of the arms individually. You can swap between cali-
brated arms by plugging the desired one in and selecting its
calibration letter in this screen.

If you forget to hang the weights on when you push

Note:the PRINT button you get an “ERROR” message - instead
of a bad re-calibration!

Tip: Many dynamometer operators use a dead weight load

near the peak power torque of the test engine. This provides
maximum accuracy (at that specific torque).

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 Sample Calibration Photos

Typical Automotive Setup - unloaded

Figure 57

Typical Automotive Setup - loaded

Figure 58

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 Typical Personal Water Craft Setup - unloaded

Figure 59

Typical Personal Water Craft Setup - loaded

Figure 60

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 Typical Snowmobile Setup - unloaded

Figure 61

Typical Snowmobile Setup - loaded

Figure 62

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 MAINTENANCE - Torque Arm Replacement 12.4
ollow the instructions below when removing or replacing the torque arm on a DYNOmite ab-
F sorber.

WARNING: Installation of a heavier duty torque arm indicates that

you will be using the dyno under non-standard conditions; Land &
Sea does not have control over such use and consequently this
voids the DYNOmite’s warranty! The customer is responsible for
maintaining the safety and mechanical integrity of each application.

1 To detach the torque arm from the absorber’s stator housing, remove its five screws, five
lock-washer spacers, and two “safety shoulder screws.”

Tip: The lock-washers are hidden between the arm and the
housing to also serve as spacers.

CAUTION: These screws are secured with red Loctite. Heat them
carefully with a propane torch to avoid breaking them during re-
moval.

2 To remount the torque arm, carefully position the five split lock washers between the absorber’s
stator housing and the torque arm so they act as spacers. Place a drop of red Loctite on the threads
of each of the five mounting screws, install them through the arm, making sure the lock-washer
spacers do not slip out. Torque these five screws per the chart below.

Torque values for the five water brake torque arm

NOTE:mounting screws:

150 inch-pounds for 13" absorbers (5/16" screws)

100 inch-pounds for 9" and 7" absorbers (¼" screws)

3 Place a drop of red Loctite onto the threads of the two Safety Shoulder Screws and install them
through the arm. Make sure they will not rub on the arm as it flexes under engine torque loads.
lock-washer spacers do not slip out. Torque these two screws per the chart below.

Torque values for the two torque arm safety

NOTE:shoulder screws:

75 inch-pounds for 13" absorbers

50 inch-pounds for 9" and 7" absorbers

CAUTION: Do not exceed the recommended torque on the two safety

shoulder screws or they will break.

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 WARNING: Running without both safety shoulder screws in place
allows the absorber to spin dangerously if the torque arm fails dur-
ing dyno testing.

4 If you are installing a different torque arm than was previously used on this DYNOmite Data Ac-
quisition Computer, you need to check the setting (and possibly readjust the Computer’s
Raw-Torque Offset) prior to re-calibration.

Tip: If you have not changed the torque arm you can skip the
steps below!

5 Make sure you are running under AC power (to provide stable voltage during re-calibration) and
connect the torque arm to the DYNOmite Computer.

6 Turn on the DYNOmite Computer and let it warm up for at least 15 minutes (to stabilize internal
temperatures).

7 Go to the DYNOmite’s RAW TORQUE menu screen and verify that the Raw Torque is showing be-
tween 500 to 1,200. If it is, you can skip the steps below and should turn to the “MAINTE-
NANCE - Torque Re-calibration” section12.3.
Otherwise, follow the procedure below.

Tip: If the RAW TORQUE is over 4,000 you probably do not

have the torque arm’s harness plugged in!

8 Temporarily un-power the DYNOmite Data Acquisition Computer.

9 Open the back of the Data Acquisition Computer’s case by removing its screws. Carefully sepa-
rate the halves of the case, taking care not to tug on its wiring.

10 Find the raw torque offset adjustment, which is a small brass metal screw just below the 3/16” di-
ameter hole in the DYNOmite’s circuit board - labeled STR +/-.

Tip: This hole is on the left side of the board (holding the
boards so you can read their text) and about half-way down.

11 Re-power the DYNOmite and, using a small flat blade screwdriver, turn the screw to set the RAW
TORQUE number between 500 to 1,200.

Tip: You may need to turn the screw several revolutions be-
fore the RAW TORQUE changes.
The exact setting does not affect the accuracy of the
DYNOmite!

12 Un-power the DYNOmite while you replace its cover. Turn to the “MAINTENANCE -
Re-calibration” section12.3.

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 Tip: If you swap between torque arms on a regular basis, re-
alize that adjusting the raw torque offset screw changes the
zero offset for each arm channel. If each of your torque arms
is not within the 500 -1,200 window, Land & Sea can match
the arms to make readjustment unnecessary.

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 MAINTENANCE - Trailering Packages 12.5
ynamometer systems shipped with our optional trailering packages include separate maintenance
D pages from the trailer’s axle and (if so equipped) brake manufacture. Refer to this literature, your
trailer-axle manufacturer’s web site, your trailer’s axle-capacity label, your trailer-tires’ sidewalls, for
important information on operating and servicing your trailer.

WARNING: Failure to follow the service and maintenance proce-

dures outlines in the axle-manufacturer’s literature could lead to
equipment failure and/or trailering accidents. The customer is re-
sponsible for maintaining the safety and mechanical integrity of
their trailer. If you have lost your literature, please refer to the
axle-manufacturer’s web site – or contact Land & Sea, Inc.

Regularly check the tires’ inflation pressure, along with their tread and sidewall condition. The cor-
rect inflation pressure will be found on the trailer’s axle-capacity label.

WARNING: Be sure to regularly check the wheels’ lug nets, for cor-
rect torque. If you do not know the correct toque specification, con-
tact Land & Sea, Inc.

If you trailer’s tongue is removable (e.g. 1" adjustable height increments) periodically check the
tightens and condition of its attaching hardware.

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 TROUBLE SHOOTING - Questions & Answers 13.1
efore calling for technical assistance, please be sure you have reviewed this manual including the
B Q & A section below (and if relevant, DYNO-MAX’s help screens and Multimedia CD Tutorial).
If you do call, make sure that your phone location has access to the dynamometer and computer. It is
best to e-mail (or fax) your questions (including test data) in advance of calling, that way we both have
them in hand.

Tip: An inexpensive 100’ phone line extension is much more

practical than using an expensive cell phone!

Q Why does my engine overpower the dyno even with the load valve fully open?
A See “GETTING READY - Water Supply” section .
Q Why can’t I maintain steady RPM with the load valve (except at very high and very low
RPM)?
A This is normal on peaky engines at RPM’s near maximum torque. Because torque is drop-
ping on both sides of the RPM curve, you suddenly have to switch the direction you rotate
the load knob as you pass through this RPM range! So, anticipate the required valve action as
you get near this RPM, avoid overcompensating, and practice!
Adding more inertia to the drive line helps too.

Q Why is my engine hard to restart after a dyno run:

A Make sure the absorber’s discharge line(s) run downhill without any “traps” so it gravity
drains between runs. Make sure that the vent line runs up from the absorber and also has no
sags to trap water. For fast draining neither of these lines should be immersed in water.
Also, after a hard run the engine may be too hot for easy starting.

Q Why are my power readings consistently way off?

A Make sure DYNOmite tach is displaying true engine RPM; make sure you have correctly
selected the torque arm to be used:, done a Zero torque arm-? and do not need to
RE-CALIBRATE Torque arm-?.
Make sure that the Gear Ratio for correct torque is set correctly (normally its set to
1 . 000 ).
Make sure the torque arm wear pad is not cut through.
Make sure you are applying SAE correction factors properly.
Check that engine temperature is consistent from run to run (this can make a big difference
and is a genuine power loss or gain).
Watch for exhaust blowing back into the engine's air intake.
Lastly, perhaps what you see is what you've got!

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 Q Why are my power and RPM readings intermittently way off?
A Make sure DYNOmite tach is displaying true engine RPM throughout the run. If you see un-
realistic RPM spikes during data playback (use “Time” playback mode with minimum data
averaging for diagnostics) then electromagnetic ignition noise (Radio Frequency Interfer-
ence) is most likely the culprit. In this case, make sure that the DYNOmite's ground lead is
securely on a good ground near the ignition (the engine block is a good spot).
Also make sure that the engine has both resistor plugs and resistor wires or caps. It may help
to pull the DYNOmite computer itself further back from the engine during testing. (See
“TROUBLE SHOOTING - RFI” section 13.4, 13.5.)

Q Why are my power and torque readings intermittently way off?

A Make sure that you do not have any water shorting the 4-wire plastic torque arm harness's
connector (shorts make the DYNOmite read low). Corrosion on these connector pins or a
break in the torque arm wiring will make the DYNOmite read high. Do not “Zero out” these
errors, fix the problem!
Make sure that the Gear Ratio for correct torque is set correctly (normally its set to
1 . 000 ).

Q Why don’t I get any RPM reading?

A Check that the yellow lead is attached to an appropriate RPM source (See “DATA ACQUISI-
TION- Basic Hook-Up” section 6.1.) Check that the ¼ amp fuse (located in the DYNOmite
harness’s yellow lead) was not blown from over-voltage. Land & Sea’s technicians can take
you through a simple test (over the phone) using your DYNOmite’s battery charger (as an
RPM signal simulator) to verify the data acquisition system and harness hook-up

CAUTION: Do not substitute a larger fuse (1/4 amp maximum), or you

can burn out the DYNOmite’s charging and tachometer circuits
(which is not covered under warranty)!

Q Why am I getting an over voltage warning screen when running at high RPM?
CAUTION: Stop testing immediately or you will burn out the
DYNOmite’s charging system and tachometer circuits (which is not
covered under warranty)!

A If you are taking tachometer readings from the engine’s charging system, make sure the en-
gine’s voltage regulator is working. Without a load, most alternators deliver well in excess of
20 volts at high RPM!

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 Tip: For engines with a tiny battery and no load (i.e. lights,
electric fuel pump, etc.) you can install one or more 100 ohm
to 500 ohm (2 watt) resistors in series with the DYNOmite's
yellow tach lead. A 100 ohm (Brown-Black-Brown-Gold),
200 ohm (Red-Black-Brown-Gold), 300 ohm (Or-
ange-Black-Brown-Gold), and 500 ohm
(Green-Brown-Brown-Gold) resistor are included in the
DYNOmite kit for this purpose. (Note: This might reduce
charging of the DYNOmite's internal battery during low RPM
operation.)

Q Why are “No data points recorded” during my tests?

A Make sure you pressed the TEST button to initiate the test run. In the “Run Set-up” branch,
make sure that Engine speed to trigger recording is higher than minimum speed to
record data at:. In the “Output” branch, if you had set Data-Averaging during play-
back to 0 (for RPM STEP mode, change it to 1. If you get the data set to 1, but not in the
RPM STEP mode, it means that you swept through the power curve too quickly to get at
least 12 readings at any 100 RPM increment. If after these changes, you still are not getting
data points, you may be experiencing RF interference. (See “TROUBLE SHOOTING -
RFI” section 13.4, 13.5.) Also, see “Why are my power and RPM readings intermittently way
off?” question above.

Q Why does my RPM change ok during testing but my torque stay fixed?
A Make sure torque arm lead is plugged into the harness and that the connection is clean and
dry. As a quick check, the torque reading should change if you open and close this connec-
tion. You may have selected the wrong torque source during set-up. (See Fig. 1 and the
“LCD INTERFACE - Configure” section .)
If you are using a Rotary Torque Transducer, make sure that it’s green LED is on and that
the High and LOW Interface Module’s buttons work.

Q Why doesn’t my DYNOmite’s top MPH print-out match my drag strip's trap MPH?
A You can reset the DYNOmite computer's Vehicle speed transfer factor: to correctly
match the MPH, but, keep in mind that if you had slippage as you went through the traps, or
if you kept accelerating after the drag strip's equipment had recorded your speed, the two
speeds should not match!

Q Why do I get very few (or no) data lines to print out even though the DYNOmite says
“thousands” of data points were recorded?
A Check that you are playing back the data in Time not “R”PM mode and that data averaging is
set to a reasonable number like 20 (1/10th second time interval). Also, be sure you have the
Preset test recording rate: set to a fast enough rate (normally use 200 records per sec-
ond) to capture adequate acceleration data for smooth looking playback.

Q Why is no jack-shaft RPM (or vehicle MPH) displayed even though the shaft is turning?
A Make sure the Magnetic Pickup Sensor is within 3/32" of the magnetic collar and they are on
the same centerline. If you are using an infrared “On-Board” Torque Transducer pickup,

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 make sure the pulse pickup is in place and that the LED. Check that the wiring is intact. Land
& Sea’s technicians can take you through a simple test (over the phone) using your
DYNOmite’s battery charger (as an RPM signal simulator) to verify the data acquisition sys-
tem and harness hook-up.
You must also have the correct E-PROM upgrade option installed in the DYNOmite Data
Acquisition Computer to read MPH.

Q Why are the unused thermocouple channels reading erratically during testing?
A This is normal! You must either install a probe in the extra channel or short the leads at the
end of the unused channels (to hold them to a low temp reading).

Q Why do the fuel flow and BSFC fluctuate quite a bit even during steady state test-
ing?
A Because of the uneven demand characteristics of float bowl needle and seat controlled fuel
delivery (especially on engines that vibrate the carburetor bowls a lot) the fuel being deliv-
ered into the engine at any instant may not match that being delivered into the bowl. Since
the transducer is actually measuring the delivery into the bowl, it is necessary to average the
fuel flow over a long enough period of time for the two flows to match. Generally, flow
numbers that are averaged over less than one second are not a reliable indication of exactly
the amount of fuel that made it into the engine. This is not a function of the accuracy of the
DYNOmite or transducer. Note: fuel injected engines are subject to pulsation’s in the fuel
line which can give similar (but less severe) problems. In all cases, the readings get more re-
liable as averaging time (and flow) increases.

Q Where do I put a fuel flow transducer if the engine is injected and has a separate
bypass return line off its fuel regulator?
A You must place the transducer between the regulator output and the fuel injector(s). If you
install it before the regulator you will only be reading the continuous full flow of the fuel
pump. A Land & Sea technician can give you some tips on working this out. However, if
you also have DYNO-MAX and more than one DYNOmite board pair set, you can simply
run a second transducer in the return line (and have DYNO-MAX subtract flow from the
other).

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 TROUBLE SHOOTING - Electronic Load Control 13.2
f the Electronic Auto-Load Control Servo fails to properly control the engine, review the following
I checks:

CAUTION: If you must disassemble the load valve body and brass
barrel valve for service, do not remove the stepper motors shaft as-
sembly from its housing. Doing so will permanently degrade the
magnetism and performance of the motor.

1 When the servo is in one of its active modes, it should close the load valve upon DYNOmite
power up. This is a simple verification that the servo is active, has power, and can at least close
under computer control. If the servo fails the preceding check, (i.e. it never moves under computer
control) verify that it has a full 12.6 volts at its red and black power leads. Also, make sure that
you have actually activated the servo and have not accidently left it in “Manual Knob” mode!
(See “OPTIONS - Electronic Auto-Load Servo” section .)

2 If the servo closes upon power up, turn on your water supply and repeat the test to make sure the
valve will close when water pressure is present. If not, it may need to be cleaned, or you may have
too much water pressure for proper operation (See “GETTING READY - Water Supply” sec-
tion.). A properly serviced valve will turn smoothly with just light “finger tip” torque.
If the valve turns freely, skip to Step #4.

3a The valve may be opened for cleaning by removing the four 1/4”-20 socket head screws (that at-
tach its stepper motor to the valve’s body) and the single #10-32 socket head travel limit screw (in
the side of the valve’s body).

3b If the valve is dirty inside, use a rag with a non-abrasive metal cleaner (like Brasso) on the brass
barrel to remove any dirt particles and/or corrosion. Use a very-fine plastic scouring pad (like
“Gray” ScotchBrite) with a light detergent motor oil to clean the valve’s bore. Lightly scrub the
bore in a rotational (not up and down) direction.

CAUTION: Do not scratch or sand material from the brass barrel

valve or it’s housing bore. If you increase the barrel to bore clear-
ance (with an abrasive cleaning) the valve may seep too much when
closed. Excessive seepage will load the engine at cranking RPM.

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 3c Before reassembling the valve, check its brass
barrel’s “run-out” with a dial indicator (by turn-
ing the stepper motor’s shaft) (Figure 64).

Figure 64

3d If run-out exceeds .0015”, true the barrel by ap-

plying light palm pressure (to straighten its shaft).
Use the bore of the valve body as a straightening
support fixture for the brass barrel (slide it in
about 3/8” short of seating during this process).
(Figure 63).

Figure 63

CAUTION: Do not over-bend the shaft while straightening. Work

slowly and re-check run-out frequently during the procedure.

4 It the valve passes the above checks, make sure that the Rate, Gain, and Drift settings are appro-
priate for the engine and absorber combination. (See “DYNOmite-Basic LCD INTERFACE -
Configure” section 7.2 or the "PRO LCD INTERFACE - Configure Controls" section 7.11.)

5 Run the engine with the Holding RPM set about 1,000 RPM above normal idle speed. Apply light
throttle and see if the load servo valve opens to hold the engine to that RPM. You can also manu-
ally force open the valve and watch to see if the computer closes it back down (to bring the engine
back to the Holding RPM). If the valve only closes (never opens under computer control) you
may have a broken harness lead and should contact Land & Sea.

6 If you are running DYNO-MAX, you can test the valve by running it in "Hold % Position" mode
(under DYNO-MAX's "Electronics - Configure DYNOmite Controls" menu choice. Verify that
the setting for the Keyboard Hold/ Point Control for the Left/Right arrow keys is is 10%. Without
the water presure on (but without the engine running) key the servo from closed to open and back

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 again. You are checking that the valve reliably moves 10% with each click of an arrow key. If not,
should contact Land & Sea

6 If the valve passes all the above checks, but behaves erratically under full power testing, you need
to confirm that the problem is not RFI (electromagnetic Radio Frequency Interference from the
engine’s ignition system). De-activate the servo by placing it in “Manual Knob” mode and re-run
a full power test operating the load valve manually. The stepper motor should not move the valve
at all during this test. If you notice that the servo still seems to be active (it moves erratically on
its own even though it is turned off) then RFI signals are entering through the harness and directly
activating the servo. You will need to reroute the harnesses and/or follow the recommendations in
the “TROUBLE SHOOTING - RFI” section 13.4, 13.5.

7 If the load valve passes the above tests, record a manually controlled test (at the problem RPM and
throttle opening) and examine the captured RPM data (with data averaging and dampening set to
the lowest values). Look for sudden un-explained RPM spikes in the data. If they exist, then the
problem is not with the servo, but with the RPM data the servo is responding to. To cure the RFI
tachometer errors, see the “TROUBLE SHOOTING -RFI” section 13.4, 13.5.

8 If the valve passes all the above tests, the problem is most likely one of tunning the load valves
Rate, Gain, and Drift settings to the engine and absorber. (See “LCD INTERFACE - Configure”
section .)
Or, if even manual control of the engine is difficult, then it is a matter of better matching the ab-
sorber’s discharge drain orifice(s) and water supply to the engines being tested. (See “TROUBLE
SHOOTING - Absorber Matching” section 13.3.)

9 If the engine is experiencing an RPM oscillation problem under Electronic Auto-Load Servo con-
trol, check to see if it is stable under “Manual Knob” control at that same RPM. Assuming it is
stable under manual control, then it is most likely that the Rate, Gain, and/or Drift settings are too
aggressive. This causes the servo control to induce oscillation by overcorrecting each time it
makes an adjustment. Cut back on the settings and try again. (See “LCD INTERFACE - Config-
ure” section .)

10 If the engine is not experiencing an RPM oscillation problem but instead is slow to eliminate er-
rors between actual RPM and the desired Holding RPM the problem is usually that one or more of
the that the Rate, Gain, and/or Drift settings is too low. (See “DYNOmite-Basic LCD INTER-
FACE - Configure” section 7.2 or the "PRO LCD INTERFACE - Configure Controls" section
7.11.)

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 TROUBLE SHOOTING - Absorber Matching 13.3
he DYNOmite water brake absorbers are designed to work properly on a wide range of engine
T power and RPM combinations - often right out of the box. To improve load valve “drive ability”
with some very high torque low RPM engines, you may need to restrict the absorber’s discharge rate).
Conversely, near the upper horsepower/temperature/RPM limits of the absorber, you often need to in-
crease the discharge volume.

The drain(s) in the bottom of the DYNOmite absorber stator's housing serve two separate functions.
As covered in the “GETTING READY - Water Requirements” section, one is to carry away the en-
gine’s delivered energy - as waste heat. The other is to allow the absorber to un-load whenever you
close down its load control valve.

Tip: Only the load valve’s sensitivity and water discharge

temperatures are affected by changing the discharge rate.
The accuracy of the DYNOmite's torque readings are unaf-
fected!

Some drain fittings will have a replaceable screw in

brass flow restricting orifice (Figure 65 provides a
view of one model absorber's drain orifice). The ori-
fice’s i.d. can be selected (or drilled) to alter the rate
at which the absorber drains. Larger orifices (or none
at all) allow the absorber water level to drop faster
(unloading the engine more quickly) thus making the
valve more responsive (when reducing load).

For systems without screw in restrictions, changing

the diameter of the drain hoses can often provide the
same effect.

Figure 65

Tip: The orifice can be removed altogether and/or dual

drains can be used to get faster draining.

Unfortunately there is one drawback to large drains, they make it take slightly longer to fill the ab-
sorber (when the valve is opened). Selecting the optimum drain rate is a compromise between these
conflicting requirements. You want the absorber to load and unload at a similar rate. Generally, larger
drains coupled with a high enough flow load valve and fed from a high capacity water supply (to keep
the dynamic pressure at the load valve up and steady) provides the most responsive dynamometer con-
trol.

Tip: As a rule of thumb, select a drain orifice (or hose) size

that lets the load valve run about half open during peak
power loading. That way, you have plenty of reserve valve
travel (in both directions) when you need to respond to a
change in loading .requirements.

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 While it is possible to run the dyno on a minimal water supply (by reducing discharge orifice size),
such configurations require more operator load valve “anticipation” - to maintain RPM control. Oper-
ating like this is tough when testing peaky engines, where you need very responsive control.

CAUTION: To avoid absorber seal damage, water discharge temper-

ature must not exceed 180 degrees Fahrenheit. Recheck the dis-
charge temperature (at peak steady state Hp) when determining the
correct orifice size and/or drain hose to engine match.

Absorber capacity also has a great affect on the load control's ability to responsively control the en-
gine’s RPM. While it’s possible to test engines near the absorber’s Torque vs. Hp absorption chart
limits, such operation leaves little reserve for control.

Tip: Think of trying to tow a heavy trailer with a compact car.

It is ok when going smoothly along a flat level road, but when
you need to pull up a hill (or stop quickly), you are in trouble!

It is also difficult to get good engine control (and data resolution) when using an oversized system to
test very small engines. In some cases a reduction drive (e.g. a jack shaft mounted absorber with a
belt, chain, or gear box under-drive) can be used to match a large absorber to a smaller high RPM en-
gine.

Tip: DYNO-MAX even has a parasitic "Driveline Power

Loss” function available to compensate for such drive sys-
tem unmeasured losses.

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 TROUBLE SHOOTING - Absorber Capacity 13.4
he following graphs will help you determine if the absorbers’ load capacity vs. RPM curve is a
T suitable match for the engine to be tested.

WARNING: The following charts are for the hydraulic loading capa-
bilities of the absorbers only. See current DYNOmite catalog for the
maximum mechanical limit of each package.

CAUTION: These curves are for a full absorber. If you have an inade-
quate water supply system then you may not be able to reach these
maximums, so adjust accordingly.

Each absorber unit has one or more discharge drain orifices to help you tune the absorbers load char-
acteristics for the Torque and RPM range to be measured.

Tip: For better control the engine being tested should not be
at the extreme high or low range of the absorber’s capacity.

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 Absorber Load Chart: 7”

DYNOmite 7" Absorber Load vs. RPM

(with full absorber)
120

100

80
Torque & HP

60

40

Torque
20
Horsepower

0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
RPM

Absorber Load Chart: 9”

DYNOmite 9" Absorber Load vs. RPM

(with full absorber)

350

300

250
Torque & HP

200

150

100
Torque
50
Horsepower
0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
RPM

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 Absorber Load Chart: 13” Single
DYNOmite 13" Absorber Load vs. RPM
(with full absorber)
1000

900

800

700

600
Torque & HP

500

400

300

200 Torque

100 Horsepower

0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
RPM

Absorber Load Chart: 13” Dual

DYNOmite 13" Dual-Rotor Absorber Load vs. RPM
(with full absorber)
2000

1800

1600

1400

1200
Torque & HP

1000

800

600

400
Torque

Horsepower
200

0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
RPM

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 TROUBLE SHOOTING - RFI 13.5
lectromagnetic Radio Frequency Interference (RFI) from the engine’s ignition can be a major
E problem when trying to capture sensitive electronic instrument data adjacent to a high compres-
sion spark-ignition engine. RFI problems worsen as the engine’s throttle is opened (increased cylinder
pressure raises the peak ignition voltage) and may more severe as RPM increases (raising the RFI’s
frequency). RFI symptoms include erratic DYNOmite tachometer and/or servo operation, Personal
Computer lock-up, spikes in the data.

Taking one or more of the following preventive steps will generally allow testing of even the wildest
combinations. These problems are not specific to the DYNOmite, so your ignition system’s manufac-
turer may have other suggestions you can follow.

1 Run all ground leads to either the engine’s battery (or block if no battery is used) or to a clean
common junction connected by a heavy duty ground cable to the engine’s battery. Ideally this bat-
tery's negative terminal and/or dynamometer's frame itself should be connected directly to a qual-
ity earth ground (e.g. buried copper rod) via a large gauge wire (for a very low resistance
connection). Avoid multiple ground points as this often creates a “ground loop” (where RFI can
get onto the circuit).

CAUTION: Always hook up all the ground leads before hooking up

any of the power leads for the DYNOmite Data Acquisition module,
its accessories, or the engine. Failure to follow this precaution can
lead to circuit damage not covered under warranty!

2 Try using resistor sparkplugs (or caps) and also run graphite ignition cables. These components
tremendously reduce the level of RFI generated by the ignition. Killing the noise at the source is
much more effective than chasing down every dyno harness lead that might be receiving these un-
wanted random signals.

CAUTION: Spiral wire wound “suppression” ignition cables are not

anywhere near as effective (at reducing RFI) as true graphite core ca-
bles. The cheapest set of graphite wires will “out-suppress” the
most expensive wound metallic wires.

Tip: Keep an inexpensive set of graphite core cables in the

dyno cell for troubleshooting problem ignitions. You don’t
need expensive high temperature 8+ mm silicone jacket
wires with high quality boots to survive on the dyno. Even in-
stalling just a graphite core coil lead may do the trick. New
graphite cables will not reduce the engine’s power.

3 Keep the ignition wires (and coil wire) as short as practical and avoid routing the DYNOmite’s
harness leads parallel or near to the ignition wires.

Tip: The EGT probes have extra shielding on them to allow

operation near the ignition. Conversely, the Engine Temper-
ature leads are quite sensitive to RFI, keep them away from
the ignition if you can.

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 Tip: Install braided metal shielding (grounded at one end to
the engine block) over all the sparkplug (and coil) wiring. (As
used on early Corvettes.)

4 If RFI is interrupting communications between the DYNOmite Data Accusation Computer and
your PC running DYNO-MAX (via a RS-232 serial port connection) the use of Land Sea's spe-
cial shielded and filtered cables may help. Typically such interference is much more troublesome
as the throttle is opened (increasing cylinder pressure and spark intensity).

Tip: In extreme cases fiber optic RS-232 serial "cabling" is

available from several manufactureres. Such hook-ups use
a convertor at each end theat translates the normal
hard-wired connection into a light signal that runs along the
fiber optic link.

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 ACCESSORIES - Hardware and Software 14.1
he DYNOmite Dynamometer Accessories Catalog includes a brief description and photo of many
T products which add features or aid installation, operation, or maintenance. Some of the more pop-
ular items include:

Air Flow Meter Turbine Kit for measuring the intake airflow of most internal combustion engines.

Air/Fuel Ratio Exhaust Sensor Module and harness for measuring the engine's mixture on the dyno
or road.

Brake Specific Fuel Consumption Fuel Flow Transducer Kits for monitoring the fuel consumption
of the engine. The kit includes flow transducer, hoses, mounting hardware, and additional EPROM
software functionality.

Briggs & Stratton Adapter for mounting 9" water brake with light duty torque arm directly on Briggs
& Stratton heavy duty crankshafts for special testing needs.

Compact Thermal Printer for paper data printout. Battery powered for remote operation.

Dead-Weight Calibration Kits for easy re-calibration and certification of the DYNOmite’s accuracy.

DYNO-MAX "Pro" software to expand the data analysis and display potential of the DYNOmite on
Microsoft Windows equipped PC's and laptops.

DYNOmite Portable Pump Kit for 100% portable all season testing away from a garden hose supply.

Electronic Auto-Load Servo valve allows for convenient one-hand operation of all our DYNOmite
dynamometer systems. Input your sweep rate and holding RPM, give it throttle, and the computer will
take over loading the engine automatically.

Exhaust Gas Temperature Thermocouple Kits includes additional EPROM software functionality,
and thermocouple temperature sensors.

Exhaust Measuring System 5-gas analyzer monitors and displays engine emissions ( including air
fuel ratio and Lambda) via its included exhaust pipe probe, pump, and filter.

Full Function Data Harnesses are needed to allow the Data Computer to record the optional EGT,
BSFC and other advanced functions.

OBD-II (Scan Tool Port) Interface reads engine RPM, road speed, and other diagnostic data from
late model vehicles' OBD-II dashboard port directly into DYNO-MAX "Pro".

Oil Temperature Dip Stick thermocouple probe is super convenient for chassis dyno work.

Ignition Kill Switch Relay Kits for engines that can not be killed by the DYNOmite's grounding of the
black/white lead.

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 Pressure Transducers for monitoring everything from manifold vacuum boost pressure to oil or fuel
pressure, whatever you need to measure from -12 PSI to 150 PSI.

RPM Pickup Kits for applications with radio frequency interference and engines without a tach output
to get RPM readings without a direct connection to the ignition.

RTD Probe Assemblies (Resistive Temperature Devices) support reading from -100 to over 1,200
Fahrenheit.

Smoke Opacity Meter provides real time monitoring of diesel engine's exhaust stack emissions

.Sparkplug Thermocouples replace the plug’s washer to read the plug seat temperature on air cooled
engines

Thermal Printer Paper for the portable printer (in packs of three rolls).

Universal Knock Sensor Module for converting the acoustical rattle of damaging engine knock into a
signal that can be monitored via DYNO-MAX "Pro's" Knock Index % Formula.

Weather Station automatically enters air temperature, barometric pressure, and relative humidity into
your test data for correcting horsepower and torque test data to Standard SAE atmospheric conditions.

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 Index

ACtiveSync
installation and operation . . . . . . . . . . . . See page(s) 351 or Table of Contents
mounting - axle hub . . . . . . . . . . . . . . . See page(s) 59 or Table of Contents
Absorber
capacity . . . . . . . . . . . . . . . . . . . . . See page(s) 391 or Table of Contents
capacity matching . . . . . . . . . . . . . . . . See page(s) 389 or Table of Contents
discharge drains . . . . . . . . . . . . . . . . . See page(s) 389 or Table of Contents
load capacity charts . . . . . . . . . . . . . . . See page(s) 392 or Table of Contents
magnetic RPM pick-up . . . . . . . . . . . . . See page(s) 307 or Table of Contents
Accessories
hardware & software. . . . . . . . . . . . . . . See page(s) 397 or Table of Contents
Air temperature
standard correction factors. . . . . . . . . . . . See page(s) 259 or Table of Contents
Airflow
turbine kit . . . . . . . . . . . . . . . . . . . . See page(s) 265 or Table of Contents
Altitude
correction for . . . . . . . . . . . . . . . . . . See page(s) 261 or Table of Contents
Arctic Cat
snowmobile/PWC wiring . . . . . . . . . . . . See page(s) 165 or Table of Contents
Auto test
ending RPM . . . . . . . . . . . . . . . . . . . See page(s) 194 or Table of Contents
Auto-load
servo control mode . . . . . . . . . . . . . . . See page(s) 284, 342 or Table of Contents
servo operation. . . . . . . . . . . . . . . . . . See page(s) 284 or Table of Contents
servo set-up . . . . . . . . . . . . . . . . . . . See page(s) 283, 341 or Table of Contents
Automotive (engine mounting) . . . . . . . . . . . See page(s) 143 or Table of Contents
Barometric pressure
setting correction . . . . . . . . . . . . . . . . See page(s) 191 or Table of Contents
Battery
LCD voltage display . . . . . . . . . . . . . . . See page(s) 198 or Table of Contents
Bearings
absorber (replacement) . . . . . . . . . . . . . See page(s) 358 or Table of Contents
Bladder tank . . . . . . . . . . . . . . . . . . . . . See page(s) 25 or Table of Contents
Blowby
blowby flow transducer . . . . . . . . . . . . . See page(s) 345 or Table of Contents
Calibration
fuel flow transducer . . . . . . . . . . . . . . . See page(s) 197, 265, 292 or Table of Contents
illustrations (torque arm) . . . . . . . . . . . . See page(s) 372 or Table of Contents
speedometer . . . . . . . . . . . . . . . . . . . See page(s) 300 or Table of Contents
tachometer . . . . . . . . . . . . . . . . . . . . See page(s) 192, 298, 338 or Table of Contents
torque arm . . . . . . . . . . . . . . . . . . . . See page(s) 365 or Table of Contents
torque transducer . . . . . . . . . . . . . . . . See page(s) 196 or Table of Contents
Capacity
absorber load charts . . . . . . . . . . . . . . . See page(s) 392 or Table of Contents
Cavitation . . . . . . . . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
Cell design. . . . . . . . . . . . . . . . . . . . . . See page(s) 27 or Table of Contents

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 Cooling tower
filling & draining . . . . . . . . . . . . . . . . See page(s) 279 or Table of Contents
set-up . . . . . . . . . . . . . . . . . . . . . . See page(s) 269, 279 or Table of Contents
temperature adjustment . . . . . . . . . . . . . See page(s) 280 or Table of Contents
Correction
standard vs. observed . . . . . . . . . . . . . . See page(s) 202 or Table of Contents
Correction factors
SAE . . . . . . . . . . . . . . . . . . . . . . . See page(s) 257 or Table of Contents
standard . . . . . . . . . . . . . . . . . . . . . See page(s) 259 or Table of Contents
Corrosion . . . . . . . . . . . . . . . . . . . . . . See page(s) 23 or Table of Contents
DYNO-MAX . . . . . . . . . . . . . . . . . . . . See page(s) 397 or Table of Contents
Data analysis
output . . . . . . . . . . . . . . . . . . . . . . See page(s) 253 or Table of Contents
Detonation
knock sensor module . . . . . . . . . . . . . . See page(s) 305 or Table of Contents
Display
LCD screen data modes . . . . . . . . . . . . . See page(s) 201 or Table of Contents
Drains
absorber discharge orifice . . . . . . . . . . . . See page(s) 389 or Table of Contents
hoses . . . . . . . . . . . . . . . . . . . . . . . See page(s) 32 or Table of Contents
Drive-shaft yoke
rotary torque transducer . . . . . . . . . . . . . See page(s) 313 or Table of Contents
E-PROM
upgrading . . . . . . . . . . . . . . . . . . . . See page(s) 363 or Table of Contents
version . . . . . . . . . . . . . . . . . . . . . . See page(s) 198 or Table of Contents
E-mail
technical support . . . . . . . . . . . . . . . . . See page(s) 7 or Table of Contents
Eddy current absorber
cooling methods . . . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
installation . . . . . . . . . . . . . . . . . . . . See page(s) 141 or Table of Contents
Engine
mounting (automotive) . . . . . . . . . . . . . See page(s) 143 or Table of Contents
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 163 or Table of Contents
Exhaust . . . . . . . . . . . . . . . . . . . . . . . See page(s) 27 or Table of Contents
Exhaust Gas Temperature
analysis . . . . . . . . . . . . . . . . . . . . . See page(s) 289 or Table of Contents
kit installation . . . . . . . . . . . . . . . . . . See page(s) 287 or Table of Contents
probe calibration . . . . . . . . . . . . . . . . . See page(s) 196 or Table of Contents
trouble shooting RFI . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
Flex-plate coupler . . . . . . . . . . . . . . . . . . See page(s) 143 or Table of Contents
Fuel
specific gravity. . . . . . . . . . . . . . . . . . See page(s) 193 or Table of Contents
Fuel flow
transducer calibration . . . . . . . . . . . . . . See page(s) 265, 292 or Table of Contents
transducer kit installation . . . . . . . . . . . . See page(s) 291, 345, 347 - 348, 351 - 355 or Table of Contents
Fuses
console . . . . . . . . . . . . . . . . . . . . . . See page(s) 43 or Table of Contents
rotary torque transducer . . . . . . . . . . . . . See page(s) 315 or Table of Contents
servo . . . . . . . . . . . . . . . . . . . . . . . See page(s) 43 or Table of Contents
Gear Ratio
setting . . . . . . . . . . . . . . . . . . . . . . See page(s) 191 or Table of Contents

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 Graphite ignition wires
to suppress RFI . . . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
Harness
airflow turbine adapter. . . . . . . . . . . . . . See page(s) 263, 267 or Table of Contents
leads . . . . . . . . . . . . . . . . . . . . . . . See page(s) 167, 173 or Table of Contents
Holding RPM
setting . . . . . . . . . . . . . . . . . . . . . . See page(s) 193 or Table of Contents
Horsepower . . . . . . . . . . . . . . . . . . . . . See page(s) 254 or Table of Contents
Hp (formula for) . . . . . . . . . . . . . . . . . See page(s) 19 or Table of Contents
Humidity
setting correction . . . . . . . . . . . . . . . . See page(s) 191 or Table of Contents
Hydraulic absorbers . . . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
Ignition noise
suppressing RFI . . . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
Inductive RPM pick-up
hook-up . . . . . . . . . . . . . . . . . . . . . See page(s) 297 or Table of Contents
Input shafts
absorber to engine . . . . . . . . . . . . . . . . See page(s) 143 or Table of Contents
Interface module
rotary torque transducer . . . . . . . . . . . . . See page(s) 314 or Table of Contents
Jack-Shaft
secondary RPM kit. . . . . . . . . . . . . . . . See page(s) 299 or Table of Contents
Kart
engine mounting . . . . . . . . . . . . . . . . . See page(s) 147 or Table of Contents
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 163 or Table of Contents
Kill switch relay . . . . . . . . . . . . . . . . . . . See page(s) 303 or Table of Contents
See Also RPM limiter
Knock
knock sensor module . . . . . . . . . . . . . . See page(s) 305 or Table of Contents
LEDs
rotary torque transducer . . . . . . . . . . . . . See page(s) 315 or Table of Contents
Load
absorber capacity charts . . . . . . . . . . . . . See page(s) 392 or Table of Contents
Load-Cell
hook-up . . . . . . . . . . . . . . . . . . . . . See page(s) 179 or Table of Contents
MPH
RPM/mph factor . . . . . . . . . . . . . . . . . See page(s) 193, 221, 300 or Table of Contents
calibration of speedometer. . . . . . . . . . . . See page(s) 192, 300 or Table of Contents
sensor source. . . . . . . . . . . . . . . . . . . See page(s) 196, 220 or Table of Contents
Magnetic RPM pick-up
installing (absorber kit) . . . . . . . . . . . . . See page(s) 307 or Table of Contents
Maintenance
battery (internal DYNOmite) . . . . . . . . . . See page(s) 359 or Table of Contents
bearing lubrication . . . . . . . . . . . . . . . . See page(s) 357 or Table of Contents
e-prom upgrading . . . . . . . . . . . . . . . . See page(s) 363 or Table of Contents
servo . . . . . . . . . . . . . . . . . . . . . . . See page(s) 385 or Table of Contents
torque arm replacement . . . . . . . . . . . . . See page(s) 375, 379 or Table of Contents
torque re-calibration . . . . . . . . . . . . . . . See page(s) 365 or Table of Contents
Motorcycle
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 164 or Table of Contents

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 On-Board
rotary torque transducer . . . . . . . . . . . . . See page(s) 311, 313, 317, 325, 329, 331, 333 or Table of Con -
tents
Optical
optical RPM pickup . . . . . . . . . . . . . . . See page(s) 337 or Table of Contents
Options
hardware & software. . . . . . . . . . . . . . . See page(s) 397 or Table of Contents
Orifices
absorber discharge sizing . . . . . . . . . . . . See page(s) 389 or Table of Contents
Outboards
engine mounting . . . . . . . . . . . . . . . . . See page(s) 149 or Table of Contents
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 164 or Table of Contents
PWC (absorber mounting) . . . . . . . . . . . . . See page(s) 155 or Table of Contents
Pick-Ups
rotary transducer coil . . . . . . . . . . . . . . See page(s) 313 or Table of Contents
Plumbing . . . . . . . . . . . . . . . . . . . . . . See page(s) 31 or Table of Contents
Polaris
snowmobile/PWC wiring . . . . . . . . . . . . See page(s) 164 or Table of Contents
Portability
water pumps . . . . . . . . . . . . . . . . . . . See page(s) 309 or Table of Contents
Pressure
transducer range . . . . . . . . . . . . . . . . . See page(s) 197 or Table of Contents
water requirements. . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
water supply testing . . . . . . . . . . . . . . . See page(s) 37 or Table of Contents
Printer
serial printer configuration. . . . . . . . . . . . See page(s) 181, 184 or Table of Contents
Printing
MPH . . . . . . . . . . . . . . . . . . . . . . . See page(s) 300 or Table of Contents
data averaging . . . . . . . . . . . . . . . . . . See page(s) 201 or Table of Contents
data dampening . . . . . . . . . . . . . . . . . See page(s) 201 or Table of Contents
display mode . . . . . . . . . . . . . . . . . . . See page(s) 201 or Table of Contents
secondary RPM . . . . . . . . . . . . . . . . . See page(s) 300 or Table of Contents
Pro-test stand upgrade package . . . . . . . . . . . See page(s) 44 or Table of Contents
Pump
portable water pump . . . . . . . . . . . . . . . See page(s) 309 or Table of Contents
water requirements. . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
Questions
trouble shooting . . . . . . . . . . . . . . . . . See page(s) 381 or Table of Contents
RFI
trouble shooting . . . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
RPM
inductive pick-up . . . . . . . . . . . . . . . . See page(s) 297 or Table of Contents
magnetic absorber pick-up. . . . . . . . . . . . See page(s) 307 or Table of Contents
optical RPM pickup . . . . . . . . . . . . . . . See page(s) 337 or Table of Contents
pulses per revolution. . . . . . . . . . . . . . . See page(s) 192, 298, 300, 338 or Table of Contents
secondary jack-shaft . . . . . . . . . . . . . . . See page(s) 300 or Table of Contents
source selection . . . . . . . . . . . . . . . . . See page(s) 196 or Table of Contents
speedometer calibration . . . . . . . . . . . . . See page(s) 192, 221 or Table of Contents
tachometer calibration . . . . . . . . . . . . . . See page(s) 192, 298, 338 or Table of Contents
toothed gear pick-up . . . . . . . . . . . . . . . See page(s) 321 or Table of Contents
trouble shooting RFI . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
RPM limiter

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 hook-up . . . . . . . . . . . . . . . . . . . . . See page(s) 303 or Table of Contents
setting via LCD interface . . . . . . . . . . . . See page(s) 189 or Table of Contents
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 303 or Table of Contents
RS-232
serail printer wiring . . . . . . . . . . . . . . . See page(s) 181 or Table of Contents
Raw torque
adjusting . . . . . . . . . . . . . . . . . . . . . See page(s) 365, 376 or Table of Contents
Recording
test data . . . . . . . . . . . . . . . . . . . . . See page(s) 251 or Table of Contents
Recording rate
records per second . . . . . . . . . . . . . . . . See page(s) 193 or Table of Contents
Relay sub-system
See Also RPM limiter
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 44 or Table of Contents
Resistor plugs
suppressing RFI . . . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
Rotary torque transducer . . . . . . . . . . . . . . See page(s) 313 or Table of Contents
temperature compensation . . . . . . . . . . . . See page(s) 316 or Table of Contents
Run Setup
via LCD interface . . . . . . . . . . . . . . . . See page(s) 189 or Table of Contents
Run time hours . . . . . . . . . . . . . . . . . . . See page(s) 198 or Table of Contents
S-beam load-cell
hook-up . . . . . . . . . . . . . . . . . . . . . See page(s) 179 or Table of Contents
SAE
correction factors . . . . . . . . . . . . . . . . See page(s) 257 or Table of Contents
Serial Port
printer hook-up . . . . . . . . . . . . . . . . . See page(s) 181 or Table of Contents
Servo
RFI . . . . . . . . . . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
adjusting sensitivity . . . . . . . . . . . . . . . See page(s) 198 or Table of Contents
control modes . . . . . . . . . . . . . . . . . . See page(s) 198, 284 or Table of Contents
drift factor . . . . . . . . . . . . . . . . . . . . See page(s) 199 or Table of Contents
gain factor . . . . . . . . . . . . . . . . . . . . See page(s) 199 or Table of Contents
holding RPM. . . . . . . . . . . . . . . . . . . See page(s) 193 or Table of Contents
maintenance . . . . . . . . . . . . . . . . . . . See page(s) 385 or Table of Contents
operation . . . . . . . . . . . . . . . . . . . . . See page(s) 284, 342 or Table of Contents
rate factor . . . . . . . . . . . . . . . . . . . . See page(s) 198 or Table of Contents
set-up . . . . . . . . . . . . . . . . . . . . . . See page(s) 283, 341 or Table of Contents
trouble shooting . . . . . . . . . . . . . . . . . See page(s) 385 or Table of Contents
wiring (harness leads) . . . . . . . . . . . . . . See page(s) 388 or Table of Contents
Shafts
engine to absorber . . . . . . . . . . . . . . . . See page(s) 143 or Table of Contents
Shielding
for suppressing RFI . . . . . . . . . . . . . . . See page(s) 396 or Table of Contents
Ski-Doo
snowmobile/PWC wiring . . . . . . . . . . . . See page(s) 165 or Table of Contents
Snowmobile
engine mounting . . . . . . . . . . . . . . . . . See page(s) 157 or Table of Contents
wiring . . . . . . . . . . . . . . . . . . . . . . See page(s) 164 or Table of Contents
Specific gravity
fuel . . . . . . . . . . . . . . . . . . . . . . . . See page(s) 193 or Table of Contents

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 Speedometer
RPM/mph factor . . . . . . . . . . . . . . . . . See page(s) 300 or Table of Contents
calibration . . . . . . . . . . . . . . . . . . . . See page(s) 192 or Table of Contents
sensor source. . . . . . . . . . . . . . . . . . . See page(s) 196, 220 or Table of Contents
Standard
correction factors . . . . . . . . . . . . . . . . See page(s) 259 or Table of Contents
Support
contacting technical support . . . . . . . . . . . See page(s) 7 or Table of Contents
Suppression
of ignition wire RFI . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
Tachometer
calibration . . . . . . . . . . . . . . . . . . . . See page(s) 192, 298, 338 or Table of Contents
source selection . . . . . . . . . . . . . . . . . See page(s) 196 or Table of Contents
Technical support
contacting . . . . . . . . . . . . . . . . . . . . See page(s) 7 or Table of Contents
Temperature
air (SAE correction factors) . . . . . . . . . . . See page(s) 257 or Table of Contents
air (setting correction) . . . . . . . . . . . . . . See page(s) 191 or Table of Contents
air (standard correction factors) . . . . . . . . . See page(s) 259 or Table of Contents
rotary transducer compensation . . . . . . . . . See page(s) 316 or Table of Contents
Testing
procedure . . . . . . . . . . . . . . . . . . . . See page(s) 249 or Table of Contents
recording data . . . . . . . . . . . . . . . . . . See page(s) 249 or Table of Contents
Torque . . . . . . . . . . . . . . . . . . . . . . . . See page(s) 19, 254 or Table of Contents
arm replacement . . . . . . . . . . . . . . . . . See page(s) 375, 379 or Table of Contents
arm's load factor . . . . . . . . . . . . . . . . . See page(s) 367 or Table of Contents
calibration factor . . . . . . . . . . . . . . . . . See page(s) 195 or Table of Contents
raw torque . . . . . . . . . . . . . . . . . . . . See page(s) 198, 365, 376 or Table of Contents
re-calibration. . . . . . . . . . . . . . . . . . . See page(s) 196, 365 or Table of Contents
rotary transducer . . . . . . . . . . . . . . . . . See page(s) 313 or Table of Contents
transducer sources . . . . . . . . . . . . . . . . See page(s) 195 or Table of Contents
zero calibration . . . . . . . . . . . . . . . . . See page(s) 190, 195, 226, 228, 230, 370 or Table of Contents
Torquing specifications
absorber to shaft . . . . . . . . . . . . . . . . . See page(s) 144, 148, 155, 157 or Table of Contents
Transducers
fuel flow . . . . . . . . . . . . . . . . . . . . . See page(s) 291 or Table of Contents
low-flow fuel transducer . . . . . . . . . . . . . See page(s) 347 or Table of Contents
pressure . . . . . . . . . . . . . . . . . . . . . See page(s) 197 or Table of Contents
torque (on-board rotary) . . . . . . . . . . . . . See page(s) 313 or Table of Contents
Trigger
RPM to record . . . . . . . . . . . . . . . . . . See page(s) 190 or Table of Contents
end recording RPM . . . . . . . . . . . . . . . See page(s) 190 or Table of Contents
minimum Hp to record. . . . . . . . . . . . . . See page(s) 190 or Table of Contents
Trouble shooting
MPH readings . . . . . . . . . . . . . . . . . . See page(s) 383 or Table of Contents
RFI . . . . . . . . . . . . . . . . . . . . . . . . See page(s) 395 or Table of Contents
RPM readings . . . . . . . . . . . . . . . . . . See page(s) 382 or Table of Contents
absorber capacity . . . . . . . . . . . . . . . . See page(s) 391 or Table of Contents
absorber matching . . . . . . . . . . . . . . . . See page(s) 389 or Table of Contents
fuel flow readings . . . . . . . . . . . . . . . . See page(s) 384 or Table of Contents
horsepower readings . . . . . . . . . . . . . . . See page(s) 381 or Table of Contents
loading the engine . . . . . . . . . . . . . . . . See page(s) 381 or Table of Contents
questions & answers . . . . . . . . . . . . . . . See page(s) 381 or Table of Contents

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 recording problems . . . . . . . . . . . . . . . See page(s) 383 or Table of Contents
servo control . . . . . . . . . . . . . . . . . . . See page(s) 385 or Table of Contents
thermocouples . . . . . . . . . . . . . . . . . . See page(s) 384 or Table of Contents
Turbines
airflow . . . . . . . . . . . . . . . . . . . . . . See page(s) 265 or Table of Contents
fuel flow . . . . . . . . . . . . . . . . . . . . . See page(s) 291 or Table of Contents
Vent
hose (absorber). . . . . . . . . . . . . . . . . . See page(s) 33 or Table of Contents
Ventilation. . . . . . . . . . . . . . . . . . . . . . See page(s) 79, 87, 99, 110 or Table of Contents
Warranty
hardware - dynamometer systems . . . . . . . . See page(s) 13 or Table of Contents
hardware - on- board. . . . . . . . . . . . . . . See page(s) 15 or Table of Contents
software - disclaimer. . . . . . . . . . . . . . . See page(s) 17 or Table of Contents
Water brake absorbers. . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
Water pressure
dynamic . . . . . . . . . . . . . . . . . . . . . See page(s) 37 or Table of Contents
static . . . . . . . . . . . . . . . . . . . . . . . See page(s) 37 or Table of Contents
Water supply
portable pump . . . . . . . . . . . . . . . . . . See page(s) 309 or Table of Contents
requirements . . . . . . . . . . . . . . . . . . . See page(s) 21 or Table of Contents
supply testing . . . . . . . . . . . . . . . . . . See page(s) 37 or Table of Contents
Water tanks . . . . . . . . . . . . . . . . . . . . . See page(s) 25 or Table of Contents
bacteria (in storage tanks) . . . . . . . . . . . . See page(s) 25 or Table of Contents
Weather Station . . . . . . . . . . . . . . . . . . . See page(s) 398 or Table of Contents
Weight
extension arm's. . . . . . . . . . . . . . . . . . See page(s) 368 or Table of Contents
torque calibration . . . . . . . . . . . . . . . . See page(s) 366 or Table of Contents
Wiring
PWC's . . . . . . . . . . . . . . . . . . . . . . See page(s) 164 or Table of Contents
RPM limiter . . . . . . . . . . . . . . . . . . . See page(s) 303 or Table of Contents
console . . . . . . . . . . . . . . . . . . . . . . See page(s) 43 or Table of Contents
engine . . . . . . . . . . . . . . . . . . . . . . See page(s) 163 or Table of Contents
harness leads . . . . . . . . . . . . . . . . . . . See page(s) 167, 173 or Table of Contents
harness schematic . . . . . . . . . . . . . . . . See page(s) 171, 178 or Table of Contents
outboards . . . . . . . . . . . . . . . . . . . . See page(s) 164 or Table of Contents
relay sub-system . . . . . . . . . . . . . . . . . See page(s) 44 or Table of Contents
snowmobiles . . . . . . . . . . . . . . . . . . . See page(s) 164 or Table of Contents
tachometer . . . . . . . . . . . . . . . . . . . . See page(s) 163 or Table of Contents
Yamaha
snowmobile/PWC wiring . . . . . . . . . . . . See page(s) 164 or Table of Contents
Zero calibration
of pressure transducers . . . . . . . . . . . . . See page(s) 197 or Table of Contents
of torque vial LCD interface . . . . . . . . . . . See page(s) 190 or Table of Contents
mounting
engine (automotive) . . . . . . . . . . . . . . . See page(s) 143 or Table of Contents

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