Dynomation UsersManual

Dynomation6™ and DynoSim6™ Engine Simulations
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2—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

ACKNOWLEDGMENTS, ETC.
ACKNOWLEDGMENTS: Larry Atherton of
Motion Software wishes to thank the many Chuck Palmgren & Dan Gurney
individuals who contributed to the develop- John Aller
ment of this program: Rod & Ronnel Badertscher
Rick Hanneman
Brent Erickson, Programmer—Simulation Ted James
Designer, Windows, C, C++, Assembler Steve Jennings
Programmer, and avid automotive enthu- Doug Macmillan
siast! Brent’s positive “can-do” attitude is Michael Marriott
backed up by his ability to accomplish Bob Mullen
what many dismiss as impossible. Thanks Mike Norman
so much, Brent! Dave Propst
Trinity Simpson
Our Beta Testers And Dedicated Audie Thomas
Dynomation Enthusiasts—There are many
individuals that regularly use Dynomation Many additional individuals have assisted
that have graciously given their time to us in beta testing and have helped us im-
provide suggestions, test new features, and prove and extend our simulation software.
help our development team. Many of these To the hundreds that have contributed to
individuals have treated Dynomation6 as if this project from simple advice to bug re-
it was their own, truly caring about making porting to detailed analysis (you know who
it the best simulation possible. To these you are!) we offer a heartfelt Thank You!
dedicated enthusiasts, many of which run
their own companies and have limited time Larry Atherton, Pres., CEO
to give, we offer our sincerest thanks. We Motion Software, Inc.
could not have done it without you!
Here is just a few of the talented people

that helped us with this software project:
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Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—3

CONTENTS
MOTION SOFTWARE LICENSE........................ 2 Tools Menu............................................... 26
Window Menu........................................... 26
ACKNOWLEDGMENTS...................................... 3 Help Menu................................................ 26
Tool Bar ...................................................... 26
INTRODUCTION............................................... 10 Simulation Category...................................... 26
What Are DynoSim6 and Dynomation6?....... 11 Engine Component Categories..................... 27
How Dynomation6 and DynoSim6 Work....... 12 Short Block............................................... 27
What’s New In Version6................................ 13 Cylinder Heads......................................... 27
Program Requirements................................. 14 Induction................................................... 27
Additional Requirements............................... 15 Camshaft.................................................. 27
Combustion.............................................. 27
INSTALLATION................................................. 18 Exhaust.................................................... 27
Program Installation Steps............................ 18 Notes
...................................................... 27
Post Program Installation Setup.................... 20 Program Screen Panes & Display Tabs........ 28
Installing The USB Security Device.......... 20 Engine Selection Tabs................................... 28
Solving USB Key Issues........................... 20 Range Limit Line............................................ 29
Installing The CamDisk 10-Point Library....... 21 QuickAccess™ Buttons................................. 29
Installing A Lobe-Profile Library..................... 21 Vertical Screen Divider.................................. 29
Starting The Simulation For The First Time... 21 Simulation Progress Indicator........................ 29
Registering Your Software............................. 22 Crank-Angle SimData™ Window.................. 29
Automatic Program Updates......................... 22 Port Velocity Graph........................................ 30
Un-installing This Simulation......................... 22 Port Pressures Graph.................................... 30
Solving Installation Related Problems........... 23 Graph Options & Properties.......................... 30
Tech Support Contact Info............................. 23 Horsepower/Torque Graph............................ 31
Graph Reticule Line....................................... 31
PROGRAM OVERVIEW.................................... 24 Window Size Buttons..................................... 32
Main Program Screen.................................... 24 Pop-Up DirectClick™ Menus......................... 32
Title Bar ...................................................... 24 Direct-Input vs Menu Input............................ 33
Program Menu Bar........................................ 24 Keyboard Selection And Shortcuts................ 33
File Menu.................................................. 25 Cursor Keys Move Reticule Lines............ 33
Edit Menu................................................. 25 Menu-Bar Menus...................................... 33
View Menu................................................ 25 Moving Through Component Fields......... 34
Simulation Menu....................................... 25 Entering Data In Component Fields......... 34
Units Menu............................................... 26 The Meaning Of Screen Colors..................... 34

CONTENTS
White ...................................................... 35 Additiional Notes On Engine Friction........ 57
Light Blue (Cyan)...................................... 35 Cylinder Head Component Category................. 60
Light Gray................................................. 35 Valve Diameters & Basic Flow Theory..... 60
Domestic Head Selections....................... 62
FIVE-MINUTE TUTORIAL................................. 36 2-Valve, Low-Performance.................. 62
Building An Engine With FE & WA................. 36 2-Valve , Wedge.................................. 64
Getting Started/Building From Scratch.......... 36 2-Valve, Hemi/Canted......................... 65
Simulation Setup...................................... 36 4-Valve Hemi/Canted.......................... 65
Selecting A Shortblock.............................. 37 Sport-Compact Head Selections.............. 67
Selecting Cylinder Heads......................... 38 4-Valve, Pentroof................................. 68
Induction Selections................................. 39 2-Valve, Pentroof, Stock...................... 69
Camshaft, Combustion, Exhaust.............. 39 Custom Port Flow..................................... 70
Creating A QuickCompare™ Baseline..... 40 Valve-Per-Port And Diameter Menus....... 71
Changing Cams & Exhaust...................... 41 Test Valve Diameters................................ 73
Trying Manifolds, Cylinderheads, etc....... 42 Running Diameters And Auto Calc........... 73
Switching To Wave-Action Model.................. 43 Alternate Valve-Flow Calc Methods......... 74
Completing Component Selections.......... 43 When To Apply Alternate Methods...... 76
Tuning Intake Port Area............................ 45 Induction Category............................................ 78
Tuning Intake Runner Length................... 46 Intake Manifold Design............................. 78
Tuning Exhaust System Specs................ 46 Baseline Manifold Models........................ 80
Building Tri-Y Headers............................. 47 Domestic Plenum Manifolds..................... 80
Comparison Testing.................................. 48 Dual-Plane Manifolds.......................... 80
Creating A ProPrint™ Report................... 48 Dual-Plane Theory.............................. 80
Single-Plane Manifolds....................... 83
THE ENGINE COMPONENT MENUS.............. 50 Single-Plane Theory............................ 83
Simulation Component Category....................... 50 Tunnel-Ram Manifolds........................ 85
Overview Of FE And WA Sim Models...... 50 LS1/LS6 Composite Manifolds............ 86
Which Simulation Model To Choose.............. 51 Direct Port Injection HP Manifolds...... 88
Simulation Convergence & “Cycles”.............. 52 Sport-Compact Plenum Manifolds............ 88
Wave-Action Simulation “Meshing”................ 53 Non-Tuned Manifolds.......................... 89
RPM Ranges and Atmospherics.................... 54 Long-Tubing Runner Manifolds........... 90
Shortblock Component Category...................... 56 Tuned-Runner Manifolds..................... 90
Rod Ratio, Length, Pin Offset................... 57 Honda Type Manifolds........................ 93
Engine Friction Modeling.......................... 57 Individual-Runner Manifolds..................... 95

CONTENTS
Individual Runner For Carbs.................... 97 Seat-To-Seat Valve Timing................ 123
Runner Wall Temperature................... 98 0.050-Inch Lobe Timing.................... 125
Airflow And Pressure Drop Selection............. 98 10-Point And Profile Cam Data.................... 126
Airflow-Rate Assumptions........................ 99 Best Of Both Worlds............................... 128
Wave-Action Intake Runner Specs.............. 100 10-Point Camshaft Menu Choices............... 129
Runner Length....................................... 100 2- & 4-Valve Non-V-V-T Cams................ 129
Port Entry Area....................................... 100 2- & 4-Valve V-V-T Cams....................... 134
Minimum Port Area................................. 101 V-V-T Activation & Modeling........................ 139
Plenum Volume...................................... 102 Lobe Lift, Rocker Ratio, Lash...................... 139
Taper Angle............................................ 102 Using The Net (Sim) Valve-Lift Menu.......... 141
Elliptical Bellmouth Runners................... 103 Rocker-Math Calculator (Introduction)......... 142
Forced-Induction Specifications...................... 104 Lifter/Valve Acceleration.............................. 142
Flow Restriction Location....................... 105 Using Non-SAE Standard Lift Heights......... 145
Turbine Size........................................... 105 Alt-Lift Height Calculator Step-By-Step.. 146
Turbine Housing A/R Ratio..................... 106 Using The 10-Point CamManager™........... 148
Number Of Turbos.................................. 107 Variable Valve Timing Group.................. 150
Boost Limit.............................................. 108 Cam Description Group.......................... 150
Belt Ratio................................................ 108 Extended Application Info....................... 151
Internal Gear Ratio................................. 108 Camshaft Timing Diagram...................... 151
Operational Indicators............................ 108 Estimated Lifter Acceleration.................. 152
Surge................................................ 109 Tabbed Data Pages................................ 153
Choke................................................ 109 Camshaft Specs Tabbed Page.......... 153
Overspeed........................................ 110 Event Timing Tabbed Page............... 154
Selecting The Best Supercharger.......... 110 Search For CamFiles Tabbed Page.. 154
Selecting Turbochargers................... 110 CamManager Buttons............................ 155
Selecting Centrifugals....................... 112 Loading 10-Point Camfiles..................... 155
Belt-Ratio Calculations................ 112 Opening .DCM, .SCM, .CAM............ 155
Selecting Roots/Screw...................... 113 Saving CamFiles............................... 156
Intercoolers............................................. 115 Importing And Using Lobe-Profile Files....... 158
CamShaft Category......................................... 118 CamPro and CamProPlus (CPP)........... 158
Introduction............................................ 121 CamDoctor............................................. 159
Quick Overview...................................... 105 S96 ASCII Files...................................... 159
Cam Basics............................................ 108 .ECP COMP Lobe Profile Files.............. 160
Valve Events........................................... 122 Importing Lobe Profiles.......................... 160

CONTENTS
Lobe Source-Data List...................... 161 Wave-Action Exhaust Selections........... 192
Description........................................ 161 Header Design............................ 193
Lobe Lift And Duration...................... 161 Minimum Port Area...................... 194
Lobe-Profile Rendering/Base Circle....... 162 Pipes Per Cylinder....................... 194
Lobe-Data Destination...................... 162 Primary, Secondary, Tertiary........ 194
Convert To 10-Point.......................... 163 Primary, Secondary Collector...... 195
Lobe Centerline................................. 163 Megaphone And Exit Diameter.... 195
Lobe Lift And Acceleration Graph..... 163 Real-World Examples/WA Designs... 196
Tuning And Modifying Profile Data......... 164 4-to-1 Header.............................. 196
Advance/Retard Cam Timing................. 166 Add A Primary Step...................... 198
Adv/Ret For Single-Cam Engine....... 166 Tri-Y Header Buildup.................... 198
Adv/Ret For Dual-Cam Engine......... 168
SIMULATION RESULTS DISPLAYS............... 200
Combustion Category...................................... 170 Main Results Graphs................................... 200
About Compression Ratio...................... 171 Graph Reticule Lines.............................. 201
Bore, Stroke, And Compression........ 173 Graph Underlying Component................ 202
Compression Ratio Calculator.......... 175 DataSim™ Window..................................... 202
Piston/Chamber Thermal Coatings........ 175 Vertical And Horizontal Dividers.................. 204
Fuel Selection......................................... 175 Graph Options Menu................................... 204
Nitrous-Oxide Injection........................... 177 Axis Data................................................ 204
Combustion Chamber Selection............. 180 Axis Scaling............................................ 204
Ignition Timing........................................ 182 Optimize Y1/Y2 Scaling.......................... 205
QuickCompare™.................................... 206
Exhaust Category............................................ 186 Graph Properties Dialog.............................. 207
Filling-And-Emptying Selections............. 186 Graph Data Tab...................................... 207
Stock Manifolds/Mufflers................... 187 Axis Properties Tab................................ 208
HP Manifolds/Mufflers....................... 188 DataZones™ Tab................................... 208
Small Headers W/Mufflers................ 189 Reset All Button...................................... 209
Small Headers Open Exhaust........... 189 Exact Value Tables...................................... 210
Small Flow Optimized Headers......... 190 3D Engine Pressure/Flow Display............... 210
Small Tri-Y Headers Open Exhaust.. 190 Intake Port Color Intensity...................... 211
Large Header Selections.................. 190 Exhaust Port Color Intensity................... 211
Large Stepped Headers.................... 190 Intake Port Flow Arrow........................... 211
Filling-And-Emptying Tune RPM....... 191 Exhaust Port Flow Arrow........................ 212

CONTENTS
Gray Arrows............................................ 212 Using Non-SAE Standard Cam Timing........ 238
Mass Flow Arrows.................................. 212 Compression Ratio Calculator..................... 240
Crank Position Indicator......................... 213 Using Known Volumes........................... 241
Display Only Wireframe.......................... 213 Known Volumes Mode...................... 241
Display Exterior Engine Outline.............. 213 Using Measured Volumes...................... 243
Display Color Engine Cycle.................... 213 Burette-Measured Mode................... 243
THE Quick-Iterator™....................................... 214 PRINTING .................................................... 246

Using The Quick Iterator™.......................... 215 ProPrinting™ Dyno Data/Power Curves...... 246
ProPrint™ Function & Setup.................. 246
THE Pro-Iterator™........................................... 218 ProPrint™ Menu Choice................... 247
Using The ProIterator™............................... 218 ProPrint™ Preview............................ 248
Iterator Status Group.............................. 221 ProPrint™ Setup............................... 248
Current Test Group................................. 221 Printout Customizing................................... 249
QuickStart™ Presets Group................... 221 Printout Page Descriptions..................... 249
Cam-Timing Tabbed Page...................... 221 Report Modification (Advanced)............. 251
Induction Tabbed Page........................... 221
Bore/Stroke Tabbed Page...................... 222 SIMULATION ASSUMPTIONS........................ 252
Optimize For Tabbed Page..................... 223 General Simulation Assumptions................. 252
Run/Results Tabbed Page...................... 224 Fuel .................................................... 252
Close/Save State Button........................ 226 Environment........................................... 253
Close/Quit Button................................... 226 Methodology........................................... 253
Reset All Button...................................... 226 Camshaft Modeling................................ 253
ProIterator™ Testing Walkthrough............... 226 Air/Fuel Ratio Modeling.......................... 253
Tips For Effective Iterative Testing............... 229 Forced-Induction Modeling..................... 255
Roots & Screw Superchargers.......... 255
VERSION-6 BUILT-IN CALCULATORS.......... 232 Centrifugal Superchargers................ 256
Induction-Flow Calculator............................ 232 Turbo Superchargers........................ 257
Airflow Pressure-Drop Converter................. 234 Intercoolers....................................... 258
Mode 1, Any Flow To 1.5-In/Hg.............. 234 Simulation Engine File Compatibility........... 259
Mode 2, Any Flow To 3.0-In/Hg.............. 235 Dynomation6 & DynoSim6 Features........... 260
Mode 3, Any Flow To Any Pres Drop...... 235
Rocker-Math Calculator............................... 236 WAVE-DYNAMICS ANALYSIS........................ 265
CamMath QuickCalculator™....................... 238 The IC Engine: Unsteady Flow Machine..... 265

CONTENTS
Acoustic Waves Vs. Finite Waves.......... 266
Compression & Expansion Waves......... 267
Pressure Waves & Engine Tuning.......... 270
Pressure-Time Histories.............................. 271
Gas Flow Vs. Engine Pressures............. 274
Intake Tuning............................................... 275
Induction Runner Taper Angles.............. 278
Port Flow Velocities................................ 279
Exhaust Tuning............................................ 282
Exhaust Flow Velocities.......................... 285
Exhaust Tubing Lengths......................... 285
Valve-Events And Tuning Strategies........... 288
IVO (Intake Valve Opening).................... 288
EVC (Exhaust Valve Closing)................. 289
EVO (Exhaust Valve Opening)............... 290
IVC (Intake Valve Closing)..................... 291
Using Pressure Diagrams............................ 291
The Pressure-Crank-Angle Diagram...... 291
The Pressure-Volume Diagram.............. 293
Optimizing Valve Events.............................. 295
FREQUENTLY ASKED QUESTIONS............. 298

General Troubleshooting............................. 298
Installation /Basic Operation........................ 299
Screen Display............................................ 300
Bore, Stroke, Shortblock.............................. 301
Induction, Manifolds, Fuel............................ 301
Camshaft/Valvetrain.................................... 301
Compression Ratio...................................... 303
Running A Simulation.................................. 303
MINI GLOSSARY............................................ 306
DYNO TEST NOTES....................................... 313

Wave-Action
6
Version
Filling & Emptying

Simulations
INTRODUCTION
Note: If you can’t wait to start using this engine simulation, feel free to jump ahead to
INSTALLATION (or review the 16-page QuickStart Guide supplied with your software),
but don’t forget to review this manual when you have time. Also, please complete the
Registration Form that appears when you first start your software. It entitles you to
receive tech support, obtain free automatic releases and more. Also, if you change
your mailing address or email anytime in the future, please update your registration
information by re-selecting Registration from the HELP menu.
Thank you for purchasing Dynomation6™ or DynoSim6™ for Windows from Motion
Software, Inc. This software is the result of many years of simulation development and
programming effort that includes program optimizations developed from over twenty
years of on-going user feedback. This simulation was built, from the ground up, to be
easy-to-use, yet it is fully capable of advanced engine-simulation analysis that can
reveal WHY the IC (Internal Combustion) engine functions as it does. You can view
pressure waves and mass flow that take place inside the intake and exhaust pas-
sages. You can easily change components
and measure their affect on these pressure
waves and on engine power. And you can
learn more about how engines work than you
ever thought possible. Not only that, we are
confident that you will find this simulation
to be an intuitive, easy-to-use program that
makes engine testing and analysis simple
and fun! By eliminating the frustration that
is common with many engineering-oriented
simulations (or the huge expense involved
in long dyno-test sessions), you are free to
Dynomation6™ (the full Wave-Action version

of this simulation) is the most comprehensive
yet easy-to-use engine simulation software
package ever offered to performance en-
gine builders and enthusiasts. Dynomation6
provides high speed, accuracy and a robust
modeling toolset.
Introduction To Version6 Simulations
The simulation incorporates
Main Program Screen a completely unique, intuitive
user interface (shown us-
ing one of several program
color schemes). If you wish
to change an engine com-
ponent, simply click on any
component field on the left
side of the screen and select
a new specification from
the drop-down list or enter
custom values. Engine com-
ponents are shared between
both the Filling-And-Emp-
tying (FE) and Wave-Action
(WA) simulation models.
Results can be displayed in
a wide variety of tables and
graphs.
“play,” using your imagination to uncover power secrets for single or multiple-cylinder,
four-stroke engines for automotive, racing, or a myriad of other applications.
What Are DynoSim6 and Dynomation6?
At the core of Dynomation6 and DynoSim6 is are mathematical models that

simulations four-stroke, internal combustion (IC) engines. These simulations incor-
porate two distinct simulation methods: 1) A
Filling-And-Emptying (FE) method, available
in both DynoSim6 and Dynomation6 simula-
tion packages, that provides fast mathemati-
cal solutions to engine physics, including
flow analysis through intake- and exhaust
systems, making this technique a powerful
and efficient way to optimize engine designs,
Photo To Come and 2) A full Wave-Action (WA) method ex-
clusively in Dynomation6 that calculates and
predicts the complex pressure-wave dynam-
ics and particle flows in intake and exhaust
DynoSim6™ uses the FE (Filling-and-Empty-

ing) simulation that offers ease of use, fast
calculation times and exceptional accuracy.
It includes a comprehensive toolset (also
provided with Dynomation6) that adds several
powerful calculators, cam-timing tools, and
much more to the simulation package.
passages. The Wave-Action model picks up where the Filling-And-Emptying method
leaves off and “homes in” on the best port sizes and shapes, runner lengths, header
configuration and tubing dimensions, cam timing and valve motion, and other engine
parameters, providing unprecedented accuracy for the serious engine designer and
builder.
Both DynoSim6 and Dynomation6 use a carefully-crafted Direct-Click™ user
interface that lets you select parts with a single mouse click. Multiple graphs and
tables display power, torque, engine pressures and many other engine variables both
independently and in comparison views.
You’ll also find hundreds of other features that have become Motion Soft-
ware’s trademarks, including: 1) rapid Iterative™ (fully automatic) testing, 2)
comprehensive camshaft, cylinder-head-flow, and engine-file imports, 3) built-in
calculators for compression ratio, airflow conversion, rocker-arm and cam-timing
math, 4) side-by-side graph QuickComparisons™, 5) professional multi-page
ProPrint™ dyno-test reports, and much more! We are confident that you will
find Dynomation6/DynoSim6 to be the most capable engine simulation soft-
ware packages available for engine professionals and serious enthusiasts.
How Dynomation6 And DynoSim6 Work
Dynomation6 and DynoSim6 are Windows 7, 8 and 10, 32- and 64-bit, engine-
dynamometer simulations that utilize a full-cycle analysis, meaning that they calculate
the complete fluid-dynamic, thermodynamic, wave-dynamic, and frictional conditions
that exist inside each cylinder throughout the entire 720 degrees of the four-cycle
process.
Many other simulation programs simply calculate the volumetric efficiency (VE)
and then derive an estimate of torque and horsepower. There are many shortcom-
ings to this and similar techniques. The two greatest drawbacks are: 1) since cylinder
pressure is not precisely determined, it is impossible to predict the pressure on the
Iterative Testing™ is a power- Version6 QuickIterator™ Testing

ful feature included in both the
Filling-And-Emptying and Wave-
Action models. This screen illus-
trates a test evaluating a series
of components (over 200 dyno
tests have been performed).
Using this powerful tool it is
possible to automatically run
thousands or even hundreds of
thousands of tests to find the
best combinations. The simula-
tion keeps track of all the results
and displays the best matches to
your test criterion.

exhaust valve and the subsequent mass flow through the port when the exhaust
valve opens, and 2) the inability to accurately determine pumping horsepower losses
(energy needed to move gasses into and out of the engine) substantially reduce ac-
curacy and applicability across a wide range of engines.
Version6 simulations incorporate models that include frictional, charge flow, and
pumping-loss calculations. Extensive computation is required for each power point, in
fact, the simulations perform several HUNDRED MILLION calculations at each rpm
point throughout the rpm test range. However, due to the advanced mathematical
analysis possible with modern Giga-Hertz-speed computers, most engine simulations
can be completed in under one second in DynoSim6 and, typically, 1 to 10 seconds
in Dynomation6!
Please Note: The Wave-Action (Dynomation6 Professional Simulation) model is
more computationally intensive than the Filling-And-Emptying (DynoSim6) model.
As a result, simulation times of several seconds or more for Wave-Action analysis
are not unusual (depends on the speed of your computer system, the rpm range
for the simulation, and other simulation specific settings).
The in-depth analysis provided by version6 simulations offer unprecedented ac-

curacy over a vast range of engine designs. Both DynoSim6 and Dynomation6 have
been successfully used to model single-cylinder “lawn-mower” engines, light aircraft
engines, automotive engines, 2-, 3-, 4-, and 5-valves-per-cylinder, high-performance
racing engines, ProStock drag-racing powerplants, Formula-1 engines, multi-thousand
horsepower supercharged, nitrous-oxide injected “mountain motors,” and many other
engine designs.
WHAT'S NEW IN Version6
If you have used earlier versions of our simulations, you will find version-6 pack-
ages offer a significant upgrade. During the development cycle for these products,
many aspects of the program were improved, including cam-timing and lift-curve
modeling with the use of all-new Fitter routines, enhanced user interface functional-
ity, new graph and table results displays, more accurate forced-induction modeling
with improved Compressor Map and Engine Demand Line displays, plus substantial
improvements in exhaust-system modeling, both in DynoSim6 and Dynomation6.
Here's a short list of some of the new features and changes in version6 simulations:
• Exhaust modeling in WA supports three primary sections (pipes), two collector

sections, and a megaphone from which you can design any header system.
• Exhaust modeling in FE now includes stepped headers, Tri-Ys, and more.
• “Fitter” math routines ensure optimum valve-motion accuracy.
• New fuels and Diesel modeling supported; CRs extended to 30:1.
• Improved Latent Heat Of Vaporization fuel modeling.
• Intake runner temperature modelling.
• WA "optimum cycle count" automatically determined.
• Pressure-Wave Stability indicators give at-a-glance warning of issues.
• WA Manifold-Plenum and Runner-Bellmouth modeling.
• FE displays pressure waves and particle flow velocities, similar to WA.
• FE includes new exhaust models and tubing-size prediction.
• Automatic step-by-step analysis of optimum exhaust pipe lengths.
• WA Iterator finds best Intake Runner-Length and Runner-Areas.
• Improved Forced-Induction modeling and Turbo Map displays.
• Simulation Log feedback helps diagnose modeling issues.
• Graph Coefficient of Discharge (CD) and Curtain Areas for all valves.
• Tables display Mass Flow, in Lb/min and Kg/sec, at each RPM step.
• Enter custom conversion factors for Brake-to-Wheel Horsepower.
• Improved Units handling for US and Metric; new Hybrid Units Mode!
• You’ll find even more simulation tools and features!
The display and analysis of pressure waves in the intake and exhaust ports also
has been improved. Click on the power/torque graph to select any rpm point; you will
instantly see the status of pressure waves and mass flow for that engine speed for
both the WA and FE simulations. Drag the reticule line on the power/torque graph;
the pressures and flow dynamics will be instantly updated as you scan through the
rpm range. This capability provides an unprecedented view of pressure and particle
flow within a “running” engine for both WA and FE simulations.
Enhancements were added to Iterative Testing™, an exclusive feature of Motion
Software simulations. Iterative Testing allows you to automatically perform thousands
of dyno tests, keep track of all the results, and locate the best component combina-
tion that matches your search criterion. In addition to cam timing, intake manifolds,
bore, and stroke, you can now Iterate intake runner lengths, and minimum and entry
areas in the intake ports (for the WA simulation only).
Version6 also offers many additional improvements. Diesel modeling is now sup-
ported with compression ratios as high as 30.0:1. Latent Heat of Vaporization modelling
has been enhanced to better simulate intake-charge temperatures, particularly with
supercharges and racing fuels, like methanol. Manifold runner wall temperature can
be modeled to directly support "air-gap" manifolds and other unique manifold/runner
ambient conditions. Cam Dynamic Stability Indicators have been included to alert the
user if the current cam timing values generates stability issues. Additional indicators
in Dynomation6 located in the Induction and Exhaust categories show calculation
issues in intake or exhaust pressure-wave analysis.
But most important is what hasn't changed: our top-tier tech support. The Motion
Software, Inc., development staff will be available to help you if you run into issues
that you can't solve on your own. We are very interested in helping you succeed with
Version6 simulations. Let us know how we can help!
Program Requirements
Here are the basic hardware and software requirements:

• A Windows-compatible PC with a CD-ROM drive or access to an external
CD drive.
• A USB Port for the Security Key for Dynomation6 only (see INSTALLATION for
more information on program security). The USB Security Key supplied with
your software is required to run Dynomation6 (not required for DynoSim6).
• A minimum of 2GB of RAM (random access memory) for Windows 7, 8 and
10. More memory than this will improve program performance.
• Windows 7, 8 or 10 (32- or 64-bit). Note: Version6 software may run on earlier
versions of Windows (such as XP and Vista), but these installations are not
supported.
• An Internet connection to obtain Free program updates (you will receive
periodic updates, all free for registered users of version 6).
Note: Automatic updates over the Internet are not supported in Windows
2000.
• A video system capable of 1280 x 1024 or higher to optimize screen display
of engine components and graphics.
• A fast system processor (2GHz or faster) will improve processing speeds;
especially helpful for Wave-Action and Iterative testing. However, Version6
simulations will operate on any Windows qualified system, regardless of
processor speed.
• A mouse/mousepad/trackball is required for cursor movement and component
selection.
• Any Windows compatible printer (to obtain dyno-test printouts).
• You can export simulation data in a format that is readable by Microsoft Excel
(spreadsheet). Excel (or a compatible product) is needed to utilize this feature.
Additional System Requirements

And Considerations
Windows 7, 8 and 10: This software is fully compatible with Windows 7, 8 and 10
(either 32- or 64-bit versions). Make sure to install all the latest service packs and
updates (use the Microsoft Windows Update feature available in the Start Menu, All
Programs Menu, or visit www.microsoft.com to locate or activate automatic updates
for your operating system; this is an automatic feature in Windows 10.
Windows 2000/XP/Vista: Our testing shows that Version6 simulations will usually
operate properly on WindowsXP, Windows 2000, and Windows Vista. Make sure to
install all the latest service packs and updates (use the Microsoft Windows Update
feature available in the Start Menu, All Programs Menu, or visit www.microsoft.com
to locate updates and service packs for your operating system).
Note-1: Windows95 is not supported.
Note-2: We recommend that you run this simulation on a Windows 7, 8 or 10 ma-
chine. These operating-system versions are the most sophisticated and reliable.

Video Graphics Card And Monitor: An 800 x 600 resolution monitor/video card is
required to use version6 simulations. Systems with 1280 x 1024 (HD) resolution will
provide more screen “real estate,” and this additional display space is very helpful
in component selection and power/pressure-curve analysis. Screens of 19-inches
or larger with 1280 x 1024 resolution or higher are optimum for simulation testing.
System Processor: Version6 engine simulations, especially Dynomation6, are ex-
tremely calculation-intensive. Over 2 billion mathematical operations are performed
for each complete power-curve simulation. While the program has been written to
optimize speed, a faster processor will improve data analysis capabilities. Furthermore,
our simulations incorporate powerful Iterative Testing that can perform an analysis of
hundreds or thousands of simulation runs. To reduce calculation times and extend
the modeling capabilities of the program, use the fastest processor possible.
Mouse: A mouse (trackball, or other cursor control device) is required to use this
software. While many component selections can be performed with the keyboard,
several operations within this simulation require the use of a mouse.
Printer: Dynomation6 and DynoSim6 can print a comprehensive ProPrint™ “Dyno-

Test Report” of the simulated dyno engine on any Windows-compatible printer. If you
use a color printer, the data curves and component information will print in color.

Wave-Action
6
Version
Filling & Emptying

Simulations
INSTALLATION
Note: In most cases, you can install Motion Software products simply by
following on-screen prompts. As additional help, the following steps 1
through 8 provide information that will ensure a trouble-free installation. If
you skip this part, we recommend all users review post-installation instruc-
tions later in this chapter:

• Installation Overview:
Dynomation6—As the purchaser/owner of Dynomation6, you are granted a
license to install the simulation on as many computers as you wish, however,
Dynomation will only startup and run on a computer that has the USB Security
Key plugged into a USB port on your system (the USB Key is supplied in your
software package).
DynoSim6—As the purchaser/owner of this DynoSim6, you are granted a license
to install this simulation on two computers for your personal use. Installation on
more systems, or “loaning” this software to friends, is a violation of the Motion
Software License agreement.
• Make sure all other applications are closed before you begin this installation.
The best way to do that is to restart your system, then begin this installation be-
fore you start any other programs. If other programs are using system resources
during Dynomation installation, your computer may appear to “lock-up” when in
fact, another application (“hiding” in the background) has taken focus away from
the Dynomation installer.
• Make sure that you have sufficient memory to install/run this simulation (re-
view system requirements in the previous chapter).
Note: You must have Administrator Rights to properly install Dynomation
under Windows 7, 8 and 10. Administrator Rights are also required to receive
automatic updates over the Internet.
Program Installation Steps
1) Close all other applications before you begin this installation.

Installing & Starting Version6 Simulations
2) Insert the simulation Dynomation6 Install Menu
CD-ROM into your
CD drive.
3) A Software Installa- From the op-

tions provided
tion Menu will open in the Instal-
on your Desktop with- lation Menu,
in 5 to 30 seconds. select Install
Click the Install op- Dynomation6
tion. or DynoSim6.
If the Menu
Note: If the Software does not ap-
Installation Menu pear, see the
does not automati- Note in Step 3.
cally appear on your
desktop within 30 to 60 seconds, view the contents of the install CD using
Windows Explorer (not Internet Explorer) and double-click on Dynomation6_In-
stallMenu.exe or DynoSim6_InstallMenu.exe to begin program installation.
4) After you select an Install, allow up to two minutes for the program installer to
read files from the CD and display an opening window. Click Next to view the
Motion Software License Agreement. Read the Agreement and if you agree with
the terms, click I Accept...., then click Next to continue the installation.
5) A Readme file is now displayed that includes information about installation and
program updates. After you have reviewed the Readme, click Next to proceed
with the installation.
6) Important Note: This software will be installed on its default path (on your boot
drive, C:\, in the root). This location is essential to ensure that future updates
install properly.
7) The installer Start Installation display gives you a chance to review the license
agreement or readme info. Press Install to begin installation.
8) When the basic installation is complete, a Setup Complete dialog will be displayed.
Click Finish to close the main installation window and start the installation of ad-
ditional helper-software:
a) Dynomation6 only: The latest Sentinel-HASP USB Security Key driver will install
next. This driver is required for Dynomation6 to communicate with the USB Se-
curity Key provided in your software package.
b) Next, a dialog box may appear and ask for permission to install Microsoft
DirectX on your system (DirectX is required for 3D animations within the soft-
ware). If you have the same or a newer version of DirectX already installed, the
installer will detect its presence and will not overwrite newer files.
c) After the DirectX installation, program installation is complete.
POST-INSTALLATION SETUP
Dynomation6 Only:
Installing The USB Security Key
9) Plug the USB Security Key (the small USB device supplied with Dynomation6)
into any available USB port on your computer. This key is licensed to you, the
purchaser of this software, and will allow you to run Dynomation6 on any of your
computer systems. You are licensed to install Dynomation6 on as many comput-
ers as you wish, however, Dynomation6 will only run on one system at a time;
the computer with the Security Key installed.
Note: If you do not have an available USB port (your computer must have at
least one free USB port to run Dynomation6), you can install a USB Card or Hub
to extend the number of available USB ports. The Dynomation6 Security Key
functions properly with most external USB Hubs.

Dynomation6 Only:
Solving USB Security Key Issues
If Dynomation6 displays an error message that the Security Key (or HASP) is
missing, here are some quick steps you can follow to isolate and correct this prob-
lem:
a) Restart Windows after you install Dynomation6 to make sure the USB Key driv-
ers are loaded and running.
b) Make sure the Security Key is, in fact, properly connected to a functioning USB
port on your computer or has been plugged in a USB hub that is connected to
your computer. If you plugged the Key into a hub (rather than into a USB port
on the computer), try connecting it directly to a port on your computer system.
Note: The Security Key contains a small red LED that illuminates when it is
properly connected and communicating with its software drivers.
c) Disconnect all other USB devices from your system, then reconnect the
Dynomation6 Security Key (try a different port if possible).
d) Try reinstalling the Security Key drivers by reinstalling Dynomation6 from the
program CD (you do not need to un-install first), or install the latest driver posted
on our Support page (www.motionsoftware.com/support.htm).
e) If your computer is experiencing technical difficulties, such as non-functional

devices, spontaneous rebooting, numerous system messages, etc., the device

drivers for the Security Key may not function properly on your system. You must
have a stable computer system and a clean, virus-free Windows installation to
properly use this simulation.
f) As a “last resort,” try installing the simulation (and the Security Key) on a second
computer system to determine if your original computer is at fault.
Installing A 10-Point
CamDisk Library (Any Simulation Version)
10) CamDisks are additional libraries of 10-Point camfiles (much more information
on 10-Point camfiles is provided later in this User Guide). If you wish to install a
10-point library (from a separate install CD or it can be included on the program
installation CD), click the Install option on the Program Installation Menu.
Note-1: CamDisk camfiles can only be installed after the simulation has been
successfully installed on your system.
Note-2: 10-Point camfiles are NOT the same as Lobe-Profile files; refer to the
Camshaft Category later in this User Guide for more information on the differ-
ences between 10-Point valve timing and lobe-profile specifications.
Installing A Lobe-Profile Library
11) Motion Software offers libraries of cam-lobe profiles that allow version6 simula-
tions to model exact valve motion and predict engine power with the highest
accuracy. Lobe-Profile files consist of data that “maps” the entire shape of the
lobe, not simply the valve opening, closing, and maximum lift points used in
10-Point Camfiles. If you wish to install a Lobe-Profile library, click on the Install
option on the Program Installation Menu that will appear on your desktop after
you insert the Profile CD into your CDROM drive.
Note: Profile Libraries can only be installed after a version6 simulation has been
successfully installed on your system.
Starting The Simulation

For The First Time
12) To start the simulation, double-click the Dynomation6 or DynoSim6 program icon
that was installed on your Desktop. Alternatively, you can open the Windows
START menu, select All Programs or Apps, then choose Motion-Dynomation6
Engine Sim, or Motion-DynoSim6 Engine Sim and click on the software icon
displayed in that folder.
Dynomation6 Only: If Dynomation6 displays an error message indicating that
the Security Key (HASP) is missing or cannot be found, refer to the information
on the previous page (Solving USB Security Key Issues).

Registering
Your Software
13) When you first start the simulation, a Registration dialog will be displayed. Please
fill in the requested information, including your Serial Number found on the Quick-
Start Guide provided in your software package. Then press the Register Now!
button. If you have an Internet connection, your registration will be submitted
to Motion Software, Inc. If you do not have an Internet connection, you will be
presented with other registration options. If you do not register this simulation,
you may not qualify for tech support or free updates.
If you move or change your email address, you can update your registration
information at any time simply by selecting Registration from the HELP menu.
Keep up to date with the latest program advances by keeping your registration
information current.
Automatic
Program Updates
14) This simulation incorporates an automatic program updater that will keep your
software current with the latest simulation developments. Before you put the
simulation to work, make sure you allow the Motion Updater to check our servers
and install the latest program updates (requires Internet connection). The Motion
Updater will run automatically after program installation and then approximately
every 30 days thereafter. You can check for a new update at any time by se-
lecting Check For Newer Version... from the HELP menu within the simulation.
If an automatic update was not installed properly, you can manually download
the latest program update from our support page at: www.motionsoftware.com/
support.htm.
Important: Don’t assume you are running the latest software version if you just
installed the software from the installation CD. CD’s are NOT updated each time
new releases are issued. The ONLY way to make sure you are running the lat-
est version is to use the Check For Latest Version feature (in the HELP menu)
or to download the latest installer from our web site. If you cannot obtain/install
program updates using either of these means, contact technical support at: sup-
port@motionsoftware.com.
Un-Installing The Simulation
You can un-install this simulation by either: 1) Use the program removal fea-
ture in Windows (Start menu, select Control Panel, then choose Programs and
Features, or 2) Use the Uninstaller placed in the Program folder (Start menu,
select All Programs or Apps, then choose Motion-Dynomation6 Engine Sim
or Motion-DynoSim6 Engine Sim, and finally click on the UNInstall).

Solving Ohter Installation And Operational Problems
Important Note: You can obtain technical support and program updates by
visiting (www.MotionSoftware.com). Open the Start menu, select Programs or
(Apps), Motion-Dynomation6 Engine Sim or Motion-DynoSim6 Engine Sim,
then click on the Tech Support Website icon. Contact our Tech Support staff
by sending an email to support@motionsoftware.com.
If you experience problems installing or using this simulation, please review

the information presented in this Users Manual, including the information earlier
in this chapter, the FAQs later in this manual, and check online for program
updates (www.MotionSoftware.com/support.htm).
Send any mail correspondence to:
Motion Software, Inc.

222 South Raspberry Lane
Anaheim, CA 92808-2268
Other contact information:
Voice Line: 714-231-3801

Web: www.MotionSoftware.com
Tech Support (Preferred Contact Method) Email: support@motionsoftware.com

Tech Support Fax: 714-283-3130
Tech Support Email: support@motionsoftware.com This is the best way

to reach Dynomation tech support quickly. Always include your email address
and attach any .DXML engine files that may help diagnose problems. Include a
thorough explanation of the steps that lead up to the fault.
Note-1: Tech support will only be provided to registered users. Please complete
the Registration Form that appears when you first start your software to qualify
for technical support from the Motion Software staff (or select Registration from
the HELP menu in the program).
Note-2: If you need to update your address or any other personal information,
simply select Registration from the Help menu, make any necessary address
changes, then press Register Now! to transmit your updated info.

Wave-Action
6
Version
Filling & Emptying

Simulations
OVERVIEW
(1) Title Bar (19) Pop-Up (18) Windows
(2) Program
DirectClick™ Menu Size Buttons
Menu (17) Graph
Bar Reticule
(3) Tool Bar (16) Power
& Torque Curves
(4) Simulation
Selection/Setup (15) Right-Click
Graph Options
(5) Engine (14) Port Pressure
Component Curves And
Categories (13) Port Velocity
With Curves
Roll-Up Menus
(6a) Left Pane (12) Crank Angle

Display Tabs SimData Window
(6b) Right Pane

(7) Engine
Display Tabs
Selection
Tabs
(8) Range Limits (9) Quick-Access (10) Vertical Screen Divider (11) Simulation
And Status Bar Buttons™ Resizes Left/Right Panes Calc Progress
THE MAIN PROGRAM SCREEN
The left side of the Main Program Screen includes component categories that
you can use to select simulation models and enter engine components, dimensions,
and specifications. The right side of the screen displays simulation results consisting
of graphs, charts and tables. The Main Program Screen is composed of the following
elements:
1) The Title Bar displays the program name followed by the name of the currently-
selected engine.
2) The Program Menu Bar contains pull-down menus that control overall program

Program Overview
Program Menu Bar
Program Menu Bar contains nine pull-down
menus that control overall
program function.
function. Here is an overview of these control menus, from left to right:
File—Opens and Saves version6 (.DXML) files; Imports other Motion

simulation files, including previous version Dynomation4 and 5 engine files,
DynoSim4 and 5 and even various DOS-based engine files; Exports crank-
angle and rpm-based engine test and results data in an Excel-importable
format (feature not available in DynoSim6); ProPrint™ generates a com-
prehensive report of engine components and simulation results, finally, the
bottom of the File menu displays the most recently used simulation files, and
contains a program-exit function.
Edit—Clears all component choices from the currently-selected engine (the
current engine is highlighted on the Engine Selection Tabs at the bottom of
the screen; see Engine Selection Tabs, later in this section).
View—Allows you to display the Toolbar(3), Status Bar(8) and Workbook
(see the Workbook note, below) layout features. The View menu also includes
a choice to reset all graphs to program defaults.
Note: The Workbook features activate the Engine Selection Tabs(7) at
the bottom of the screen, allowing rapid switching between simulated
engines. If you have limited screen space (or you only simulate one
engine at a time), you can turn off the Workbook features and access
multiple simulated engines from the Windows menu.
Simulation—Run forces an update (recalculation) of the current simulation.
Auto Run enables or disables (toggles) automatic simulation update every
time a component is changed. You can also display a Simulation Log that
contains diagnostic information about the simulation just completed. The
Each Program Menu pro-

Program Menus—Simulation Menu vides access to overall
program features. Here the
Simulation Menu lets you to
choose when the simulation
is performed and whether the
SimLog and Blower-Map dia-
logs are displayed. You can
also open a Program Default
dialog where startup charac-
teristics for the software can
be modified.

Program Overview
Program Menus—Simulation Log
A Program Run Log can be dis-

played using the Simulation drop-
down menu. This provides info
about the just-completed simulation
process, including execution times.
Errors, like the lack of convergence
or intake restriction warnings (if gen-
erated), can be helpful in diagnosing
component-setup and other simula-
tion issues.
Graph...On Baseline selection will re-scale pressure graphs to position the

curves on the baseline (helpful when modeling forced-induction engines).
A Blower Map Window can be displayed that shows the compressor map
and engine demand line for Turbo and Centrifugally supercharged engines;
essential in diagnosing compressor selection, surge or choke issues. The
Simulation menu also includes a Program Setup selection that lets you
personalize simulation startup characteristics.
Units—Selects between US/Domestic and Foreign/Metric units. A hybrid
units system also is available that displays components in Metric with Power/
Torque and Airflow in US units.
Tools—Opens Quick and ProIterator™ testing windows, the Cam Man-
ager™ dialog, or one of several built-in, cam/airflow/conversion calculators.
Window—A standard Windows menu for arranging and selecting engine
display windows.
Help—Gives access to this Users Guide, Registration, Program Updates
and related program features and information.
3) The Tool Bar contains a series of icons that speed up the selection of various
program functions and features. The Tool Bar contains the following icons/func-
tions: 1) Create New Engine, 2) Open Saved Engine, 3) Save Current Engine, 4)
Open Quick Iterator, 5) Open Pro Iterator™, 6) Open Port Flow Dialog, 7) Open
Compression-Ratio Calculator, 8) Open Airflow-Conversion Calculator, 9) Open
Piston Animation, 10) Open Crank-Angle SimData™ Window, 11) Generate A
ProPrintout™ Of The Current Engine, 12) Display Program “About Box.”
4) The Simulation Category is the topmost Engine Component Category(5), and is

titled Simulation. Use this group to select a simulation model (in Dynomation6)
and make simulation-specific setup choices, such as the engine test rpm range,

Program Overview
Component Category Status
The status of the Component Categories
are indicated by the color of the Cat-
egory Title Bars. The Title Bars are either
red tone, indicating that required data
has not been entered (inhibiting a simu-
lation run), or dark tone indicating that
all required data in that category has
All Required been entered. The simulation determines
Data Entered whether a category is “complete” based
on the simulation method selected. For
Category
example, the Filling-And-Emptying model
Incomplete requires fewer data values than the
Wave-Action model. As a result, cat-
egories may indicate dark when Filling-
And-Emptying is active, but may switch
to red when the Wave-Action model is
activated, indicating that additional data
in those categories is required.
ambient atmospheric conditions, etc.
5) The remaining Engine Component Categories are made up of the following

groups:
ShortBlock—Select the bore, stroke, number of cylinders, pin-offset, and

rod length and/or rod ratio in this category.
Cylinder Head—Select the cylinder head type from generic choices in the
menu or enter custom data using the Port-Flow dialog (click the Port-Flow
button).
Induction—Select intake manifold designs, airflow rates, pressure drop and
runner temperatures for the induction system. Also select intake runner and
plenum dimensions for the Wave-Action simulation. At the bottom of the In-
duction category you can activate and configure a forced-induction system
for any engine. Roots and Screw blowers, Centrifugal superchargers, and
Turbochargers are supported.
Camshaft—Select the camshaft type, activate V-V-T (variable valve timing
similar to Honda’s VTEC), set various cam timing/specifications, and displays
the True Timing used by the simulation. Buttons open the CamManager™,
Rocker-Math™ dialog, and the Lobe-Profile Import dialog.
Combustion—Selects the compression ratio, the type of fuel, air/fuel ratio,
nitrous flow rate, combustion chamber design, and ignition timing.
Exhaust—Selects the exhaust-system configuration, runner and tubing di-
mensions and interconnection specifications.
Notes—Enter any comments about the current simulation. Notes are saved
with the engine .DXML file.

Program Overview
Incomplete Component Fields
Component fields that do not yet contain

valid entries are marked with a series of
asterisks. This indicates that the field is
empty and can accept data input. Most Empty Component
numeric fields accept direct keyboard Fields
entry and/or selections from the pro-
vided drop-down menus. Some selec-
tion fields (like the Cylinder Heads Type
menu) only accept selections from the
associated drop-down menu. When a
valid selection has been made, it will
replace the asterisks.
Note: Each component category indicates its status by the color of the Category
Title Bar. The Title Bars have either a red tone, indicating that the category is
not complete (inhibiting a simulation run), or a dark-tone indicating that all com-
ponents in that category have been selected. When all component categories
indicate complete, a simulation can be performed (calculation will begin automati-
cally if the Auto Run feature is selected in the Simulation Menu).
6a & 6b) The Main Program Screen window is divided into two panes. The left
and right panes each provide a set of Screen Display Tabs at the bottom Use
these tabs to switch the left and right pane displays to tables, graphs, or other
simulation displays.
7) This software can simulate several engines at once (supports multiple open
documents). Switch between “active” engines (documents) by selecting any open
engine from the Engine Selection Tabs, located just above the Status Bar at
the bottom of the main program screen (engine selection can also be made from
the Windows Menu). The current engine is highlighted on the foreground Tab.
The Main Program Screen win-

dow is divided into two panes.
Program Screen Display Tabs
The left and right portions of
each contain a set of Screen
Display Tabs located at the
bottom of the panes. Use these
tabs to switch the displays
to Engine component lists,
Tables, Graphs, or other data
displays.

Program Overview
Engine Selection Tabs
The simulation can work with several
engines at once. Switch between en-
gines by selecting any available engine
from the Engine Selection Tabs, located
just above the Status Bar at the bottom-
left of the main program screen. The
currently-selected engine is highlighted
in the foreground (colored) Tab. Note:
the Status Bar displays “Ready” in this
photo.
The name of the currently-selected engine is also displayed in the program Title
Bar.
8) All Component Category menus allow either direct numeric entry or menu-selec-
tion choices, and some accept both. During data entry, the range of acceptable
values and other helpful information will be displayed in a Range Limit Line
within the Status Bar at the bottom-left corner of the main program window.
9) Several component categories contain QuickAccess Buttons™ that give “one-

click” access to important data-entry functions and calculators. The CYLINDER
HEAD category contains a PortFlow button that opens the Port-Airflow dialog
box, allowing direct entry of flowbench data; the COMPRESSION category con-
tains a CR Calc button that opens the Compression-Ratio Calculator, a tool that
can save time and improve accuracy in determining engine compression ratio;
the INDUCTION category contains a FlowCalc button that allows quick airflow
calculations from throttle diameter, etc.; and the CAMSHAFT category contains
the CamManager™, Rocker Math™, and Import Profile buttons that give ready
access to important tools that help you with cam simulation and valve-timing
modifications.
10) The widths of all program panes are adjustable. Simply drag the Vertical or
Horizontal Screen Divider to re-size the Component-Selection and Graphics-
Display panes. Horizontal Dividers are located between the right-hand graphs.
By adjusting the position of these dividers, you can increase the display size of
the power-curve and pressure/flow displays for optimum resolution.
11) The Simulation Progress Indicator (appears in the Status Bar when a simula-
tion calculation is underway) shows the progress of calculations for the selected
simulation model. Each “step” of the progress bar indicates the completion of a
simulation at one rpm point.
12) The Crank-Angle SimData™ Window (see photo, next page) displays the exact
values of port pressures, flow rates, horsepower, and more at various rpm and

Program Overview
SimData™ Window
The Crank-Angle SimData™ Window

displays the exact values of port pres-
sures, flow rates and other simulation
data at various rpm and crank-angle
values. Click on the rpm graph to set
the rpm reticule line, then click on any
crank-angle graph to display a crank-
angle reticule. As you drag the reticule
left and right, exact data values at the
reticule intersections will be displayed
in the SimData™ Window (open the
SimData Window from the Tools drop-
down menu).
crank-angle points. Click on the rpm graph to set the rpm reticule line, then click
on any crank-angle graph to display a crankangle reticule (see 17, below). As
you drag the reticule left and right across the graph, exact data values under
the reticule intersection will be displayed in the SimData™ Window (open the
SimData Window from the Tools drop-down menu).
13) The Port Velocity lower graph displays port flow rates at various rpm and crank-
angle values (velocity is default display; can be customized with the right-click
menu). The displayed velocity values are calculated at the location of minimum
cross-sectional area in the port. Click the top horsepower/torque graph to display
a reticule line and establish the rpm for viewing flow and pressure data. Drag the
reticule left and right on the RPM graph to establish the port flow data (in the
lower graph) at each of the selected engine speeds. Click on the Port Velocity
(lower) graph to display a crank-angle reticule line; the exact data at the reticule
intersection are displayed in the SimData™ Window (see 12, above).
14) The Port Pressures are displayed in the middle graph (pressure is the default
display; can be customized with the right-click menu). The displayed pressures
are calculated at the location of minimum cross-sectional area in the port. Click
on the top RPM-based horsepower/torque graph to display a reticule line and
establish the rpm for viewing pressure and velocity data. Drag the reticule left and
right on the RPM graph to establish the port pressure data (in the center graph)
at each of the selected engine speeds. Click on the Port Pressures graph to
display a crank-angle reticule line; the exact values at the reticule intersection
are displayed in the SimData™ Window (see 12, above).
15) The various graphs display horsepower, torque, port pressures, flow rates,
Program Overview
Graph Options Box
The Graph Options Box allow you to

customize any graph. Right-Click to
Reassign the X, Y1 and Y2 curves to
different data sets, to set Optimize func-
tions, to setup Quick Comparsions, to
assign custom axis Properties and setup
multiple engine-to-engine comparisons.
valve lift, and more for the currently-selected engine. These graphic displays
can be customized to display additional data in many formats using the Graph
Options Box. To display the Options Box, right-click on any graph; reassign
the X, Y1 (left axis) and Y2 (right axis) curves to any of the data sets provided
in the submenu. Optimize functions quickly setup curves for best visual resolu-
tion. QuickCompare™ will setup sim "baselines" to help evaluate changes or
establish comparisons with other engine files (discussed in detail later in this
manual). Finally, use the Properties choice at the bottom of the menu to open
the Graph Properties box where you can assign custom axis values and setup
multiple engine-to-engine comparisons.
16) The Horsepower And Torque top graph displays engine output throughout the
simulation rpm range (HP and Torque are the default displays; the graphs can be
customized using the right-click menu). Click on the graph to display a reticule
line. The exact data at the reticule intersection can be viewed in the SimData™
Window (see 12, and photo on previous page). In addition, horsepower and
torque results (and much more) are displayed in the data tables; click the Table,
ProData, or Crank Data Screen Display Tabs near the bottom left and right of
the Main Program Screen (see 6a & 6b, earlier in this section).
17) Each of the four graphs (the fourth is located “under” the Component Categories;
to view this graph, click on a Graph Tab at the bottom of the left main-program
window) incorporate a Reticule Line that appears when you left-click on the
graph. You can “drag” the Reticule Line left and right across the graph between
the lowest and the highest test rpm (for the horsepower and torque graphs), or
between 0- and 720-degrees of crankshaft rotation (for the middle and lower
port pressure/velocity graphs). The exact values of the underlying data at the
Program Overview
The DirectClick™ Component Menus
allow you to select components and DirectClick™ Component Menus
specifications for each Component Cat-
egory item (Combustion-Chamber specs
are shown here). Click on any compo-
nent specification to open its menu.
The menu will close when a selection is
complete (or accept the current selec-
tion by clicking on the green ✔). If you
wish to close the menu before making a
new selection, click the red X next to the
drop-down box, click anywhere outside
the menu, or press the Escape key until
the menu closes.
reticule intersections is displayed are the SimData™ Window (see 12, earlier
in this section).
18) The Main Program Screen incorporates Windows Size Buttons. These buttons
provide standard maximizing, minimizing, and closing functions common to all
Windows applications. Refer to Windows documentation for more information on
the use of these buttons.
19) The Pop-Up DirectClick™ Component Menus allow the selection of compo-
nents and specifications within each of the Component Categories. Click on any
component specification to open its menu. The menu will close when a selection
is complete. If you wish to close the menu before making a new selection, click
the red X next to the drop-down box, click anywhere outside the menu box, or
Component fields that support direct nu-

Fields Accepting Direct Input meric entry have white bounding boxes
(left). When the only selection possible is
a choice from the drop-down menu, the
bounding box will have a gray interior
(below).
White Background:
Numeric input
accepted.
Enter value or make
selection from
Fields Not Accepting Direct Input
drop-down menu.
Gray Background:
No numeric input
accepted.
Make selection from
drop-down menu.

Program Overview
press the Escape key until the menu closes.
Direct-Input vs. Menu-Input Component Categories
Component menus fall into three categories: 1) Those that accept direct user
input (custom values), 2) those that only accept a selection from their attached
drop-down menu, and 3) those that accept input from either direct input or menu
selections. For example, the Number Of Cylinders menu in the ShortBlock cat-
egory will accept direct input (any integer value from 1 to 16), and you can also
select common cylinder combinations from the drop-down menu. When a menu
supports direct-data entry, the component-entry bounding box will have a white
interior (see photos). On the other hand, the Pressure Drop menu associated
with the Total Induction Flow Rate, will only accept one of the two selections from
its attached menu (1.5- or 3.0-inHg). The data entry box for these input fields
have a light-gray interior (rather than white).
Note-1: Almost all custom-input categories include an attached menu from
which common data inputs are also provided.
Note-2: Data entry into any component field is limited to values over which
this software can accurately predict power. The range limits are displayed
in the Range Limit Line within the Status Bar at the bottom-left of the
Main Program Screen. If you enter an invalid number, the simulation will
sound the Windows error tone and wait for new input.
Keyboard Selections And Shortcuts

The following keyboard “speed tips” will help you make the process of data entry
and “what-if” testing more efficient. None of these operations are essential, and if you
prefer to only use a mouse, you can skip this section.
Cursor Arrow Keys Move Reticule Lines—You can move the reticule lines on
any of the graphs in small increments by using the Cursor Arrow keys. First, click
on a graph to “select” it, then use the Right-Arrow key to the move the reticule
line to the right; use the Left-Arrow key to move it to the left. If you hold the
SHIFT key, the increment of movement on the crank-angle graphs increases to
10-degrees.
Opening Menu-Bar Menus—Press and hold the Alt key, then press the F
key to highlight and open the File menu (in the Menu-Bar at the top of the
program screen). Use the cursor-arrow keys to move through menu selec-
tions; press the Right-Arrow key to open submenus and the Left-Arrow key
to close submenus. With any menu open, you can also use the right-and-left
arrow keys to activate other menu-bar menus—e.g., Edit, View, Simulation,
etc. When you have highlighted the menu selection you wish, press Enter
to accept the selection. Press ESC (the escape key) repeatedly to close the

Program Overview
menus without making a selection.
Note: You can also use the Alt key combination with the E, V, S, U, T, W,
and H keys to directly open the other program drop-down menus.
Moving Through Component Fields—After you have selected any field within
a component category, you can press the TAB key to move the highlight from
field to field within that category. Tab key-presses will not open fields for data
entry, but rather will move the focus highlight from field to field. Tabbing always
keeps field selection within the current category.
Note: The Shift Tab key combination will move the highlight box backwards to
the previous component field.
Entering Data In Component Fields—When you've highlighted a component

field, press the Enter key once to convert the highlight to a data-entry bounding
box. Then key in your data (or open the drop-down menu and make a selec-
tion), finally press the Enter key again to close the bounding box and accept
the data. To move to the next field, you can press the Tab key, or you can again
press Enter. Using Enter instead of the Tab key not only moves the highlight
to the next field, but also opens the data-entry bounding box in one step. So
by pressing keys in the sequence “Enter, Enter, (data entry), Enter Enter,” you
can quickly enter (or jump past) data in all component fields within a specific
component category.
THE MEANING OF SCREEN COLORS
The colors used on the component-selection screen provide information about

various engine components and specifications. Here is a quick reference to screen
The colors used on the component-

selection screen provide informa-
Screen Colors
tion about what fields are currently
being used and whether you can
modify these components. This is
the Dynomation6 (default) color
scheme; White/Cyan indicates
components that can be entered
and modified, while white/light-gray
are fields that indicate “display-
only” (like Runner Connections and
Average Taper Angle, shown in the
Induction category.).

Program Overview
color functionality; these descriptions apply to the default color scheme:
White: Most engine component field names (not the component values) are
displayed in white. This indicates that their associated data fields are required
for a simulation to be performed.
Light Blue (Cyan): Engine component values displayed in light blue can
be entered into the program and/or modified. For example, the value of Total
Induction Airflow in the Induction Category is Cyan and can be changed to any
value within the limits of the simulation.
Light Gray: These “display only” values have been automatically calculated
by program and cannot be directly modified. For example, the Average Taper
Angle value in the Induction Category is a display-only value that is determined
by the minimum and maximum port areas (values that you can enter in the pro-
gram).

Note: The basic color functionality described here applies to the Dynomation6
default color scheme. While other color schemes may use some of these colors,
not every color scheme uses the same default colors for data inputs. However,
the differences in display colors within each color scheme will always reflect the
same functionality described here.

Wave-Action
6
Version
Filling & Emptying

Simulations
FIVE-MINUTE TUTORIAL
Building And Testing An Engine Using DynoSim6
And Dynomation6 Simulations
This tutorial is primarily intended for first-time users of Dynomation6

and/or DynoSim6 simulations. However, anyone wishing to get an overview
of basic data entry, simulation setup and results analysis can benefit from
reviewing these step-by-step examples.
The most common method of starting an engine-simulation project in this simula-

tion is to “assemble” a test engine from component parts. In this tutorial, we'll quickly
build a basic engine using the Filling-and-Emptying-Wave-Assisted simulation model
(this is the simulation model in DynoSim6 and it is also included with the Wave-Action
model in Dynomation6). After obtaining initial simulation results later in this section,
we'll modify a few components to determine how they affect engine output. Finally,
we'll switch to the Full-Wave-Action (Dynomation6 only) simulation and continue to
fine-tuning engine components. While this may take you more than five-minutes to
complete, once you are familiar with the simulation, you'll be able to do similar engine
buildups and basic testing in less than
One more thing before we begin: Make sure that current simulation Units have
been set to US for this tutorial in the Units Menu at the top of the program screen.
Note: Engine power values and other simulation results shown in this tutorial
may vary as the software is updated and/or new features are incorporated over
time. The results shown here reflect the current version of the simulation at the
time this chapter was last updated (the software version at publication is shown
next to the page numbers, at the bottom of the page).
Getting Started: Building An Engine From Scratch
1) If necessary, start the simulation program and select New from the File menu.
Component categories on the left side of the program screen begin empty, indi-
cated by a string of asterisks ( **** ) next to each incomplete data field.

Five-Minute, Engine-Buildup Tutorial
Selecting The Start RPM
The DirectClick™ Component Menus
allow you to enter component values
and specifications in the simulation.
Click on any component specifica-
tion to open its menu. Click on the ▼
symbol inside the bounding box to
open a drop-down menu of possible
choices. The menu will close when
a selection is complete (or manually
accept the current selection by click-
ing on the green ✔). If you wish to
close the menu before making a new
selection, click the red X next to the
drop-down box, or press the Escape
key until the menu closes.
2) Data fields in the Component Categories accept your inputs within a “bounding
box” that appears after you click on a data field value. Click on the ▼ symbol
inside the bounding box to open a drop-down menu.
3) Begin the engine build by moving your mouse into the Simulation category and
left-clicking the Filling-And-Emptying-Wave-Assisted radio button, activating the FE
simulation method (this is not necessary for DynoSim6 users, as the FE method
is selected by default). Next, select the Advanced mode (if not already shown in
the FE Integration menu) which provides a good balance between speed and
accuracy in simulation calculations. Finally, choose the RPM Range values for
the simulation as shown here:
The Simulation Category Choices:

• Simulation Radio Button: Click Filling-And-Emptying-Wave-Assisted Sim.
• FE Integration: Select Advanced Converge.
• Start RPM: Select 1000-rpm from the drop-down menu.
• Finish RPM: Select 6500-rpm from the drop-down menu.

4) Leave the atmospheric fields in the Simulation Category with their default values.
The simulation will use the J1394 Atmoshperic Standard commonly used as a
baseline in dyno testing. This standard sets the Altitude to 641.7 feet, the Air
Temperature to 77 F, the Barometer to 29.23 inches of mercury, and the Humidity
to 0%; realistic atmospheric conditions to evaluate IC engines.
5) Now move to the Shortblock category (see photo, next page). Click on the as-
terisks in the Short Block field (the asterisks indicate that no selection has yet
been made). Review the menu choices and select American. When the submenu
opens, select Chevy, 8 Cylinder SB, and finally click the left mouse button on
350 V8.
Navigating The Short Block Menu
Shortblock Category Choice:
• Short Block: Choose the Chevy
350 V8 shortblock.
• Engine Friction: Select the
Dynomation6 Default engine
model.
6) The Short Block name, Bore,

Stroke, Number of Cylinders, Rod
Length, and Pin Offset are now
displayed in the Shortblock category.
Pause over each selection to open a se-
Note: Each component category has ries of submenus. When you reach 350
colored Title Bars. They are either a V8, click on it to load that selection into
red-tone, indicating that the category the simulation.
is incomplete (inhibiting a simulation
run), or a dark-tone indicating that all components in that category have been
selected and are valid. Now that you have completed the Short Block category,
notice that the red Title Bar switched to a dark-gray-tone.

7) Next, move to the Cylinder Head component category and click on the asterisks
( **** ) next to the Description field. Select Domestic Cylinder Heads, then from
the submenu, right click on 2-Valve Wedge, HP/Stock Ports And Valves (top of
the second group). Notice that after you have made your selection, the category
Title Bar remains red. This is because Intake and exhaust valve diameters still
need to be entered. To simplify this selection (and illustrate another program
feature), let the simulation make a calculated “guess” of the valve diameters for
you. Open either the Intake Valve Diameter or Exhaust Valve Diameter menu
and select Auto Calculate Valve Sizes. This selection will calculate appropri-
ate valve sizes based on bore size, cylinder-head flow, etc. This completes the
Cylinder Head category; the Title Bar should now a dark-tone.
Selecting Intake and Exhaust Port Flow
Cylinder Head Category
Choices:
• Description: Domes-
tic Cylinder Heads
/ 2-Valve Wedge,
HP-Stock Ports And
Valves.
• Intake Valve Dia: Auto
Calculate Valve Siz-
es.

You'll notice that the simulation has assigned 1.94-inch intake and 1.50-inch
exhaust valves to the cylinder heads. These sizes were calculated based on the
cylinder head flow, engine bore diameter, and other engine specifications.
8) Continue moving down through the component categories and make the following
selections:
Induction Category Choices:

• Intake Manifold Design: Base-
line Common Plenum. The Main Graph Displays
• Average Runner Temperature:
180-degrees F.
• Total Induction Airflow: 650
CFM (for a 4/8barrel carb/
injection).
• Pressure Drop (indicated by the
“@” symbol): 1.5-InHg.
Camshaft Category Choices:

• Cam Type: Generic Cams For
2-Valve Engines / Stock Street/
Economy.
• Rocker Ratio: Set both Intake
and Exhaust Rocker Ratios to
1.5:1.
• Valve Lash: Set both Intake and
Exhaust Valve Lash to 0.000.
Combustion Category Choice:

• Compression-Ratio: Select
9.5:1.
Exhaust Category Choice:

• Filling/Emptying Exhaust Model
Menu: HP Manifolds, Muffler
With Catalytic Converter.
Dynomation6 User Note: Since

you are performing a Filling-And- Rpm-based results are shown on the top
Emptying (FE) simulation, the com- graph (horsepower, torque, etc.); crank-
angle based data on the center and lower
ponent fields that are solely related graphs (pressures, particle velocities).
to the Wave-Action (WA) simulation Use the Selection Tabs (shown at bottom)
are dimmed and do not require data to display data tables.

Table Display Of Simulation Results
Click the Table Tab at the bottom of the graph pane (see photo on previous page) to
switch to a table view of exact power values and other simulation results.
entry.
Simulation Results: At this point, all the Category Title Bars should be dark-
tone, and the simulation will display power and torque curves (in the RPM graph
located at the top-right of the main program screen). The engine produces about
220-hp at 4000- to 4500rpm; typical of 1960's era, V8 street engines with mufflers
and restrictive exhaust systems.
Problems?: If the simulation did not run, first check the Category Title
Bars. Have they all switched to dark-tone. Next, make sure that Auto
Run is checked in the Simulation Menu (located at the top of the screen).
Finally, check each data-entry field to confirm that the correct values
were entered.
Helpful Engine Files: Engine files that duplicate the status of this engine
at several points in the tutorial are included with your simulation and
can be found in the default engine files directory C\:Dynomation6\Engine
Files\EngineFiles (.DXML Dynomation-6) or C\:DynoSim6\Engine Files\
EngineFiles (.DXML DynoSim-6). For example, the file FiveMinuteTuto-
rial_Step8.dxml should be identical to your engine at this point in the
tutorial (providing the software versions are identical). You can always
load one of the tutorial engine files to check your component selections
and simulation results.
9) Now let's make a few component changes, but before we do, it's helpful to es-
tablish baseline curves on the graph so that we can easily compare changes in
power and torque. Called QuickCompare™, activate this function by right-clicking
anywhere in the Power/Torque graph, then from the pop-up Options Menu, select
QuickCompare™. Finally, select Make From Current Test.

RPM-Based Graph Option (right-click graph for options menu):
• QuickCompare™: Make From Current Test.
This creates a new, identical engine in the simulation called CompareRun1 (a

new Engine Tab will be shown at the bottom-left of the screen). At the same
time, a “side-by-side” comparison is established on the current graph with data
from the newly created baseline engine (the comparison curves lie directly un-
derneath the existing power and torque curves on the graph...the curves exactly
match because the new baseline engine, CompareRun1, is identical).
10) Now, change the cam to the next choice from the Cam Type menu: A High-
Performance Street grind:
Camshaft Category Choice:

• Cam Type: Generic Cams For 2-Valve Engines / High-Performance Street
Profile
The new cam creates more power; the engine now produces about 250-hp
at 5000-rpm. But there has been a significant sacrifice in torque below 3500-rpm.
Click on the Power/Torque graph to activate a reticule line that marks the rpm
point at which data is obtained for the center and lower graph displays of intake
and exhaust pressure waves and flow velocities. Drag the reticule line back and
forth across the rpm graph. The changing pressure and velocity curves were
recorded at each rpm point during the simulation.
Notice that exhaust pressure
(the red curve on the center, crank- Side-by-Side Results Comparison
angle graph) is averaging well over
2.0-bar (that's greater than 15-psi
backpressure in the exhaust system
at 5000/6000-rpm). To get a better
feel for the capabilities of this engine,
let's see how it responds to a more
free-flowing exhaust system. Install a
set of small-tube headers with open
collectors (a typical dyno setup):

• Filling/Emptying Exhaust Mod-
el: Small-Tube Headers, Open
Collector Here is the Side-By-Side comparison of
the 350 engine after the HP Street Pro-
• Filling/Emptying Exhaust Tune file cam and small-tube headers were
RPM: 6000. installed. The significant boost in higher
rpm power was obtained with little loss in
11) The comparison curves now show low-speed torque.

the improvements in power and torque across all engine speeds above 3000rpm!
The engine now produces about 295-hp at 5000-rpm. Lower-speed torque (below
3000rpm), however, was reduced. These results show that high exhaust backpres-
sure and a lack of cylinder scavenging (caused primarily from muffler restriction)
significantly limited the potential of this engine.
We've also learned that the cylinder heads are able to supply substantial ad-
ditional flow; if this were not true, the power increase from open headers would
have been much less.
This is starting to get interesting! Before we proceed, let’s perform another
QuickCompare™ to set current results as a new baseline: Select QuickCompare
in the RPM-Based Graph Option Menu (right-click menu):
• QuickCompare™: Make From Current Test
Note: The engine configuration at this point in the tutorial was saved as FiveMinu-
teTutorial_Step11.dxml.
12) To determine if this engine has more airflow potential with the current cam tim-
ing and cylinder heads, let’s improve the induction system by testing a tuned
intake manifold. Since this is still a street engine, we’ll select a manifold suit-
able for this application.

• Intake Manifold Design: Dual-Plane Std-Flow (from the Plenum, Domestic,
Dual Plane sub menus)
This Dual-Plane manifold is designed to boost torque within the rpm range of a
typical street engine. The power now stands at about 300 at 5000rpm, and we
also see an accompanying boost in torque across the rpm range.
13) Let’s try a couple additional improvements. This time we’ll install high-perfor-
mance OEM-type cylinder heads that provide improved flow (primarily from
pocket porting techniques, performance valves, seats, etc.).
Cylinder Head Category Choices:

• Description: 2-Valve, Wedge, HP/Pocket Porting, Stock Valve Size.
Notice that the additional port flow generated virtually no negative affects on
torque (thanks, in part, to the Dual-Plane manifold), however, the horsepower
jumped to about 400hp at 5500-rpm. Improved induction flow also boosted
pressure-wave strength in the exhaust system and this further assisted cylin-
der filling.
You can fine tune when these pressure pulses return to the cylinders by
Side-by-Side Results For Step 13
After the installation of a Dual-

Plane manifold and cylinder
heads with improved port flow,
the engine performance is obvi-
ously much better across the
entire RPM range, despite the
restriction from mufflers added to
the collectors of the small-tube
headers.
change exhaust tubing lengths. Try increasing the tuning speed from 5000rpm
to higher speeds (to shorten pipe lengths). Note that as power rises, the en-
gine torque curve is slightly reduced (engine tuning is almost always a give-
and-take process).
We are still simulating open headers. Let’s see how much power we can ex-
pect if mufflers are installed after the headers.

• Filling/Emptying Exhaust Model: Small-Tube Headers, Mufflers, W/O Cat
Based on the exhaust pressure estimates within the simulation, the power
dropped about 35 hp. The engine still produces about 365hp (with an exhaust
tuning speed of 6000rpm); reasonable for this inexpensive basic street-rod
buildup. The setup at this point was saved as FiveMinuteTutorial_Step13.
dxml.
Note1: Some engine builders are confident that a well-designed high-flow

exhaust system would reduce power by less than the amount simulated in this
example.
Note2: The power values predicted by simulations including mufflers are
based on the best calculation of back-pressure in the exhaust system. Keep in
mind that mufflers and connecting-pipe designs will affect these pressures and
engine performance characteristics in “real world” operation.

14) USING Dynomation6 Wave-Action Simulation: The remaining portion of
this tutorial covers intake and exhaust port and tubing modifications;

Intake Runner Dimensions
Intake Runner Length
is defined as the dis-
tance from the mini-
mum port area (typi-
Port Entry
Area
cally near the valve-
seat position) to the
th
ng point in the port where
L e the area substantially
r
n ne increases, typically the
Mi u Port Entry Area. This
nim R
Ar um area is measured at the
ea
port entrance junction
with the plenum or just
inside the runner bell-
mouth transition to the
atmosphere.
features available only in Dynomation6, Motion Software’s professional

Wave-Action simulation.
Before we proceed, switch the FE model back to headers.

• Filling/Emptying Exhaust Model: Small-Tube Headers, Open Collector
Now we’ll look into some of the capabilities of the Wave-Action simulation to delve
deeper into the power potential of this engine. Switch to the Wave-Action Model
in the Simulation Category. Switch the WA model and setup a new comparison.
Simulation Category Choice:

• Sim Model Radio Button: Wave-Action Model
15) You may have noticed that the Title Bars of the Induction and Exhaust Com-
ponent categories have now switched from a dark-tone to red, indicating that
the Wave-Action model lacks sufficient data in these categories to complete the
simulation. Fill in the missing component data with the following values:

• Runner Length: 10.5 inches
• Minimum Port Area: 1.25 sq-inches
• Port Entry Area: 3.0 sq-inches
• Plenum Volume: 100 cubic-inches (when you enter plenum volume, the pro-
gram will display default plenum dimensions; these are for reference, the
simulation only uses volume in its calculations).

Exhaust Category Choices:
• WA Exhaust Type: Basic Header--(Pipes Merge At Collector)
• Min Port Area (for each exhaust port): 1.1-sq-inches
• Primary Pipes Per Cylinder: 1 pipe-per-cylinder
• Port/Primary Length: 32-inches
• Primary Inlet Diameter: 1.500-inches
• Primary Exit Diameter: 1.500-inches
• Collector Length: 10-inches
• Collector Inlet Diameter: 3.5-inches
• Collector Exit Diameter: 3.5-inches
16) The Wave-Action power and torque curves are similar to the FE at peak values,
but the torque curve has a slightly different shape. This is due to the more ex-
tensive pressure-wave modeling used in the wave-action sim.
Note: These results would not have matched while the FE if the exhaust system
was not switched back to the open-header model, since the WA does not model
the backpressure created by mufflers or catalytic converters.
17) Now we’ll dig a little deeper into pressure waves in the intake runners by testing
the effects of Intake Port Areas. The Minimum Port Area is the smallest cross-
section in the intake port, and is typically located just after the valve seat, near
the valve guide. Currently we are using a value of 1.25-in2 for this restriction. Try
changing this value to 2.0-in2.
Induction Category Choice:

• Minimum Port Area (per valve): 2.0-in2; then find the area that makes peak
power.
You will see the power curve change shape with the larger minimum intake area
of 2.0-in2. Now decrease the area in 0.1-in2 steps until you locate a size that
produces optimum power (you can switch to the table display to view the exact
power values; click Table in the Selection Tabs at the bottom of the graphs).
You should find that optimum power occurs at about 1.60-in2. The power
should be about 388-hp at 6000-rpm (back to nearly the same power values we
obtained with the FE model in step 13). Notice how the power drops on either
side of the optimum Min Port Area. This indicates that a port that is either too
small or too large for the current port flow and cam timing can reduce engine
power.
18) Let's modify the Port Entry Area from its current value of 3.0-in2. This area is
the maximum port cross-sectional area, located where the port begins inside the
intake manifold plenum or where it opens to the atmosphere with individual-runner
(or injector) stacks.

Induction Category Selection:
• Port Entry Area: 5.0-, 4.0-, 2.0-, and 1.75-in2; then find the area that gener-
ates what you consider to be the most usable power curve.
As the Port Entry Area decreases (lower numerical values), the port taper
angle also decreases, tuning the runner/manifold to a lower rpm. A reduced taper
angle (port expands less from valve to manifold) tends to boost peak torque and
reduce peak power. Larger Port Entry Areas typically tune the engine for higher
rpm, boosting horsepower at the expense of mid-range torque.
Did you locate a port area that produces a good compromise between torque and
horsepower? An area of about 3.0-in2 produces a taper angle of about 3.0-de-
grees. Values between 3.0- to 5.0-degrees often provide a good performance
compromise (the optimum taper angles primarily will depend on the desired rpm
range of the engine, cam timing, and cylinderhead flow).
Before we proceed, let’s setup a new comparison curve as we continue to explore

intake runner tuning.
RPM-Based Graph Option (right-click menu):

• QuickCompare™: Make From Current Test
Overview: Cylinder heads with intake ports that are too big or too small do not
allow the engine to reach peak performance. In a few minutes of testing, you
have discovered this fact and explored optimum port shapes that can, otherwise,
take weeks of work and thousands of dollars to discover!
19) Next, let’s explore how Runner Length further tunes the engine power band.
Increase the runner length from 10.5-inches to 18-inches and, then, shorten it
to 6-inches. Watch the power and torque shift up and down the rpm range.

• Runner Length: Increase to 18-inches, shorten to 6-inches, then return to
10.5-inches.
As runner length increases, pressure-wave tuning is altered so that the re-

turning positive pressure intake wave (the GREEN pressure wave on the center
graph) arrives at the intake valve just before valve closing, when the piston is
moving up in the cylinder). This helps prevent intake back-flow (reversion) into
the intake manifold, boosting low-speed power. This phenomenon is visible on
both the center (pressure) and lower (velocity) graphs. On the other hand, with
runner lengths shorter than about 10-inches, intake pressure-pulse tuning moves
to engine speeds too high to be of much use on this basic street engine. 10.5-
inch intake runners have a practical length and are close to optimum. Reset to
the following values and we’ll try some more exhaust tuning:

• Runner Length: Return to 10.5-inches.
• Minimum Port Area (per valve): 1.60-in2.
• Port Entry Area: 3.0-in2.
The setup at this point was saved as FiveMinuteTutorial_Step19.dxml.

Now, set the current engine design as the new baseline.
20) There is a lot more we could explore in intake tuning (such as valve sizes, port
flow, modifications to valve timing, and more), but for this introductory tutorial,
let’s have another look at the exhaust system. Currently, header primary plumb-
ing is constructed from 32-inch long, 1.5-inch diameter tubing and the collectors
are 10-inches long and 3.5-inches in diameter.
First try increasing the Primary Inlet Diameter and Exit Diameter to 2-inches.
Exhaust Category Selections:

• Primary Inlet Diameter: 2.0-inches (Note: Dynomation will not allow the pri-
mary pipe inlet to be larger than the outlet. So, after you enter 2.0-inches
for the Inlet, the program will display a message box and, when you click
OK, the Exit Diameter will be set to the same larger size).
The slight boost in peak power (primarily from a reduction in exhaust restric-
tion), comes at the expense of torque below 5000rpm. Torque is lower due to
reduced exhaust scavenging from lower wave pressures within the tubing. The
weakened returning negative pressure wave provides less assistance to exhaust
flow just before EVC. This increases cylinder pressure near EVC, and higher
cylinder pressure presents an increased restriction to intake flow.
21) Seems like that was one small step forward and one step backward! How can
we regain low-end torque while maintaining higher-rpm power output? The secret
lies in harnessing the same phenomenon that is responsible the loss: Exhaust
Pressure Waves. By installing an exhaust system that returns stronger negative
pressure pulses, we can reduce cylinder pressure, and regain lost intake flow.
Let's try installing a header configuration with a reputation for helping low
rpm torque and higher rpm horsepower at the same time:
Exhaust Category Selections:

• WA Exhaust Type: Tri-Y With 2 Collectors and 2-Step Primary
• Primary Length: 22.0-inches

• Primary Inlet Diameter: 1.750-inches
• Secondary Length: 6-inches
• Secondary Inlet Diameter: 2.250-inches
• Secondary Exit Diameter: 2.250-inches
• Teritary Length: 6-inches
• Teritary Inlet Diameter: 2.375-inches
• Teritary Exit Diameter: 2.375-inches
• Collector One Length: 12-inches
• Collector One Inlet Diameter: 2.500-inches
• Collector OneExit Diameter: 2.500-inches
• Collector Two Length: 12-inches
• Collector Two Inlet Diameter: 3.000-inches
• Collector Two Exit Diameter: 3.000-inches
The Tri-Y design of multiple, size-step pipes and collectors sends a se-
ries of scavenging pulses back to cylinders that reduce cylinder pressures
and improve intake flow. Because of this, we were able to use a transition
to a larger secondary pipe (that reduces exhaust restriction), while maintain
cylinder scavenging at lower engine speeds. The result: a small bump in hp
and nearly the same torque we achieved with the original 1.5-inch headers.
Note: The effects of Tri-Y headers (and other headers with “complex” designs)
are more noticable at higher engine speeds, when using racing camshafts, larger
valves, and better flowing cylinder heads.
The engine configuration at this point was saved as FiveMinuteTutorial_Step21.

dxml).
22) We have only just scratched the surface of engine development using this simu-
lation. There are literally thousands of additional possibilities you can explore in
Dynomation6. The information presented in this User Manual, starting with the
next Chapter on Component Menus, will help you get the most from your software
investment.
23) Before this tutorial ends, generate a ProPrint™ report for this simulation: Select
ProPrint Preview from the FILE menu. This will generate a comprehensive
ProPrint™ report and load it into your default Internet browser. Use the scroll
bar or page down keys in your browser to move through the report.
You can also send the document to your printer by selecting Print from your
browser's File menu. Additional information about ProPrinting™ is provided later
in this manual.

ProPrint™ Report
This is just one of 17 pages

included in the simulation
ProPrint™ report. Keep this
comprehensive analysis for
your records or present to
your customers with your
engine buildups.
Note: While the benefits
shown in the accompanying
text for Tri-Y headers are
relatively small, if exhaust
pressure was higher (from
greater compression ratio,
different cam timing, larger
engine displacement, higher
engine speeds, etc.), pulse
tuning in the exhaust
system would yield more-
obvious results.
22) Finally, Motion Software, Inc., version 6 software developers would like to thank
you for following along with this tutorial. Any comments are welcome; contact us
a support@motionsoftware.com.

Wave-Action
6
Version
Filling & Emptying

Simulations
COMPONENT MENUS
THE SIMULATION
COMPONENT CATEGORY
The SIMULATION Category is located at the top of the Component Selection

Screen. Use this category to select the Wave-Action, and Filling-And-Emptying
models (Dynomation6 offers all both models, while DynoSim6 runs the Filling-
And-Emptying model only). These are the two mathematical simulation techniques
incorporated into this simulation. Other selections in this category establish a range
of rpm values over which the simulation will calculate engine output. Also included
in the SIMULATION category are the ambient atmospheric conditions within which
the dyno test will be simulated.
Dynomation6 incorporates two distinct engine-simulation mathematical models: 1)
A Filling-And-Emptying (FE) simulation that provides efficient mathematical solutions
to engine physics, including port- and induction-flow calculations and automatic in-
take- and exhaust-manifold/runner modeling, making the Filling-And-Emptying model
an easy way to buildup and “ballpark” engine designs with excellent accuracy, and
2) A full Wave-Action (WA) simulation that precisely predicts the complex pressure-
wave dynamics and particle flows in intake and exhaust ducting. The Wave-Action
model picks up where the Filling-And-Emptying model leaves off and “homes in”
on the best port sizes, shapes, runner lengths, header-tubing sizes, cam timing,
The Simulation Cate-
Simulation Selection gory let’s you select
the overall engine
simulation model.
The WA is ideal for
detail engine design,
revealing port flow
and pressure waves.
Use the FE when
you wish to have
optimum intake and
exhuast runner di-
mensions automati-
cally determined by
the simulation.

Simulation Category
The Simulation Cat-
Simulation Setup egory also includes
menu choices for
the Start Rpm, Fin-
ish Rpm, and Step
Rpm used during the
simulation. The Wave-
Action Mode choice
defines the “depth” or
rigor for WA simulation
calculations, and the
Environment section
establishes the Stan-
dards used for atmo-
spheric correction.
valve motion, and much more, providing unprecedented accuracy for detailed engine
analysis.
Dynomation6 seamlessly integrates these two simulation technologies. Simply select
the model you wish to use with the “radio-buttons” in of the Simulation Category.
Immediately all component categories will be verified for completeness (based on
the selected simulation model), and if all required components and specifications
have been entered and are within program limits, the red-tone component-category
Title Bars will switch to dark-tone, indicating that the simulation will be performed
and the results will be displayed in the graphs and the tables.
Which Simulation Model?
Generally, if you need to quickly determine how an engine will respond to cam
timing changes, specific intake manifolds, open-headers vs. mufflers, or you don't
have access to all the required intake and exhaust port dimensions for the WA
model, the Filling-And-Emptying simulation provides a quick and remarkably ac-
curate way to build up and test an engine. However, if you are “digging into” the
details of mass flow, port shapes and lengths, and exhaust tubing dimensions, the
Wave-Action model will analyze the several additional inputs requied to complete
this more complex simulation.
FE vs WA Note: The Filling-And-Emptying model calcualtes optimum port

dimensions before the simulation process begins. As a result, in some cases,
it may predict higher power than the WA model because it starts off with
optimum dimensions (these values are displayed in the Simulation Log in
Dynomation when running the FE model). By carefully tuning runner lengths
and exhaust tubing dimensions in the WA simulaiton, results should match
reasonably closely with the FE, especially when engine design is more-or-less
“standard.” However, if you are modeling exotic engine designs, you should
use the Wave-Action model whenever possible.

Simulation Category
FE Calculated Runner Dimensions Shown In Log
The Filling-And-Emptying
model pre-calcualtes port
dimensions before the simula-
tion process begins. In some
cases, it may predict higher
power than the WA model
since it starts off with near-
optimum port/runner specs.
These calcualted dimensions
are shown in the simulation
Log in Dynomation (they are
not available in DynoSim6).
Both simulation models display port pressures and velocities throughout the
720-degrees of crankshaft rotation during the 4-stroke process. This data is dis-
played in graphs and tables and can help you make decisions about engine tuning
(engine tuning is discussed in-depth later in this manual, especially in the Wave
Dynamics Analysis chapter). However, keep in mind that pressure/velocity data
calculated by the Wave-Action simulation is derived through a much more rigorous
Pressure and Particle Velocity Displays The simulation displays

port pressure and velocity
curves for the entire 720-de-
grees of crank rotation of
the 4-stroke process (shown
in the middle and lower
graphs). This data can help
you make critical decisions
about valve-event timing
and intake/exhaust tuning.
The WA sim performs a
much more rigorous analy-
sis of engine flows, and its
displayed pressure waves
should be considered a
more accurate representa-
tion of engine pressure-
wave dynamics.

Simulation Category
mathematical approach and should be considered the most accurate representation
of actual engine pressure-wave dynamics.
WA Note: In cases where you would like to run a quick test or evaluate a
restrictive (muffler) exhaust system, run an FE Simulation. The simulation will
show exhaust back pressure and other releated info in the center and lower
pressure-wave graphs. The calculated port and runner dimensions used in the
simulation can be viewed in the Simulation Log.
FE and WA Simulations:
“Cycles” And Convergence
Both the WA and FE simulation models perform an analysis of the gas-exchange

process within engine passages. These processes are dependent on valve position,
piston position, engine speed, surrounding atmopherics and much more. To ensure
that these mathematical processes have reached a steady-state condition, several
“ingegration” cycles may be necessary. These cycles should not be confused with
engine cycles; rather they represent the number of times the simulation model must
work through a gas-dynamics analysis to reach the same results, or stability. In
some ways, this phenomenon is similar to the instability often seen in real-world
dyno tests just before the engine “smooths out” at the measurement rpm. Some of
this instability is due to the same gas-dynamic effects calculated within the simula-
tion.
In previous versions of this software, the number of calculation cycles was se-
lected by the user. This required entering a number that would ensure stability (also
called convergence) but often would allow the simulation to run more cycles than
necessary, extending calculation times. In Dynomation6, the number of calculation
cycles is determined automatically during the simulaiton calculation process. In most
Wave-Action “Mesh¨ Mode
The Wave-Action simulation calculates gas-dynamics by dividing the intake and exhaust
passages into small volumes, called meshes. Smaller mesh sizes can improve simu-
lation accuracy, but at the expense of calculation times. The Normal mesh is usually
sufficient to accurately analyze gas dynamics and provide good simulation accuracy.

Simulation Category
cases, a steady-state condition will be reached in 4 to 6 cycles. However, in some
drag-racing or very-high-rpm race engines, it may require as many as 10 or more
cycles to stabilize gas dynamics.
The FE simulation (in both Dynomation6 and DynoSim6) incorporates multiple
user-selectable calculation modes that allow you set the mathematical depth of
pressure-wave analysis. A Normal mode, which was the default in previous versions,
does a fast analysis quite suitable for most stock and high-performance engines.
Version 6 also offers an FE Converge mode (the current program default) that runs
the simulation multiple times to home-in on a solution with excellent accuracy for
almost all engines. An Extended Converge mode is also available; designed spe-
cifically for unusual and/or very high-speed racing engines (e.g., ProStock, Formula
1, and similar). The Extended mode will increase (doubles or triples) calculation
times. If you select the Extended mode and see very little change in the horsepower
curve, switch back to the FE Converge mode to obtain accurate results as fast as
possible.
The actual number of calculation cycles performed by the WA and FE simula-
tions are displayed in the Simulation Log (open the Log using the Simulation Menu
located at the top of the program screen).
Wave-Action Only:
Simulation “Meshing”
The Wave-Action simulation calculates gas-dynamics within engine passages

by dividing the intake and exhaust passages into small, equal-size volumes, called
meshes (these steps are not performed in the FE simulation). The smaller the
mesh size, the greater number of mesh volumes into which the passages will be
divided. This can improve simulation accuracy, but at the expense of calculation
times, since a larger number of mesh volumes require additional mathematical steps
to process and integrate the results.
The Wave-Action simulation incorporates three mesh sizes selected from the
Wave-Action Mode field: Normal, Fine and Optimized. In most cases, the Normal
mesh size is sufficient to accurately analyze gas dynamics within intake and exhaust
passages. But, in some cases, a more rigorous analysis is required to overcome
instabilities, shock waves in the exhaust runners, or odd pressure-wave interactions.
For example, if you notice a pressure spikes or oscillations in the intake or exhaust
pressure curves, it may be an anomaly that will “disappear” with the more rigorous
analysis offered in the Fine and Optimized modes. However, lacking pressure-trace
anomalies or other unusual results, the Normal level of mesh will provide excellent
simulation accuracy.
Note: The WA Fine mode takes about three times longer than Normal to com-
plete the simulation. And the Optimized selection directs the sim to not only
use the smallest mesh size, but also to use the most detailed calculations for
engine physics. For Optimized, processing times can be considerably longer.

Simulation Category
In some cases it may take 20 times longer to complete a simulation using the
Optimized mode. In almost all cases, this option is not required to produce
accurate results, and in fact, the differences between Fine and Optimized are
often barely visible on the horsepower and/or pressure-wave graphs.
FE and WA Simulations:
RPM Ranges And Atmospheric Standards
The Simulation Category also includes fields that specify the rpm range for the
simulation (actual Start & Finish RPM points for mathematical analysis). The nar-
rower the range, the faster the simulation is performed, since fewer mathematical
operations are required.
Note: If you are using a supercharging system and it's developing errors at higher
engine speeds (like overspeed or choke), you can reduce the upper rpm limit to
help prevent these errors. In addition, if you are running an Iterative Test (see
the Quick and Pro Iterator chapters later in this User Guide), keeping the RPM
range as narrow as possible will substantially reduce testing time.
You can also set ambient atmospheric conditions (or Standards) for the simula-
tion by selecting one of the built-in models available from the Atmospheric Standard
menu. You can apply SAE, ISO, and other world standards commonly used for
dynamometer testing. The default used in Dynomation6 and DynoSim6 is different
from Dynomation5/DynoSim5, and is based on the SAE J1394 v3 standard widely
used in modern dyno-test facilities. The available Standards selections are:
• Standard Atmosphere: Temp (F): 59.0 Humidity: 0% Barometer(in): 29.921

• AE J606/7: Temp (F): 60.0 Humidity: 0% Barometer(in): 29.921
• ISO 1585: Temp (F): 60.0 Humidity: 0% Barometer(in): 29.530
• JIS D 1001: Temp (F): 68.0 Humidity: 0% Barometer(in): 29.234
• Dynomation-5 Standard: Temp (F): 68.0 Humidity: 0% Barometer(in): 29.919
• SAE J1349 v3, Ver-6 Std: Temp (F): 77.0 Humidity: 0% Barometer(in): 29.234
• SAE J1394 v1: Temp (F): 77.0 Humidity: 0% Barometer(in): 29.318
• SAE J1995: Temp (F): 77.0 Humidity: 0% Barometer(in): 29.530
In addition to the available standards, you may enter any Altitude, Air Tem-
perature, Barometer, and Humidity value you wish. The changes in environmental
variables are applied to the simulation through a “correction factor.” This value is
normally calculated by Dynomation after you make a menu selection or enter spe-
cific atmospheric values. However, you can click Manual Entry and directly enter
any dyno correction factor you wish.

ShortBlock Category
Short Block Component Menu
The Short Block component menu contains over 500 bore and stroke combinations of
popular domestic and import engines that you can instantly use in any engine simula-
tion. In addition, you can directly enter a custom description of any engine into the
Short Block component field.
THE SHORTBLOCK COMPONENT CATEGORY

Applies To Both the FE and WA Simulations
The ShortBlock menu is located in the Shortblock Component Category. By open-

ing this menu, you are presented with a variety of domestic and import “predefined”
shortblock configurations. If any one of these choices is selected, the appropriate
bore, stroke, number of cylinders, rod ratio, and pin offset (see entering Rod Ra-
tio, Rod Length And Pin Offset, next) will be loaded into the ShortBlock category.
In addition to the predefined shortblocks in the menu, you can directly enter any
shortblock name (description) into the ShortBlock field, then enter custom values
for Stroke, Bore, Number Of Cylinders (also Rod Ratio and Piston Pin Offset)
within the acceptable range limits of the program (as indicated at the range limit
line at the bottom of the screen).
Note: The Short Block menu can be considered a “handy” list of common engine
bores, strokes, rod-length and offset values. When you select a shortblock, you
are not selecting any “hidden” characteristics, like material composition (alumi-

ShortBlock Category
The Short Block component
ShortBlock Component Menu menu (shown on previous
page) contains over 500
bore and stroke combi-
nations. Selections also
include rod-ratio, however
if factory data could not be
located, a default value of
Rod Length & PinOffset: “Estimate”
tte”
”
Appears when
1.636 is used and Estimate
Note: Rod Ratio will default to
1.636 if actual value is not Rod Length from is displayed. Pin offset
available in the Short Block menu. ShortBlock Menu is
an estimated value.
specifications are set to
Pin Offset is set to 0.000-inch 0.000-inch for all engines
for all engines loaded from menu.
loaded from the Short Block
menu.
num vs. cast iron) or other component assumptions (such as typical cylinder
head type). The Short Block menu only loads the Bore, Stroke, Rod Ratio,
Pin Offset, and the Number Of Cylinders into the simulation.
Entering Rod Ratio, Rod Length

And Piston-Pin Offset
In addition to the Bore, Stroke, and Number Of Cylinder specifications, Short

Block menu selections will load the Rod Ratio (or if the factory values could not
be found, a default value of 1.636 will be used and Estimate will be displayed.
The Rod Ratio is the length of the connecting rod divided by the stroke length
and is commonly used to evaluate rod angularity and piston-to-cylinderwall friction,
a significant source of frictional losses within the engine.
You may also manually enter values for Rod Length or Rod Ratio within program
range limits (displayed at the bottom of the screen in the status bar). To enter Rod
The Piston-Pin Offset is a Piston-Pin Offset Values

measure of how far off-cen-
ter the piston pin is located
within the piston. The simu-
lation models these chang- Major Minor
es in pin offset when you Thrust Face Thrust Face
enter positive values for a
pin location shifted toward Enter Enter
the Major Thrust Face and Positive Values Negative Values
negative values (for offsets
toward the Minor Thrust
Face).

ShortBlock Category
Ratio, select the “radio” button next to the Rod Ratio field, then enter the desired
value. the simulation will display the calculated value for Rod Length. Or, by se-
lecting the Rod Length radio button, you can directly enter a length value; Rod
Ratio will then be calculated and displayed in the Rod Ratio field.
The SHORTBLOCK category also includes a field for Piston-Pin Offset. This is
a measure of how far off-center (from the rod-to-crank centerline) the piston pin is
located within the piston. Enter positive values to indicate a shift toward the Major
Thrust Face and negative values to shift the pin toward the Minor Thrust Face.
Note: Piston-Pin Offset is set to 0.000-inch for all engines loaded from Short-
Block menu.
Engine Friction Modeling

(Modifying Engine Friction Not Included In DynoSim6)
Frictional losses from the motion of internal and external engine components are
well understood and can be accurately simulated and predicted. However, the nearly
endless variety of choices available to the engine designer/builder for machining
and surface-finish techniques, metal alloys, clearances, lubricants, friction-reducing
coatings, use of roller assemblies (like roller lifters, roller rocker-arm pivots and tips),
oil types and temperatures of lubricants, piston materials, ring selections, and even
oil seal types can interact and combine to modify frictional losses from predicted
values. To allow Dynomation6 to accommodate a wide range of engine designs,
you can alter the frictional models used by the simulation to better suit individual
applications.
The Engine Friction menu is located in the Shortblock component category
(not offered in DynoSim6). The menu includes the following choices that alter the
frictional characteristics of the simulation in relation to the baseline “default” models
used in Dynomation6:
• Extremely Low Friction: Reduction: -0.5 (approx. 30% reduction)

• Extensive Friction Reduction: Reduction: -0.4 (approx. 25% reduction)
• Dynomation5 Default: Reduction: -0.3 (approx. 20% reduction)
• Pro Race Design & Prep: Reduction: -0.2 (approx. 15% reduction)
• Typical Race Prep: Reduction: -0.1 (approx. 10% reduction)
• Dynomation6 Default: Default Frictional Model (Baseline)
• Blueprinted Buildup: Increase: 0.1 (approx. 5% increase)
• Basic HP Street Buildup: Increase: 0.2 (approx. 10% increase)
• Stock OEM Street Engine: Increase: 0.3 (approx. 15% increase)
• High Frictional Losses: Increase: 0.4 (approx. 20% increase)
The frictional losses of the Internal Combustion engine fall into specific categories
that are more or less consistent across a wide range of engine designs. Within
four-stroke engines, the friction attributable to the Piston assembly, the Crankshaft,
the Connecting Rods, and the Valvetrain fall within the following ranges:

ShortBlock Category
• Piston/Rings: 35 to 60% of total engine friction
• Crankshaft: 15 to 20% of total engine friction
• Connecting Rods: 15 to 20% of total engine friction
• Valvetrain: 8 to 20% of total engine friction

When you alter friction analysis by choosing other than the Default Dynomation6
method (from the Engine Friction menu), the piston-to-cylinderwall and ring-to-
cylinderwall contact surfaces are the most influential aspects of the frictional models
that are modified. The result of increasing or decreasing friction in the simulation
will have greater effects at higher engine speeds.
In addition to modifying simulation results to better match specific engine designs,
changing frictional models can be useful technique to slightly “tilt” engine power and
torque curves to better match the results of real-world dyno tests. Since frictional
modifications have no (or very little) effect on engine flow or the energy produced
in the cylinders from combustion, frictional adjustments will not affect cam timing,
intake or exhaust tuning, or other interrelated aspects of engine design. In most
cases, frictional modeling can be considered (nearly) isolated from other aspects
of engine design.
Additional Notes On Engine Friction
Frictional losses are created from several distinct physical processes that are
commonly labeled: Solid Contact, Boundary, Mixed, and Hydrodynamic. Without in-
troducing too much detail (which can be readily found on the Internet), the frictional
losses in crankshaft, camshaft, and rod bearings principally fall into the hydrodynamic
category. Under these conditions, metal surfaces do not touch and are held apart
by a film of lubricant. The main frictional losses in this regime are due to viscous
motion of the lubricant within bearing clearances. This characteristic changes with
temperature and oil viscosity, and remarkably does not reach a minimum with the
lowest oil viscosity, since very low viscosity can allow metal-to-metal contact on
highly loaded surfaces. In general, a 30 to 40 weight oil, warmed to operating
temperatures, produces the best horsepower on high-output racing engines.
On the other hand, ring, piston, (and to some degree) lifter-lobe contact surfaces
spend time in Boundary and Mixed lubrication regimes. Here, the greatest friction
reduction comes from component surface prep (with the goal to maintain the thick-
est lubricant film between sliding surfaces), the selection of optimum materials, and
designing in component rigidity to maintain uniform clearances between sliding
surfaces.

Cylinder-Head Category
Cylinder-Head Type Menu
The Cylinder Head Type (Description) menu contains a wide range of head/port choices.
The main menu is divided into two groups: Domestic Cylinder Heads model typical
4-cylinder through V8 passenger car engines. The Sport-Compact Cylinder Heads selec-
tions primarily model newer, multiple-valve-per-port head designs.
THE CYLINDER-HEAD COMPONENT CATEGORY

The Cylinder-Head Type pull-down menu is located in the CYLINDER HEAD

category. Selections from this menu allow the simulation to model various intake
and exhaust port airflow characteristics for both Domestic and Sport-Compact ap-
plications. Built-in selections range from restrictive low-performance ports to high-
performance four-valve cylinder heads. Each grouping of head/port designs includes
several stages of modifications.
In addition to the provided choices, the Custom Port Flow selection at the bottom
of the Cylinder Head Type menu lets you directly enter flowbench data, allowing
the simulation to model any cylinder head for which airflow test data is available
(for convenience, a Port Flow button in the Cylinder Head category provides fast
access to the same custom-airflow, data-entry dialog). Custom port flow data entry
will be detailed after the following brief descriptions of the “generic” menu choices.
Valve Diameters And Basic Flow Theory
A selection from the Cylinder Head menu is the first part of the process that

Selecting Valve Sizes
Selecting a specific valve size fixes the

theoretical peak flow of each port. Cyl-
inder heads flow from about 50% to as
high as 90% of this value. This percent-
age, called the discharge coefficient, has
proven to be an effective link between
flow-bench data and the calculation of
mass flow moving into and out of the
cylinders. In other words, the valve size
and the derived discharge coefficient
help establish a practical framework to
accurately simulate mass flow within a
running engine.
establishes a baseline for the simulation of cylinder-head airflow. A Cylinder-Head

Description selection (or entering Custom Port Flow values) dictates the airflow
restriction generated by the valves and ports. That is, flow data determines how
much airflow, below the theoretical maximum peak flow for a straight pipe of the
same area, will pass through the valve orifice at all valve lift heights. The percent-
age of ideal flow is called the Coefficient of Discharge (CD) and is always less than
100% (less than 1.0). The CD values are calculated and displayed in the Port-Flow
Dialog as you enter flow-bench data (described later).
Dynomation6 Only: The Port-Flow Dialog also contains a dropdown menu

that lets you select alternate methods of calculating CDs and valve flow areas.
We recommend that you use the default Dynomation Method for most engine
analysis, as this algorithm has demonstrated proven accuracy for more than
20 years of engine simulations (for more information on this feature and when
to consider using alternate methods refer to Selecting Alternate Methods To
Calculate CDs at the end of this chapter).
Dynomation6 Only: In Wave-Action simulations, the Intake MinPortArea

(located in the Induction Category) establishes the restriction in the ports and
the dimensional characteristics of the intake runners needed for pressure-wave
analysis (in Filling-And-Emptying simulations, the optimum minimum area is
determined automatically during the simulation process). These restriction values
help determine mass flow into and out of the cylinders.
The additional data point needed to characterize overall engine airflow is the
Typical Low-Performance Cylinder Heads
The Low Performance
cylinder head choices
are intended to model
cylinder heads that
have restrictive ports,
valves, and combus-
tion chambers. Heads
of this type were often
designed for low-speed,
economy applications,
with little concern for
high-speed perfor-
mance.
Total Induction Airflow Rate (also located in the Induction Category). This can
be considered the rated flow of the carburetor or throttle plates/valves measured at
a specific pressure drop. This establishes an overall flow-rate restriction for entire
engine.
When this essential data has been entered, the program is a step closer to deter-
mining mass flow within the ports. Unfortunately, the flow in the ports of a running
engine is vastly different than the steady-state flow measured on a flow bench.
A running engine will generate rapidly and widely varying pressures that directly
affect—in fact, they directly cause—the flow of air and exhaust gasses within the
engine. To determine the instantaneous flow in all ports at any point during engine
operation, the simulation must calculate all internal port and cylinder pressures at
closely-spaced, small increments of time throughout the four-cycle process. Overall
mass flow into and out of the cylinders is found from the sum of these instantaneous
pressures, calculated gas densities, and flow restrictions throughout the runners.
After a series of integration operations using this data, engine output and related
“dyno” results can be determined. (Not magic, but close!)
Domestic Cylinder-Head Selections
Here is some basic information that will help you determine the appropriate
cylinder-head selections (and port flow data) from the built-in menu selections for
domestic engine applications.
Note: Each of the generic choices in the Cylinder Head menu has flowbench
data associated with it. To view this test data simply select the cylinder head
from the menu then click the Port Flow button.
Wedge-Chamber, 2-Valve Cylinder Heads
Domestic—2-Valve, Low Performance Cylinder Heads (Three variations: Stock,

Ported, and Ported With Large Valves)
There are three Low Performance cylinder head selections listed at the top
2-Valve, HP Wedge Cylinder Heads
The 2-Valve, HP Wedge

Cylinder Head selec-
tions model cylinder
heads that have ports
and valves sized with
performance in mind,
like this Edelbrock
smallblock Chevy head.
of the Domestic Cylinder Head menu. Each of these choices is intended

to model cylinder heads that have small ports and valves relative to engine
displacement. Heads of this type were often designed for low-speed, economy
applications, with little concern for high-speed performance. Early 260 and 289
smallblock Ford and to a lessor degree early smallblock Chevy castings fall
into this category. These choices have the lowest discharge coefficient of all
the head configurations listed in this menu. Minimum port cross-sectional areas
are approximately 60% of the valve areas, and if Auto Calculate Valve Size
has been selected, relatively small (compared to the bore diameter) intake
and exhaust valve diameters will be selected.
Note: These low-performance cylinder-head choices are a good option if you
wish to model flathead (L-head & H-head) and hybrid (F-head) engines for
which you do not have actual flow data. While the port flow in these engines
is quite restrictive, by selecting Low-Performance and manually entering the
actual valve sizes, the simulation will provide a good approximation of power
output from these early engine designs.
Domestic—2-Valve, Wedge Cylinder Heads (Three Variations: Stock, Ported,
Large Valves)
The first three wedge cylinder-head selections model castings that have ports
and valves sized with performance in mind. Ports are only somewhat restric-
tive for high-speed operation, and overall port and valve-pocket design offers
a good compromise between low restriction and excessive flow velocity at
higher engine speeds. The stock and pocket-ported choices are applicable to
high-performance street to modest racing applications.
Domestic—2-Valve, Wedge/Fully Ported, Large Valves
The fourth wedge head moves away from street applications. This casting has
improved discharge coefficients, greater port cross-sectional areas, and increased
valve sizes. Consider this head to be an modified, high-performance, factory-
Typical Canted-Valve Cylinder Heads
The Canted-Valve Cylinder

Head selections have ports with
generous cross-sectional areas
and valves that angle toward
the port mouths. The first three
menu choices model oval-port
designs. The final two selec-
tions simulate performance
rectangular-port heads. This
L29 bigblock Chevy would be
best modeled by the second or
third menu choice—the fourth
menu choice models a head
with flow capacity beyond the
capabilities of L29 castings.
type casting that has good flow for racing applications. It does not incorporate
“exotic” alterations, like raised and/or welded ports requiring custom-fabricated
intake manifolds.
Domestic—2-Valve, Wedge/ProStock Porting And Mods
The last choice in the wedge group is designed to model high-flow, professional
drag-racing cylinder heads. These heads are designed for one thing: Maximum
power. They usually require hand-fabricated intake manifolds, have high valve
discharge coefficients, and the ports have the largest cross-sectional areas in
the smallblock group. This head develops sufficient airflow speeds for good
cylinder filling only at high engine rpm.
Hemi/Canted 2-Valve Cylinder Heads
The following Hemi/Canted-Valve selections are modeled after heads with valve
stems tilted toward the inlet or discharge surfaces of the cylinder heads. This de-
sign reduces restriction at the valve, improves CD, and is particularly beneficial at
higher engine speeds.
Domestic—2-Valve, Hemi/Canted-Valve Cylinder Heads (Stock, Ported, Large

Valves)
The first three choices best model oval-port configurations. These smaller cross-
sectional area ports provide a good compromise between low restriction and
high flow velocity for larger displacement engines. The stock and pocket-ported
choices are suitable for high-performance street to modest racing applications.
The next two selections best model extensively modified rectangular-port heads.
These choices are primarily, all-out, bigblock heads, however, they also model

2-Valve, Hemi, HP Cylinder Heads
The 2-Valve, Hemi, HP Cylinder

Head selections have ports with
generous cross-sectional areas
and valves that angle toward
the port inlets (the Dodge 5.7L
Hemi is shown here). These
heads have improved discharge
coefficients and their high-per-
formance designs typically offer
the highest flow capability for
2-valve cylinder heads. Heads
of this type have the greatest
potential of producing the high-
est horsepower within the first
three groups in the Cylinder
Head Type menu.
other aggressive, high-performance designs, like the Chrysler Hemi head.
Domestic—2-Valve, Hemi/Canted-Valve, Rectangular Ports/Fully Ported

These rectangular-port heads have high discharge coefficients, large port
cross-sectional areas, and increased valve sizes. This head is basically a
factory-type casting but extensively improved. However, it does not incorporate
“exotic” modifications, like raised and/or welded ports that require custom-
fabricated manifolds.
Domestic—2-Valve, Hemi/Canted-Valve, Rectangular ProStock Ports/Mods
The last choice in the Hemi/Canted-Valve group is designed to model state-of-
the-art, ProStock (and Hemi) drag-racing cylinder heads. These custom pieces,
like their wedge-design counterparts, are more-or-less built from the ground-up
for maximum power. They require custom-fabricated intake manifolds, have
optimum valve discharge coefficients, and the ports have the largest cross-
sectional areas in the entire 2-valve Cylinder Head menu. These specially
fabricated cylinder heads only develop sufficient airflow for good cylinder filling
with large displacement engines at high engine speeds.
Domestic 4-Valve Cylinder Heads
The next three selections in the Domestic Cylinder Head submenu model 4-valve
cylinder heads. These are very interesting choices since they simulate the effects
of very low-restriction ports and valves used in many current high-performance
applications. The individual ports in 4-valve heads begin as single, large openings,
then divide into two Siamesed ports, each having a small (relatively) valve at the
combustion chamber interface. Since there are two intake and two exhaust valves
per cylinder, the valve flow area exposed as the valves lift off the seats (called
Two-Valves-Per-Port Cylinder Head
The 4-Valve Cylinder Head

selections model cylinder
heads with two intake and two
exhaust valves per cylinder.
These heads can offer more
than 1.5 times the curtain
area of the largest 2-valve
heads. This large valve flow
area, combined with high-flow,
low-restriction ports greatly
improves air and fuel flow at
curtain area) is considerably greater than in the largest single-valve-per-port designs.

In fact, 4-valve heads can offer more than 1.5 times the curtain area of the largest
2-valve heads. This large flow area, combined with high-flow, low-restriction ports,
improves air and fuel flow at low valve lifts and at high engine speeds. Unfortunately,
the ports offer an equally low restriction to reverse flow (reversion of charge from
the cylinder back into the intake port) that commonly occurs at low engine speeds
when the piston moves up the cylinder from BDC to Intake Valve Closing (IVC)
on the early portion of the compression stroke. For this reason, 4-valve heads,
even when fitted with more conservative ports and valves, can be a poor choice
for small-displacement, low-speed engines, unless camshaft timing is carefully de-
signed to complement the low-lift flow capabilities of these cylinder heads (using,
for example, variable-valve timing...V-V-T). On the other hand, the outstanding flow
characteristics of 4-valve heads puts them in another “league” when it comes to
horsepower potential at high engine speeds.
Domestic—4-Valve, Hemi/Canted-Valve, Stock Ports And Valves

The first choice in the 4-valve group simulates a 4-valve cylinder head that
would be “standard equipment” on factory high-performance engines. These
heads offer power comparable to high-performance 2-valve castings equipped
with large valves and porting work. However, because they still have relatively
small ports, reasonably high port velocities, and good low-lift flow characteristics,
they can show a boost in low-speed power over comparable 2-valve heads.
Domestic—4-Valve, Hemi/Canted-Valve, Ported With Large Valves
The next choice incorporates mild performance modifications. Larger valves
have been installed and both intake and exhaust flow has been increased
by improved port designs. However, care has been taken not to increase the
minimum cross-sectional area of the ports. These changes provide a signifi-
cant increase in power with only slightly slower port velocities. Reversion has
increased slightly, but overall, these heads should show a power increase
throughout the rpm range on most engines.
Domestic—4-Valve Hemi/Canted-Valve, Race Porting And Mods
The final choice, like the other Race-Porting-And-Mod choices in the Cylinder
Head menu, models a racing cylinder head. This selection has the greatest
power potential. The ports are considerably larger than the other choices, the
valves are larger, and the discharge coefficients are the highest possible. These
heads suffer from the greatest reversion effects, especially with late IVC timing
on small-displacement engines.
Domestic-Engine Simulation Tip: If you would like to know what “hidden”

power is possible using any engine combination, try the 4-Valve Hemi/Canted-
Valve, Race Porting And Mods cylinder-head choice. It is safe to say that the
only way to find more power, with everything else being equal, would be to
use forced induction, nitrous-oxide injection, or exotic fuels.
Sport-Compact Cylinder Head Selections
The first three selections in the Sport-Compact Cylinder Head Type submenu
model the low-restriction ports and valves used in modern, 4-valve cylinder-heads;
the basic mainstay of the Sport-Compact enthusiast. The individual ports in 4-valve
heads begin as single, relatively large openings, then neck down to two Siamesed
ports, each having a small (relatively) valve at the combustion chamber interface.
Since there are two intake and two exhaust valves per cylinder, valve curtain area
(area exposed around an open valve through which air/fuel can pass) is consider-
The Sport-Compact
Sport-Compact Cylinder-Head Menu Selections Cylinder Head selec-
tions are divided into
two groups. The most
common is the 4-Valve
type with some version
of a pentroof combus-
tion chamber. The sec-
ond group are 2-Valve
heads, having good
flow characteristics,
but considerably lower
power potential than
the 4-Valve designs.

4-Valve, Pentroof, HP Cylinder Heads
The 4-Valve Cylinder Head

selections model cylinder
heads with two intake and
two exhaust valves. These
heads can offer more than
1.5 times the curtain area of
the largest 2-valve heads.
This large valve flow area,
combined with high-flow,
low-restriction ports greatly
improves air and fuel flow
into the cylinders at high
engine speeds.
ably larger than the largest single-valve-per-port designs. In fact, 4-valve heads
can offer more than 1.5 times the curtain area of the largest 2-valve heads. This
large flow area, combined with the high-flow, low-restriction ports greatly improves
air and fuel flow into the cylinders at low valve lifts and high engine speeds. How-
ever, the ports offer an equally low restriction to reverse flow (reversion) that can
occur at low engine speeds when the piston moves up the cylinder from BDC to
Intake Valve Closing (IVC). For this reason, 4-valve heads, even when fitted with
more conservative ports and valves, can be a poor choice for small-displacement,
low-speed engines, unless camshaft timing and valve lift is carefully designed to
complement the flow capabilities of these cylinder heads.
Sport-Compact 4-Valve Cylinder Heads
Sport-Compact—4-Valve, Pentroof, Stock Ports And Valves

Note: Each of the generic choices described below in the Cylinder Head menu
4-Valve Cylinder Heads are commonly

used on Import high-performance
Honda VTEC, 4-Valve, Pentroof Engine
street engines, like the Variable Valve
Timing powerplants installed in many
Honda vehicles. These engines offer a
level of performance and driveability
that is impossible with 2-valve cylinder
heads.

has flowbench data associated with it. To view this test data simply select the
cylinder head from the menu, then click the Port Flow button.
The first choice in the 4-valve group simulates a 4-valve cylinder head that
would be “standard equipment” on factory high-performance, sport-compact engines.
Although excellent for street performance, since they have relatively small ports,
reasonably high port velocities, and good low-lift flow characteristics, with proper
cam timing they often show a boost in low-speed power over comparable 2-valve
heads (and at higher engine speeds, they will outperform all but the most highly
modified 2-valve heads).
Sport-Compact—4-Valve, Pentroof, Ported With Large Valves

The next choice incorporates mild performance modifications. Larger valves have
been installed and both intake and exhaust flow has increased from improved
port designs. However, care has been taken not to increase the minimum
cross-sectional area of the ports. These changes provide a significant increase
in power with only slightly slower port velocities. Reversion has increased, but
overall, these heads will show a power increase throughout most of the rpm
range on many engines.
Sport-Compact—4-Valve, Pentroof, Race Porting And Mods
The final choice, like other Racing options in the Cylinder Head menu, models
a very efficient, high-flowing cylinder head. This selection has the greatest power
potential of all sport-compact menu choices. The ports are considerably larger,
the valves are larger, and the discharge coefficients are the highest possible.
These heads suffer from the greatest reversion effects at lower engine speeds,
especially with late IVC timing on small-displacement engines.
Sport-Compact Simulation Tip: If you would like to know what “hidden” power
is possible using any particular engine combination, try this cylinder head
choice. It is safe to say that the only way to find more power, with everything
else being equal, would be to add forced induction, nitrous-oxide injection, or
use exotic fuels.
Sport-Compact-Design, 2-Valve Cylinder Heads
The next five choices in the Sport-Compact/Import Cylinder Head menu model
pentroof-chamber, “canted-valve” heads with one valve per port, each tilted or
canted toward the port inlet/discharge surface. This positioning improves discharge
coefficients and overall airflow. All ports in this menu group have cross-sectional
areas sized for performance.
Sport Compact/Import—2-Valve, Pentroof, HP Cylinder Heads (Stock, Ported,

Large Valves)
The first three choices can be considered suitable for street/performance appli-

cations. These selections model smaller cross-sectional area ports (sometimes
oval or round) that provide a good compromise between low restriction and
high flow velocity for production engines.
Sport-Compact/Import—2-Valve, Pentroof, High-Flow, Fully Ported
The final two Pentroof, 2-valve selections simulate extensively modified, high-
performance cylinder heads. These castings have high discharge coefficients,
large port cross-sectional areas, and increased valve sizes. These heads are
basically factory-type castings but incorporate improved porting and valve work.
However, they do not use “exotic” modifications, like raised and/or welded ports
that require custom-fabricated manifolds.
Sport-Compact/Import—2-Valve, Pentroof, High-Flow, All-Out Porting/Mods
The last choice in this group is designed to model state-of-the-art, 2-valve,
drag-racing cylinder heads. These custom pieces are extensively modified for
maximum power. They require hand-fabricated or custom intake manifolds,
have optimum valve discharge coefficients, and the ports have the largest
cross-sectional areas of the 2-valve head designs. These cylinder heads only
develop sufficient airflow for good cylinder filling at high engine speeds.
Custom Port Flow And The Port-Flow Dialog
The simulation will accept flowbench data from a variety of sources. Basic flow-test
data can be directly entered into the Port Flow dialog using any valve size, at any
Port-Flow Dialog Data Import
You can enter flowbench data from a variety of sources. Open the Port-Flow Dialog by
clicking the Port Flow button in the Cylinder Head component category. Basic flow-test
data can be directly entered using any valve size at any pressure drop.
Port-Flow Dialog Data Import
Basic flow data can be

entered manually or you Extend Valve Lift
Values In Remaining
can load flowbench data Open .DFW, .FLW, and
Data Entry Boxes
from external sources: Load .SFW Flow Files. Save
By Constant Value
Import Individual
Dynomation .DFW
Dynomation Airflow files Flow Files
FlowPro Files From
Flowbenches Using
(.DFW, version 5 and 6), or Audie Software
use the Import buttons to load

Flow Pro files produced on
a flowbench equipped with
Audie Technology software.
pressure drop. In addition, you can load version 5 and 6 airflow files (.DFW files).
You can also Import FlowPro files containing individual-port-flow data obtained from
flow-bench testing using Audie Technology FlowPro software. Open the Port Flow
dialog by clicking the Port Flow button in the Cylinder Head component category
or clicking the Port AirFlow icon in the Toolbar.
To manually enter custom flowbench data, first select a suitable name for the flow
data and enter it in the Description field. This description will also be displayed
in the Cylinder Head category Description field. Next, select the number of data
points in your flowbench test data using the Data Points field (a minimum of 4
points are required; click the up icon to increase, down to decrease). Also, enter
the Test Valve Diameters (valve sizes used on the flow bench), and the Pressure
Drop (in inches, or mm, of H20) used during testing. Enter the number of Valves
Per Port for individual intake and exhaust ports. Finally, enter Flow and Valve-Lift
The simulation will accept flow

Select Number Of Valves Per Port data from cylinder heads us-
ing 1, 2, or 3 valves-per-port.
Multiple valves-per-port cylinder
heads are flow tested by open-
ing all valves in each port to
the same lift while recording the
flow rate. The number of valves
is used to calculate the overall
flow area and the Coefficient of
Discharge. Since the flow data
is always linked to the number
of valves, this value can only be
selected/changed from within
the Port Flow dialog.

Every simulated engine has two intake Test vs. Running Valve Diameters
and two exhaust valve diameters: one
pair of Test Diameters and one pair of
Running Diameters. Normally, these
valve diameters are the same sizes, but
Dynomation allows you to enter different
Running Diameters to test the effects
of installing larger (or smaller) intake
and/or exhaust valves without changing
cylinder-head flow data. Keep in mind
that the accuracy of the simulation is
best if both Test and Running diameters
are kept the same.
data for each test point.

Flow Data Entry Tip-1: If you press the Calc Others button after entering
at least two valve-lift heights, the simulation will fill in the remaining valve-lift
fields with the same “step” value that was established in the first two fields.
Flow Data Entry Tip-2: If you have fewer than four test points for one of the
valves, duplicate the highest measured flow rate at highest lift value to “flush
out” the remaining empty fields. This technique will produce reasonable results,
but it is best to have actual flow data that covers the entire valve-lift curve.
Flow Data Entry Tip-3: For cylinder heads with more than one valve per
port, the flow values measured on the flowbench should be a measure of the
flow for both (or all) valves in each port opened to the same lift height. The
recorded flow must be the combined flow for all valves in each port.
You can save flow data in a separate file (.DFW) by pressing the Save As button.
However, even without doing this, head flow data entered in the Port Flow Dialog
will be saved with engine data within the current .DXML engine file. It’s easy to
recall previously saved flow data (a .DFW file), you can also Open flow-data files
The last selection in the Valve Diameter
Auto Calculate Valve Sizes Menus is Auto Calculate Valve Sizes
(active only when a “generic” cylinder
head has been selected from the Cylin-
der Head Description menu). This feature
determines nominal intake and exhaust
valve diameters. Auto Calculate Valve
Sizes will always select valves of an ap-
propriate diameter for the cylinder heads
under test and ensure that valve sizes
(including in multiple valves-per-port
applications) are never too large for the
current bore diameter. Note: This selec-
tion is dimmed whenever custom airflow
values have been entered in the Port
Flow Dialog.

created in other Motion Software engine simulations, including DynoSim4 and 5
(load .FLW files).
Pressing the OK button in the Port Flow dialog will transfer flow-test data into
the engine simulation and display the flow-test data Description in the CYLINDER
HEAD category.
TEST Valve Diameters
The intake and exhaust Test Diameters are entered in the Port-Flow Dialog.
These are the diameters of the valves used in the cylinder head during flow-bench
testing. Normally, these are the same diameters as the valves used in the simulated
engine (the Running Diameters), but Dynomation allows you to enter a different
Running Diameter to test the effects of installing larger (or even smaller) intake
or exhaust valves without retesting the cylinder heads (flow data is “scaled” up
or down with the valve diameters). The accuracy of the simulation is best if both
Test and Running diameters are the same, but small differences between these
diameters (no more than 5% of the Test valve size) will be modeled accurately by
the simulation. The results will be as if the larger/smaller valves were installed in
the cylinder heads, the heads were retested, and the new flow data was used in
Dynomation.
Engine RUNNING Valve Diameters
The Running Valve Diameter menus are located in the Cylinder Head category.
This selection is the diameter of the valves that you wish to use in the simulated
engine. As stated previously, the accuracy of the simulation is best if Test Diameters
(entered in the Port-Flow dialog and used during flow-bench testing) are the same
Selecting a specific valve size will
disable the Auto Calculate Valve Size Entering Running Valve Sizes
feature. Select from the provided siz-
es (displayed in both Metric and US
measurements), or you can directly
enter any valve dimension within the
range limits of the simulation (range
limits are shown in the Status and
Range Limit Line, at the bottom of
the main program screen).

as the Running diameters. However, small differences between these diameters
(no more than 5% of the Test valve diameter) can be modeled accurately by the
simulation. If you use this feature, make sure the CD values (can be displayed on
any crank-angle graph) have not exceeded 0.95.
The last selection in each menu is Auto Calculate Valve Sizes. This feature
is functional only when a “generic” cylinder head was selected from the Cylinder
Head Description menu. Auto Calculate instructs the simulation to determine the
nominal intake and exhaust valve diameters for use with the current engine based
on an assessment of the bore diameter and cylinder-head selection. When the
Auto Calculate function is activated, Auto will be displayed next to the calculated
sizes, and it will remain active on the current engine until turned off (by choosing
Auto Calculate a second time or by selecting a new diameter for either the intake
or exhaust valve).
Auto Calculate will always select valves of an appropriate diameter for the
engine under test (including multiple valves-per-port applications) and ensure that
valve sizes are never too large for the current bore diameter.
Note-1: Auto Calculation of valve size will only function with the generic
cylinderhead choices provided in the Cylinder Head Type menu. If any
modification is made to these heads, or other Port Flow files are loaded, The
simulation assumes that the sizes of the valves are known by the user and
Auto Calculation is turned off.
Note-2: Auto Calculation is turned OFF by default when the simulation is
started and whenever Clear Components is chosen from the Edit menu.
Note-3: While Auto Calculate Valve Sizes can be helpful during quick back-
to-back testing, it probably will not “guess” the precise valve sizes typically
used by the engine/cylinder-head manufacturer.
Selecting Alternate Valve-Flow Area

Calculation Methods
The Port-Flow Dialog in DynoSim6 and Dynomation6 simulations allows you to

select alternate methods of calculating port flow areas and, subsequently, valve
CDs. To understand how these different algorithms function and when to use them,
a bit of background is helpful.
As we have discussed in this chapter, the method used to determine the restric-
tion in the ports and the mass flow rates within an engine simulation are derived
from cylinder-head flowbench test data. Many engine developers have concerns
that this steady-state flow may not accurately represent the flow that occurs within
the running engine, particularly in high-output, high-speed engines. The cyclical,
highly-pulsed flow that occurs in the ports as charge moves toward and away from
the valves may produce flow regimes across the valve openings that cannot be
accurately modeled using steady-state flow measurements.
In addition, the changing shape and geometry of the openings created when the

Alternate CD Calculation Methods
To simulate engines with unique cylinder heads or that have other unique modeling
complexities, in particular, high-speed large-displacement engines, we have added two
new methods of determining Curtain Areas and CD Values. These alternate algorithms
may be most appropriate where high-energy pulsed flow may affect engine output. See
text for more details.
valves move off their seats may have also affect overall mass flow. And because
most engines respond dramatically to changes in low-lift flow, alternate methods
of calculating the “exposed areas” of partially-open valves have been developed.
The flow areas, also known as the Curtain Areas, are the entire open area through
which mass can move through each valve at every point in the lift curve. However,
analysis has shown that changing flow geometries as the valve moves through low-
lift into higher lift regimes can alter the effective Curtain Areas. Since the Curtain
Area is compared to the calculated flow within in a straight pipe of equal area (to
determine the CD or Coefficient of Discharge), using precise Curtain Area values
is fundamental in determining accurate flow rates within an engine simulation.
To address these modeling complexities, we have added two additional math-
ematical algorithms in Dynomation6 that determine Curtain Areas and CD values
using alternate methodologies. An explanation of each of these methods follows.
Finally, this section concludes with additional tips and suggestions that can help
you model unique powerplants that don't seem to fit the “mold."
Standard Dynomation Method (Default): This is the default method used in

Dynomation 4, 5, and 6. It has been successful in modeling with excellent ac-
curacy over a wide range of engines since it’s introduction in 1995. We strongly
suggest that you, at least, begin any engine design using this method of flow

area determination. It does not emphasize low-lift flow through the valves,
rather it maintains a consistent analysis of valve flow during low- and high-lift
regimes (although Dynomation6 includes additional analysis of mass flow within
the Wave-Action simulation and can apply a “compression” coefficient to CD
values during low-lift flow to improve accuracy).
2-Step Gordon Blair Method: This algorithm was developed by the well-known
engine expert Dr. Gordon P. Blair in the mid to late 1990’s. It is based on two
separate methods to determine flow areas depending on valve lift (the switch
between methods is based primarily on valve dimensions). The overall effect
is to decrease calculated flow areas (more on this later) and increase CD
values within low-lift values and, to a lessor extent, increase flow throughout
the entire lift range. You’ll likely see an increase in power at mid to high rpm,
with some loss in torque at lower speeds on high-output engines.
3-Step Trenity Simpson Method: This algorithm was developed within a PhD
thesis by Dr. Trenity Simpson at Iowa State University. It is based on a three-
step method to isolate and individually analyze three flow regimes that occur
during low- to mid-lift regions of valve lift. The overall effect is very similar to
Blair’s method, but with slightly more boost in CD values. This method often
produces an increase in high-speed power and slight losses in torque at low
engine speeds, although with lessor effect in low-performance engines.
When to Apply Alternate CD-Calc Methods
Since it quite difficult to predict when alternate CD calculations would improve

simulation accuracy. To help you make this decision, we have added an math-
ematical test to Dynomation6 Full Wave-Action simulation that helps determine
when changes to CD values may help improve simulation accuracy (not included
in DynoSim6, since direct changes to port dimensions is not possible). When the
Wave-Action simulation determines that the values you have selected as the best
minimum port areas for the intake or exhaust runners are somewhat larger than
simulation-determined “optimum” values, it will place a message in the Simulation Log
(which you can see by selecting Show Simulation Log in the SIMULATION menu
at the top of the main program screen). This message (see photo) will recommend
testing one of the alternate CD-calculation methods. You can check to see if this
was an appropriate change by comparing the calculated minimum areas shown in
the log to those you have entered in the simulation. If the calculated values are a
closer match than they were with the original CD calculations, then the Alternate
Method will likely improve simulation accuracy.
Note: If you are using DynoSim6 (or the FE model in Dynomation6), the simu-
lation model cannot determine if alternate CD calculation methods would be
helpful. This is not an arbitrary limitation, but is a basic restriction of the faster

but somewhat pressure-wave limited Filling & Emptying (FE) model.
Before you experiment with Alternate CD Calculation methods (particularly if

you have real dyno data to use as a baseline), you may wish to try increasing or
decreasing the flowbench pressure-drop values entered in the Port-Flow Dialog.
Here you can make subtle and/or dramatic adjustments to the slope of the power
curves. Considering the uniqueness of each engine design and the way pressure
waves and mass flow moves in the engine, if you are able to adjust how static
flowbench data is used to better match true dyno output, you are, in effect, refin-
ing the simulation model to better match actual test results. The more accurately
the simulation is able to model your engine baseline, the more useful it will be in
predicting the outcome of other engine changes, such as valve timing, exhaust
tuning, etc.
Final Note: The alternate valve curtain-area algorithms discussed in this section
effectively INCREASE the CDs of intake and exhaust valves. This may seem
counter intuitive, since Blair's and Trenity's methods actually calculate SMALLER
effective flow areas at low- to mid-lift heights. Since the measured airflow rate
remains the same (flowbench values aren‘t changed), the same flow through a
smaller calculated orifice size increases the CDs (which reflect improved flow
efficiency). This results in the flow through the calculated (smaller) curtain areas
increasing closer to the flow measured in a straight pipe of the same size (in
other words the ports become less restrictive). The bottom line is greater mass
flow into and out of the engine.
The Wave-Action
simulation used in
Simulation Run-Log Runner Recommendation
Dynomation6 checks
the values entered for
minimum port areas
against simulation-de-
termined “optimum”
values. When appro-
priate, a message in
the Simulation Log
will recommend test-
ing one of the Alter-
nate-CD Calculation
methods provided in
the Port-Flow Dialog.

Induction Category
Induction Category
The Induction system

components are divided
into four main groups:
1) Intake Design, 2) The
Induction Airflow Rate
and Pressure Drop, 3)
Wave-Action Specific
intake runner specifica-
tions, including Runner
Length, Entry Area, and
Minimum Port Area,
Plenum Volume, and 4)
Forced Induction compo-
nent selections (covered
in the next section).
THE INDUCTION CATEGORY
The Induction component category establishes the characteristics of the intake

flow path from atmosphere to the valve seats. This includes everything upstream
of the valves, including the port runners, intake manifold, plenums (if applicable),
carburetor or fuel-injection, venturis (if used), any supercharger or turbocharger, and
openings to the atmosphere. Induction menus are divided into four main groups: 1)
Intake Design, 2) Induction Airflow and Pressure Drop, 3) Wave-Action specific
intake runner specifications, including Runner Length, Minimum Port Area, Area
At Entry, Plenum Volume, and Runner Bellmouth, finally 4) Forced Induction
specifications are located at the bottom of the Induction Category.
The Intake Design Menu
The Intake Design menu consists of 32 intake manifold/system choices plus

two “Baseline Models,” a Baseline Plenum (Common Plenum) and a Baseline IR
(Individual Runner) configuration; baseline choices are often used for initial engine
development, since simulation results are not modified by specific intake manifold
characteristics. All of these selections apply a unique tuning model to the induction
system. While these manifolds are only a small sample of the intake manifolds
available for IC engines, this list of 34 models simulate most of the manifolds and

Induction Category
"Baseline" Induction Models
The “Baseline” Induc-
tion choices remove
any specific manifold
modeling characteristics
from simulation results.
Engine developers use
these choices (one
for Common-Plenum
manifolds and one for
IR induction) when
beginning initial engine
development.
induction systems for both street and racing applications.

The manifold models are divided into four main groups: 1) "Baseline" Intake
Models (2 choices), 2) Plenum—Domestic Intake Manifolds (14 choices), 3)
Plenum—Sport-Compact Manifolds(14 choices), and 4) Individual-Runner In-
ductions(5 choices). These categories are only general classifications. In some
cases, certain “domestic” engines (utilizing modern tuned-runner induction) are
best modeled with selections from the Sport-Compact submenu. Finally, if you are
interested in a manifold that falls “in between” two menu selections, you can use
the trend method to estimate power for a hybrid design. For example, run a test
simulation using manifold Type A, then set up a Quick Comparison™ (right click
on the rpm graph) and view the differences in power attributed to manifold Type
B. The power differences will give you insight into how a hybrid manifold Type A/B
should perform.
The Domestic Plenum Mani-
fold menu consists of 13 Domestic Manifold Selections
intake manifold choices. Each
of these selections applies
a unique tuning model to
the induction system. While
these manifolds are only a
small sample of the intake
manifolds available for typical
IC engines, these simulation
models reproduce the char-
acteristics of many manifolds
and induction systems used
today for both street and
professional/amateur racing
applications.

Induction Category
Baseline
Manifold Models
The Baseline Induction models provided in the Intake Design menu apply either
no manifold algorithm or use the simplest model available for both the Filling-And-
Emptying and Wave-Action simulations. These baseline models leave simulation
results as “untouched” as possible by manifold influences, and this may improve the
accuracy of “back-to-back” cam-timing and exhaust-system tuning efforts. In addition,
consider using the Baseline Induction models if you are unsure of which specific
manifold model to apply. The Baseline Common Plenum or Baseline Individual-
Runner choices provide an excellent starting point on which to build further engine
testing and development.
Domestic
Common-Plenum Manifolds
The following sections provide an overview of each Domestic Common-Plenum

manifold models provided in the Intake Design menu. Here you’ll find a brief de-
scription of the assumptions used in each model, and recommendations associated
with that individual design.
Domestic—Dual-Plane, (Four versions: Maximum-Torque, Standard-Flow, High-

Flow, and Max-Flow Manifolds)
The Dual-Plane, Max-Torque Manifold models dual-plane manifolds with
smaller runners, such as those designed for heavy vehicles, economy and
other high-torque, applications. The Dual-Plane Max-Torque model will tune
for a lower peak engine speed, due mainly to runner and plenum restrictions.
The Standard-Flow, Dual-Plane Manifold selection represents the majority
of street-oriented dual-plane manifolds available to performance enthusiasts
(including many OEM manifolds). The Standard-Flow model will accurately
simulate street and performance engines with “as-cast” dual-plane manifolds.
The Dual-Plane, High-Flow and Max-Flow Manifold selections model modi-
fied, large-port, (and even custom-fabricated) dual-plane manifolds, as used
on high-performance and all-out racing engines.
Dual-Plane Manifold Theory
Remarkably, the well-known and apparently straightforward design of the dual-

plane manifold is, arguably, one of the more functionally-complex manifolds to
model. An intake manifold is considered to have an effective dual-plane configura-
tion when 1) the intake runners can be divided into two groups, so that 2) each
group alternately receives induction pulses, and 3) the pulses are spaced at even
intervals. If all of these criteria are met, the manifold is said to have a 2nd degree

Induction Category
Dual-Plane Manifold
The Edelbrock Performer Q-Jet rep-

resents a typical dual-plane manifold
design (of “Standard-Flow” capability).
This manifold is said to have a 2nd de-
gree of freedom. A powerful resonance
multiplies the force of the pressures
waves, simulating the effects of long
runners, boosting low- and mid-range
power.
of freedom, allowing it to reach a unique resonance producing oscillations within

the entire manifold. During this resonance, pressure readings taken throughout the
manifold will be in “sync” with one another. Full-manifold resonance multiplies the
force of the pressures waves, simulating the effects of long runners. Since longer
runners tune at lower engine speeds, the dual-plane manifold is most known for
its ability to boost lower-to-midrange rpm performance.
The divided plenum is another common feature of dual-plane manifolds that
boosts low-end power with carbureted engines. Since each side of the plenum is
connected to only one-half of the cylinders (4-cylinders in a V8), each cylinder is
“exposed” to only one-half of the carburetor. This maximizes wave strength and
improves low-speed fuel metering (these effects are less pronounced with throttle-
body fuel-injection systems). However, the restriction inherent in a divided plenum
can reduce peak power at higher speeds.
The main benefits of the dual-plane design are its low-speed torque-boosting
capability, compact design, wide availability, and ease of use with both carburetors
and injection systems. However, not all engines are capable of utilizing a dual-plane
configuration. Typically, engines that do not have an even firing order or have too
Many dual-plane manifolds are hy-
Hybrid Dual-Plane Design brids. This Edelbrock dual-plane
manifold is designed for the 440
Chrysler engine and has a partially
open plenum. In manifold such as
this, the opening adds mid-range and
high-speed performance with, typically,
a slight sacrifice in low-speed torque.
Not all hybrid designs are as success-
ful as this one. In situations where you
are not familiar with specific engine
or manifold characteristics, it may be
worthwhile to stick with “plane-vanilla”
designs.

Induction Category
many cylinders to generate a resonance effect will not benefit from a dual-plane
manifold. While there are exceptions, engines having 2 or 4 cylinders work best
with this manifold. Since most V8 engines are basically two 4-cylinder engines on
a common crankshaft, even-firing V8s benefit from the resonance effects of the
dual-plane manifold. The simulation does not prevent the selection of a dual-plane
manifold on engines that will not develop a full resonance effect. For example, you
can install a dual-plane manifold on a 5-cylinder engine, but the results—a low-end
power boost—may not reproducible in the real world, since an effective dual-plane
manifold cannot be built for this engine. The Filling-And-Emptying simulation is best
utilized by modeling dual-plane manifolds combinations that already exist rather than
testing theoretical fabrications.
Many dual-plane manifolds are hybrids, incorporating facets of other manifold
designs. Especially common is the use of an undivided or open plenum typically
associated with single-plane manifolds. These “mixed” designs are attempts at
harnessing the best features of both manifolds while eliminating the drawbacks of
each. Sometimes the combinations are successful, adding more performance without
much sacrifice in low-speed driveability. With these designs, you can successfully
use the “trend” method described earlier to estimate engine torque and power. Un-
fortunately, there is no shortage of manifolds that can reduce power without giving
anything back in driveability or fuel economy. In fact, some of the worst designs
Dual-Plane vs. Single-Plane Design
The basic differences between single- and dual-plane manifolds are clearly illustrated
here. The dual-plane (left) divides the plenum in half, with the runners grouped by firing
order. Each cylinder “sees” only one-half of the carburetor, transferring a strong signal
to the venturis. This manifold design is said to have a 2nd degree of freedom, allowing
it to reach a unique resonance that makes its short runners act as if they were longer
and boosts low-speed power. The single-plane manifold (right) has short, nearly equal-
length runners with a large open plenum, much like a tunnel ram laid flat across the
top of the engine. The manifold has excellent high-speed performance, but its design
prevents full-manifold resonance. That reduces low-speed torque, which can impair
driveability and fuel economy.

Induction Category
are remarkably bad. It is impossible to determine which of these combo designs is
better than others using Dynomation6 (a future multi-junction version of Dynomation,
that models every segment of all intake passages, including the complex effects
of multi-cylinder interference, will be able to perform this analysis). Unless you can
perform actual dyno testing on these manifolds to determine what works and what
doesn’t, it may be worthwhile to stick with more “plain-vanilla” designs that produce
predictable results.
Domestic—Single-Plane (Three Versions: Standard-Flow, High-Flow, and Max-

Flow Manifolds)
The Single-Plane, Standard-Flow Manifold selection represents the majority
of single-plane manifolds sold to performance enthusiasts. The Standard-Flow
selection accurately simulates street and performance engines with “as-cast,”
single-plane manifolds.
The Single-Plane IMCA Track manifold is a high flow design with specific
modifications to help boost torque in midrange engine speeds. This manifold
was designed for IMCA dirt track racing but can be useful for any application
needing near-max power with a improved midrange (available from Weiand,
as model 7547).
The Single-Plane High-Flow and Max-Flow manifolds simulate modified,
large-port, air-gap, and/or custom-fabricated single-plane manifolds, as used
on high-performance and racing engines.
Single-Plane Manifold Theory
In a very real sense, a single-plane manifold is simply a low-profile tunnel ram.

The tunnel-ram manifold (discussed next) is a short-runner system combined with
a large common plenum; a design that optimizes power on all-out racing engines
A single-plane manifold is
simply a low-profile tunnel Single-Plane Manifold
ram. The design combines
short, nearly equal-length
runners with an open ple-
num, but “lays” the entire
configuration flat across
the top of the engine.
The single-plane manifold
combines improved flow
capacity, higher charge
density, and short runners
to build substantial horse-
power at higher engine
speeds.

Induction Category
Single-Plane Pulse Interference
The typically compact, low-

profile design of the single-
plane manifold has some
drawbacks. The runners are
connected to a common
plenum. This arrangement
tends to create unpredict-
able interference effects as
pressure pulses moving
through the runners meet
in the plenum and stir up a
complex brew, sometimes
creating irregular fuel-dis-
tribution.
where engine-compartment clearance is not an issue. The single-plane manifold

combines short, nearly equal-length runners with an open plenum, but “lays” the
entire configuration flat across the top of the engine.
The single-plane runner design prevents full-manifold resonance (found in dual-
plane manifolds). This reduces low-speed torque, and depending on the size of
the plenum and runners, single-plane manifolds can also reduce driveability and
fuel economy. Furthermore, large-volume, undivided plenums often contribute to
low-speed performance problems by presenting every cylinder to all barrels of the
carburetor, lowering venturi signal and low-speed fuel metering accuracy (again, this
drawback is minimized on fuel-injection systems). On the other hand, the single-plane
manifold (like the tunnel ram) combines improved flow capacity, potentially higher
charge density, and short runner lengths to build substantially more horsepower at
As a high-performance, high-speed manifold, the single-plane design has many
advantages, however, it’s compact, low-profile design also has drawbacks. The run-
ners are connected to a common plenum like spokes to the hub of a wheel. This
arrangement tends to create unpredictable interference effects as pressure pulses
moving through the runners meet in the plenum (or travel down the opposite run-
ner) and stir up a complex brew. Large plenum volumes help cancel some these
negative effects, but open-plenum, single-plane manifolds may produce unexpected
anomalies in fuel distribution and pressure-wave tuning with specific camshafts,
headers, or cylinder heads (to some degree, these effects are present in all manifold
designs). Locating these will-o’-the-wisp anomalies requires dyno testing and the
use of temperature and pressure probes and careful measurement fuel distribution
accuracy throughout the rpm range.
Designers and engine testers have experimented with hybrid single-plane manifold
designs that incorporate various dual-plane features. One common modification is
dividing the plenum of a single-plane manifold into a pseudo dual-plane configura-

Induction Category
tion. While this does increase signal strength at the carburetor, uneven firing pulses
presented at each side of the plenum do not allow 2nd degree of freedom resonance.
This modification can cause sporadic resonances to occur throughout the rpm range
with unpredictable results. Spacers between the carburetor and plenum are also
commonly used with single-plane manifolds often with positive results, particularly
in racing applications. Spacers typically increase power for two reasons: 1) By in-
creasing plenum volume they tend to reduce unwanted pressure-wave interactions,
and 2) a larger plenum improves airflow by reducing the angle at which air/fuel
must negotiate a transition from “down” flow through the carburetor to “side” flow
into the ports. While there is no way to use trend testing to evaluate the effects of
a divided plenum, spacers can be simulated. The increase in plenum volume tends
to transform the single-plane manifold into a “mini” tunnel ram, so horsepower gains
tend to mimic those obtained by switching to a tunnel ram design (i.e., performance
improvements, when found, usually occur at high rpm).
Single-Plane Rule Of Thumb: Since a single-plane manifold typically reduces
low-speed torque and improves high-speed horsepower, it is often the best
compact manifold design for applications where wide-open-throttle engine
speed exceed 4000rpm. If the engine commonly runs through lower speeds, a
dual-plane, individual runner, or similar high-torque system will usually provide
better performance, driveability, and fuel economy.
Domestic—Tunnel-Ram (Three Versions: Standard, High-Flow, and Max-Flow

Designs)
The Standard Tunnel-Ram Manifold selection represents a relatively small
runner, tunnel-ram manifold with applications in high-performance street (road-
ster) and mild racing. This selection simulates performance applications with
“as-cast,” tunnel-rams with dual- or single-carburetors or throttle bodies.
The High- And Max-Flow Custom Tunnel-Ram Manifold models simulate
extensively-modified, large-port, and/or custom-fabricated tunnel-ram manifolds,
as seen on ProStock and other “exotic” racing engines. The advantages of
This Weiand/Holley BB Chevy tunnel

Tunnel-Ram Manifold ram manifold is a single-plane induc-
tion system designed to produce opti-
mum power on all-out racing engines.
It has a large common plenum and
short, straight, large-volume runners.
The tunnel ram manifold menu selec-
tions have the potential to produce
the highest peak horsepower of all the
naturally-aspirated manifolds listed in
the Induction menu.

Induction Category
Custom Fabricated Tunnel-Ram Manifold
This custom-fabricated
tunnel-ram manifold (by
Jon Kaase Racing En-
gines) has the potential to
produce the highest peak
horsepower of all plenum-
based, naturally-aspirated
induction systems. Com-
bined with the proper cam
timing, compression, and
other components, the
large cross-sectional ar-
eas, straight runners, and
short tuned lengths make
this custom manifold a
“no compromise” high-
rpm racing design.
these tunnel rams derive from their combination of a large common plenum
and short, straight, large-volume runners. The large plenum can accommodate
one or two carburetors, potentially flowing up to 2200cfm or more. The large
plenum also minimizes pressure-wave interaction and fuel distribution issues
(especially with dual carburetors or fuel-injection throttle bodies). The short
runners can be kept cooler than their lay-flat, single- and dual-plane counter-
parts, and they offer a straight path into the ports, optimizing ram-tuning and
minimizing flow restriction.
Tunnel-ram applications are limited because of their large physical size;
vehicles using tunnel-ram manifolds usually require a hole in the hood and/or
a hood scoop to provide manifold and carburetor clearance. While a protruding
induction system may be a “sexy” addition to a street rod, in single-carburetor
configurations, the tunnel ram offers very little potential power over a well-
designed, single-plane manifold. Only at very high engine speeds, with multiple
carburetors, will the advantages in the tunnel ram contribute substantially to
power.
The Standard and Max-Flow Tunnel Ram manifold selections have the
potential to produce the highest peak horsepower of all naturally-aspirated
induction systems listed in the Manifold Type menu. The large cross-sectional
areas, straight runners, and short tuned lengths make this manifold a “no
compromise” racing design.
Domestic—LS1/LS6 Stock Composite and LS1/LS6 HP Runner/Mods Manifolds

Since the mid 1980’s, engine simulation programs have been regularly used
by engine designers and manufacturers to optimize wave dynamics developed
inside the intake passages of the IC engine. These pressure waves can have
a marked effect on engine performance. When unharnessed, they can pro-

Induction Category
LS1/LS6 Composite Manifolds
Composite intake manifolds have
become standard equipment on many
modern IC engines. They allow de-
signs that could not be easily replicat-
ed in aluminum, and some offer unique
performance technologies. The stock
GM LS1/LS6/Z06 induction, shown
on the right, and the FAST version il-
lustrates the changes in runner length
and volumes that can improve power
in HP applications.
duce non-uniform fuel distribution, prevent cylinder filling, and adversely affect
driveability. On the other hand, when an induction system has been carefully
designed to harness pressure-wave dynamics, the engine can benefit from
improved airflow and cylinder filling at the desired engine speeds. Using this
technology, manifolds can produce “designer” power and torque curves to op-
timize overall engine performance within specific rpm ranges and within fuel
economy and emissions requirements.
The fully composite manifold developed by GM for their “new” smallblock
engine is a good example of this design. It is biased toward producing power
at higher rpms, while maintaining good torque throughout the rpm range. In-
stalled in many performance vehicles, like the Z06, 405hp Corvette, the new
composite design allows high power while maintaining good driveability and
low emissions. This manifold can be modeled in the simulation by selecting
the LS1/LS6 Composite Stock from the Domestic selections provided in the
Manifold Type menu. Despite the fact that this manifold packs its runners in a
small package designed to fit under the low-profile hoods of modern vehicles,
generous flow capacities produces good peak power.
Aftermarket companies have taken this concept a bit further to provide
The final selection in the Domestic

Edelbrock Port Injection Manifold Plenum manifold menu is a Direct Port
Injection manifold with high-flow run-
ners. The Edelbrock Pro-Flo XT is a
good example of this design. Because
of its tunnel-ram-like features, this
manifold offers excellent performance
for street and racing applications, yet
fits under the hood of most street iron.

Induction Category
more performance for the automotive enthusiast. High-performance versions
of this manifold have been shown to add from 3% to 12% more power with
very little sacrifice in bottom-end torque. You can test a performance design
with the LS1/LS6 HP Runner/Mod induction selection. This induction model
was based on the FAST™ manifold for the same engine.
Domestic—Direct Port Injection W/HP Runners & Plenum

This manifold category models modern designs that use direct port injection
and incorporate free-flowing runners. This manifold is typically construction
like a low-profile tunnel ram, designed for under-the-hood installations. The
Edelbrock Pro-Flo XT pictured on the previous page is an example of this
type of manifold.
Sport-Compact
Common-Plenum Manifolds
The following sections provide an overview of each of the 14 Sport-Compact

manifold models in the INDUCTION category. Here you’ll find a brief description
of the assumptions used in each model, and recommendations associated with
that individual design.
Sport-Compact—Non-Tuned Runner Manifolds (Three Versions: Stock, Ported,

Race Ported)
The Non-Tuned, Small Runner, Stock selection models an intake manifold with
The Sport-Compact mani- Sport-Compact Manifold Selections

fold submenu consists of 14
choices. Each selection ap-
plies a unique tuning model
to the induction system.
While this is far from a com-
plete list of intake manifolds
available for Sport-Compact
engines, these generic mod-
els can simulate many of
the manifolds and induction
systems available for racing
and street applications.

Induction Category
Non-Tuned Manifold
The Non-Tuned Manifold selections

model intake manifolds with small-di-
ameter runners that connect to a cen-
tral plenum with little consideration for
equal length or tuning characteristics.
small-diameter runners that connect to a central plenum with little consideration

for equal length or tuning characteristics. This restrictive manifold was designed
for low-performance economy vehicles or other “basic” engine configurations.
In naturally-aspirated applications, this manifold produces the least power and
offers the least boost in torque since there is very little runner tuning effects.
The Non-Tuned, Small Runner, Ported Manifold selection provides a slight
improvement in airflow that improves power at higher engine speeds. But the
same non-tuned runners provide little pressure-wave tuning and low-speed
torque boost.
The Non-Tuned, Larger Runner, Race Ported model represents an attempt
to improve this simple manifold design as much as possible. By porting the
runners, modifying the plenum, and even modifying and welding the runner
passages, this is about as much as you can expect to improve this non-tuned
intake manifold design. Even with this extensive work, however, this design
simply cannot match the torque potential of a stock, OEM, tuned induction
system. Primarily, this induction model has been included for comparison pur-
poses, since such basic manifolds are rarely modified to this degree.
Porting the runners, modify-

ing the plenum, and even Short, Non-Tuned Runners
modifying and welding the
runner passages can improve
performance on non-tuned
manifolds. However, despite
extensive modifications to
non-tuned manifolds, a more
modern OEM-type induction
systems will generally produce
more torque and horsepower.

Induction Category
Sport-Compact—Long Tubing Runners, Common-Plenum Manifolds (Three
Versions: Basic, HP, & MaxFlow)
The Long-Tubing Runners, Common-Plenum, Basic OEM Manifold models
the induction system typically used on a flat-four and flat-six engines, like the
original VW “Beetle” and lower-performance Porsches. The runner lengths and
their relatively small diameters tune for good lower-speed torque, but offer
restriction at higher engine speeds. These manifolds are particularly restrictive
when used on larger displacement engines (such as those with larger cylinder
liners or stroker cranks).
The Long-Tubing Runners, Common-Plenum, HP Manifold selection
introduces a considerably different Filling-And-Emptying induction model. The
larger diameter runners offer much less restriction at high engine speeds, but
the increased volume dampens low-rpm tuning, often reducing bottom-end
torque on all but large-displacement engines. This model closely simulates
many naturally-aspirated Porsche 911 induction systems.
Long-Tubing Runners, Common-Plenum, Max-Flow Manifold represents
manifold designs used on very high-performance engines or in racing appli-
cations. The large runner cross-sectional area ensures cylinder filling at high
engine speeds, however, the increased runner and plenum volume further
reduces torque at low rpm.
Sport-Compact—Tuned Runner (Four Versions: Restrictive, OEM, High Perf.,

Max Flow)
All of the manifolds in this Manifold Type group model OEM (usually cast alu-
minum) induction systems. The longest runners produce copious torque at low to
medium speeds, while the shortest runner manifolds are commonly used on high-
performance, higher-rpm engines.
The Equal-Length, Cast Long Runner, Max-Torque, Small Plenum is
The Long-Tubing Basic OEM

Long Tubing Runners With Common Plenum manifold selection models in-
duction systems often used on
a flat-four and flat-six engines,
like the VW and early opposed-
six Porsche powerplants. The
length of the runners and their
relatively small diameters opti-
mize torque, but restrict airflow
at higher engine speeds.

Induction Category
Modern “Tubing” Long-Runner Manifold
This Porsche 993 uses a cast-alu-

minum equivalent of the steel-tub-
ing manifolds of the past. While
the length of these runners have
positioned this induction into the
Tubing, Long-Runner manifold
category, HP or Max-Flow selec-
tions can be used with this free-
flowing design.
the first selection in this group, and it models a manifold ideal for engines in
heaver vehicles, like trucks and vans. The low-rpm tuning boosts efficiency,
economy, and driveability in stock engines. However, while the runners are
somewhat long, they are not overly restrictive and stock engines using this
manifold will produce good power.
The next selections (downwards in the menu within this 3rd group) is the
OEM, High-Perf., and Max Flow versions of equal-runner length runner mani-
folds.
The Equal-Length, Cast Long Runner, OEM, Small Plenum version has
slightly shorter runners are capable of producing more horsepower, but torque
below 3500rpm can suffer somewhat. This is still excellent manifolds for heavier
performance vehicles.
The Equal-Length, Cast Medium Length Runner, HP Design, Medium
Size Plenum manifold is the first manifold in this group to offer a bias toward
performance and higher engine speed. Manifolds of this type are commonly
The Long-Tubing Runners, Com-

mon-Plenum, Max-Flow selection “Tubing,” Max-Flow Manifold
models manifold designs used
on high-performance engines or
in racing applications, like this
Porsche 928 V8. The large runner
cross-sectional areas ensure cyl-
inder filling at high engine speeds,
however, the additional runner and
plenum volume can reduce torque
at low rpm, offset somewhat, in
this case, by the length of the run-
ners.

Induction Category
The Tuned-Runner Manifold group Tuned-Runner Induction Systems
(3rd group in Sport Compact
menu) models induction systems
that have slightly smaller ple-
nums and runners than the more
aggressive manifolds in the 4th
group of Flat or Horizontal Tun-
nel Ram designs. This 3.0L V6
Honda is typical of engines that
can be modeled by Tuned-Runner
Manifold selections. The torque
curves are broad and flat, while
peak power occurs about 500 to
1000rpm lower than manifolds
with shorter runners and larger
cross-sectional areas.
found on 4, V6, V8, and V12 engines in performance sedans and sports cars.
The most performance oriented manifold, the Tuned, Short-Runner, Max-
Flow, Large Plenum is an excellent choice on lightweight, performance ve-
hicles. The tuned runners offer good pressure-wave tuning, while low restriction
and large plenum volume give excellent horsepower potential. This manifold
design is used on many performance-oriented sports cars, like Aston Martin,
Maseratti, and Ferrari. The only manifolds that are superior in performance
to this selection are the “Honda Type” listed in the next group that have the
largest runner and plenum volumes. However, even “Honda” manifolds may
not provide as broad a range of torque and power as the manifolds in this
group.

Sport-Compact—Honda Type (Four Versions: Standard And Short Runner,
The Tuned Runner, Me-

dium Length, Larger Ple-
Medium-Length, Tuned-Runner Induction
num manifold provides a
bias toward performance
and higher engine speed.
Manifolds of this type are
commonly found on 4, V6,
V8, and V12 engines in
performance sedans and
sports cars.

Induction Category
Small And Large Plenum Designs)
While the manifolds in this group are designed to model the Honda induction
systems used on their 4-cylinder, high-performance engines, like the B16, B18,
S2000 and others. This manifold model can be applied to any engine that uses
straight, high-volume runners and a large-volume plenum. The power potential
from this manifold model is similar to “all-out” induction systems, such as tunnel-
ram manifolds. In fact, we refer to this manifold as a “Flat Tunnel Ram,” since it is
basically a tunnel ram turned 90-degrees from vertical to horizontal.
The Flat Tunnel Ram, Standard-Length Runner, Factory Plenum Volume

selection models the stock Honda manifold supplied on many of its B16A high-
performance engines, like the Del Sol, Civic Si, the Integra GSR, and others.
This induction system generates a characteristic broad and flat torque curve
(with 4-valve heads), and its large runners and plenum volume will supply all
but the largest engines with adequate airflow to well beyond 7500rpm. For
many high-performance street vehicles, this is an excellent manifold with the
only weak point being somewhat lower torque, usually below 3500- to 4000rpm,
compared to the longer-runner manifolds in the previous group. But above
these engine speeds, the OEM Honda-Type induction system with medium-
length runners is virtually unbeatable.
The next “stage” in Flat-Tunnel Ram manifold designs is the shorter-runner
Large Plenum, Long And Short Runners (Honda-Type, Flat Tunnel Ram)
The Honda-Type manifold selections (referred to as Flat Tunnel Rams) in the simulation
model Honda induction systems used on 4-cylinder, high-performance engines, like the
B16, B18, S2000 and others. This manifold model can be applied to any engine that uses
direct, high-volume runners and a large plenum. The stock-length runner designs (like
the Edelbrock Performer X, shown on the left) generate a characteristic broad and flat
torque curve, and its large runners and plenum volume will supply all but the largest
engines with adequate airflow to well beyond 7500rpm. Manifolds with shorter runners
will often lower torque below 4000- 5000-rpm and offer slight-to-significant power gains
above 7000- to 8000rpm.

Induction Category
version of the stock B16A intake, the Flat Tunnel Ram, Short Runner, Fac-
tory Plenum Volume. Manifolds of this type are supplied on the Type R
(originally on the 1.8L, B18C5 Honda engines) and are available in many forms
from aftermarket manufacturers. They will often generate a slight reduction in
torque below 4000- to 5000-rpm and offer a slight-to-significant gain in power
above 7000- to 8000rpm. This is not necessarily the best manifold for a small-
displacement street engine, but for a modified or “stroker” engine it can offer
more power with little or no loss in torque.\
The third selection (working towards the bottom of the menu within this
group), is the Flat Tunnel Ram, Standard-Length Runner, Large Plenum
Volume manifold model. This choice simulates a manifold (only available
from the aftermarket, such as the Edelbrock Performer X manifold) that has
increased cross-sectional area runners of about factory length combined with
a large-volume plenum. This manifold will show power gains above max-torque
engine speeds, while the standard-length runners will usually maintain good
torque at lower speeds. This may be the best manifold for a modified engine
that will be operated on the street.
Finally, the Flat Tunnel Ram, Short Runner, Large Plenum Volume mani-
fold model simulates many of the exotic induction systems used on racing all-
motor and forced induction applications. This induction has the largest volume
runners and plenum, and will reduce low-speed torque below about 5000rpm.
However expect substantial gains on highly-modified engines, especially above
8000rpm.
Custom Racing Manifolds
The Honda-Type, Standard Or Short Runner, Large Volume manifolds simulate induc-
tions that have increased cross-sectional area runners combined with large plenum vol-
umes. These manifolds will usually reduce low-speed torque below 5000rpm. However
expect substantial gains on modified, high-speed engines, especially above 8000rpm.
Notice the tapered runners on the manifold on the right.

Induction Category
Individual-Runner Menu Selections
Individual- (or isolated)

runner, I.R., induction
systems, use separate
tubes for each runner
with their own individu-
al throttle plates. These
induction systems offer
the potential for op-
timum power at high
engine speeds.
Individual-Runner Induction Choices
Individual Runner, No Plenum (Large And Small Diameter, Long And Short
Stacks)
For naturally-aspirated, professional racing applications, individual- (or isolated)
runner (I.R.) induction systems, with separate tubes containing their own throttle
plates for each cylinder, can offer the ultimate in power potential at high engine
speeds. The single element that sets the I.R. system apart from any other induc-
tion models is that each “barrel” or individual “stack” does not share flow with other
stacks through interconnecting passages (like a plenum). This characteristic means
that the overall induction flow is divided between all barrels (or cylinders).
All of the manifolds in the Manifold Type submenus that we have discussed
up to this point have shared-flow between cylinders, typically through a plenum.
When you select any mani-

fold model from the Intake
Manifold Plenum-Configuration
Manifold Design menu, the
appropriate plenum model is
displayed in the Plenum Con-
figuration field. For example,
if you select a Single-Plane
manifold, the Common Ple-
num model is used to analyze Manifold Plenum Configuration
total induction airflow. On
the other hand, if you select
an I.R. system, an IR Runner
model is used to divide total
induction airflow between all
cylinders.

Induction Category
And the induction flow (Total Induction Flow Rate) in the INDUCTION category
specifies the maximum airflow that passes through the restriction common to all
cylinders: typically, the throttle body. Similarly, in an I.R. system the Flow Rate is
the total airflow through all of the individual stacks. So, for example, if each I.R.
stack has a rated flow of 100cfm, the correct induction Flow Rate you should enter
in the Induction Category is 400cfm (100cfm x 4-cylinders).
Note: The Total Induction Flow Rate is divided equally between all of the
individual runners/stacks.
The Small Diameter, Longer Stacks model produces a power curve similar
to the Flat Tunnel Ram, Standard Runner, Factory Volume manifold discussed
in the previous section. However, the improved flow potential over the factory
manifold at higher engine speeds offers improved power that will peak at a
slightly higher rpm.
The Small Diameter, Short Stacks is the shorter-runner version of the
previous I.R. selection. It produces a power curve similar to the Honda Type,
Short Runner, Factory Volume manifold discussed earlier. The improved flow
potential at higher engine speeds offers improved power that will peak at a
slightly higher rpm. Expect this I.R. induction to produce good power levels
beyond 8000rpm on a properly modified race engine.
The Large Diameter, Long Stacks selection produces a horsepower curve
similar to the Flat Tunnel Ram, Standard Runner, Large Volume manifold. The
improved flow potential at higher engine speeds offers improved power that
will peak at a higher rpm. Expect this I.R. induction to produce good power
Individual Runner (Injector Stack) Induction System
I.R. systems offer the lowest potential restriction of any induction system. The bell-
mouth entrance can help tune the horsepower peak to the desired rpm range. Careful
selection of stack size, length, bellmouth size, and flow rate are essential to building
a winning I.R. induction. All of these elements can be tuned and optimized, including
elliptical bellmouth runners.

Induction Category
Honda IR Induction
For naturally-aspirated, profes-

sional racing applications, in-
dividual- (or isolated) runner
(I.R.) induction systems offer the
ultimate in flow potential and peak
power at high engine speeds.
Each runner/tube contains its own
throttle plate or slide valve.
Finally, the Large Diameter, Short Stacks produces a horsepower curve

similar to the Flat Tunnel Ram, Short Runner, Large Volume manifold. The
improved flow potential at higher engine speeds offers improved power that
will peak at a higher rpm. Expect this I.R. induction to produce excellent power
Individual Runner Manifold For Carburetors

Similar to the previous I.R. induction systems, individual- (or isolated) runners
connect each cylinder to one “barrel” of a (in this case) carburetor and they do
not share flow with other cylinders/barrels through interconnecting passages.
These systems, once commonplace in drag racing, are now mostly limited to
specific classes or vintage street vehicles.
While IR systems with carburetors are

now rare, they still look awesome. The
Racing/Street IR Carburetion
flow potential of these four Webers is
quite a bit less than injector stacks,
however in street-rod applications, they
produce good low- and mid-range power.
The air screens on this setup are avail-
able from Carbs Unlimited (they offer a
range of accessories for Webers and Del-
lortos carburetors).

Induction Category
Runner Wall Temperature
The Average Runner Temperature menu sets the temperature of the intake
manifold and/or the runner passages leading from the plenum/atmosphere to the
junction at the cylinder head. The default selections are 180-degrees(F) for plenum
inductions and 120-degrees(F) for individual runner systems.
This temperature setting models manifolds or runners that are cooler (or hotter)
than the overall engine temperature (e.g., “air-gap” and other raised-runner designs).
Keep in mind that average runner wall temperature only indirectly changes air/fuel
charge temperatures. At lower engine speeds, slower runner flow interacts with the
walls for a longer time, increasing the exchange of heat. At higher engine speeds,
this interaction time decreases, reducing the effects of wall temperature on charge
density.
Note: When you select an intake manifold from the Intake Design menu, the
Average Runner Temperature will automatically revert to the default values.
Make sure to review (and change, if necessary) runner wall temperatures after
selecting an induction system (manifold or IR).
Airflow Selection And Pressure Drop
The Total Induction Airflow Rate menus establish the rated airflow for the
induction system and the pressure drop at which it’s measured. The consists of
2-barrel-carburetor and 4-barrel-carburetor/fuel-injection choices. In addition, you
can directly specify any rated airflow from 100 to 7000cfm.
Note-1: The flow ratings for 2-barrel carburetors are measured at a pressure
drop twice as high (3.0-in/HG) as the pressure used to rate 4-barrel carbure-
tors and most fuel-injection systems (1.5-in/HG). The higher pressure drop
Average Runner Temperature

Runner Wall Temperature
menu sets the temperature
of the intake manifold and/
or runners leading from the
atmosphere or plenum to the
junction at the cylinder head.
This temperature lets you
model intake systems that
are cooler (or hotter) than
the overall engine tempera-
ture (e.g., “air-gap” manifold
designs).

Induction Category
increases the measurement resolution for smaller carburetors and “shifts”
the flow numbers toward the range commonly found in automotive applica-
tions (roughly, 100 to 700cfm). The pressure drop is the pressure differential
maintained across the system (e.g., carburetor or throttle body) during airflow
measurement at wide-open throttle.
Note-2: You can use the built-in Airflow Pressure-Drop Conversion Calcula-
tor (available in the Tools Menu) for quick conversions between airflow and
pressure-drop values.
Airflow Rate Assumptions
The Total Induction AirFlow menu selections “install” 2-bbl carburetors from
300- to 600cfm or 4/8-Bbl Carb Or Inj. systems from 300- to 7000cfm. The 4/8-BBL
label indicates that the induction system can consist of single or multiple carburetors
(or fuel injection throttles.) that combine to produce of the rated airflow. An induc-
tion system equipped with twin 1100cfm carburetors would have a rated airflow of
2200cfm. If an air cleaner is used, total airflow (at the same pressure drop) should
be adjusted to compensate for the increase in restriction at the atmospheric bound-
ary.
Note: The simulation makes no assumption about the type of restriction used
in the induction system (any throttle configuration, any runner shapes or inter-
connections, etc.). The airflow rating is simply a means to model the greatest
overall restriction of the entire induction system. As higher airflow levels are
The Total Induction Airflow Rate menu

Induction Airflow Rate Menu establishes the flow rate and pressure
drop through the induction system.
It also establishes an overall airflow
restriction for induction modeling. The
menu consists of 2-barrel-carburetors (at
3.0-in/Hg) and 4-barrel-carburetor/fuel-in-
jection choices (at 1.5-in/Hg). In addition,
you can directly enter any airflow from
100 to 7000cfm at either pressure drop.

Induction Category
Induction Pressure-Drop Menu
Use the Induction

Airflow Pressure Drop
menu to select either
1.5-inches of mercury
(1.5-in/Hg), a measure-
ment standard for
4-barrel carburetors
and injection systems,
and the two-barrel
carburetor standard of
3.0-inches of mercury
(3.0-in/Hg).
selected, the simulation lowers the restriction within the induction system.

Wave-Action Only
Intake-Runner Specifications
The power of the Wave-Action simulation lies in its ability to predict and analyze
the interaction of pressure waves and their influence on mass flow in the engine.
By design, this simulation is sensitive to runner lengths, passage taper angles and
volumes. The Induction category includes a group of data-input fields specifically
for the Wave-Action simulation. These fields are Runner Length, Port Entry Area,
Minimum Port Area, and Plenum Volume, plus a checkbox to activate an Ellipti-
cal Bellmouth model applied to the runner atmospheric boundary.
The following sections provide an overview of each of these Wave-Action intake-
runner data-entry fields:
Runner Length (WA Only)
This is the distance from the point of minimum cross-sectional area to the location
in the port where the area substantially increases. In a common-plenum manifold,
like a single-plane or tunnel-ram, this point is usually located at the plenum junction.
In the case of an individual-runner system, this transition occurs at the bellmouth
of the velocity stack.
Port Entry Area (WA Only)
This is the area at the entrance to the port runner (in in2 or mm2, depending
on the Units currently selected). This value is the starting point for the port, and
is used, along with the Minimum Port Area, to determine the included Port Taper
Angle, a critical dimension analyzed in the Wave-Action simulation.

Induction Category
Minimum Port Area (WA Only)
This is the area at the point of greatest restriction in the port and is also the point
at which runner length is measured. It is usually located just above the valve seat
near the valve guide, however, it may also occur at other locations within the port.
The Minimum Port Area is a very critical engine dimension; carefully measure and/
or calculate this value to optimize simulation accuracy in Dynomation6. If you in-
accurately measure this value, horsepower predictions and your tuning efforts will
also be inaccurate.
As you test various engine configurations using the Wave-Action model, you will
find that Minimum Port Area has a "resonant" value at the point of optimum power.
For any particular engine, areas larger or smaller than this will produce less power.
If your cylinder heads provide optimum port areas and Taper Angles, your engine
can produce peak power.
When the Minimum Port Area is tuned to an optimum size, it generates a "sweet
spot" between restriction that produces high port velocities, allowing pressure waves
to impart sufficient energy to the intake charge and "ram tune" the cylinders, ver-
sus an oversize area that, although offering less restriction, depletes the strength
of pressure-waves and consequently diminishes cylinder filling. Rapidly pinpointing
the Minimum Port Area that produces peak performance is a terrific strength of the
wave-action simulation.
Determining optimum Minimum Port Area is entirely dependent on engine dis-
placement, cam timing, port flow, valve sizes, engine speed range, and many other
variables that make this job extremely difficult without using a mathematical simula-
tion. Dynomation6 analyzes all of these variables in every Wave-Action run. After
just a few simulations, you can easily home-in on an optimum Minimum Port Area
for any engine application!
Important-1: This may seem obvious (but it's easy to forget), the Port Entry Area
and Minimum Port Area are areas, not diameters of the ports/runners.
Important-2: The Minimum Port Area can range from below 50% of the area of
The Induction category

Wave-Action-Only Induction Fields includes data-input
fields specifically for
the Wave-Action simu-
lation. These are Run-
ner Length, Port Entry
Area, Minimum Port
Area, and Plenum Vol-
ume, plus a checkbox
to activate an Elliptical
Bellmouth model.

Induction Category
Measuring Runner Dimensions
Intake Runner Length in
the wave-action simulation
is defined as the distance
from the point of minimum
Port Entry
area to the point where
Area
the port area substantially
th increases. Port Entry Area
e ng
L is measured at the port
r
n ne entrance junction with the
Mi u plenum or just inside the
nim R
Ar um
ea runner bellmouth. And the
Minimum Port Area usu-
ally occurs just above the
valve seat, although it can
occur at other locations in
the port.
the intake valve, to as large a 75-to-80% or larger of the valve area in racing
cylinder heads.
Important-3: The Minimum Port Area is a dimension in in2 or mm2 (depending
on the current Units selection) within the port of Each Valve of multiple-valve-
per-port cylinder heads. Do Not Add minimum port areas together when you
enter a Minimum Port Area for 2- or 3-valves-per-port applications.
Plenum Volume (WA Only)
The Plenum Volume models the volume (in3 or mm3) not the shape, of a plenum
used in Common-Plenum induction systems. You can directly enter the volume of
the plenum, or enter the approximate physical dimensions and Dynomation6 will
calculate the volume. The minimum plenum volume is dependent on the Port Entry
Intake runner Minimum
Intake Port Taper Angle Port Area and Taper Angle
are critical dimensions in
the induction system. If in-
Port Entry
correct values are entered,
Area
power predictions will also
be incorrect.
NOTE: The Minimum
le Port Area value used in
o r t ng Dynomation6 is the area
P A Per Port. If you are mod-
r
a pe eling multiple-valve-per-
T port cylinder heads (2
Minimum
Area or 3 valves per port), do
not add these port areas
together to determine Mini-
mum Port Area!

Induction Category
Area (Maximum Area of the port). The simulation checks to ensure a transition of
sufficiently large volume occurs at the port/plenum boundary. If a larger plenum
volume is required, a message box will indicate the issue and it will be corrected
automatically when you click on OK.
Note: Only the volume of the plenum is used in the simulation; height, width
and depth are only used to calculate a volume and hold no further significance
within the simulation.
Elliptical Bellmouth (WA Only)
A checkbox is provided in the Induction category to activate an Elliptical Bell-

mouth model that can be applied to the runners, either at their connection to a
plenum or at the atmospheric interface. Principal bellmouth characteristics include a
wide radius with an elliptical profile and a short overall height (equal to the diameter
of the main stack tube). The effects on performance generally occur at higher rpm
but depend on runner dimensions and overall engine design.
An Elliptical Bellmouth
may be added to the Elliptical Bellmouth Specifications
end of intake runners
using the Wave-Action Pipe Begin Diameter =
simulation. Here are 2.13 x Tube Diameter
the typical dimensional
relationships modeled
by the sim. An El- Elliptical Profile Stack
liptical profile typi-
cally outperforms a Same Height
simple radius or airfoil As Tube Diameter
shapes.
Tube Diameter

Induction Category (Forced Induction)
Induction Category Forced Induction Choices
The Induction Category

includes several Forced-
Induction systems, includ-
ing Roots & Screw Blow-
ers, Centrifugal Blowers,
and Turbochargers (any
of which can be used with
Nitrous Injection, discussed
later in this manual). Fields
that are not applicable to
the current forced-induction
method are dimmed, like
the Internal and Belt Ratios
when a turbocharger is
used.
Forced-Induction Specifications
The Forced Induction Selections included in the Induction category considerably

expand the modeling power of Dynomation6 and DynoSim6. You can add a posi-
tive displacement Roots- or Screw-type blowers, a centrifugal blower (like a Rotrex
or Vortech), or a turbocharger to any engine. In addition, you can vary maximum
boost—or blow-off (wastegate) pressure—Belt Ratios, Turbine Size, Turbine A/R
ratio, Intercooler parameters, and more.
Note-1: When you apply any of the forced-induction systems, keep in mind
that you are adding forced induction to the intake manifold selected in the
Intake Design menu.
Note-2: Adding forced induction to Individual-Runner selections, while techni-
cally possible, converts the IR system into a common plenum configuration by
the plumbing interconnections required to route airflow to each stack.
To select any of the forced-induction options, double-click the Compressor field

to open a menu containing Turbocharger, Centrifugal, Roots, and Screw blower
choices. After a selection has been made, appropriate fields in the Forced Induc-
tion group will become active depending on the characteristics of the selected
supercharger. You may modify these values at any time to determine their effect
on engine power.
Here is a quick overview of the supercharger component fields, the supercharg-

Forced Induction Menus
The simulation
includes over 100
forced induction
choices. Select-
ing a supercharg-
er from any of the
submenus will
load that device
into the Induc-
tion Category and
transfer super-
charger-map data
into the simula-
tion.
ers to which they apply, and how they affect forced-induction performance:
Flow Restriction (throttle) Location—The location of the primary intake restric-

tion (commonly the throttle) can have a significant affect on forced induction
engines. If the restriction is located Before the compressor, inducted air is
drawn-through the restriction and (like all naturally aspirated engines) the maxi-
mum pressure drop (and resulting mass flow) through the restriction is limited to
one atmosphere. However, if the restriction is positioned After the compressor,
the pressure drop across the same restriction is limited by manifold pressure
(as opposed to atmospheric pressure), potentially generating greater mass flow
for the same size restriction. Many turbo systems position the throttle after the
compressor, while Roots and Centrifugal compressors typically place the throttles
before the compressor.
Turbine Size—(Turbos only) This is the diameter of the exhaust-driven impeller (in
inches or millimeters). The turbine is placed in the exhaust stream of an engine
The turbine (impeller shown on the right

Turbine & Compressor Impellers end of the shaft) is placed in the exhaust
stream of an engine and is driven by a
combination of exhaust flow and exhaust
pressure waves. Two parameters in the
simulation adjust the performance of
the turbine: the Turbine Wheel Size and
the Turbine Housing A/R Ratio. Modify-
ing the turbine wheel size will make
large changes in the turbine speed; the
smaller the wheel, the faster the turbine
will rotate. The higher the turbine speed,
the more airflow will be driven through
the compressor (until the compressor
blade tips reach supersonic speed).

A/R Turbine-Housing Ratio
A2
A3 The Turbine (the exhaust-driven element)

A1
Housing A/R ratio is a comparison of the
cross-sectional area of the housing inlet
R3 R2 (the “A’s” in the photo) to the distance the
R1
inlet passage is positioned from the center
A4 R4 of the turbine (the radius, or “R’s” in the
photo). Unlike the Turbine Size (that has a
R5 R6 dramatic affect on turbine speed), the Tur-
bine Housing A/R Ratio fine-tunes turbine
A5
speed and helps establish where—in the
A6
engine rpm range—the turbo begins to pro-
duce boost pressure.
and is driven by a combination of exhaust flow and exhaust pressure pulses.

Two parameters adjust the performance of the turbine: in general, the Turbine
Wheel Size and the Turbine Housing A/R Ratio (discussed next). Modifying the
turbine wheel size will make relatively large changes in the turbine speed; the
smaller the wheel, the faster the turbine (and the compressor) will rotate. The
higher the turbine speed, the more airflow will be driven through the compressor.
Smaller turbines generate boost earlier in the rpm range, however, if the turbine
is too small for the application, the turbocharger shaft speed can exceed the
manufacturer’s recommendations (turning the Overspeed indicator from green
to yellow, and if overspeed is sufficiently high, it will turn red).
Turbine Housing A/R Ratio—(Turbos only) This is a ratio of the cross-sectional

area of the turbine housing inlet to the inlet passage distance (radius) from
Boost Limiter (Wastegate)
Boost Limit is an arbitrary

maximum induction pressure
established by the wastegate
setting. It is not a measure of
the capability of the super-
charger, i.e., the blower may
or may not be able to de-
velop sufficient pressure to
activate the wastegate. The
simulation incorporates a wa-
stegate model that modulates
the size of its bypass pas-
sages when the Boost Limit
is reached.
Belt Ratio
Both centrifugal and roots blowers are

mechanically driven by the engine. The
Belt Gear Ratio (external drive) is the
mechanical connection between the
engine crankshaft and blower input
shaft. This Jackson Supercharger pul-
ley setup provides an overdrive (an
overall Belt Ratio of 1.20:1).
the center of the turbine wheel (see photo). As the A/R Ratio is increased,
the overall size of the turbine housing and its internal passage become larger.
Unlike Turbine Size that has a dramatic affect on turbine speed, the Turbine
A/R Ratio fine-tunes turbine speed. Changing A/R has many effects. By using
a larger A/R Ratio, the turbo produces less boost at lower engine speeds but
develops more boost at a higher engine speeds, primarily due to the reduction
in exhaust backpressure in larger turbine housings. Lower engine backpressure
improves engine volumetric efficiency (VE), and that can result in an power
increase throughout the usable rpm range. So, finding the optimum values for
both the A/R Ratio and Turbine Size are important steps in building the most
efficient and responsive turbocharger system.
Number Of Turbos—(Turbos only) This selection divides the exhaust flow and in-
Centrifugal superchargers are driven through Internal Gear Ratio

an external Belt Ratio, but this speed increase
is insufficient for most centrifugal supercharg-
ers to reach their optimum operating speeds
(35,000rpm and higher). An internal gear train
is commonly used to further increase rota-
tional speed.

take flow restrictions equally between all turbos (up to four turbos in parallel can
be modeled). Compressed outflow from all turbos is directed into the induction
system of the engine (through an intercooler, if selected) and is divided equally
between all cylinders. Multiple turbo applications are most successful when the
engine produces sufficient exhaust-gas volume to spin up all turbos; using small
turbine sizes and housings usually improves multiple-turbo applications.
Boost Limit—(Turbos, Centrifugals, Roots, Screw) This is the pressure at which

the wastegate or blow-off valve is activated, maintaining maximum induction
pressure at or below this value.
Note: Boost Limit is an arbitrary pressure, chosen by you, for the simulation.
It is not a measure of the capability of the supercharger. In other words, be-
cause of component mismatch and other factors, the blower may not be able
to develop sufficient airflow and boost to reach the wastegate relief pressure.
Belt Ratio—(Centrifugals, Roots, Screw) Centrifugal, roots, and screw supercharg-

ers are mechanically driven by the engine. The Belt Ratio (the external drive
ratio) is the ratio of the mechanical connection between the engine crankshaft
and blower input shaft. This value is multiplied by the Internal Ratio (internal
gear ratios are commonly used on centrifugal superchargers) to determine final
compressor/rotor speed.
Internal Ratio—(Centrifugal) Centrifugal superchargers are driven by a mechanical

connection to the engine crankshaft (the external Belt Ratio). Input shaft speed,
however, it usually insufficient for most centrifugal superchargers to reach their
optimum operating speeds (35,000rpm and higher), so an internal gear train is
commonly used to further increase rotational speed. The ratio of this internal
gearing determines how much faster the turbine rotates. To determine the final
speed of a centrifugal turbine, multiply crankshaft rpm by the Belt Ratio, then
multiply that by the Internal Ratio.
Operational Indicators—(Turbos, Centrifugals) The forced-induction portion of the
The Forced Induction Specifi-

Operational Indicators cations group includes three
“indicators” that will alert you
if Surge, Choke, or Overspeed
are present during any por-
tion of the test rpm range.
See the text for a definition
of each indicator and tips
on how to correct problems.
Also, refer to the Simulation
Log for more information
about the indicated problem.

Induction category includes three “indicators” that will help you select the correct
turbocharger, turbine wheel size, and A/R ratio. Each indicator shows a potential
operational problem by turning from green to yellow (minimal problem), or to red
(should be corrected). Additional information about the cause and extent of the
problem will be included in the Simulation Log (displayed using the Simulation
Menu).
Surge: (Turbo Only) This condition occurs when mismatched components cause
unstable airflow through the compressor. If a turbo is operated consistently within
surge, additional loads can damage the turbines, shafts, and bearings. If surge
is detected during a simulation run, the Surge indicator will display either yellow
or red. A yellow Surge indicator means that the turbo has entered surge only a
limited time during the full engine rpm range. This limited-surge operation is not
considered unusual and is not normally associated with shortened turbocharger
life. If the indicator turns red, the turbo has entered into surge often during the
engine “dyno test.” The turbocharger, Turbine Size, or A/R ratio should be changed
to eliminate this condition.
Choke: (Centrifugals, Turbos) While Choke can apply to both the Compressor
and Turbine impellers (in turbocharger applications), Choke most often refers to
the point at which compressor wheel tips reach sonic velocity, preventing further
flow. The choke line on a compressor map can be recognized by the steeply
descending speed lines at the right side of the map. If choke is detected at any
point during the engine rpm range, the Choke Indicator will turn from green to
yellow, indicating a condition that should be corrected. However, choke problems
are relatively easy to correct, often disappearing with a slight reduction in shaft
speed (use a larger Turbo or Turbine Size, and/or increase the A/R ratio).
This turbo compressor map, produced

by the manufacturer, shows how the Turbocharger Compressor Map
compressor turbine performs at various
flow rates, pressure ratios, and rpms. If
insufficient engine demand causes the
turbo to operate “off the map” to the left,
Surge can occur. If engine demand line
pushes off the right side of the map, the
turbo is said to be in a Choke condition.
And if the turbocharger speed exceeds
its maximum rpm, as shown on the map
(in this case slightly above 200,000rpm),
an Overspeed condition exists. Each of
these abnormal operating conditions will
turn a forced-induction indicators from
green to yellow, and if the condition
occurs at multiple rpm points or is well
beyond the limit, the indicator will turn
red.

Overspeed: (Centrifugals, Turbos) If the shaft speed exceeds the manufac-

ture’s recommendations (the engine demand line travels off of the top of the
compressor map), the Overspeed Indicator will change from green to yellow.
If the overspeed condition exceeds the manufacturer’s recommended speed by
over 10%, the indicator will switch from yellow to red, indicating a potentially
harmful condition to the turbocharger bearings and seals. If you are simulating
a turbocharger system and you have a red Overspeed condition, increase the
Turbine Size and/or the Turbine Housing A/R ratio.
Important Note: If overspeed occurs in a real supercharging system, you
risk destroying the compressor and spraying metal particles into your engine.
Selecting The Best Supercharger For Your Application
Selecting a Turbocharger—A turbocharger consists of a compressor and a

turbine. The “compressor side” characteristics are established when you choose
the turbo from the main Blower Type menu. The compressor acts as pump that
forces air into the induction system. The output of the compressor is determined
by the speed of the impeller (inside the compressor housing), the shape of the
The compressor map display

The Version6 Compressor Map Window window in the simulation can be
viewed by choosing Show Turbo/
Centrifugal Compressor Map from
the Simulation Menu. The left
vertical axis shows the output
pressure ratio (2.0 equals 2 atmo-
spheres of pressure; about 15 psi
of boost). The bottom horizontal
axis is the mass flow through the
compressor in pounds per minute
(Lb/Min). The small numbers po-
sitioned along the left edge of the
map are the rpm values for the
red speed lines. The black line on
the graph is the calculated engine
demand line; the dots indicate the
mass flow at each rpm test point
(also displayed in the ProTools
table). You can move the map
window to any position on your
desktop. Use the Minimize button
to temporarily “park” the window
to a tab that appears at the bot-
tom of the program screen; to
re-display the window, click the
parking-tab.

housing, and the swallowing capacity of the engine. These variables are visually
illustrated on a compressor map. The simulation incorporates more than 100 turbo
maps within its library that cover a wide range of capacities.
The turbine side of the turbocharger is composed of a turbine wheel and the
surrounding housing. The turbine is placed in the exhaust stream of the engine
and is driven by a combination of exhaust flow and exhaust pressure waves. The
turbine is connected to the compressor impeller through an interconnecting shaft.
Two principal parameters modify the performance of the turbine: 1) the Turbine
Size and, 2) the Turbine A/R ratio. As described earlier, the Turbine Size has a
major effect on turbine and compressor speed. In general, the smaller the wheel,
the faster the turbine will rotate. The Turbine A/R ratio acts to fine-tune the turbine
speed. The smaller the Turbine A/R, the more quickly the turbo will “spool up.”
To find the optimum turbocharger for your engine, first select a basic turbo/
compressor (turbocharger) from the Blower Type menu. For help in making an
initial selection, consult with the turbo manufacturer or visit the many performance
websites that offer turbo kits and performance modifications. You will often find turbo
recommendations and even suggestions for turbine-wheel diameters and A/R ratios.
After you have selected the basic turbo, set the Boost Limit (wastegate pressure)
to the desired level (use 10psi if you’re not sure). Next, you’ll need to analyze how
much airflow the turbo is delivering to the engine by viewing the manifold pressure
curve (right-click the rpm-based graph, located on the top-right of the main screen,
and assign Boost Pressure to either the Y1 or Y2 axis).
Inspect the manifold pressure curve for the rpm point at which the pressure rises
to a maximum. Make sure that the turbo you have selected, in fact, reaches the
wastegate relief pressure chosen in the Boost Limit field.
Note-1: The simulation can display either Boost Pressure and/or Absolute
Pressure. If the graph pressure curve is an absolute pressure plot, remember
to subtract ambient pressure to determine boost pressure (for example, an
absolute pressure of 25psi would indicate a boost pressure of about 10psi—
25psi absolute, minus 14.7psi ambient, equals 10.3psi boost).
Note-2: The mass flow rate of the engine is displayed in the ProTools graph.
This value is helpful in selecting a supercharger or a turbocharger, since the
mass flow rate is also shown on the blower map and plotted as dots on the
demand line. Pick a turbo that has a maximum flow somewhat greater than
the highest value of engine demand, otherwise the turbo may enter a restric-
tive “choked flow” state at full load.
If the maximum-boost rpm point occurs considerably late in the rpm range, the
boost pressure may never reach the Boost Limit, or if the Choke indicator is il-
luminated, installing a larger compressor may solve the restriction problem. On the
other hand, if the boost pressure curve begins too early in the rpm range, or the
Surge or Overspeed indicators are red, installing a larger turbine wheel or increas-
ing the A/R ratio may solve the problem.

Centrifugal Supercharger
Like a turbocharger, a centrifu-

gal supercharger uses a com-
pressor wheel, but the driving
force comes from an internal
gear box connected to the
engine crankshaft. Because
the centrifugal compressor
also must rotate at high speed,
the internal “step-up” gear
increases input pulley speed
by up to four times.
Selecting a Centrifugal Supercharger—Like a turbocharger, a centrifugal super-

charger consists of a compressor wheel and housing, but the driving force comes
from the engine crankshaft through a drive belt or direct coupling and an internal
gear box. Also like the turbocharger, the centrifugal compressor has performance
characteristics defined in a “map” provided by the manufacturer. Because the cen-
trifugal compressor turbine also must rotate at high speed, an internal “step-up”
gear typically increases input pulley speed by several times. And input speed is
often 1.5- to 3-times engine speed, determined by the appropriately sized pulleys.
Final impeller speed is found by multiplying the Internal Ratio by the Belt Ratio and
multiplying the result by engine RPM.
Note: While the internal gear ratio is not usually changeable, the simulation
gives you the freedom to experiment with this ratio in addition to all the other
tunable elements in the Forced Induction category.
Belt Ratio can be calculated using the following formulas:
For Serpentine and V-Belts:

Belt Ratio = Crank pulley diameter
Supercharger pulley diameter
For Cog Pulleys:

Belt Ratio = Crank pulley teeth count
Supercharger pulley teeth count
To find the optimum centrifugal supercharger for your engine, first select a cen-
trifugal supercharger from the menu. For help in making an initial selection, consult
with the manufacturer’s website or visit the numerous performance sites that offer
kits and performance modifications. You will often find supercharger recommenda-
tions and suggestions for belt ratios. After you have selected the basic blower, set

the Boost Limit (wastegate pressure) to the desired level (use 10psi if you’re not
sure). Next select the Belt Ratio and set the Internal Gear Ratio to the values used
by the manufacturer (many centrifugal blower run with approximately 2.5:1 external
Belt Ratios and 3.5:1 Internal Gear Ratios). Finally, you’ll need to analyze how
much airflow the blower is delivering to the engine by viewing the manifold pres-
sure curve (right-click the rpm-based graph on the top, right of the main program
screen and assign Boost Pressure to either the Y1 or Y2 axis).
Inspect the manifold pressure curve for the rpm point at which the pressure
reaches the maximum boost pressure. Check that the supercharger you have se-
lected, in fact, reaches the wastegate relief pressure chosen in the Boost Limit
field.
Note: The simulation can display either Boost Pressure and/or Absolute Pres-
sure. If the graph pressure curve is an absolute pressure plot, remember
to subtract ambient pressure to determine the boost level (for example, an
absolute pressure of 25 psi would indicate a boost pressure of about 10psi;
25psi absolute minus 14.7psi ambient equals 10.3psi boost).
If the maximum-boost rpm point occurs considerably late in the rpm range, or
if the boost pressure never reaches the Boost Limit, increasing the Belt Ratio or
installing a larger supercharger may solve the problem. On the other hand, if the
pressure curve rises early in the rpm range, or the Surge or Overspeed indicators
are lit, try decreasing the Belt Ratio or installing a smaller supercharger.
Selecting a Roots or Screw Supercharger—Roots or Screw-type supercharger

selection involves only two parameters: the flow volume and the Belt Ratio (these
superchargers usually do not have internal overdrive gear boxes). The compressor-
flow volume is fixed in the design of the supercharger and is indicated in the blower
menu as a volume-per-revolution value.
Inspect the manifold pressure
curve (use the Graph Op- Manifold Pressure Graph
tions Menu to assign boost
pressure to either the Y1 or
Y2 axis) for the rpm point at
which the pressure rises to
the maximum boost pressure.
This display will show you
if, in fact, the selected turbo
reaches the wastegate relief
pressure set in the Boost
Limit field. Here, the green
curve indicates that a boost
pressure of about 19psi is
reached at about 5000rpm.

Roots Supercharger
The roots supercharger is a
positive displacement “pump.”
It really doesn’t compress air,
rather it pushes “measured
chunks” air into the engine.
It employs 2 or 3 counter-
rotating lobes to capture a
fixed volume of air per revolu-
tion and deliver it to the intake
manifold. Unlike the compres-
sors of the turbocharger and
centrifugal supercharger, a
positive displacement su-
percharger pumps a steady
amount of air for every revo-
lution. When properly setup,
it can deliver “instant boost”
even at low speed. This com-
pact setup is a Jackson high-
boost system for the Honda
Civic Si.
To find the optimum Roots/Screw supercharger for your engine, first select a
supercharger from the menu. For help in making an initial selection, consult with
the manufacturer’s website or visit the numerous performance sites that offer kits
and performance modifications. You will often find supercharger recommendations
and suggestions for belt ratios. After you have selected the basic blower, set the
Boost Limit to the desired level. Remember that the Boost Limit is simply the
blowoff-valve pressure; the maximum pressure limit for the induction system. The
Boost Limit is not the “guaranteed” pressure the blower will generate; improper
sizing or belt ratios, even altitude will lower maximum blower pressures. Next se-
lect the Belt Ratio recommended by the manufacturer (many Roots blowers use
Belt Ratios of 1.0- to 1.5:1, while Screw superchargers use approximately 1.5- to
2.0:1). Finally, you’ll need to analyze how much airflow the blower is delivering to
the engine by viewing the manifold pressure curve (right-click the rpm-based graph
on the top-right of the main program screen and assign Boost Pressure to either
the Y1 or Y2 axis).
Inspect the manifold pressure curve for the rpm point at which the pressure
rises to the desired level. For optimum efficiency, make sure that the roots or
screw supercharger you have selected does not quite reach wastegate pressure
(Boost Limit) within the usable rpm range of the engine (if it does, you may need
to select a smaller blower or reduce the Belt Ratio). However, manifold pressure
should reach a sufficient level to provide the desired performance improvement.
Note: The simulation can display either Boost Pressure and/or Ambient Pres-
sure. If the graph pressure curve is an absolute pressure plot, remember to

Screw Supercharger
The screw compressor (like

this model from Whipple)
uses a positive-displace-
ment design for excellent
low-end torque as well as
high efficiency for good top-
end horsepower.
subtract ambient pressure to determine boost pressure (for example, an abso-

lute pressure of 25 psi would indicate a boost pressure of about 10psi—25psi
absolute, minus 14.7psi ambient, equals 10.3psi boost).
If the desired boost pressure occurs considerably late in the rpm range or the
desired pressure is never reached, try a larger supercharger or increase the Belt
Ratio. On the other hand, if the pressure curve rises too quickly, or the Boost Limit
pressure is reached within the usable rpm range of the engine, decrease the Belt
Ratio or install a smaller supercharger.
Note: The Overspeed indicator works with all superchargers (all turbos and
other compressors that have published max-rpm data). Surge and Choke
indicators are not active when Roots or Screw superchargers are used.
Intercoolers
One of the drawbacks to any method of supercharging is the resulting increase

in induction-gas temperatures. High boost pressures can quickly raise charge
temperatures more than 200-degrees(F)! These higher temperatures, common on
blowers with pressure ratios of 2.0 or higher, cost more than just lost horsepower.
Higher temperatures can lead to detonation, increase octane requirements, and
usually require a reduction in ignition timing advance. While induction cooling can
improve performance directly from increased charge density (more oxygen and fuel
per unit volume of inducted charge), the additional benefits of reduced detonation
and increased reliability make charge cooling an attractive addition to any super-
charged high-performance engine.
Charge cooling is accomplished in the same way that heat is removed from the
engine. A radiator, called an intercooler, is placed in the pressurized air ducting
between the supercharger and the intake manifold. The efficiency of an intercooler
determines how much of the heat generated by charge compression is removed. The
lower the efficiency of the intercooler, the less heat is removed from the induction

Intercooler And Pressure-Drop Menu
The simulation includes an Inter-

cooler model that can be activated
with any forced-induction system.
An intercooler reduces high induc-
tion temperatures that can sub-
stantially reduce performance. The
Intercooler is selected from a menu
that indicates efficiency; 100% ef-
ficiency reduces induction tempera-
ture to ambient. An IC PressureDrop
menu shows an estimated pressure
drop value based on the Intercooler
efficiency (due to increased charge
density from charge cooling).
charge. An efficiency of 100% removes all extra heat (brings charge temperature
down to ambient). An efficiency of over 100% (reduces charge temperatures below
ambient) is possible with water or ice. Everything from outside air to ice water and
even evaporating pressurized liquefied gas (like Freon or nitrous oxide) have been
used to remove heat from an intercooler. The ballpark efficiencies for these devices
are:
Air-To-Air 40% Air-To-Cooler Ducted Air 50%

Air-To-Water 75% Air-To-Cooled Water 100%
Air-To-Ice Water 120% Air-To-Evaporating Liquid 120+%
Higher induction tem-
Intercoolers: The “Secret” To Supercharging Power peratures, common on
blowers with pressure
ratios of 2.0 or higher,
can cost horsepower
and reliability. An
Intercooler cools the
inducted air the same
way that heat is re-
moved from the engine
itself: with a radiator.
Intercooling is the key
to power and reliability
in high-boost systems.

Intercooled VW Golf
Here’s a great ride! This

turbocharged Golf uses a
generously-sized intercooler.
Note the cold-air inlet ducted to
the hood/cowl. The clear front
end is awesome—this shot was
taken with the hood closed!
The simulation includes an intercooler model that can be activated with any
forced induction system. Simply double-click on the Intercooler field and select an
intercooler efficiency from the drop-down list (or directly enter a custom value).
Every intercooler will produce a pressure drop generated by its restriction and
the increased charge density within the intercooler. This pressure drop is usually
small—in the range of 1 to 3 psi. You can adjust the Intercooler Pressure Drop by
selecting a value from the IC Pressure Drop menu, or let the simulation automati-
cally calculate an estimated pressure drop value based on the selected Intercooler.
Note-1: The IC Pressure Drop occurs after the Intercooler, so the Boost Limit
may need to be increased to obtain the desired boost pressure at intake valve.
Note-2: When methanol evaporates, it cools the intake charge more than gaso-
line (the latent heat of vaporization of methanol is much greater than gasoline
and the volume of methanol used is also greater). Therefore, intercooling is
less effective when methanol is used (especially if it is injected well before
the intake valve in the intake runners, allowing the fuel to fully atomize and
drop in temperature).

Camshaft Category
Camshaft Category
The Camshaft Category establishes

one of the most important specifica-
tions in the engine: Intake And Ex-
haust Valve-Event Timing that dictates
the beginning and ending of all four
engine cycles. The Camshaft Category
organizes and labels the numerous
timing specifications that define cam
design and helps you visualize their
effect on engine performance. In ad-
dition, the simulation includes many
features and tools that will help you
find optimum cam-timing for just about
any engine application.
THE CAMSHAFT CATEGORY

Applies To FE and WA Simulations, Except as Indicated
The Camshaft component category lets you select and modify one of the single
most important components of the engine. For many enthusiasts and even profes-
sional engine builders, the subtleties of cam timing defy explanation. And, consid-
ering the various “standards” of measurement and pervasive advertising hype, the
reason for the confusion is understandable.
The camshaft is often called the “brains” of the engine, directing the beginning
and ending of all four engine cycles. Even with a good understanding of engine
systems, the interrelatedness of the dynamic processes within the IC engine can
make the results of cam timing changes read like a mystery. In many cases there
are only two ways to determine the outcome of a modification: 1) run a real dyno
test, or 2) run a simulation of the flow dynamics of the engine. Since the camshaft
directly affects several functions at once, e.g., the flow of the exhaust and intake
gases, the reverse (or reversion) flow in intake and exhaust passages, cylinder

Camshaft Category
pressures, etc., using a computer engine simulation is the only practical way to
keep track of all these variables and accurately predict the outcome.
The Camshaft Category: A Quick Overview
The Camshaft Category in this Version-6 simulation has several enhancements

over previous program versions. The most important changes are: 1) The use of
new algorithms (collectively called the “Fitter”) that mathematically generate very
precise valve lift data used by simulation, and 2) 0.050-inch valve timing (second-
ary timing points) are used, along with primary (seat-to-seat) timing values, as the
“controller” of lifer and valve acceleration rates. If you wish to change the cam/lifter
acceleration, you use the same methods as all cam manufacturer's: by changing
the primary and secondary valve timing. As a result, valve acceleration rate fields
are now measured values (will only change when cam timing is changed). The
overall result of these changes is that entering and testing camshaft specs better
represents real-world camshaft design and testing practices.
We will explore all the features available the Camshaft Category in this chapter,
however, let’s begin by looking at basic cam data input and the analysis provided
The Camshaft Category is divided into

two functional groups: 1) Cam Modeling Data Input, True Data From Sim
Data In, From User Input, and 2) Cam
Modeling Results, Measured During Sim
Calculations. The Data In group contains
the input fields you use to specify the
desired timing, lift and other values for Cam Modeling Input
the current camshaft (or multiple cam-
shafts in VVT...variable valve timing...
applications). These data-input fields
are displayed in Cyan (in the default
color scheme). In the Results group,
the simulation displays the outcome of
a mathematical analysis of input data
and gives you precise feedback about
possible problems or inconsistencies.
If the Data In matches the Data Out, the
camshaft was precisely modeled (to
within 0.5 crank degrees) and this data
was used to actuate valve motion within
the simulation run. Details on how to get
the most from the new Camshaft Cat- Cam Modeling Results
egory are provided in this section of the
User Manual.

Camshaft Category
by the new Fitter algorithms.
The Camshaft Category is, overall, divided into two groups: 1) Cam Modeling
Data In (user input) located in the upper portion of the category, and 2) Cam
Modeling Results (true timing measured during the simulation run) shown in
the lower part of the category. The Data In group displays the desired cam timing,
lift and other values for the camshaft (or multiple camshafts in VVT...variable valve
timing...applications). This camshaft data-inputs are displayed in Cyan (for the default
color scheme). The Results group displays an analysis of camshaft data measured
during the simulation run, including feedback about cam modeling accuracy and pos-
sible issues or inconsistencies. If the displayed Data In values match the Modeling
Results, the camshaft was precisely simulated (to within 0.5 crank degrees) and
the generated valve-lift curve will exactly pass through the primary and secondary
timing points and the point of maximum lift.
The Results group shows the actual, measured timing and duration values for the
currently simulated camshaft. If you compare the (Valve)—Primary (0.006-in) Timing
values in the Modeling Input group with the measured (Valve)—Timing @ 0.006-in
Valve Lift in the Measured Values group, the values should match (as should the
0.050-inch timing values). If they do, it means that the requested cam timing was
exactly simulated. If there are differences, one or more of the Camshaft Ramp
Dynamics indicators may turn yellow or red (details of cam modeling problem(s)
can be found in the Simulation Log; open the Log from the Simulation menu; at
the top of the main program screen). Yellow (or in severe cases, red) indicates
The camshaft is a round
shaft incorporating cam Cam Lobe Basics
lobes. The base circle diam-
eter is the smallest diameter
of each lobe. Clearance e- Open Duratio
ramps form the transition to Valv n
Lobe Centerline
the acceleration (or flank)
ramps. The lifter accelerates Nose or Toe
up the clearance and accel-
Lifter
eration ramps and contin-
Rise
ues to rise as it approaches
Ope leration
on
Aec
the nose, then slows to a Acceleration

lerati
Acceleration
ning
Acce g
stop as it reaches maximum Ramp

Closin
Ramp
lift, often at the lobe center-

line. Maximum lifter rise is
determined by the height of
the toe over the heal. Valve- Clearance Clearance
open duration is the number Ramp Ramp
of crankshaft degrees that

the valve or lifter is held Rot
ation
above a specified height Foot or
(usually 0.006-, 0.020-, or Heel
Base Circle
0.050-inch). A symmetric Diameter
lobe has the same opening
and closing lift profile.

Camshaft Category
that it was not possible for the simulation to produce a lift curve with precisely the
valve-event timing that was requested.
Before we delve more deeply into the Camshaft Category and cam modeling
in the simulation, it’s essential that we cover 10-point cam timing vs. lobe-profile
timing.
Cam Basics
Most camshafts are steel or iron shafts with eccentric lobes. They are mechani-
cally driven by the crankshaft, typically by a chain or gear train and are usually
rotated at one-half crank speed. Lifters (or cam followers)—and for in-block cam
locations, pushrods, and rockerarms—translate the rotary motion of the cam into
an up-and-down motion that opens and closes the intake and exhaust valves. This
entire assembly must function with high precision and high reliability. Street engines
driven hundreds-of-thousands of miles operate their valvetrain components multiple
billions of cycles. And after all that use, if the overall camshaft and valvetrain em-
body a solid design, a precision measurement will detect only negligible wear!
The camshaft controls valve opening and closing points by the shape and rota-
tional “index” of the lobes (position relative to each other and the crankshaft). Most
cams are ground to a precision well within one crankshaft degree, ensuring that
valves actuate exactly when intended. However, timing variations of several degrees
Valve-Motion Diagram Shown In The CamManager™
The best way to visualize camshaft timing in a running engine is to picture this “twin-
hump” Valve-Motion diagram (drawn “on the fly” in the CamManager™). You can see
valve motion for the exhaust lobe on the left and the intake lobe on the right. Also
illustrated are the valve-timing points, duration, valve overlap, valve lift, centerlines,
lobe center angle, and “ideal” engine-cycle timing, all relative to TDC at the center of
the drawing. Study this picture and the text in this section to help you visualize the
intricacies of cam-timing specifications.

Camshaft Category
Published Cam Timing Specs
Long before engine simulations were
widely used, cam manufacturers estab-
lished a methodology for identifying and
classifying camshafts. Unfortunately,
some of these “catalog” specs can be
misleading. But the trend is toward pub-
lishing exact valve-event timing for both
seat-to-seat and 0.050-inch timing meth-
ods (and even at additional lift points, like
0.100 or 0.200). Many cam manufactur-
ers publish timing data for their entire
camshaft line on the web. In fact, since
printed catalogs are typically updated
yearly, web postings tend to be more
timely, including their latest cam develop-
ments.
often develop in the cam drive, especially in chain-drive systems (racing gear drives
typically reduce variations to within two crank degrees or less of indicated timing).
Camshaft lobe height (heal-to-toe) and the multiplying ratio of rockerarms (if used)
less any valve lash determines how far valves will lift off of the valve seats. The
rates at which the valves are accelerated open and then returned to their seats
are also “ground into” cam lobe profiles. Only a very specific range of contours
will maintain stable valve motion, particularly with high-lift, racing profiles. Unstable
profiles or excessive engine speed can force the valvetrain into “valve float” or other
instabilities, resulting in component and/or engine failure.
Valve Events
And Event-Timing Standards
There are six “basic” cam timing events ground into cam lobes. These points
control the following events:
1—Intake-Valve Opening (IVO) 2—Intake-Valve Closing (IVC)

3—Exhaust-Valve Opening (EVO) 4—Exhaust-Valve Closing (EVC)
5—Intake-Valve Maximum Lift 6—Exhaust-Valve Maximum Lift
The first four basic timing points (IVO, IVC, EVO, EVC) pinpoint the “true” begin-
ning and end of the four engine cycles and dictate when the phase of the piston/
cylinder mechanism changes from intake to compression, compression to power,
power to exhaust, and exhaust back to intake. These six points can be “adjusted”
somewhat (we’ll discuss which and how events can be altered in the next section),
but for the most part they are fixed by the design of the cam.
Several other timing points are often used, but they are always derived from the
above, six events. Common derivative events are (discussed more later):

Camshaft Category
7—Intake Duration 8—Exhaust Duration

9—Lobe-Center Angle (LCA) 10—Valve Overlap
11—Intake-Center Angle (ICA) 12—Exhaust-Center Angle (ECA)
Almost all of these valve-timing events can be measured and modeled in several
ways. The most common methods are used in the simulation and are described
below.
Seat-To-Seat (VALVE) Timing
This valve-event timing method measures the valve events in degrees—relative

to piston position—when the valve has only just begun to rise or has almost
completely returned to the valve seat. While, there is more than one “standard”
seat-to-seat measuring method used in the automotive industry, these are the
most common timing methods at which both intake and exhaust valve-events
are said to begin or end:
0.004-inch LIFTER Rise (SAE Standard)
0.006-inch VALVE Rise (SAE Standard)
0.007-inch open/0.010-close VALVE Rise
0.010-inch VALVE Rise
0.020-inch LIFTER Rise (sometimes used in solid-lifter applications)
The valve-event timing measured using these methods is meant to approximate

the actual valve “opening-and-closing” points that occur within the running engine.
Because of this, seat-to-seat valve events are often called the advertised or running
timing. The simulation uses this event information to fix the beginning and end of
Seat-to-seat timing measures valve-event Seat-To-Seat Timing Method

timing—relative to piston position—when
the valve has just begun to open (usu-
ally at 0.006-inch valve rise). This is
measured during engine assembly by
positioning dial indicators on the valve-
spring retainers and measuring valve
rise, which is the most common defini-
tion of seat-to-seat timing. Timing specs
measured using these methods are
meant to approximate the actual valve
opening and closing points that occur
within the running engine. Because of
this, Seat-To-Seat valve events are often
called the running (or advertised) timing.

Camshaft Category
0.050-Inch Timing
The 0.050-inch Lifter (LOBE) Rise valve-
event timing measures timing (relative
to the crankshaft) when the lifter has
risen 0.050-inch off of the base circle of
the cam. In the setup pictured here, a
dial indicator is positioned on an intake
lifter; the 0.050-inch timing point can
now be read directly off of the degree
wheel attached to the crankshaft. Note
that valve lash and rocker ratio play no
part in LOBE Timing measurements.
Lobe-lift timing was not originally meant
to approximate the valve opening and
closing points, instead its purpose was
to permit accurate cam installation. But
now it is commonplace to use both Pri-
mary and Secondary timing to evaluate
the appropriateness of camshaft for any
application.
mass flow into and out of the ports and cylinders, a crucial step in the process of
determining cylinder pressures and power output.
Note: While there is an accepted seat-to-seat measuring standard (the SAE
0.004-inch Lifter Rise or 0.006-inch Valve Rise methods), unfortunately there
is also a great deal of variation from this standard among cam manufacturers
for “cataloging” or “advertising” purposes. These variations can easily confuse
anyone trying to determine actual timing specifications. If you use the seat-
to-seat timing specs that fall into any of the categories discussed above, you
should obtain accurate results. Any seat-to-seat timing specifications obtained
at substantially more or less than 0.006-inch Valve Rise will not produce ac-
Primary (0.006-in) and Secondary (0.050-in) Cam Timing Data Entry
The simulation requires both Primary (0.006-inch Valve Lift) and Secondary (0.050-inch
Lobe Lift) cam-timing points. These data entry fields are shown cyan, above. Both
groups of valve-timing events (and lift, rocker ratio and valve lash) are needed to per-
form a simulation and calculate the Measured Timing values displayed in the lower
portion of the Camshaft Category (shown earlier in this section).
Camshaft Category
Extrapolating Seat-To-Seat Event Timing
Pressing the ->STS button in the

Camshaft category will extrapolate
new/updated Seat-To-Seat valve-
event timing from the current
0.050-in Secondary values. Use this
feature if you only have access to
0.050-in lobe-lift timing data for a
particular camshaft.
curate results when using 10-Point cam timing values (discussed below).
0.050-Inch (LOBE) Timing
This timing method is widely used and has been standardized by cam manu-
facturers. 0.050-inch cam timing points are always measured at: 0.050-inch
LIFTER Rise for both the intake and exhaust valves.
This measurement technique was not originally introduced to help evaluate valve
opening-and-closing events, valvetrain acceleration, or cam suitability for a particular
application. Rather it was intended to be used as an accurate index of cam-to-crank
position during cam installation. Because of this, it is based on the movement of
the cam follower (lifter) rather than the valve, eliminating valve lash and rocker ratio
when measuring cam-to-crank timing. Since the follower will be positioned within the
cam acceleration ramp at 0.050-inch lobe lift, and will have begun rapid movement
up the lobe flank, using this point provides good way to verify the precise rotational
index of the camshaft relative to the crankshaft. Although 0.050-inch valve timing
events do not pinpoint when the intake and exhaust valves open or close, they
provide valuable data for the simulation to mathematically model acceleration rates
and to generate an accurate valve lift curve.
Important Note: Keep in mind that 0.050 Lobe Lift points (also called Secondary
Timing) do NOT change when the rocker ratio or valve lash are altered. These
timing points are measured on the cam follower, and only the lobe shape, lifter
design, and the rotational-index between the cam and the crankshaft (ICA or
ECA) will change Secondary Timing.
If you only have access to 0.050-inch timing data for a particular camshaft, you
can still model the valve timing (albeit with somewhat reduced accuracy). Use the
Convert To STS Timing (->STS) button to have the simulation extrapolate a “best
guess” of seat-to-seat timing from the current 0.050-in Secondary values.
Note-1: To optimize accuracy, whenever possible, use the cam manufacturer’s

Camshaft Category
10-Point Cam Timing Data
Maximum Lift At
Calculated
Lobe
Centerline
(assuming
symmetric
profile) Lifter
Rise
0.050-inch 0.050-inch
Timing Timing
Point Point
0.006-inch
“10-Point” Cam Data consists of valve- 0.006-inch
Closing Opening
event timing for both the intake and Point Point
exhaust lobes at both seat-to-seat and Rot

ation
0.050-inch timing points. These eight
values, plus the maximum lift of each 10-Point Lifter Acceleration Is
lobe, produce 10-data points for each Derived From Seat-To-Seat and 0.050-Inch
camshaft. The simulation uses 10-Point Opening and Closing Points, And
The Maximum Lift Of Each Lobe
data to generate a valve-motion curve.
published Seat-To-Seat and 0.050-in Timing values as the basis for 10-Point
cam simulations.
Note-2: Using the ->STS feature is never needed if you are importing Lobe
Profile files, since both Seat-To-Seat and 0.050-in Lift points are obtained by
direct measurement of the imported profile data. More information about 10-Point
cam modeling and how it differs from Lobe-Profile modeling is presented next.
10-Point And Lobe-Profile Cam Data
The simulation can use two distinct methods of modeling cam events and gen-
erating a valve-motion curve. They are based on: 1) 10-Point Cam Data, or 2)
Lobe-Profile Data. Here is a quick overview of these methods and how they are
used to complete a simulation:
10-Point Cam-Data (CamFiles) consists of Valve-Event and Lobe-Event Timing

for both the intake and exhaust lobes. These eight values, plus the maximum
lift of each lobe, produce 10-data-points for each camshaft. The simulation
uses this 10-Point data to accurately extrapolate the entire valve-motion curve.
Profile Lobe Data (Profile Files) contain a virtual “blueprint” of cam lobes.
While Profile Files may differ in their content depending on what measuring
apparatus was used to analyze cam lobe shapes, they all contain lobe-lift
data recorded at discrete rotational increments, typically at each degree of
cam rotation (360 points). This profile data can be used as the basis for a
valve-motion curve (only interpolation is needed to determine the exact valve
lift for any crank positions “between” recorded values in the profile file). Ad-
ditional information on using and importing Lobe Profile Files is presented
later in this chapter.

Camshaft Category
Lobe-ProFile Data
Maximum Lift
Point Is Defined
To Be Cam Lobe
Centerline Lobe Lift Is Measured
At Each Degree
Of Cam Rotation
s ured Duratio
ea n
M
Lifter Fall Lifter Rise
Determines Determines
Valve Duration Valve Duration
Closing Point Opening Point
(0.020-inch (0.020-inch
is common is common
on many Profile data is made up of lobe-
on many Ro t
solid-lifter
ation solid-lifter
cams)
lift data recorded at, usually, each
cams)
degree of camshaft rotation (by in-
stalling the cam in a special fixture
designed for this recording pro-
cess). The simulation can use this
Lobe Profiles Are Directly Measured
At Each Degree Of Camshaft Rotation data to determine valve positions at
any point during the simulation.
You may be asking, “Since the simulation can read Lobe Profile files, why use
any other “less precise” cam-data in a simulation”? The answer is: While cam
profiles do contain the most accurate valve-motion data for a specific camshaft,
using them in an engine simulation has some limitations. When a profile data set
is used, modifying individual valve-opening or closing points is next to impossible.
For example—just as in the real world—you can advance and retard profile data
(for each lobe), change lash, rocker ratio, and that’s about the end of your tuning
options. If you would like to test different intake timing (IVO, or IVC independently),
your only option is to import a completely different profile using new timing values.
Since individual valve-event timing is “baked into” profile data, it can’t be easily
changed without “corrupting” the original profile shape. When it comes to profile
When Cam-Profile data is being used

Profile Data Conversion To 10-Point on the intake and/or exhaust valve,
it is indicated in the Modeled From
field. If you would like to use modified
valve-event timing, profile data must
be converted to 10-Point timing using
Profile Data Used the Convert To 10-Point (->10-pnt) but-
ton. When the conversion is complete
(engine power should be very similar
if the conversion process was suc-
cessful), you can modify any timing
point and test its effect on engine
output.
Convert to 10-Point Timing

Camshaft Category
files, testing various cam-timing combinations requires loading completely different
profiles, much the same way you would install a different cam in a real-world dyno
test.
The Best Of Both Worlds
10-Point cam data can make cam simulation testing a lot more versatile, especially
when you are searching for optimum cam timing for a new application; one for which
you may not have done extensive testing or research. 10-Point data sets are just
that, 10 data points that the simulation uses to extrapolate a full valve-motion curve
(in effect, a new “profile” data set) that establishes valve lift at each crank degree
during the simulation process. The 10 points used are: IVO, IVC, EVO, and EVC,
at both (SAE standard) 0.006-in valve lift and 0.050-in lobe lift points...that’s 8 data
points...plus the maximum lift for each lobe; that's 10 data points. This data, readily
available on manufacturer's “cam cards,” cam catalogs and websites, is analyzed
by the Fitter routines in the simulation to derive lobe and valve lift curves using a
sinusoidal dynamics model that exactly passes through all 10 timing points.
Note: The simulation can also model any cam from any manufacturer using any
Primary and Secondary lift heights. The Calculate/Analyze Cam Timing Using
Any Lift Height group at the bottom of the Camshaft Category can convert
any duration measured at any lift height to the SAE standard lobe and valve
events used in the simulation. Details of this feature are provided at the end of
this section of the User Manual (just before the section The CamManager™).
Since both Dynomation6 and DynoSim6 use the Fitter algorithm “on-the-fly” to
derive valve-lift curves from event timing, you are free to alter any timing point and
instantly see how it affects engine performance. You can quickly change any valve
event, lift, or advance/retard timing and test the effects on engine performance.
When you have completed your testing, you can: 1) Use the CamManager™ to
automatically search through a 10-Point camfile library to locate “real” camshafts
with published data that closely matches your test timing, or you can 2) Find cam-
CamDisk™ for Dynomation6, included

on the Dynomation CD, includes over
CamDisk™ For Dynomation6
6000, 10-Point CamFiles. Using the
CamManager™ and the Quick and
ProIterator™, Dynomation6 can automati-
cally locate optimum profiles for virtu-
ally any application. Install the CamDisk
library AFTER Dynomation6 has been
installed on your computer.

Camshaft Category
Camshaft Type Menu
Several “generic” 10-Point cam

data-sets are included in the Cam
Type drop-down menu. They are
separated into two groups, cams
for 2-valve engines and cams for
4-valve engines. In addition, you
can easily input any custom tim-
ing and valve-lift specifications.
profile data sets that have event timing close to the discovered optimum. In both
cases, using 10-Point cam timing facilitated finding best cam for your application.
The following several sections discuss how 10-Point cam files are loaded, tested,
and manipulated in the Camshaft Category and in the CamManager™. Importing
Lobe Profile Files is also discussed in detail. Even if you were planning on using
Lobe Profile data almost exclusively, we suggest that you read the following sec-
tions on 10-Point timing. The information may help you improve your ability to test
and locate optimum cam combinations for your test engine.
10-Point Generic Camshaft Menu Selections
The Cam Type menu in the Camshaft category contains 18 “generic,” camshafts
(modeled using 10-Point timing data; see the previous section for an introduction
to 10-Point cam timing) separated into two groups: Cams for 2-valve engines and
cams for 4-valve engines. Since 2- and 4-valve applications can differ significantly in
valve lift, and to some extent duration, the menu arrangement will help you quickly
select a starting-point cam on which to base further testing.
When using any of these camshafts, the lift and timing data is loaded into the
appropriate fields in the Camshaft category. In addition, the Intake and Exhaust
Centerlines, the Lobe Center Angle, the Intake and Exhaust Valve Duration,
Valve Overlap and other cam-related data is measured by the Fitter (after the
simulation is has been completed) and displayed in the lower portion of the Cam-
shaft category.
A general description of each cam in the Cam Type menu is provided in the
next section.
2- And 4-Valve (Non-VVT) Cam Selections
2- And 4-Valve, Stock Street/Economy Cams

Camshaft Category
These first cam selections are OEM-replacement street cams for 2- and
4-valve engines. The lifter acceleration rate falls between 2.51 and 2.83 (on
a 1.00-to-7.00 scale), which indicates that valve motion for these cams fall in
the range of stock OEM to mild street performance applications. Rated valve
lift is 0.510/0.510-inch for 2-valve engines and 0.305/0.305-inch for 4-valve
engines (intake/exhaust).
The EVO timing maintains combustion pressure late into the power stroke
and early IVC minimizes intake flow reversion. Late IVO and early EVC produce
38 degrees of overlap for 2-valve engines and 11-degress for 4-valve engines,
enough to harness some scavenging effects but limited enough to prevent
severe exhaust gas reversion into the induction system. The characteristics of
these cams are smooth idle, good power from 600- to 5000-rpm for 2-valve
engines and typically between 1500- and 6500-rpm for 4-valve engines. These
generic cams produce good fuel economy and work well in high-torque-demand
applications.
2-Valve And 4-Valve High-Performance Street Cams

These profiles are designed to simulate high-performance “street” camshafts
for 2- and 4-valve engines. These cams produce lifter acceleration rates between
3.10 and 3.32, indicating that valve motion falls in the range of a typical, mild,
street-performance camshaft. Rated valve lift is 0.552 / 0.552-inch for 2-valve
engines and 0.432 / 0.435-inch for 4-valve engines (intake/exhaust).
This camshaft uses relatively-late EVO to fully utilize combustion pressure
and early IVC minimizes intake flow reversion (can be a serious problem on
4-valve engines, since low-lift flow can be substantial when both valves are
Cam timing events, lift, and

Non-V V T Cam Modeling more are displayed in the
Camshaft Category on the
Main Program Screen. Cam
specifications shown in
Light Blue can be changed
with a mouse click. Since
the engine being modeled in
this photo uses a 10-Point
cam model, all remaining
cam specifications can be
modified both in the Cam-
Shaft Category and in the
CamManager™. Note this
cam uses non-variable timing
as shown by an unchecked
V-V-T Enable box.

Camshaft Category
open and expose large curtain areas). IVO and EVC produces between 54- and
60-degrees of overlap; profiles clearly intended to harness exhaust scavenging
effects. The modestly-aggressive overlap allows some exhaust gas reversion
into the induction system at lower engine speeds, affecting idle quality and
low-speed torque. The characteristics of these cams are fair idle, good power
from 1800- to 6000-rpm in 2-valve engines and between 2200- and 7500-
rpm in typical 4-valve engines. Good fuel economy is still a by-product of the
relatively “mild” cam timing. Both High Performance Street cams can be used
with higher acceleration rates (typically up to about 4.00) to model more ag-
gressive profiles.
2-Valve And 4-Valve Dual Purpose Street/Track Cams

These profiles simulates high-performance aftermarket camshafts designed
for street and mild track applications in 2- and 4-valve valve engines. These
cams produce lifter acceleration rates of approximately 3.90, indicating that
valve motion falls in the range of a high-performance street and mild racing.
Rated valve lift is 0.608 / 0.614-inch for 2-valve engines and 0.472 / 0.457-
inch for 4-valve engines (intake/exhaust).
EVO timing on this camshaft is beginning to move away from specs that
would be expected for optimum combustion pressure utilization, with more of
an emphasis on blowdown and minimizing exhaust-pumping losses. The later
IVC attempts to strike a balance between harnessing the ram effects of the
induction system while minimizing intake flow reversion. IVO and EVC produce
63- to 65-degrees of overlap, profiles designed to harness exhaust scavenging.
The modestly aggressive overlap allows some exhaust gas reversion into the
induction system at lower engine speeds, affecting idle quality and low-speed
All-out drag-racing
Drag-Racing, High-Speed Cam Modeling cams for 2- and 4-valve
engines are designed to
optimize power on larger
displacement engines at
very high engine speeds
with large-tube, open
headers, and high com-
pression ratios. These
camshafts are often not
effective in small dis-
placement engines.

Camshaft Category
torque (can be a more substantial issue on 4-valve engines, since low-lift flow
can be substantial when both valves are off their seats and expose large cur-
tain areas). The characteristics of this cam are lopey idle, good power from
2500- to 6500-rpm in 2-valve engines and between 2500- and 7800-rpm in
typical 4-valve engines. These cams develop considerable power at higher
engine speeds and are especially effective in lightweight vehicles.
2-Valve And 4-Valve Drag-Race/Circle-Track (And Road-Racing) Cams

These profiles are designed to simulate competition, aftermarket camshafts
for 2- and 4-valve engines. These cams produce lifter-acceleration rates of ap-
proximately 4.30, indicating that valve motion lies in the range normally used
in competition-only engines. Expect somewhat reduced valvetrain life. Rated
valve lift is 0.656 / 0.640-inch for 2-valve engines and 0.472 / 0.457-inch for
4-valve engines (intake/exhaust).
EVO timing places less emphasis on utilizing combustion pressure and
more emphasis on beginning early blowdown to minimize exhaust-pumping
losses. The later IVC attempts to strike a balance between harnessing the
ram effects of the induction system while minimizing intake flow reversion. IVO
and EVC produce 91-degrees of overlap (60-degrees for 4-valve engines) to
harness exhaust scavenging. This aggressive overlap is designed for higher
engine speeds with open headers and allows exhaust gas reversion into the
induction system at lower rpm, affecting idle quality and torque below 3000- to
4000-rpm. The characteristics of these cams are very lopey idle, good power
from 6600 to 8600rpm in 2-valve engines and between 3000- and 8000-rpm
in typical 4-valve engines, with little consideration for fuel economy. These
cams develop substantial power at higher engine speeds and are especially
effective in lightweight vehicles.
Optimizing power on very-large

2-Valve ProStock Camshafts displacement engines at high
engine speeds and with high
compression ratios, requires
EVO timing that focuses on early
blowdown to minimize pumping
losses. Late IVC helps harness
the full ram effects of the induc-
tion system while relying on
intake pressure wave tuning to
minimize intake-flow reversion.

Camshaft Category
2-Valve And 4-Valve Drag-Race/High-Speed Cams
These cam profiles simulate aftermarket high-performance competition cam-
shafts for 2- and 4-valve engines. These cams produce lifter-acceleration rates
between 3.94 to 4.60, valve motion that falls in the range normally used in
competition-only engines. These camshaft produce good power while sacrific-
ing some valvetrain life (especially considering the 2-valve cam acceleration
rates of 4.60). Rated valve lift is 0.692 / 0.692-inch for 2-valve engines and
0.488 / 0.472-inch for 4-valve engines (intake/exhaust).
All timing events on this camshaft are designed to optimize power on larger
displacement engines at very high engine speeds with large-tube, open head-
ers, and high compression ratios. This camshaft may not be effective in small
displacement engines. EVO timing places the utilization of combustion pressure
on the “back burner” and focuses emphasis on beginning early blowdown to
minimize pumping losses during the exhaust stroke. This technique will help
power at very high engine speeds, especially on 2-valve, large-displacement
engines that do not easily discharge the high volume of exhaust gasses they
produce. The late IVC attempts to harness the full ram effects of the induction
system while relying on intake pressure wave tuning to minimize intake-flow
reversion. IVO and EVC produce 104-degrees of overlap (71-degrees for
4-valve engines), a profile that is clearly intended to utilize exhaust scavenging
effects. This very aggressive overlap seriously affects idle quality and torque
below 4500rpm. A 5000rpm stall torque converter is recommended for auto-
matic transmission applications. The characteristics of this cam are extremely
lopey idle, good power from 4500 to 7200rpm in 2-valve engines and between
5000- and 9500-rpm in typical 4-valve engines, with no consideration for fuel
consumption.
2-Valve ProStock/Max-Power Cam (modeled after CompCams 11-728-9)

This profile is designed to simulate an all-out, maximum-power competition
camshaft for 2-valve engines (because of the inherent better breathing in a
4-valve design, a cam of this design—an all-out attempt to generate maximum
blowdown at the very highest speeds—is not necessary). This cam uses
roller-solid lifters and produces an acceleration rate of 5.40, indicating that
valve motion falls in the high range normally used in competition-only engines.
Valvetrain loads will be substantial, and frequent replacement of valvesprings
and other components may be required. Rated valve lift is 0.867-inch for the
intake and 0.816-inch for the exhaust.
This ProStock cam is designed for one thing: maximum power at all costs.
It is designed to optimize power on very-large displacement engines at very
high engine speeds with large-tube, open headers, and very-high compression
ratios. EVO timing focuses on beginning early blowdown to minimize pumping
losses, a technique that helps large-displacement engines discharge the high
volume of exhaust gasses they produce. Late IVC attempts to harness the
full ram effects of the induction system while relying on intake pressure wave

Camshaft Category
V-V-T (VTEC) Camshaft Modeling
You can model variable valve tim-

ing (V-V-T) as used by Honda (in
their VTEC system) and engines
with similar valvetrain designs. This
mechanism uses a discrete low-speed
profile, and then at a particular engine
speed switches to a high-speed cam
profile. Honda uses a simple pin
(shown in green) driven with oil pres-
sure (timed with an electronic control-
ler) that locks the outer two low-speed
rockers (actuating the valves) to the
center rocker that rides on the high-
speed lobe. This allows the engine to
maintain excellent driveability and fuel
economy at low speeds, yet produce
power similar to a “race” engine at
higher speeds.
tuning to minimize intake-flow reversion. IVO and EVC produce 110 degrees
of overlap. This very aggressive overlap basically has no idle quality or torque
below 6000rpm. The characteristics of this cam are extremely lopey idle, and
awesome power potential from 7000 to 9000rpm.
Variable Valve Timing, like the VTEC

system used on this B16 (1600cc) Honda V-V-T Best Of Both Worlds
engine, lets the engine build optimum
power yet obtain good driveability and
fuel economy (and much lower emis-
sions) at lower engine speeds.

Camshaft Category
Porsche Boxter VarioCam™
The Porsche Boxter uses variable

valve timing technology called Va-
rioCam™. It alters the timing on the
intake valves based on engine speed
and load. As well as enhancing
power and torque, the system offers
smoother performance, improved
fuel economy and lower emissions.
2- And 4-Valve Variable-Valve-Timing (V-V-T)

Cam Modeling
There have been two major engineering “enhancements” incorporated in modern

automobile engines that have contributed to new levels of performance and the
potential for even more. Getting more air and fuel in the engine has always been
the bottom-line for performance, and 4-valve cylinderheads accomplish that goal with
aplomb. While certainly not a “new” invention, 4-valve cylinder heads have become
commonplace in showroom floors. But that’s not the whole picture, for it’s the com-
bination of better breathing cylinder heads and Variable-Valve-Timing schemes that
have brought power levels to such heights. These technologies have allowed the
auto manufacturers to build a “one-two punch” into modern engines: 1) High flow
potential with “aggressive,” high-speed cam profiles combined with low-restriction
ports and valves, and 2) Maintain low emissions and excellent low-rpm power with
mild, low-speed cam timing. Variable valve timing lets car manufacturers have what
they need—a “mild” engine that meets emissions and driveability requirements—while
giving performance enthusiasts what they want—no-compromise valve timing and
optimum power.
The Variable-Valve-Timing (V-V-T) model in the simulation functions like the basic
cam-control system used on many Honda automobile engines (called VTEC™, for
Variable Timing Electronic Control). At low speeds, the engine operates on Low-
Speed Lobe profiles designed to minimize emissions and optimize driveability. Then,
at some higher engine speed (usually between 4000 to 6000rpm), the valvetrain
“switches over” to High-Speed Lobe profiles that, primarily, are designed for per-
formance. Without the V-V-T system, Honda and other car manufacturers wouldn’t

Camshaft Category
even consider using a cam with the timing specs of the high-speed lobes, since
the engine would barely idle, have poor low-speed throttle response and torque,
and generate plenty of unwanted emissions. But when that same cam is limited to
high-rpm, wide-open-throttle use, power and driveability coexist.
Note-1: With more sophisticated electronic valvetrain systems, the timing of
individual intake valves is staggered at low rpm and their lift is asymmetric,
which creates charge swirl within the combustion chambers, reducing emis-
sions and improving fuel economy. At higher rpm, when more performance is
desired—but before the valvetrain transitions to the High-Speed Lobes—both
valves open in unison. Finally, at still higher speeds, the variable-valve-timing
computer switches, as described previously, into high-lift, long-duration cam
profile program.
Note-2: There are many variations of variable cam timing technologies. The
most advanced of these designs can provide virtually “ideal” timing for every
driving situation, from idle through full-throttle performance and every step in
between.
Whenever you select any of the V-V-T cams from the Cam Type menu, V-V-T
modeling will be activated, as indicated by a checkmark in the box next to V-V-T
Enable in the CAMSHAFT category. Also, when V-V-T is activated, the box next
to the Variable Valve Timing field in the 10-Point CamManager™ (discussed later
in this chapter) will display a checkmark.
4-Valve V-V-T Mild Street Cam

This profile is designed to simulate conservative OEM camshafts that are
used in some 4-valve, V-V-T engines. This cam uses direct-rocker valve actuation
(Overhead Cam) and produces an acceleration rate of 2.55 for the Low-Speed
Lobe and 2.85 for the High-Speed Lobe, indicating that valve acceleration for
these profiles fall well within the range of stock to mild-performance rates.
Rated valve lift is 0.325-inch (8.25mm) on the Low-Speed Lobes and 0.420 /
0.416-inch (10.67 / 10.57mm) for the intake and exhaust on the High-Speed
Lobes.
This camshaft uses very mild cam timing on the low-speed lobes, with only
15-degrees overlap. This profile is designed, primarily, to minimize emissions
and maximize fuel economy up to the activation rpm of the high-speed lobes
(typically 5000-to-5500rpm). The high speed lobe is of moderate performance
design, with 30% more lift and a 6% increase in valve durations. Valve overlap
is increased to 25-degrees, so exhaust scavenging effects will be minimal.
The overall characteristics of this cam are smooth idle, good power from
1000 to 7500rpm, and good part-throttle fuel economy.
2- And 4-Valve V-V-T Performance Street Cams

These profiles are designed to simulate mild-performance street camshafts
commonly for 2- and 4-valve, V-V-T (VTEC) engines. These cams produce

Camshaft Category
an acceleration rate of 2.83 to 2.41 for the Low-Speed Lobes about 3.15 for
the High-Speed Lobes, indicating that valve acceleration for these profiles fall
in the range of mild to performance rates. Rated valve lift is 0.510 (2-valve) /
0.335-inch (4-valve) on the Low-Speed Lobes and 0.552 (2-valve) / 0.459 &
0.416-inch (4-valve, intake/exhaust) for the High-Speed Lobes.
This camshaft uses mild cam timing on the low-speed lobes, with only 38-de-
grees overlap (2-valve cams) and 11-degrees (4-valve cams). These profiles
are designed, primarily, to reduce emissions and optimize fuel economy up to
the activation rpm of the high-speed lobes (typically 5000-to-5500rpm). The
high speed lobe is of moderate performance design. Valve overlap is increased
to 60-degrees (2-valve) and 46-degrees (4-valve), a sufficient amount to begin
harnessing some exhaust scavenging effects. If the high-speed lobe was used
below about 4000rpm, the modestly-aggressive overlap would allow exhaust-
gas reversion into the induction system at lower engine speeds, affecting idle
quality and low-speed torque. The overall characteristics of this cam are smooth
idle, good power from 1000 to 7500rpm, and good part-throttle fuel economy.
2- And 4-Valve V-V-T High-Performance Street Cams

These profiles are designed to simulate high-performance street camshafts
for 2- and 4-valve, V-V-T (VTEC) engines. These cams produce accelera-
tion rates of 2.93 to 3.12 for the Low-Speed Lobes and 3.84 to 3.93 for the
High-Speed Lobes, indicating that valve acceleration for this profile falls in
the range commonly used for high-performance applications. Rated valve lift
is 0.552 (2-valve) / 0.354-inch (4-valve) on the Low-Speed Lobes and 0.608
& 0.614-inch (2-valve, intake/exhaust) / 0.472 & 0.457-inch (4-valve, intake/
exhaust) for the High-Speed Lobes.
These camshafts use somewhat more aggressive cam timing on the low-
speed lobes, with 60-degrees of overlap (2-valve cams) and 29-degrees (4-valve
Variable Valve Timing has be-
VANOS™ BMW Technology come a “standard” on most
engines. This Double-VANOS
system, used on the BMW
M3, changes the relationship
between cams (alters the
cam-centerline angle) to mod-
ify valve overlap as engine
rpm and engine load change.

Camshaft Category
Activating V-V-T And Displaying High-Speed Lobe
When any of the V-V-T

cams have been select-
ed or a V-V-T CamFile
has been loaded in
the CamManager™,
V-V-T modeling will be
activated, indicated
by a checkmark in the
V-V-T Enable box in the
CAMSHAFT category
and in the Variable
Valve Timing box in
the CamManager™.
To display High-Speed
lobe timing, click the
Display High-Speed
Lobe radio button.
cams). These profiles will begin to harness exhaust scavenging effects even
while running the low-speed cam timing. The increased overlap allows some
exhaust gas reversion into the induction system at lower engine speeds, slightly
affecting idle quality and low-speed torque. The high speed lobes are designed
for performance, with 20% to 33% more lift and a 10% to 18% increase in
valve durations. Valve overlap is increased to 63-degrees (2-valve cams) and
65-degrees (4-valve cams), modestly-aggressive values that take advantage
of free-flowing headers and mufflers (recommended for this cam). The narrow
lobe centerline angle of 102-degrees on the 4-valve cam applications should
be widened (with adjustable cam sprockets on dual-overhead cam engines) for
turbocharged applications and even on some naturally-aspirated engines with
low exhaust restriction. The overall characteristics of this cam are a slightly
rough idle, good power from 2500 to 8500rpm, and moderate -to-good part-
throttle fuel economy.
2- And 4-Valve Max Street/Race Cams

These profiles are designed to simulate maximum performance street
camshafts for 2- and 4-valve, V-V-T (VTEC) engines. These cams produce
acceleration rates of 2.69 to 3.12 for the Low-Speed Lobes and 4.09 to 4.27
for the High-Speed Lobes, indicating that valve acceleration for this profile
falls in the range for high-performance applications. Rated valve lift is 0.552
(2-valve) / 0.380 & 0.370-inch (4-valve, intake/exhaust) on the Low-Speed
Lobes and 0.656 & 0.640-inch (2-valve, intake/exhaust) / 0.500 & 0.480-inch
(4-valve, intake/exhaust) for the High-Speed Lobes.
These low-speed lobe profiles for 2-valve engines are the same as the
previous High-Performance Street Cam. The 4-valve camshaft uses relatively
Camshaft Category
mild cam timing on the low-speed lobes, with only 16-degrees overlap. This
profile is designed to maintain a good idle and torque at low engine speeds.
The high speed lobes are a high-performance design, with an 18% to 31%
more lift and 9% to 20% increase in valve durations. Valve overlap is increased
to an aggressive 91-degrees (2-valve cams) and 76-degrees (4-valve cams)
that takes advantage of free-flowing headers and mufflers (headers, while not
required, will significantly improve performance with this cam). The lobe cen-
terline angle (106- to 109-degrees) of the high-speed lobes can be widened
somewhat (with adjustable cam sprockets) for turbocharged applications and
even on naturally-aspirated engines with very low exhaust restriction. The overall
characteristics of this cam are good to slightly-rough idle and excellent power
from 1500 to 9000rpm, with good to moderate part-throttle fuel economy.
Note: Each of the previous application-specific cams can be modified by directly
entering custom valve-event timing or other cam specifications.
Variable Valve Timing (V-V-T) Activation

And Custom V-V-T Modeling
When you select a V-V-T cam from the Cam Type menu in the CAMSHAFT
category, or you import/load a V-V-T cam, Variable Valve Timing modeling will be
activated, however, you can activate or deactivate Variable Valve Timing at any
time. When activated, Low-Speed Lobe timing will be used in the simulation until
the engine reaches the HS Lobe Activation rpm, after which High-Speed Lobe tim-
ing will be used.
Note: When V-V-T is deactivated, by un-checking the V-V-T Enable checkbox,
only “Low-Speed Lobe” timing will be used in the simulation.
You can also create a V-V-T cam from “scratch” to meet any requirement. For
example, if you have found a non-V-V-T camshaft that produces good low-speed
performance and another cam that produces good high-speed power, you can “com-
bine” the two cams in the simulation. Here’s how: First, import or directly enter the
cam timing for the low-speed lobe. When low-speed data has been entered (and all
other engine component specs have been entered), a simulation will be performed.
Next, activate V-V-T camshaft modeling (by clicking the V-V-T Enable checkbox).
The Camshaft Category indicator may switch to RED, indicating that the category
is no longer complete. Now, click on the Display High-Speed Lobe radio button
and enter the cam timing for the High-Speed Lobe. When complete, the simulation
will model the original Low-Speed camshaft up to the HS Lobe Activation speed,
after which High-Speed timing will be used.
Lobe-Lift, Rocker-Ratio, Valve-Lash

And Net Valve Lift
The Intake and Exhaust True Lift @ Valve fields display the maximum lift (at

Camshaft Category
True Valve Lift Menu
Use the True Lift data field to quickly enter

after-lash and after-rocker-ratio maximum valve
lift values for the intake and/or exhaust valves.
Note: If you perform an entry in this field, the
Gross Lash will be re-calculated to maintain
the mathematical relationships between the
lift, lash, and ratio fields. Use Auto Calculate
Valve Lift to have the simulation automatically
calculate BOTH intake and exhaust valve-lift
values when valve lift data is unknown (see the
text for more information on using “auto calc”
features in the simulation).
the valves) for the currently-selected camshaft, regardless of whether the cam was
chosen from the Cam Type menu, loaded as a Cam Profile, manually entered as
valve-event specs, or loaded from a CamFile using the 10-Point CamManager™.
The values displayed in the True Lift @ Valve fields are mathematically linked
with the current Lash values and the Rocker Ratios. Normally, the True Lift @
Valve values are computed from data in the fields directly above: Gross Lobe Lift,
Rocker Ratio, and Valve Lash. The calculation begins at Gross Lobe Lift. This
value is multiplied by the Rocker Ratio and the result is displayed in the Gross
Valve Lift field. This value is then reduced by the Valve Lash to yield the final
True Lift @ Valve for both the intake and exhaust valves. The simulation main-
The simulation maintains the

mathematical relationship
Valve Lift, Lash, And Rocker Ratio
between all the Lift fields in
the Camshaft Category. If you
change the Lash, the True Lift
will be recalculated. If you
change the final True Lift, the
program will assume that the
Gross Lobe Lift was changed Gross Lobe Lift
and it will recalculate that
value to keep the mathematical x Rocker Ratio
relationships “in sync.” = Gross Valve Lift
— Valve Lash
= Net Valve Lift

Camshaft Category
tains this mathematical relationship. If you change the Lash, the True Lift will be
recalculated. In fact, if you change the True Lift directly, the program will assume
that the Gross Lobe Lift must have changed, and it will recalculate that value to
keep the mathematical relationship “in sync.”
Rocker-Ratio, Lash, And The Rocker-Math Calculator: DO NOT use the
Rocker-Math Calculator (discussed in more detail later in this chapter) to enter
the cam manufacturer’s specifications for Rocker Ratio and Valve Lash. Always
enter these specs in the Camshaft Category directly. Then, after the recom-
mended specifications have been entered, use the Rocker Math Calculator to
determine how CHANGES to these stock specifications will affect cam timing,
valve lift, and simulation results. For more information on using the Rocker-
Math Calculator, see the chapter Version-6 Built-In Calculators).
Using the Net (Sim) True Valve-Lift Menu
As mentioned previously, the Direct-Click™ menus for the True Lift @ Valve
fields allow you to quickly change the maximum valve lift, useful in those cases
where you wish to perform “free-form” testing of lift vs. engine output. If you have
imported a specific cam, be aware that the original Gross Lift values from your
CamFile will be overwritten to maintain the mathematical relationship between the
newly entered Net Lift and the existing Rocker Ratio and valve Lash. The True
Lift @ Valve menus are intended for those times when you aren’t concerned about
maintaining existing cam specs; you simply wish to enter a specific lift without
concern for rocker ratio, lash, or other considerations.
This also applies to the Auto Calculate Valve Lift option at the bottom of the
True Lift @ Valve menu. This function (see photo, below) is useful when you
want to use an appropriate valve-lift based on the current valve diameters. When
Auto Calculate is enabled, the simulation will automatically calculate the lift for
BOTH intake and exhaust valves (Gross Lobe Lift may be recalculated to maintain
the mathematical relationships with the Rocker Ratio, and Valve Lash. The Auto-
When Auto Calculate Valve Lift is en-

Auto Calculate Valve Lift Indicator abled, the simulation will automatically
calculate BOTH intake and exhaust
valve-lift values. The Auto-Calculation
feature displays an “A” next to the
calculated valve lift values when it is
activated. Selecting Auto Calculate
from the menu, instructs the simulation
to automatically calculate appropriate
valve lifts values for both the intake
and exhaust valves. This is useful to
quickly estimate typical cam manufac-
turer's valve lift for the selected cam
AutoCalc Lift Indicator
timing and application.

Camshaft Category
Rocker-Math Calculator
Follow a simple rule when using

Rocker Math: Enter the original
cam manufacturer’s specifica-
tions for Rocker Ratio in the
Camshaft Category FIRST! Then
use the Rocker Math Calculator
to determine how CHANGES to
these stock specifications affect
cam timing, valve lift, and engine
power.
Calculation feature can be turned off by re-selecting Auto Calculate Valve Lifts (“A”
indicator and the checkmark in the menu will be removed).
Note 1: Auto Calculate Valve Lifts is turned off by default when any CamFile
is loaded, since each CamFile represents a “real-world” cam that has specific
valve-lift values associated with it. However, you can reactivate Auto-Calculation
at any time by selecting it from the menus.
Note 2: If Valve Diameters are also being automatically calculated in the Cyl-
inder Head component category—cylinder-bore diameter and a cylinder-head
selection must be made before the program can complete the calculation of
valve diameters and, consequently, valve lifts.
An Introduction To
The Rocker-Math Calculator
The Camshaft Category includes a Rocker-Math Calculator that will help you
analyze how and why changes in rocker ratio affect engine output. To use the
Calculator appropriately, follow this simple rule: Enter original cam manufacturer’s
specifications for Rocker Ratio in the Camshaft Category FIRST! Then use the
Rocker Math Calculator to determine how CHANGES to these specifications will
affect cam timing, valve lift, and engine power. For more information on using the
Rocker-Math Calculator, see the chapter Version-6 Built-In Calculators later in this
manual.
Lifter/Valve Acceleration Rates
The simulation performs an analysis of the valve motion generated by cam lobe
profiles and displays an overall valvetrain acceleration rate. The acceleration values
are calculated from an analysis of intake and exhaust opening and closing ramps,

Camshaft Category
Valve Motion Curves & Acceleration
Maximum Lift At
Calculated
Lobe
Centerline
(assuming
symmetric
profile) Lifter
Rise
0.050-inch 0.050-inch
Timing Timing
Point Point
0.006-inch 0.006-inch
Closing Opening
Point Point
The simulation calculates valve accelera- Rot
ation
tion rates based on current valve timing
specifications. Valvetrain acceleration
values range from 1.00 (very-low acceler- 10-Point Lifter Acceleration Is
ation) to 9.00+ (extremely-high accelera- Derived From Seat-To-Seat and 0.050-Inch
Opening and Closing Points, And
tion). This data is provided for any Lobe
The Maximum Lift Of Each Lobe
Profile or any 10-Point cam model.
flank and nose radii, all timing specifications, and maximum lift data. The values
(from 1.0 to 9.0+), displayed in the Additional Cam Specs group in the Camshaft
Categtory. Individual intake and exhaust valve acceleration rates are displayed in
the Measured Values group.
The range of acceleration values form a relative scale that offers 900-steps of
granularity. The values include acceleration rates used in modern production/street
cams (with values ranging from 1 to 3) to racing-only applications (with values
The simulation automatically calcu-

Lifter/Valve Acceleration Display lates values that represent the Over-
all Cam Acceleration and individual
Valve Acceleration Rates by perform-
ing an analysis of valve timing and
lobe dimensional specifications. The
Intake and Exhaust Valve Accelera-
tion values are displayed in the Mea-
sured Values group. The overall Cam
Cam & Valve Acceleration Rates Acceleration Rate is shown in the
Additional Cam Specifications fields.
The acceleration rates vary from 1.0
to as high as 9.0+ (see the text for
more information on these values).

Camshaft Category
from 4 or 5 to as high as 6 to 8+). Using this simple designation, you can quickly
determine the general operating characteristics of any camshaft.
Use the following guidelines to evaluate Acceleration Rates:
1.00 Very Low Acceleration
2.00 Stock Production, OEM Camshafts, Long Valvetrain Life
3.00 Performance OEM and Aftermarket Performance, Good Life
4.00 Mild Racing & Performance, Limited Street Application
5.00 Racing, Valvetrain Loads Require Use Of Optimum Components
6.00 Racing, Reduced Valvetrain Life With Best Components
7.00 High Valvetrain Loads, Requires Regular Valvetrain Maintenance
8.00+ Extreme Acceleration And Loads, Limited Valvetrain Life
If you wish to evaluate changes in valve acceleration, you must alter the shape
of the lobes; defined, in part, by the location of Seat-to-Seat and 0.050-inch tim-
ing points and the maximum lift of the lobes. Moving 0.050-timing closer to Seat-
To-Seat (and/or increasing lift) will mathematically reshape the lobe and increase
the acceleration (this requires 10-point cam timing as described earlier). Moving
0.050-timing farther from Seat-To-Seat values will decrease acceleration. All modified
timing values are analyzed for stability by the Fitter algorithms in the simulation.
Values that generate lobe shapes that cannot be properly modeled will trigger one
of the Valvetrain Dynamics Indicators in the Camshaft Category to switch from
green to yellow or red.
Note-1: Select Show Simulation Log from the Simulation Menu at the top of
The simulation analyzes

valvetrain dynamics for Ramp Dynamics Indicators
any 10-point cam used in
the simulation. If the Fitter
algorithms cannot gener-
ate a stable sinusoidal
curve that passes through
the opening, closing and
max-lift points, one or
more of the Dynamics
Indicators in the Camshaft
Category will switch from Valvetrain Indicators
green to yellow or red (de-
pending on the severity of
the mismatch).

Camshaft Category—Other Lift Timing
the program screen to obtain additional information about any displayed yellow
or red valvetrain indicators.
Note-2: In Dynomation-5 & DynoSim5, the acceleration rate could be directly
modified. Now, cam/valve timing points directly control the acceleration values
for both the intake and exhaust valves. You can still modify the acceleration
rates, however, it requires changing valve timing, rocker ratios, and/or maxi-
mum lift values.
Note-3: The valvetrain acceleration rates for 4-valve engines often are not as
high as those for 2-valve engines designed for similar applications. 4-valve
engines benefit from higher low-lift flow (due to the increased curtain area
exposed as both valves open), and consequently, cams for these engines do
not normally accelerate the valves as rapidly off of the seats.
Modeling 10-Point Cams With Non-SAE Lift-Height Standards
If the cam you would like to model does not use the SAE standard 0.006-inch
(Valve) lift height for Primary cam specification and/or the 0.050-inch (LOBE) lift
height for Secondary cam specifications, a “standards converter” provided in the
Calculate/Analyze Cam Timing... group (at the bottom of the Camshaft Category)
can be used to convert any cam timing at most lift heights to the SAE standard
used by the simulation.
This Alternate-Lift Converter generates intake and exhaust valve-lift curves that
accurately model the original, non-standard camshaft timing. Start off by entering
the Primary and Secondary lift-heights (i.e., the Valve and LOBE lift heights used by
the cam manufacturer to determine the primary and secondary duration valves), the
specified primary (Valve) and secondary (LOBE) duration values, the rocker-ratios,
set the valve lash to zero (see the upcoming step-by-step usage instructions), and
set the centerline values for the intake and exhaust lobes. The calculator will first
calculate a lift curve using the non-SAE lift heights. The mathematically derived
The program includes a cam
The Alternate-Lift Height Analyzer/Converter converter that can model any
cam designed at any Primary
or Secondary lift height. The
Alternate-Lift Converter is located
at the bottom of the Camshaft
Component Category. This photo
illustrates a cam designed with
0.1-mm primary and 1.0-mm sec-
ondary lift heights. The duration
values were supplied by the cam
manufacturer. The calculator de-
termined the corresponding event
timing for SAE lift heights used
by the simulation.

Converting Alternate-Lift Heights to SAE Standards
Use the Alternate-Lift Con-
verter by first entering the
Alternate Primary and Sec- Pri and Sec Duration
ondary Lift Heights used by Pri and Sec Lift Height At Alternate Lift Height
the cam manufacturer. Then
enter the Primary and Sec-
ondary Duration values. The
program will calculate the
valve-event timing for alter-
nate lifts and the equivalent
0.050-lift Secondary timing
that can be directly used by
the engine simulation.
curves use the Fitter built into the simulation to ensure that the primary and sec-
ondary timing points will exactly pass through the curves. Next, the calculator will
re-analyze the curves to determine the valve/lobe timing points using SAE standards.
The net result is a pair of lift curves that models the original cam but uses SAE
standards for lift heights as required by the engine simulation.
When you are satisfied that the calculator has determined the correct timing
specifications provided by the cam manufacturer (they match the cam card), click
the USE button to transfer the Primary and Secondary timing events to the simula-
tion.
Note-1: None of the values shown in the Calculate/Analyze Cam Timing...
group are used by the simulation directly. They are only transferred to the
simulation by pressing the USE button. If any values in the calculator group
are changed, they will not affect the simulation until you press USE again to
update the engine simulation cam timing values.
Note-2: When you press USE, the primary timing values are also transferred
to the simulation. Notice that the remain the same numerical values provided
by the cam manufacturer for the alternate lift height. This is possible because
the alternate height is assumed to be the “starting point” of lifter motion on the
derived lift curve (valve lift height specs less than this are considered part of
the clearance ramp and do not generate lifter motion). Then, to maintain cor-
rect lobe heights, the overall curves are scaled to match the Gross Lift value;
this results in the timing points for the alternate lift height being functionally
equivalent to the SAE 0.006-inch values used by the simulation.
The following step-by-step guide details how to use the Calculate/Analyze Cam
Timing... group:
1) Validate All Cam Duration And Timing Values

Determine if the cam manufacturer included lash or rocker ratio into the deter-
mination of duration and individual timing events. This practice can vary from
manufacturer to manufacturer. Carefully inspect the cam card (and/or contact

Calculated Alternate and SAE Timing Values
The Primary (Valve) and

Calculated Alt-Lift Timing
Secondary (LOBE) Alternate
Equiva
alen Sec 0.050-in Timing
Equivalent Primary and Secondary Lift
Timing values should match
the cam manufacturer’s
specs (set valve lash to
zero). Press the USE button
to transfer the primary and
0.050-in secondary timing
values to the simulation.
the manufacturer) to fully understand their measuring techniques.

2) Enter Cam Specs Into The Camshaft Category
Enter the Lobe Lifts, Rocker Ratios and Intake and Exhaust Lobe Centerlines in
the appropriate fields of the Camshaft Category (set the Valve Lash to zero).
3) Enter the Primary and Secondary (Valve) and (LOBE) Lift Heights
Enter the Primary and Secondary lift-height specs from the cam card (or from
other data published by the manufacturer) into the “Primary @” and “Second-
ary @” fields in the Calculate/Analyze Cam Timing... group.
4) Enter the Primary and Secondary Cam Duration
Now enter the (Valve) Primary Duration and (LOBE) Secondary Duration
values into the alternate-lift calculator.
5) Verify The Predicted Alternate Timing Specs
Verify that the predicted (Valve) Primary @ Alternate PRI Lift and (LOBE)
Secondary @ Alternate SEC Lift values match the opening and closing tim-
ing on the cam card. If the data does not match, you may have to change
the Lash specs (from other than zero) and make sure you have entered the
correct lift-heights, rocker ratios, duration values, and lobe centerline angles.
6) Transfer The Calculated Values To The Simulation
If the intake and exhaust event timing at the alternate lift heights match the
cam manufacturer’s data, press the USE button to transfer the equivalent SAE
timing values to the simulation. After the transfer is complete, you may have to
change lash values to properly model the manufacturer’s valve lift height specs.
Note: If you encounter issues using the Alternate-Lift Converter, please contact
support@motionsoftware.com and describe the problem in detail. Please attach
your engine file (your_engine_filename.dxml) to the email to help our simulation
designers duplicate your issue and track down the cause.

Camshaft Category—The CamManager™
The 10-Point Cam Manager™
The 10-Point CamManager™ is a cam manipulation tool for 10-Point cam specs built
into the simulation. It offers complete control and visualization of all 10-Point timing
and lift values. Use it to enter and modify any cam-related information and search for
“real-world” camshafts from your cam libraries that matches any desired range of tim-
ing values.
Using The 10-Point CamManager™
The CamManager™ is a comprehensive tool built into the simulation that will help
you display, test, modify, and even search your cam libraries for optimum 10-Point
cam modeling data for any engine application.
Note About Lobe Profile Files: When a Lobe Profile file is loaded into the
simulation, the CamManager is no longer directly accessible. If you attempt
to open the CamManager, a dialog will let you know that if you proceed, all
Profile data used by the current simulation will be converted to 10-Point timing
data. The reason for this is that the CamManager is specifically designed as
a 10-Point valve-event manipulation tool. Since individual valve-events cannot
be changed when Lobe Profile files are used (only centerlines, cam advance
and retard, rocker ratio, and lash can be altered; these specifications can
all be modified directly from within the Camshaft Component category) the
CamManager features are not available when Lobe Profile data is used in
The CamManager™ Features And Functional Groups
Tabbed Data-Entry Pages
Variable Valve
Timing Lobe
Selection/
OK/Apply/
Activation
Cancel
Open/Save
Functional CamFiles
Group
Boxes
Cam-Timing
Diagram
Lifter Acceleration Display
The CamManager™ incorporates a wide range of functionality and tools that are intui-
tive and easy-to-use. To this end, the CamManager is divided into functional groups
that separate basic functionality into several “boxes” (see text for more information).
the simulation.
The CamManager has many features and capabilities. To make this comprehen-
sive tool as easy-to-use as possible, the interface is divided into functional “groups.”
Each group of controls is positioned within a “titled box” or on a “tabbed data page.”
For example, when the CamManager is first opened (click the CamManager but-
When a Cam Profile file is

used, the CamManager™
Lobe Profile Data And The CamManager
is no longer available
(works only with 10-point
cam files data). If you
attempt to open the
CamManager, a dialog
will let you know that if
you proceed, all current
Lobe-Profile data will be
converted to 10-Point
data. If you click OK, the
simulation will convert all
Lobe Profiles to 10-point
data that closely matches
the original Lobe Profiles.

V-V-T And Description Groups Extended App Info Group
The
CamManager
Variable-
Valve-Timing
and Cam
Description
groups are
located in the
upper-left of The Cam Description and Ex-
the main dia- tended Info groups allow you to
log box. Use enter basic information about the
these features current cam. All information in
to activate these groups is optional and has
V-V-T and set no affect on the simulation.
the switch-
over rpm.
ton in the Camshaft category), you will see the following groups: 1) Variable Valve
Timing in the top-left corner, 2) The Cam Description group is located just below it,
3) Below that are the Extended Application Info and Estimated Lifter Acceleration
displays, 4) There are three Tabs in the top-center of the dialog box that access the
Camshaft Specs, Valve-Event Timing, and Search For CamFiles pages, 5) In the
lower portion of the dialog is the Camshaft Timing Diagram, that shows all critical
valve-timing specifications at a glance, 6) On the right is a group of buttons that
load and save 10-Point CamFiles.
Each of these groups of controls has a specific functionality that is detailed here:
Variable-Valve-Timing Activation/Selection Group (top-left corner in CamManager)

The Variable Valve Timing (V-V-T) model in the simulation, as described
earlier, functions like the (dual lobe) VTEC system used in some Honda en-
gines. At low speeds, the engine operates on the Low-Speed Lobe. Then, at
some higher engine speed (selectable from 2500 to 8000rpm), the valvetrain
switches over to the High-Speed Lobe. Activate V-V-T by placing a checkmark
in the box next to the Variable Valve Timing field; this group also contains
the high-speed lobe Activation RPM field (both controls are duplicated in the
CAMSHAFT category).
Cam Description Group (upper-left in CamManager)

Basic information about the current cam is displayed in this group (most of
this information is obtained from cam manufacturer’s catalog listings or can
be modified or manually entered at any time). The Filename field displays
the name of the currently loaded 10-Point CamFile. The Cam Name provides
a short description of the cam. The Engine field indicates the engine family

for which the camshaft was designed. The Usage field indicates the intended
application. The Lifter field displays the lifter technology used with this cam.
The Manufacturer field displays the manufacturer/designer of the cam. And
the Email/Web field provides contact info. The Engine, Usage, and Lifter
fields have suggested entries available in drop-down menus. And although you
can skip entering any information into these fields, we recommend that you
complete them since this data can help locate the camshaft when performing
CamFile searches, described later.
About Entered Text And Special Characters: If you paste data into any of
the data fields in the Cam Manager (e.g., using the Ctrl-C and Ctrl-V cut-and-
paste functions), the simulation will examine the text for special (non-standard-
text) characters. If any are found, they will be replaced with spaces. If this
is not done, Camfiles or Engine files may not open properly and can cause
program crashes.
Extended Application Info (left-center in CamManager dialog)

Additional operational characteristics of the cam and engine can be included
in this group. The Recommended Engine Type field typically displays the
engines for which the cam was designed. The Cam Application field can be
used to describe cam specs, operation, related requirements, and performance
characteristics. The information in this group was usually obtained from cam
manufacturer’s catalogs and other published data sources. You can edit, modify,
or add information to either of these fields.
Note: All data in the Cam Description and Extended Application Info groups
is optional and has no affect simulation output; it is provided for information
and documentation only.
Camshaft Timing Diagram (lower-center in CamManager dialog)

This graph, sometimes called a “twin-hump” diagram, shows the motion curves
for the intake and exhaust valves (Note: The portion of crank rotation during
which the intake and exhaust valves are closed, 120-degrees on this diagram,
The “Twin-Hump” Dynamic “Twin-Hump” Camshaft Timing Diagram

valve motion
diagram in the
CamManager is
dynamically updat-
ed anytime timing
specifications are
changed (see text).

Estimated Lifter Acceleration Rate
When all 10-Point timing values have

been entered, the Lifter Acceleration
Rate will be calculated and displayed.
Changes in the shape of the valve-
motion curves (caused by changing the
valve and lifter timing points and the
maximum lift for both the intake and
exhaust valves) will be reflected in the
displayed acceleration value.
extends beyond the left and right sides of the graph, and is not shown). Ex-
haust valve motion is on the left in red; the intake valve motion is on the right
in blue. The valve-timing points (IVO, IVC, EVO, and EVC), Overlap, Duration,
Lobe Centerlines (ECA and ICA), and the Lobe-Center Angle (LCA) are all
dynamically drawn on the graph. In addition, maximum valve lift is illustrated
by the height of the curves. The graph is always up to date; reflecting any
changes in cam timing specifications.
Estimated Valve Acceleration (lower-left in CamManager dialog)

The simulation computes an overall valve acceleration rate and assigns a value
from 1 to 9. The calculated acceleration is directly derived from the “shape”
of the valve-motion curves. The greater the acceleration, typically the larger
the area under the curve and the higher the average valve lift throughout the
valve-motion cycle. In order to calculate Valve Acceleration, the simulation re-
quires both the Seat-To-Seat and 0.050-inch Valve-Event Timing points, plus the
Maximum Valve Lift for the intake and exhaust valves. If all of this (10-Point)
valve-event data is available, the Valve Acceleration Rate will be calculated
These tabbed pages con-

Camshaft Specs Tabbed Data Page tain data fields that accept
basic cam specifications,
provided in many in cam
manufacturer’s catalogs.
When all data has been
entered, the Camshaft Tim-
ing Diagram motion curves
will be updated. Note: Use
the radio buttons to select
whether to view Seat-
To-Seat or 0.050-in mo-
tion curves in the Timing
Diagram.

Valve-Event Timing Tabbed Data Page
This tabbed page dis-

plays two columns of
valve-event timing; one is
Seat-To-Seat and the other
is the 0.050-Inch method.
Displayed are IVO, IVC,
EVO, and EVC; in addi-
tion Maximum Valve Lifts
are shown. These fields
contain the 10 data points
that constitute 10-Point
cam data.
and displayed. If the simulation does not have sufficient data to perform the
calculation, “Undefined” will be displayed in this group.
Tabbed Data Pages (upper-center of CamManager dialog)

The three following data-entry-and-display pages are available as tabbed windows
in the CamManager.
Camshaft Specs Tabbed Page

The first tabbed data page shows “published” cam specs that are typically
provided by cam manufacturer’s in their catalogs or web listings. Included
are Duration, Intake & Exhaust Centerline, Lobe CenterAngle, Overlap,
and Valve Lift. When this data has been entered (except for Overlap and
Exhaust Centerline, which are automatically calculated, see the Note, below),
the CamManager will calculate and update valve motion data shown on the
Camshaft Timing Diagram. The motion curves illustrate seat-to-seat valve mo-
tion curves, however, you can click the 0.050-inch Timing radio button located
at the top of the page, and the valve motion curves will be redrawn to display
Lobe/Tappet timing specs.
Note: The Exhaust Centerline field in the CamManager is a calculated,
display-only field. If this seems odd, consider that it is a directly calculated
from the Intake Centerline and Lobe CenterAngle. If you could directly change
the Exhaust Centerline, the program would have to change either the Lobe
CenterAngle and/or the Intake Centerline to keep those values in mathematical
sync. The question is: what field should be changed? Which one should the
program override? Because of this dilemma, only the Intake Centerline and
Lobe CenterAngle are directly changeable. As you view the lift curve graph at
the bottom of the CamManager screen, you’ll notice that when you change the
Lobe CenterAngle or the Intake Centerline, the Exhaust Centerline changes
to make the math add up. These three variables are all mathematically linked;
changing one must change at least one of the other two.
Search For CamFiles Tabbed Data Page
The Search For CamFiles

“tabbed” page provides
a way to rapidly locate
10-Point CamFiles. You
can search through
thousands of CamFiles
and locate only those that
meet your criterion.
Valve-Event Timing Tabbed Page

The second tabbed data-entry page displays valve-event timing for both seat-
to-seat and 0.050-inch timing specs. Included are IVO, IVC, EVO, EVC and
Maximum Valve Lifts. When this data is complete, the simulation will (re)
calculate the Camshaft Specs and use the new data in the simulation. Both
seat-to-seat and 0.050-inch valve-event values must be entered (completing
all data fields on this tabbed page), before a simulation can be performed.
Note: The fields shown in the Valve-Event Tabbed Page constitute the 10 data
values defined in 10-Point cam data.
Search For CamFiles Tabbed Page

The third tabbed page provides considerable versatility in locating 10-Point
CamFiles for your test engine. Search through thousands of CamFiles and
locate only those that meet your criterion. For example, you can find all the
cams designed for a Honda, or locate all cams that closely match the speci-
fications discovered in an Iterator™ test series (more on the Iterators later).
If you would like to search for specific filenames or cam descriptions, first
enter any search terms into the Criteria fields. If you would like to locate
CamFiles that fall within a range of timing values centered around the current
camshaft timing (the current cam is the cam currently used in the simulated
engine), check the box labeled Find The Following Specs. Finally, click the
Search button to perform a search of all CamFiles found in the folder listed
in the Look In field and in any folders that are nested below that folder (a
full recursive search for all .DCM, .CAM, and .SCM files is performed). When
a list of matching CamFiles is presented, simply click on any file to view its
characteristics (use the up-and-down arrow keys to quickly move through the
results list). Transfer any CamFile into the CAMSHAFT component category and
into the simulated engine by clicking Apply (“installs” the cam and leaves the
CamManager open) or OK (“installs” the cam and closes the CamManager).

Note: To extend the search capabilities of the CamManager,
a 10-Point Cam Data Library is included with Dynomation6
and is available for DynoSim6. You can install these addi-
tional library files into the normal directory structure of the
simulation (the installer is provided on the Dynomation6
CD or on the optional CamDisk for DynoSim6), adding
more than 6000 CamFiles to those already available to
the CamManager.
CamManager Button Functions

The standard OK, Cancel, and Apply buttons transfer (or
Cancel) any changes made in the CamManager. The Clear
button erases all data in the CamManager in preparation
for entering all specs from “scratch.” Finally, the Open and
Save buttons are used to load and save cam files (using
Apply updates the simulation with the current cam specs
and leaves the CamManager open).
Important Note: Keep in mind that if you enter or change

cam specifications within the CamManager after saving or
retrieving a CamFile, the changed cam data WILL be saved
in the engine (.DXML) file but NOT in a separate CamFile
unless you specifically Save the modified cam data to a The CamManager
CamFile on your computer. uses the stan-
dard OK, Cancel,
& Clear buttons.
Loading 10-Point CamFiles Open and Save
loads and saves
The CamManager is the “central clearing house” through 10-Point Cam-
which you can load, import, save, and search for 10-Point files.
CamFiles. Here is a quick overview of how to load and save
various CamFiles:
Opening .DCM, SCM, and .CAM Camfiles (Motion Software CamFiles)

The CamManager will Open camfiles that were either saved by Dynomation6
or DynoSim6 (.DCM file) or other Motion Software engine simulations. To open
any of these files, simply click the Open button in the CamManager and se-
lect the desired file type from the File Open dialog box. Here are the 10-point
camfiles compatible with this simulation:
10-Point Cam-Timing Files File Extension

Dynomation-5 & -6 CamFiles .DCM
DynoSim6 CamFiles .DCM
DynoSim-4 & -5 CamFiles .CAM
SC-DynoSim CamFiles .SCM
To import any of these camfiles, open the CamManager, click the Open button,
select the desired file extension from the Files Of Type drop-down list, then
locate the file you wish to import and click OK. When the dialog box closes,
press the Apply or OK button in the CamManager to transfer the cam data
into the simulation.
Saving CamFiles
Open the CamManager, click the Save button, locate the CamFile (.DCM) folder
(or one of its subfolders), then save the current CamFile to your hard drive.
Important Note: Keep in mind that if you enter or change any cam specifica-
tions either inside or outside the CamManager, the changed cam data WILL
be saved with the engine (.DXML) file but WILL NOT be saved in a separate
CamFile unless you specifically Save the modified cam data from within the
CamManager.


Camshaft Category—Using Lobe Profiles
Importing And Using Lobe-Profile Files
Dynomation6 and DynoSim6 can Open/Import a variety of cam-data files. These

files are divided into two main groups: 1) 10-Point CamFiles, and 2) Lobe-Profile
Data Files. 10-Point cam data is primarily handled through the CamManager (see
previous section). This portion of the Camshaft Category chapter discusses import-
ing and using Lobe-Profile data files in your engine testing.
Note: For more information on the differences between 10-Point and Profile
data, refer to 10-Point And Lobe-Profile Cam Data earlier in this chapter.
Lobe-Profile data is virtual “snapshot” of a cam lobe (separate data-sets are used
for intake and exhaust lobes). Lobe-lift data is recorded at, usually, each degree of
camshaft rotation. This is accomplished by installing the cam in a special, lathe-
type fixture designed to measure lifter rise as the cam is rotated on centers. Audie
Technology, and several other companies, manufacture these devices. Profile files
vary in format, but most contain 360 data points. Some profile files also contain
data-sets for more than one lobe, centerline data, application info, etc.
The simulation can Import several common Lobe-Profile file formats.
Supported Cam-Profile Files Common File Extension

CamPro .P1 and .P
CamProPlus .CPP
Cam Doctor .CXX (XX = lobe ID numbers)
S96 .S96
CamPro and CamProPlus (CPP) Profile Files

CamPro files were developed by Audie Technology, Inc. The file extensions
for CamPro files are .Px or .Pxx, where x or xx is usually the cylinder num-
ber of the cam lobes. CamProPlus files have a .CPP extension. These files
Lobe-Profile data is made up of lobe-lift

Lobe-ProFile Data data recorded for the intake and exhaust
Maximum Lift
Point Is Defined
lobes (by installing the cam in a special
To Be Cam Lobe
Centerline Lobe Lift Is Measured
fixture designed to measure and record
At Each Degree
Of Cam Rotation
this data). The simulation can individu-
ally import intake and exhaust data from
ured Duratio
M
ea
s
n several common lobe-profile formats.
Lifter Fall Lifter Rise
Determines Determines
Valve Duration Valve Duration
Closing Point Opening Point
(0.020-inch (0.020-inch
is common is common
on many Ro t on many
ation solid-lifter
solid-lifter
cams) cams)
Lobe Profiles Are Directly Measured

At Each Degree Of Camshaft Rotation

contain both numeric and binary (boolean) data. All text-based data is ASCII
format. Each CamProPlus file can contain data for one or more lobes. The
first few bytes in the file hold a special identifying code and a revision letter.
This is followed by a header section with information on the test setup used to
measure the lobes and other details. The file next contains a table with text-
based, descriptive entries for each lobe (the table may contain “extra” unused
entries). The actual lobe measurements follow the table.
Cam Doctor Profile Files

Profile files are ASCII format (text-based). The file extension is .Cx or .Cxx,
where x or xx is the cylinder number of the cam lobes contained in that file.
Each file typically encapsulates data for one intake and one exhaust lobe.
After several lines of header information, the lobe-lift data encompasses the
next 360 lines (lift values are recorded for each degree of cam rotation). Each
data line provides two values: the intake and exhaust valve lift, just as they
were read from the sensors used on the measurement fixture. The centerline
of the cam lobe can fall at any location in the data set, since data recording
begins when the rotary-encoder transmits an index pulse and the position of
this timing pulse depends upon how the encoder was attached to the end
of the camshaft. The data (numbers) found in the header lines can be used
to locate the centerline, but it is a complicated process. Instead, most users
simply set the centerline after the data file is processed.
The S96 Profile Files

This file format was invented by Harvey Crane (it is similar to an earlier .396
file format, but with “smoothed” data). It is ASCII encoded (text based) with
one lift value per line, and data is spaced in 1-cam-degree increments. It
contains 396 lines of data; 360 points plus 36 additional points of overlapping
data. Harvey included this redundant data as a quality check for his measuring
Cam Pro Plus is a

CamProPlus Measuring Tool From Audie Technology software and hardware
package for measur-
ing and analyzing
lobe- and valve-motion
profiles. Developed by
Audie Technology (www.
audietech.com). it can
measure cams using
this test stand or when
they are installed in the
engine. Several software
packages are available
for advanced cam-mo-
tion analysis.

Import Lobe Profile Data The simulation can Import
many of common Profile
file formats, including
CamPro, CamProPlus,
Cam Doctor, CompCams
ECP, and S96. Press the
Import Lobe Profile button
in the Camshaft category
to open the file-selection
dialog shown here. This
dialog lists several lobe
profile groups that are
supplied with Dynomation6
(included for testing and
familiarization with profile-
file usage).
process. Peak lift is always located in the middle of the data set. Two common
variations of S96 exist: 1) With peak lift on line 180 (the overlapping points
are located at the end of the file), and 2) With peak lift on line 198 (with the
overlap data split between the start and the end of the file).
The .ECP Profile Files

CompCams lobe-profile format was developed by Motion Software, Inc. The
lobe-profile data in these files was provided by CompCams, Inc, and (as of
2018) includes a large portion of the CompCams catalog. The raw profile data
was processed and saved in .ECP files (Encrypted Comp Profile) in a protected
format that prevents direct lobe copying and duplication. ECP files are only
readable by Dynomation. The format protection does not affect file loading or
accuracy when using these files in the simulation.
Note: The simulation automatically handles the subtitles of reading and in-
terpreting Lobe-Profile file formats; refer to the following sections for help in
using profile data in your simulations.
How To Import
Lobe-Profile Data
Press the Import Lobe Profile button in the Camshaft Category to begin the
import process. When the file-open dialog appears, select the desired sub-folder
and file (review Lobe Profile Formats described in the previous section), then click
OK. A Lobe Profile Import dialog will open to help you assign lobe data to a specific
valve, set centerlines, and make other determinations about the data obtained from
the file.
Here are the key features and data-entry groups in the Cam Profile Import dialog:

Import Lobe Profile Dialog
After you have selected a lobe profile file, this dialog will open and help you verify the
data and assign the lobe to any of four possible destinations: 1-Intake, 2-Exhaust, 3-In-
take of the VVT High-Speed Cam and 4-Exhaust of the VVT High-Speed Cam.
Lobe Source-Data List

A list of the lobes in the selected file are displayed in the top-left Source Data
list. Some file types (like .S96) will have one or two lobes, while other files
(like CamProPlus files) may have several profiles included in the file. Click
on any lobe described in the Source List to apply its data to the other fields
in the import dialog.
Description
When any lobe is selected from the Source List, information about the profile
data may be displayed in the Description box. Many profile files will only have
simple lobe identifications, like “Intake,” “Exhaust,” or other brief descriptions
of the selected lobe, while other files may offer more detailed information.
Lobe Lift and Duration

Since lobe-profile data only consists of lobe-lift values recorded at each cam
degree, lobe duration must be calculated from lift data (keep in mind that we
are referring to Lobe Duration not Valve Duration; to determine valve dura-
tion, multiply the lobe lift values by the rocker ratio and then subtract any
valve lash). Lobe duration is determined by the lobe lift height selected for
the beginning and ending points. Since the SAE standard starting-lift value is
0.006-inch, and since the most common rocker ratio is 1.5:1, the lobe lift for
the same duration would be .006 / 1.5, or 0.004-inch. However, many cam
manufacturer's use their own values to rate lobe duration. Common values
are 0.006-inch, .0068-inch, 0.020-inch, 0.050-inch, 0.058-inch, and even 0.100

and 0.200-inch are used. The simulation displays the lobe duration for many
of these lobe lift points. In addition, you can enter any lift value in the Enter
Custom Lift field and the corresponding duration will be calculated.
Note: Once lobe-lift data is imported, the valve seat-to-seat duration displayed
in the Camshaft Component category is determined using 0.006-inch valve
lift points (includes rocker ratio and lash), On the other hand, 0.050-lift lobe
duration is determined from the 0.050-inch lobe/tappet lift points and does not
include rocker ratio or lash.
Lobe-Profile Rendering And Base-Circle Diameter

The Lobe Profile Import dialog also includes an illustration of the lobe selected
in the Source List that is rendered from actual lobe-lift data. Use this illustra-
tion to make sure there are no missing points or interruptions in the lift curve;
if you see any discontinuities, the profile data in the file is invalid.
Note-1: Since profile data only indicates how far the lifter rises above the base
circle of the cam (not the actual base-circle diameter), the simulation has to
make a calculated “guess” of the base-circle size to render the profile. If the
lobe-to-base-circle size relationship looks odd, you can enter a different base-
circle diameter that may improve the “look.” This display is only provided as
a check for lift-data completeness; base-circle size does not affect the data
used in the engine simulation.
Note-2: The arrow shown in the cam rendering indicates a normal clockwise
rotation (cam rotation is always assumed to be clockwise); the opening flank
is on the right side of the illustration and the closing ramp is on the left.
Lobe-Data Destination
The profile data associated with lobes selected in the Lobe Source-Data List
are assigned to either an intake or exhaust valve (and in the case of V-V-T
cam modeling, to the high-speed Intake or Exhaust valve) using the Lobe-Data
Destination group. This data-entry area contains either two or four radio but-
The cam-lobe image (rendered from lift data in

Invalid Lobe-Profile Data the profile file) can confirm the validity of the
data file and help you get a general “feel” for the
shape of the lobe. The lift curve shown on the
left is missing the opening ramp and is invalid.

Assign Lobe Data To A Simulation Valve
The lobe profile selected in the Lobe
Source-Data List can be assigned
to either an intake or exhaust valve
(and in the case of V-V-T cam model-
ing, to either of the high-speed cam
lobes) using the Lobe-Data Destination
group. The Centerline for the lobe data
can also entered in this group. With
a known centerline, the simulation is
able to calculate Seat-To-Seat Valve-
and 0.050 Lobe-Event timing (the
simulation will set a default centerline
value of 110.0 degrees whenever the
Lobe Profile Dialog is opened).
tons, depending on whether Variable Valve Timing is currently active. Notice

that the radio buttons allow the selection of only one destination.
The procedure here is to select a lobe profile, assign it to a specific intake
or exhaust valve, then close the Import Dialog to complete the import for one
lobe. Reopen the Import dialog to import additional lobe profiles.
Convert Wave-Action Profile Data To 10-Point Timing

Lobe-profile data can be “handed over” to the simulation in two ways: 1) You
can directly import the “raw” valve-lift data into the Wave-Action simulation
(this is the default method). When this is done, Profile data will be used “as-
is” to determine valve motion, or 2) By checking the Convert Profile Data
To 10-Point Timing, you can force the conversion of Profile lobe-lift data into
10-Point timing values.
Note: You can still convert the lobe-profile lift data to 10-Point modeling at
any time buy simply clicking the “->10-pnt” (Convert To 10-Point) buttons in
the Camshaft category. Remember that profiles files are “fixed,” while 10-Point
timing can be edited or modified in any way (you can modify valve-event tim-
ing, lift, etc.).
Lobe Centerline (in crank degrees)

Lobe-lift profile data must be “synchronized” with crankshaft and piston move-
ment to be useful. Lobe Centerline is the data point that fixes the rotational
index, in crank degrees, from the center of the lobe-profile data (point of maxi-
mum lift) to Top-Dead-Center piston position. You can enter Lobe Centerline
data in the Import Dialog or you can enter (or modify) this value within the
Camshaft Category.
Lobe-Lift And Acceleration Graph

To help you visualize the profile data selected from the Source List, lift and

Choosing Lobe Centerline
Lobe Profile And Centerline Measurement
A lobe-lift profile must
be “synchronized” with
crankshaft and piston
movement to be use-
ful. The Lobe Center-
line Angle (shown here
as an LCA of 106 de-
Intake Centerline (106)
Crank Degrees Between grees) is the distance,
Top Dead Center And
Lobe Centerline
in crank degrees,
from the center of the
lobe-profile data (in
this case, the point of
maximum intake-valve
lift) to the Top-Dead-
Center piston position.
acceleration curves are displayed in the Lobe Lift and Acceleration Graph.
Keep an eye out for rough or bumpy curves that can indicate poor recorded
data quality during cam lobe measurements.
Press the OK button in the Import Dialog to transfer the cam file data into the
CAMSHAFT Category and update the simulation with the new cam specs..
Tuning And Modifying Profile Cam Data
Profile files, as mentioned, consist of hundreds of data points that define the
position of the cam follower throughout its lift range. Because these points are
The Lobe-Lift and Acceleration Graph

displays data for the profile selected in the
Lobe Lift And Acceleration Graph
Lobe Source-Data List. Use the graph to
get an overall visualization of the lift curve
and acceleration rates of the profile. A
roughly shaped curve can signal erroneous
data in the profile.

Convert Profile Data To 10-Point Modeling
After a Lobe Profile has been

“Profile” Indicates Lobe imported into the simulation,
Profile Data Is Being Used. the Modeled From field(s) in
the Camshaft category will
display “Profile.” You convert
to 10-Point modeling at any
time by clicking a “->10-pnt”
(Convert To 10-Point) button.
Profile data for that lobe will be
discarded and 10-Point valve-
event timing will be used that
“->10-pnt” Buttons will convert matches the profile data as
Profile data to 10-Point Modeling
closely as possible.
fixed, they can not be individually changed without corrupting the lift curve. Basi-
cally, profile valve-event timing (IVO, IVC, etc.) is “built into” the data and cannot
be altered without re-defining the entire profile. However, there are a few tuning
“knobs” that you can turn when using Profile data without converting into 10-point
data. Modifying the following cam specifications offer some options when Profile
data is being used:
Timing Point/Specification Comment

Cam Advance and Retard Shifts entire lobe profile
(see following text for details)
Intake Centerline Shifts entire intake lobe timing
Exhaust Centerline Shifts entire exhaust lobe timing
Rocker Ratio Changes lobe-lift-to-valve-lift ratio and
has some affect on duration
Valve Lash Affects opening/closing timing and has
some affect on duration

When Profile modeling is being used, you will notice that many of the valve-event
specifications within the Camshaft category are dimmed and cannot be directly
modified. To "unlock" all timing data fields, you must use the “->10-pnt” (Convert
To 10-Point) buttons to convert profile data into 10-point timing; this allows you to
modify all cam timing data, but keep in mind that converting to 10-point data will
create...usually small...valve motion differences from the original cam Profile curve.

Camshaft Category—Cam Adv/Ret
Advance/Retard Cam Timing
The simulation allows direct entry of Intake and/or Exhaust camshaft lobe ad-
vance or retard values for both Profile and 10-Point cam modeling. Changing these
specifications from zero (the default) to a positive value advances the cam lobe (in
crank degrees) while negative values retard the lobe.
Why advance or retard the cam? It’s just about the only valve-timing change that
can be made after the camshaft has been installed. While it is sometimes possible
to improve performance using this technique, let’s investigate what happens when
valve events are advanced or retarded in unison.
Tuning A Single-Cam Engine
It is generally accepted that advancing the cam improves low-speed power while
retarding the cam can improve high-speed power. When the cam is advanced, IVC
and EVC occur earlier and that can improve low-speed performance; however, EVO
and IVO also occur earlier, and these changes tend to improve power at higher
engine speeds, but to a lessor extent. The net result of these “conflicting” changes
typically is a slight boost in low-speed power. The same goes for retarding the cam.
Two events (later IVC and EVC) boost high-speed power and two (later EVO and
IVO) boost low-speed performance, but again, to a lessor extent. The net result is
often a slight boost in high-speed power.
Advancing or retarding a camshaft under these conditions has the overall affect
of reducing valve-timing efficiency in exchange for slight gains in low- or high-speed
power. Consequently, many cam manufacturers recommend avoiding this tuning
To ensure the most accurate cam timing
and to facilitate tuning, a gear drive is DOHC Cam Sprockets
often used in high-performance applica-
tions. This a CompCams drive was de-
signed for GM LS engines (with three-bolt
cams on all 24x and 58x LS engines).

Advance/Retard Menu
The simulation allows direct entry of camshaft

advance or retard for each lobe (permits DOHC
modeling). Changing this specification from zero
(the default) to a positive value advances the cam
lobes; negative values retard the lobes. See text for
more information on how these changes can affect
engine output.
technique. If advancing or retarding allows the engine to perform better in a specific

rpm range, the cam profile was probably not optimum for the engine in the first
place. More power can be found at both ends of the rpm range by installing an
optimized cam rather than advancing or retarding the wrong cam. However, if you
already own a specific camshaft, advancing or retarding overall timing may offer
In DOHC engines, like the Honda VTEC and

DOHC Cam Sprockets many other engines, where separate cams
are used for the intake and exhaust lobes, the
cam advance/retard can be set independently
for the intake and exhaust cams. In the real
world, this tuning is easily accomplished with
adjustable cam sprockets, like these from
ZEX. Adjustable timing sprockets can also
compensate for milled deck and head surfac-
es that can alter cam timing.

some “fine tuning” capabilities.
Tuning DOHC Engines
Tuning DOHC engines with individual intake and exhaust cams is a straightforward
process. While changing cam timing on an engine with a single cam forces you to
change ALL lobes the same amount and in the same direction—often reducing any
benefits you may have gained—on DOHC engines cam tuning takes on a much
greater significance. When you install an optimum cam for a specific application,
you can expect it to produce peak power (or torque) when installed “heads-up,” or
without any advance or retard. However, engine builders often find improvements by
advancing one cam and retarding the other. This is especially true in turbocharged
applications, where advancing the intake cam and retarding the exhaust cam in-
creases the Lobe-Separation Angle (also called the Lobe-Centerline Angle, or LCA),
reducing valve overlap, which sometimes improves forced-induction efficiency.
Dyno testing has shown that it is sometimes impossible to predict how the engine
will respond to intake- or exhaust-cam advance and retard. This is may be due
to subtleties within, and interactions between, the induction and exhaust systems.
While this simulation will give you valuable feedback, this fine-tuning process should
be confirmed on a real-world dynamometer.
Note: Make sure you keep in mind that changing cam advance or retard on
DOHC Gear Train

a real-world engine will alter valve-to-piston clearance. Changing cam timing
by 4-degrees or less will rarely cause interference problems, however, it is
always the engine builder/tuner’s responsibility to ensure mechanical contact
between the pistons and values does not take place at any engine speed.
Just starting and idling an engine with piston-to-valve interference can damage
valves, break cams, and bend valvetrain components.

Combustion Category
Combustion Category
The Combustion Category includes Compression Ratio, Thermal Coatings, Fuel Type,
Air/Fuel Ratio (fixed or adjustable for each rpm point), Fuel Vaporization within the
intake tract (before IVC), Combustion-Chamber geometry, and Ignition Timing. Each
of these specifications directly affect how fuel is burned in the engine. This category
also includes a Compression Ratio Calculator, and a Combustion-Chamber-Selection
dialog. Clicking the Estimate Ignition Timing checkbox, will direct the simulation to
determine the MBT for the engine at each rpm point (see text).
THE COMBUSTION CATEGORY

The Combustion Category contains combustion-related components and speci-

fications. Included are Compression Ratio, Thermal Coatings Modeling, Fuel Type
(includes spark- and combustion-ignition fuels), Air/Fuel Ratio (one value or a “map”
of values), Fuel Vaporization Percentage within the intake tract before IVC, Com-
bustion-Chamber geometry, and Ignition Timing (for spark-ignition fuels only). Each
of these specifications directly affect how fuel is burned and the overall combustion
efficiency. This category also includes a Compression Ratio Calculator (see text),

Combustion Category
Basic Compression Ratio Equation
Compression ratio is calculated Compression Ratio =

by dividing the total volume with-
in the cylinder when the piston Swept Cylinder Volume + Combustion Space Volume
is located at Bottom Dead Center
––––––––––––––––––––––––––––––––––––––––––
(BDC) by the volume that exists
when the piston is positioned at Combustion Space Volume
Top Dead Center (TDC).
and a Chamber-Selection dialog. Clicking the Estimate Ignition Timing checkbox will
instruct the simulation to determine the MBT (Minimum Ignition Advance For Best
Torque) for the engine at each rpm point.
Note: When you select Diesel fuel, the following fields are dimmed, since they
cannot be changed in compression-ignition applications:
Combustion Chamber Design: An analysis of chamber shape is not included
in this version of the simulation.
Ignition Timing: Ignition point determined by the simulation
Compression Ratio
and How It Is Calculated
The Compression Ratio menu, located in the Combustion Component category,

establishes the compression ratio for the simulated engine (within the range of 3:1
to 30:1) for gasoline and other spark-ignition fuels or for Diesel fuel using compres-
The Compression Ratio field is located at the

top of the Combustion Category. Compres- Compression Ratio Menu
sion Ratio is a comparison of the geometric
volumes that exist in the cylinder (including
the cylinderhead and gasket volumes) when
the piston is located at BDC (bottom dead
center) to the “compressed volume” when the
piston reaches TDC (top dead center). The
simulation will model any compression ratio
from 3.00:1 to 30.00:1.

Combustion Category
sion ignition.
Compression-ratio is the comparison of two volumes in the engine, as illustrated
by the “standard equation” shown nearby. The variables are: 1) Swept-Cylinder
Volume, and 2) Combustion-Space Volume. While these are the only two volumes
that affect compression ratio, each of these volumes is made up of multiple other
volumes, so the first step in understanding compression ratio is to become familiar
with these volumes.
Swept Cylinder Volume is the most straightforward: It is simply the three-dimensional
space displaced by the piston as it “sweeps” from BDC to TDC, and is determined
solely by the bore diameter and stroke length. The swept cylinder volume is calcu-
lated by the simulation—and displayed in the Combustion category—as soon as
the bore and stroke have been selected for the test engine.
The other main variable in the compression-ratio equation is Combustion-Space
Volume. This is the total volume that exists above the piston when it is positioned
at TDC. This space includes the combustion-chamber volume, the volume taken
up by the thickness of the head gasket, any volume added by the piston not ris-
ing fully to the top of the bore, plus any valve-pocket volume, less any volume
displaced by the piston or piston dome protruding above the top of the cylinder
bore (block deck). The complexity of these volumes is often a stumbling block in
becoming comfortable with all aspects of compression ratio. However, the following
explanation and illustrations should clarify these important concepts.
Imagine yourself as a “lilliputian,” wandering around inside the engine. Take a
stroll inside the combustion space. Picture in your mind what you would see in the
cylinder with the piston at TDC. The combustion chamber would look like a ceiling
above you. The floor would be the top of the piston. If the piston (at TDC) didn’t
rise completely to the top of the cylinder, you would see a bit of the cylinderwall
around the edges of the floor, with the head gasket sandwiched between the head
and block like trim molding around the room. There may be “steps” (valve pockets)
in the top of the piston just under your feet (don’t trip!). If the piston had a dome, it
A good way to visualize com-

pression ratio volumes is to Picturing Compression Ratio And Swept Volume
imagine yourself as a “lillipu-
tian” wandering around inside
the engine. You would see the
combustion chamber above you
like a ceiling. Your floor would PISTON PISTON
be the top of the piston. Swept AT AT
TDC BDC
Cylinder Volume is the three-
dimensional space displaced
as the piston “sweeps” from
BDC to TDC, and is determined
solely by the bore diameter and
stroke length.

Combustion Category
might act as a small room divider rising from the floor, to, perhaps, knee high. The
space in this room (combustion space) would be larger if the piston was positioned
lower down the bore or if the “steps” under your feet were deeper, and it would be
tighter squeeze if the room divider (dome) volume was larger. This entire space
is “home” for the compressed charge when the piston reaches TDC. This is the
volume that makes up the combustion space, the denominator of the compression-
ratio calculation equation. Now let’s continue our tour of compression spaces, but
this time we’ll explore what we see inside the cylinder when the piston is located
at BDC. The very same volumes that we just described (chamber, dome, notches,
gasket, etc.) are still there, but are now located well above our head. It looks like
the room has been stretched, like the elevator ride in the Haunted House at Dis-
neyland. This “stretched” volume is described in the numerator of the compression-
ratio equation. It’s simply the original combustion volume plus the volume added
by the “sweep” of the piston as it traveled from TDC to BDC. The ratio between
these two volumes is the compression ratio.
Bore, Stroke, And Compression Ratio
Another quick look at the compression-ratio equation reveals that if engine dis-
placement (swept volume) is increased, either by increasing the bore or stroke, the
compression ratio will rise. In fact, with everything else being equal, a longer stroke
will increase compression ratio much more quickly than increasing bore diameter.
This is due to the fact that a longer stroke (without changing other engine dimen-
sions) not only increases displacement, but it tends to decrease combustion space
volume, since the piston moves higher the bore if the rod length and pin position
are not changed (in our “lilliputian” example, raising the floor closer to the ceiling).
This “double positive” results in rapid increases in compression ratio for small
increases in stroke length. On the other hand, increasing cylinder-bore diameter
also increases compression ratio but less significantly. This is due, in part, to the
increase in Combustion-Space Volume that often accompanies a larger bore.
While Combustion-Chamber Volume is sim-

ply the volume of the chamber in the cylin- Top-Dead-Center Volumes
der head, the Combustion-Space Volume is
the total enclosed volume when the piston Combustion Combustion
is located at TDC. This space includes the Chamber
Volume
Space
Volume
volume in the combustion chamber, plus
any volume added by the piston not rising
to the top of the bore, the volume within any
valve pockets, and the head-gasket thick-
ness, less any volume contained within
the piston dome or displaced by the piston
protruding above the top of the bore.
PISTON
AT
TDC

Combustion Category
High Compression Boosts Power
Why does higher compression ratio
produce more horsepower? Try to an-
swer this question before you read the
remainder of this caption. A combustion
space containing twice as much volume COMPRESSION COMPRESSION
RATIO RATIO
as the cylinder produces a 1.5:1 com- 1.5:1 10:1
pression ratio. Peak cylinder pressures
after ignition will be about 250psi. With
a combustion space about 1/10th of the
volume of the cylinder, the compression
ratio will be 10:1. Peak pressures reach
about 1500psi. It is easy to see that
the higher compression ratio generates
much higher cylinder pressures. And
these higher pressures exerted against
the piston throughout the first half of
piston travel from TDC to BDC on the
power stroke increase torque and horse-
power.
Changing combustion space—the other element in the compression-ratio equa-

tion—will also alter the compression ratio. Anything that reduces the combustion
volume, while maintaining or increasing the swept volume of the cylinder, will in-
crease the compression ratio. Some of the more common methods to accomplish
this are decreasing the volume of the combustion chambers (by replacing or milling
the heads), using thinner head gaskets, changing the location of the piston-pin or
rod length to move the piston closer to the combustion chamber, installing pistons
Activate the Compression-Ratio
Compression-Ratio Math Calculator Calculator by clicking on the
CR Calc button in the Combus-
tion category. You can also
open the calculator by select-
ing Compression Ratio Math
from the Tools menu or by
clicking on the Compression
Ratio Icon in the Tool Bar. This
tool lets you to directly enter
combustion-chamber volumes,
head-gasket thickness, etc.,
and determine their effects on
engine compression. For de-
tailed information on using the
Compression-Ratio Calculator,
see Built-In Calculators later in
this manual.

Combustion Category
Thermal Coating Modeling
You can model the use of

thermal coatings on the
piston top or combustion
chamber, or both. The
more combustion heat
that is kept in the cylinder,
the higher the cylinder
pressure and engine ef-
ficiency.
with larger domes, etc. These modifications and others can be explored using the
built-in Compression-Ratio Calculator.
The Compression-Ratio Calculator
The simulation allows the direct selection and testing of a very wide range of
compression ratios from 3:1 to 30:1. In addition, many engine builders need to use
combustion-chamber volumes, head-gasket thickness, etc., to determine the compres-
sion ratio. The Compression-Ratio Calculator, quickly performs these functions.
Detailed information on using the Compression-Ratio Calculator is included in the
section Built-In Calculators later in this manual).
Piston/Chamber
Thermal Coatings
You can model the use of thermal coatings on the piston top or combustion
chamber, or both. Thermal coatings help keep heat in the cylinder that would oth-
erwise dissipate into the water jackets of the engine. The more combustion heat
that is held in the combustion space, the higher the cylinder pressure will be during
the power stroke. This improves engine output and overall efficiency.
The menu selection lets you choose the following models: No Thermal Coatings,
Coating Applied To The Piston OR The Chamber, and finally Coatings Applied To
The Piston AND The Chamber.
Note: The model assumes that coatings applied to the chambers includes the
valve heads (coating covers the entire chamber surface).
Fuel Type Menu Selection
You can also model several automotive fuels, including Diesel, plus Nitrous-
Oxide injection with Gasoline or Methanol. Select any of these fuels options from
the FUEL menu:

Combustion Category
Fuel Selection Menu
Model various fuels for

dyno testing in both
the Filling-And-Empty-
ing and Wave-Action
models. When any of
these fuels have been
selected, the com-
monly accepted peak-
power air/fuel ratio is
automatically inserted
into the Air/Fuel Ratio
field.
• Gasoline (Detonation Free) • Gasoline W/Nitrous Injection

• Methanol (Methyl Alcohol) • Methanol W/Nitrous Injection
• Ethanol (Ethyl Alcohol) • E85 (85% Ethanol, 15% Gasoline)
• Propane (Gaseous fuel) • LNG (Liquefied Natural Gas)
• Synthetic Gas (4 types) • Diesel (Compression Ignition)
When any of these fuels have been selected, the simulation readjusts the air/
fuel ratio for optimum power. This updated air-fuel ratio is displayed in the Air/Fuel
Ratio field. Changes to the Air/Fuel ratio can be made at any time by making a
selection from the Air/Fuel Ratio menu, by direct numeric entry, or by using the A/F
Table to specify a unique air/fuel ratio for each rpm test point.
To use the AF Ratio Table and create a “map” of air-fuel ratios for each rpm
point, click on the Table button in the Combustion Category. You can fill all rpm
When any fuel has been selected, the air/

Air-Fuel Ratio Menu fuel ratio is adjusted for optimum power. The
updated ratio is displayed in the Air/Fuel
Ratio field. Changes to the Air/Fuel ratio can
be made at any time by selecting the Air/Fuel
Ratio menu or by direct numeric entry.

Combustion Category
points with the default ratio (to initially
Air/Fuel Table
fill the table) using the Fill With Default
button. If you would like to switch back The simulation
to using a single A/F Ratio, open the can also model
Table dialog again and click on the Use a varying air/
fuel ratio. The
Single AF Ratio button.
Air/Fuel Ratio
Table dialog
Nitrous-Oxide Injection is available by
selecting the
There are many ways to boost engine Table Button. in
the COMBUS-
power. However, nitrous-oxide injection
TION category.
is a particularly effective method. De- You can set
veloped during World War II for piston- individual AF
engine fighter aircraft, nitrous-oxide Ratios for
gas—an oxygen-releasing substance— each rpm test
allows an engine to ingest more fuel while point. Reset
to a single AF
maintaining optimum air(oxygen)-to-fuel ratio simply by
ratios. Injected into the cylinders with pressing the
additional fuel, the effect is similar to Use Single AF
instantaneous supercharging but without Ratio button
the losses from a belt- or exhaust-gas- below the table.
driven device. Remarkable as it may
seem, as much horsepower as desired can be added, with the limitations being
dangerously high cylinder pressures, detonation, or component failure. There are
no subtleties here: Add more nitrous and fuel; produce more horsepower!
Most nitrous systems inject a fixed amount of nitrous and fuel (constant-flow),
regardless of engine speed. In other words, when the nitrous switch is turned on,
the engine will immediately produce a fixed boost in power, solely determined by
the amount of injected fuel and nitrous.
The simulation models a typical constant-flow Nitrous/Gasoline or Nitrous/
Nitrous-Oxide Selection Menu
There are many

ways to boost
engine power,
however, nitrous-
oxide injection is
a uniquely effec-
tive method. The
simulation models
constant-flow
Nitrous/Gaso-
line and Nitrous/
Methanol injection
systems.

Combustion Category
Methanol injection system. Nitrous is “injected” by the simulation in precise amounts
throughout specific increments of crank degrees, similarly to an actual nitrous sys-
tem. You select the desired HP boost, and the simulation will calculate the Nitrous
Mass Flow required to produce that power (calculation of nitrous flow is performed
before the actual simulation is run, so engine design and other factors...just like
in the real world...can affect the actual power output reported by the simulation).
The simulation will tell you how much of the injected nitrous mass actually entered
the cylinder and how much was rejected back into the intake manifold (or lost to
exhaust flow). The enhanced nitrous modeling included in this version-6 simulation
includes these elements in a nitrous-augmented engine:
1) Nitrous Inflow restriction at the intake valves

2) Cylinder filling (capacity vs. overfill backpressure) and gas reversion
3) Nitrous (and added fuel) effects on charge cooling (LHV)
4) Nitrous details are included in the Simulation Log and ProTools Printout
5) Enhanced Nitrous Injection is included in both the WA and FE simulations
A nitrous injection system designed to add 100 horsepower (flowing about 4

pounds per minute of nitrous oxide and additional fuel to maintain the correct air/
fuel ratio), will produce a 100 horsepower boost instantly upon triggering the system.
Remarkably, the engine will continue to produce an this additional 100 horsepower
across the entire rpm range. That means a 100hp nitrous system activated at
2000rpm (when the engine may have been producing only about 70hp) can double
or even triple power output!
These huge power boosts at low engine speeds (when each cylinder ingests
This graphic shows how cylinder

Nitrous-Oxide Injection And BMEP pressures (in this case the BMEP
shown by the green line) increase af-
ter a 200-horsepower nitrous system
is activated (this pressure compari-
son includes colored DataZones™,
discussed later in this manual). Since
the simulation models a fixed-flow ni-
trous system, cylinder loads increase
as engine speed decreases (the lon-
ger time the intake valve is open, the
greater nitrous load is inducted into
the cylinder). Below 3000rpm, BMEP
exceeds 300psi (shown by the top,
light green band). In this situation,
nitrous-system activation should be
delayed until 3000rpm to help main-
tain engine reliability.

Combustion Category
Nitrous Power Menu
To activate any
Nitrous Boost Horse-
power from zero to
800hp, first select one
of the Nitrous-Injec-
tion selections from
the Fuel Type menu
(which activates the
Nitrous Power Menu),
then open the Power
Menu to enter any
power value.
a large “dose” per power cycle) can generate excessive cylinder pressures. As a
result, fixed-flow-rate systems often include a delayed trigger to allow the engine
to reach sufficient speed to maintain safe cylinder pressures. Maintaining cylinder
pressures below critical levels is essential to prevent detonation and mechanical
failure.
During engine simulations with nitrous augmentation, you can keep track of cyl-
inder pressures (for example, a BMEP greater than 300psi is usually considered
borderline dangerous). For example, the nearby test graph illustrates a 350 smallblock
equipped with a 200hp nitrous system. Note that BMEP pressures below 3000rpm
exceed 300psi.
Note-1: BMEP (Brake Mean Effective Pressure) is an “average” cylinder pres-

sure; when it exceeds 300psi, peak pressures often reach detonation levels
and can quickly lead to mechanical failure—for a description of BMEP, refer
to the Glossary later in this manual.
Note-2: There are other ways to help reduce low-speed cylinder pressure in
a Nitrous engine including modified cam timing. It has long been known that
increasing valve duration and overlap will lower cylinder pressures at lower
engine speeds. This typically-unwanted phenomenon is a low-speed power
killer, but combined with a nitrous-oxide injection system, it can permit earlier
nitrous flow while optimizing power at higher engine speeds. Other ways to
decrease low-speed cylinder pressures include reduced compression ratios,
increased exhaust-system back pressure, reduced induction airflow, larger
engine displacement, and of course, reducing the nitrous flow rate.
You can activate the nitrous-injection model by selecting Gasoline/Nitrous Injec-

Combustion Category
tion or Methanol/Nitrous Injection from the Fuel Type menu (see previous page).
You will see the following choices:
• 25 HP (~1 lb/min N2O flow) • 50 HP (~2 lb/min N2O flow)

In addition to these 10 menu options, you can use the Nitrous Power Menu to
manually enter any nitrous power value from zero to 800hp.
Combustion-Chamber Design
The Combustion-Chamber Design field in the Combustion category sets the

fuel burn rate and adjusts the combustion efficiency based on the physical geometry
of the combustion space.
In general, a “disc-shaped” chamber with a side-mounted sparkplug generates
the lowest turbulence and flame speed. The burn-rate differences between this old
technology chamber and a modern pentroof designs with squish-assisted turbulence
can be as much as 30-degrees of reduced ignition timing “lead” to accommodate
the faster-burn rates. A mathematical analysis of the burn process (can be thought
of as simply a rapid pressure rise) reveals that peak power would be obtained if
the fuel burned instantly at a crank angle slightly after TDC. This would produce the
greatest push on the piston at the point at which this pressure is most efficiently
Nine combustion-chamber geometries Combustion-Chamber Selection

from the slowest-burning disc shape to
the fast-burn pentroof designs model
most high-performance and racing
engines. Clicking the Chambers Quick-
Access™ button in the Combustion
Category provides an overview of these
chamber shapes, including the basic
Chamber Timing Requirements of these
designs (timing values in the dialog as-
sume gasoline as the fuel). Note: This
dialog does not open when using Diesel
as a fuel.

Combustion Category
converted into the highest force on the crankpin. While an instant fuel burn (and
pressure rise) is not possible for several practical reasons, including knock preven-
tion and maintaining mechanical integrity, typically a fast pressure rise in the cylin-
der will produce more power (reaching peak pressure at about 20- to 30-degrees
ATC is typical for many high-output engines). To facilitate this, modern chamber
designs are optimized for high turbulence and fame speeds while minimizing pre-
ignition and detonation.
Note: As always, there are exceptions. In a nitromethane-fueled engine, the
slower burn-rate hemispherical chamber is often used. In this case, there are
benefits to slowing down the burn rate and giving the flame front a symmet-
ric volume in which to propagate. With nitromethane this results in a more
uniform application of the huge cylinder pressures produced by this powerful
racing fuel. The overriding consideration here is reliability not peak pressures!
The simulation provides nine combustion-chamber geometries from the slowest-

burning disc shape, provided primarily for comparison purposes, to the fast-burn
pentroof designs used in many modern high-performance and racing engines. Clicking
on the Chambers Quick-Access™ button (not active for Diesel fuel) provides an
overview of these chamber shapes, including the basic Chamber Timing Require-
ment (assumes gasoline as the baseline fuel).
The Chamber Timing Requirement is based on the time lag between the sparkplug
discharge, referred to as the SparkPoint, and the beginning of cylinder pressure
rise. This delay can be considered as the innate rate at which fuel burns in that
chamber geometry. This is the least possible timing advance that the engine will
need to produce optimum power with that chamber at low engine speeds. As speed
From upper left, a

2-valve hemi chamber
with center plug, a pen-
troof 4-valve motorcycle,
then a pair of 2-valve
wedge chambers, one
as machined and the
other polished and
detailed.

Combustion Category
increases, or if non-optimum air/fuel ratios are used, greater ignition lead (more
time) will be required to efficiently burn the fuel and produce optimum power. This
minimum timing requirement for optimum power at a specific operating condition is
often called MBT (or Minimum ignition advance for Best Torque). An engine does
not have single MBT, but rather many MBTs as engine speed, temperature, AF
Ratio, fuel chemistry and other real-world factors change.
Ignition Timing
Optimum power production depends on the precise timing of the “ignition point,”
an event that, as described above, can vary substantially. There is a significant
delay in the initiation of measurable combustion after the SparkPoint, and even
beyond that, many factors affect lag and the rate of combustion. So, what shall we
call the actual point of ignition? Should it be: 1) when the spark occurs, or 2) when
the fuel starts burning, or 3) when pressure begins to rise in the cylinder? Rather
than debating this, we will use other terms that have more precise meanings.
To begin, let’s establish the beginning of the Combustion Cycle at the SparkPoint,
commonly know as the Ignition Timing Point of the engine. This will be the pre-
cise point, in crank degrees before top-dead center (BTDC), when the initiation of
spark occurs. After the SparkPoint there is a delay before the pressure within the
cylinder actually increases. This delay can be exaggerated when the piston begins
to move down the bore after TDC, increasing combustion-space volume. At some
point, however, the increasing volume is overcome by the rapid rise in temperature
from expanding combustion. The first indication of a pressure increase is usually
defined as the Start Of Combustion, even though it’s obvious that the combustion
process was already underway, but remained in a low-burn-rate initiation phase.
We mentioned that the Ignition-Timing requirement for optimum power is com-
While an instantaneous fuel

Optimum Ignition Point burn that produce peak pres-
Figure 20 sures at the optimum crank
1000 angle is not possible, in
general, the faster the pres-
sure rises in the cylinder the
more power the engine will
Cylinder Pressure (psi)
800
produce. Modern combus-

600 tion chamber designs are
optimized for high turbulence
Ignition and fame speeds within the
400 constraints of preventing pre-
ignition and detonation.
14.7
360 740 0 & 720 180 360

BDC TDC BDC
Degrees of Crankshaft Rotation

Combustion Category
Activate a manual, rpm-based
Manual Advance Curve With Speed Limit advance curve by un-checking
“Estimate Timing...” and speci-
fying the initial-timing advance
and the number of degrees
for each 1000-rpm increase in
engine speed. You can cap the
advance curve by specifying a
limit rpm.
monly called the MBT (Minimum advance for Best Torque). But this timing require-
ment changes as turbulence in the combustion chamber changes, since the burn
rate is substantially linked to, among other things, the turbulence of the gasses in
the combustion chamber. Furthermore, turbulence also changes when: 1) Engine
speed changes, 2) Air/Fuel ratio changes, and 3) When engine load (throttle posi-
tion) changes. And, as mentioned, there are additional subtle changes to burn rate
from charge temperature changes, differences in compression ratio, and even bore
size and stroke length.
How can we take all these factors into consideration and determine the MBT for
all engine speeds? The simulation performs these complex calculations and derives
an estimate of an Optimum Ignition advance curve. To activate this feature, simply
check the Estimate Ignition Timing checkbox in the Combustion Category (selected
by default). You can view the calculated ignition timing values in the ProData Table,
and on the top-right RPM graph.
If you would like to enter a specific ignition timing value and/or an advance
curve based on engine speed, that option is also available. Un-check the Estimate
Ignition Timing box, and enter values for Basic Ignition Timing (BTDC). This is
the SparkPoint relative to TDC measured in crank degrees. In addition, you can
direct the simulation to calculate an advance curve by specifying the number of
degrees of advance for each 1000-rpm increase in engine speed. You can “flatten”
The advance curve (set in the

Manual and MBT Advance Curves Manual Advance Curve dialog
shown above and illustrated in
this graph by the light red line)
started at 24-degrees advance,
increased 2.2 degrees up to
a limit at 6500rpm. The dark-
red curve is the MBT advance
curve calculated by the simula-
tion.

Combustion Category
the advance curve by specifying a limit rpm, after which no further advance is ap-
plied. After defining your own ignition values, you can quickly compare your curve
with the MBT determined by the simulation; simply re-check the Estimate Ignition
Timing box and note the changes in the advance curve and engine power.
Note: Overall engine design, including chamber geometry, fuel type and quality,
and other factors, can produce variations in optimum ignition timing and advance
curve requirements. In addition, a 3D model of the combustion space and a full
analysis of flame travel (beyond the capabilities of this simulation) are required
to fully simulate the ignition timing requirements, especially a high-performance
or race engine. Use the ignition timing features available in Dynomation to help
you establish baseline timing requirements. Actual dyno testing under real-world
conditions is the only way to precisely determine an optimum ignition timing curve.

Combustion Category

Exhaust Category
THE EXHAUST SYSTEM CATEGORY
Covers Models Are Used In Both FE and WA Simulations
The EXHAUST category establishes a mathematical model for the exhaust

system of the simulated engine. Dynomation6 incorporates two distinct simulation
methods, and each of these methods uses its own exhaust modeling technique.
The Filling-And-Emptying simulation (used in DynoSim6) uses a simplified exhaust
model, on the other hand, the Wave-Action method performs a much more rigorous
mathematical analysis of exhaust pressure waves and, as a result, requires more
detailed data inputs to complete a simulation.
An overview of Filling-And-Emptying menu selections is provided below.
Wave-Action exhaust data entry is covered in the next section.
IMPORTANT NOTE ABOUT ALL HEADER CHOICES: Some engines can de-
rive scavenging benefits from suction waves created in the collector by adjacent
cylinders (although studies have revealed that the benefits, when they exist, are
relatively small). The “one-cylinder-scavenges-another” is not modeled in this
simulation. Instead, the headers are assumed to deliver a scavenging wave only
to the cylinder that generated the initial and any subsequent pressure pulses.
Filling-And-Emptying (FE) Exhaust Selections
While the simplified Filling-And-Emptying exhaust method cannot not resolve

exact header dimensions (approximations of lengths and sizes are shown in the
FE exhaust group and more accurate values are displayed in the Simulation Log
The Exhaust System Category estab-
The WA and FE Exhaust Category lishes the exhaust modeling for the FE
Simulation (on the top, within the red
box) while the Wave-Action Simulation
choices take up the lower part of the
Exhaust category. The FE selections
are made from a two menus, consisting
of 15 Model choices and one Tun-
ing Speed selection. The WA exhaust
selections are more detailed and allow
hundreds of pipe, junction, and taper
possibilities. When the WA simulation
is used, the FE Exhaust choices are
dimmed and vice-versa.

Exhaust Category—FE (DynoSim) Model
Filling-And-Emptying Exhaust System Menu
The simulation
contains different
exhaust-system
models for the
Filling-And-Emptying
and Wave-Action
simulations. The
Filling-And-Emptying
selections (shown
here) are “generic”
models of various
exhaust manifolds
and headers, both
with and without
mufflers and cata-
lytic converters.
in Dynomaiton6 only), it can predict engine power changes from various discrete
selections of exhaust manifolds and headers provided in the Filling/Emptying
Exhaust Model menu and from the engine speeds entered in the FE Exhaust
Tuning RPM field.
Each of the exhaust system selections apply a unique tuning model to the
simulation. The menu includes fifteen selections, seven of which include mufflers,
four include mufflers and catalytic converters, the remaining selections use “open
collector” systems. When any of these exhaust configurations are used, the simula-
tion will calculate and display an estimate of tubing diameters and lengths:
Stock Manifolds And Mufflers W/Cat

The first choice in the Exhaust Model menu simulates the most restrictive
exhaust system; a “log-type” design, where all ports connect at nearly right
The first choice in the Filling- “Log-Type ” Exhaust Manifold

And-Emptying Exhaust Model
menu simulates typical, pro-
duction, cast-iron, “log-type”
exhaust manifolds, where all
ports connect at nearly right
angles to a common “log”
passage. These manifolds are
designed to provide clearance
for various chassis and engine
components and provide less
than optimum exhaust flow.

HP Manifolds And Mufflers
The HP Manifolds And Mufflers exhaust-

system choices offer a measurable
improvement over the stock-exhaust
selection. High-performance exhaust
manifolds are designed to improve
exhaust gas flow and reduce system re-
striction. They are usually a “ram-horn”
or other “sweeping” design with fewer
sharp turns and larger internal passages,
like this manifold for the Eclipse/Laser.
The connecting pipes to the mufflers are
large diameter and the mufflers generate
less back pressure.
angles to a common passage. This exhaust-modeling selection assumes that

the manifolds are connected to typical OEM mufflers and catalytic converters
with short sections of pipe. The exhaust manifolds and mufflers cancel all
scavenging effects, and back pressure levels in the exhaust system effectively
cancel blowdown effects of early EVO timing and increase pumping work losses
during the exhaust cycle.
H.P. Manifolds And Mufflers W/Cat and WO/Cat

These choices offers significant improvements over the stock exhaust system
discussed previously. The high-performance exhaust manifolds modeled are
designed to improve exhaust gas flow and reduce system restriction. They
are usually a “ram-horn” or other low-restrictive designs. While this system is
considered a “high-performance” design, it offers little tuning effects and virtu-
ally all suction waves are fully damped. This exhaust system may allow some
benefits from early-EVO timing blowdown effects.
Here is an excellent ex-

Custom HP “Manifolds” ample of a high-performance
“manifold” replacement from
Edelbrock for the Ford Focus.
When used with mufflers,
model this system using the
Filling-And-Emptying H.P.
Manifolds And Mufflers Model
selection. When used without
mufflers, select Small Headers
Open Exhaust.

Original Max-Wedge Exhaust
Here is another example of factory high-perfor-

mance cast-iron exhaust manifolds. These were
developed by Chrysler in the 1960’s for their
Max-Wedge Program. You would not believe
how heavy these manifolds were! It's also hard
to believe that today they sell to collectors for
more than $2000 a set!
Small Tube Headers, Mufflers W/Cat and WO/Cat

This is the first exhaust-system model that begins to harness the tuning po-
tential of wave dynamics in the exhaust system. Suction waves are created in
the collector, but are somewhat damped by the attached muffler and catalytic
converter, if used.
Small- And Large-Tube Headers, Open Exhaust

These choices simulate headers with primary tubes individually connecting each
exhaust port to a common collector or tube. Strong suction waves, undamped
by mufflers or a tailpipe system, provide a substantial boost to cylinder filling
Small-Tube tri-Y Headers Large-Tube Headers
This is Tri-Y header harness the tun-

ing potential of wave dynamics in the
exhaust system. This tubular exhaust
system from S&S for Honda engines
offers good wave-dynamic scavenging Large-tube headers mirror the capabilities
with the potential of both power and of their small-tube counterparts, but their
torque boosts. reduced restriction boosts performance on
larger displacement engines.
and exhaust gas outflow. The small version of these headers often provide
the best improvements on smaller displacement engines.
Small- and Large-Tube Headers, Flow Optimized, Race Designs

These choices simulate headers with large, sweeping curves, top-quality weld-
ing and construction. This professional design produces strong suction waves
provide a substantial boost to cylinder filling and exhaust gas outflow. Back-
pressure is minimized. The small version of these headers show the greatest
benefits on higher-rpm, smaller displacement engines.
Small and Large Tri-Y Headers, Open Exhaust

These choices simulate open headers with separate primary and secondary
tubes that converge to a common collector. This design creates strong suc-
tion waves over a wide rpm range that aids cylinder filling and exhaust gas
outflow. The small version of these headers show the greatest benefits on
smaller displacement engines.
Large-Tube “Stepped” Selections

The “stepped” design of the primary tubes reduces pumping work on some
engines. As high-pressure compression waves leave the port and encounter a
step in the tube diameter, they return short-duration rarefaction waves. These
low-pressure “pulses” assist the outflow of exhaust gasses by returning to the
open exhaust valve(s) and assisting cylinder depressurization and reducing
pumping work. This can generate a measurable increase in horsepower on
large displacement and/or high-rpm engines.
Setting The FE Exhaust Tune RPM
The FE Exhaust Category includes an input for FE Exhaust Tune RPM that ap-
Large-tube Stepped headers have

Large, Stepped-Tube Racing Headers large-diameter primary tubes with one
or more transitions to larger tubing
diameters. These “steps” can reduce
pumping work and improve horsepower
on high-rpm engines.

FE Exhaust Tune RPM & Pipe Lengths
The FE Exhaust Category includes

an input for Tune RPM that estab-
lishes the approximate engine speed
at which the exhaust system reaches
peak tune (the rpm value is also
used to estimate pipe lengths and
diameters). You can also select AUTO
Estimate...at the bottom of the menu...
that will automatically run a series of
simulations and pick a (near) opti-
mum selection for Tune RPM.
plies to (FE only) header-based exhaust systems (excluding the first three manifold
choices in the Exhaust menu). The rpm value you enter into this field establishes
the target engine speed at which the exhaust pressure waves return the strongest
reflection (suction) wave back to the cylinder to assist exhaust scavenging. This
scavenging process improves exhaust gas outflow and intake inflow by lowering
cylinder pressures.
The FE also provides an Auto Estimate FE Exhaust Tune RPM feature included
in the Tune RPM menu. It will find the tune rpm that produces the highest engine
output, +/-1000rpm. This feature can be useful in determing the best pipe dimen-
sions. Note that the Auto feature may sometimes return unexpected (too high) rpm
values. This is due to the simulation searching for a balance between which pulse
returns to the exhaust valve and how much frictional loss occurs in the pipes. Short
pipes have low losses and can produce good power at the engine tune point, but
the power curve may be too peaky, dropping off quickly on either side of the rpm
peak.
Note: To run the FE Auto Estimate feature, the engine must be complete and
have successfully completed at least one simulation.
Wave-Action (WA) Exhaust Menu Selections
The following section details extended exhaust simulation features available in

the Wave-Action simulation in Dynomation6 (does not apply to the FE simulation
used in DynoSim6).
The exhaust system—perhaps more than any other single part of the IC en-
gine—is a virtual “playground” for high-pressure wave dynamics. The interactions
of these complex waveforms require sophisticated techniques to fully describe the

Exhaust Category—Wave-Action Model
physics of these high energy waves (called finite pressure waves). The WA model
constructs mathematical representations of the pressure waves as they are created
and continues to mirror their changes (updating wave shapes, intensity, and inter-
actions) in all exhaust passages and junctions throughout the four-cycle process.
This analysis is repeated at each rpm point (requires billions of calculations!). The
Wave-Action model, and its ability to precisely recreate, analyze and display port
pressures and velocities, will help you pinpoint optimum exhaust-system designs
and dimensions.
Note: The Wave-Action model is designed to simulate open-exhaust systems
without mufflers; however, you can introduce a restriction into the exhaust
system by reducing the size of the final pipe diameter that exits at the atmo-
sphere. Also, consider using the Filling-And-Emptying model to simulate the
effects of mufflers, catalytic converters, etc. It will use pipe dimensions similar
to the WA (pre-calcualted pipe dimensions are displayed in the Simulation Log)
and can model several restrictive exhaust systems with very good accuracy.
Header Design
The Wave-Action Header Design menu established the basic pipe-junction
model for the exhaust system. Eighteen model selections are available in from
the menu:
Basic Exhaust/Header Configuration Active Elements Used

Individual--Primary Pipes Only PRI
Individual--With Megaphone PRI, MEG
Individual--W/One Step PRI, SEC
Individual--W/One Step And Megaphone PRI, SEC, MEG
Individual--W/Two Steps PRI, SEC, TER
Individual--W/Two Steps And Megaphone PRI, SEC, TER, MEG
Basic Header--(Pipes Merge At Collector) PRI, COL1
Basic Header--With Megaphone PRI, COL1, MEG
Basic Header--W/One Step PRI, SEC, COL1
The Wave-Action
Wave-Action Header Design Menu Header Design menu
provides 18 “basic”
system configura-
tions of pipes and
junctions. Each menu
choice activates the
specific elements used
to build that header
configuration. From
these basic types, you
can construct almost
about any possible
exhaust header.

Wave-Action Exhaust Elements
Dynomation6 Exhaust Elements
Valve Seat
Diameter Typical Point
Of Minimim Area
Exhaust Port
Megaphone
Runner
Megaphone End Diameter
Collector One
Secondary Pipe
Primary Pipe
Length
Primary Pipe Tertiary Pipe

Collector Two
The Dynomation6 Header Design menu offers a “palette” of components that you can
use to build virtually any header design. This drawing shows all elements arranged
in order. Dynomation will only activate the elements necessary to build the header
configuration you select. Choose from single pipe (Zoomies—as used on funny-cars
and top-fuel dragsters) to complex headers with multiple collectors that merge pipe
segments of increasing diameters (Tri-Y designs). Each element is actually modeled
as an individual pipe segment, so except for name and dimensions, Pipe, Collector,
and Megaphone are handled in a very similar ways by the WA simulation.
Basic Header--W/One Step And Megaphone PRI, SEC, COL1, MEG

Basic Header--W/Two Steps PRI, SEC, TER, COL1
Basic Header--W/Two Steps And Megaphone PRI, SEC, TER, COL1, MEG
Tri-Y--(Two Collectors) PRI, COL1, COL2
Tri-Y--(Two Collectors) With Megaphone PRI, COL1, COL2, MEG
Tri-Y--(Two Collectors) W/One Step Primary PRI, SEC, COL1, COL2
Tri-Y--(Two Collectors) W/One Step Primary & Megaphone PRI, SEC, COL1, COL2, MEG
Tri-Y--(Two Collectors) W/Two Step Primary PRI, SEC, TER, COL1, COL2
Tri-Y--(Two Collectors) W/Two Step Primary & Megaphone PRI, SEC, TER, COL1, COL2, MEG
PRI: Primary Pipe always begins at minimum area in the exhaust port
SEC: Secondary Pipe always begins at end of the PRI pipe
TER: Tertiary Pipe always begins at end of the SEC pipe
COL1: First Collector always begins at end of the PRI, SEC, or TER pipe and
can join/merge multiple pipes
COL2: Second Collector always begins at end of COL1 and can join/merge
multiple collectors
MEG: Megaphone is always last element in the header system
Minimum Exhaust Port Area

This is the exhaust port area at the point of greatest restriction. It is usually
located near the valve seat and valve guide (similar to the Intake Port Mini-
mum Area). If the engine being modeled has multiple-valves per port, enter
the area for a single (each valve) port branch; don’t sum minimum areas of
multiple port branches.
Pipes Per Cylinder

The Wave-Action model can simulate exhaust systems that use two exhaust
pipes per cylinder, a design sometimes used on high-output engines that usually
have with two exhaust valves per cylinder (Rotax, Honda, and other specialized
high-output engines). In all other cases where one exhaust pipe is attached to
a single port outlet for each cylinder, this data field should be set to 1 (one).
Primary, Secondary, and Tertiary Pipe Lengths, Inlet Diameters, And Exit Di-
ameters
The Primary Pipe Length is the distance from the exhaust port minimum-
area location to the end of that pipe segment. The Secondary and Tertiary
pipe lengths begin at the end of the previous pipe and terminate at the next
junction or at the atmosphere. The Pipe Inlet Diameters are the inside diam-
eter of the pipe at the point of connection to the cylinder head or a previous
pipe. When the inlet diameter is larger than the previous pipe exit diameter,
a Step is created that will generate a rarefaction wave. Pipe Exit Diameters
are either the same size as the Inlet Diameter (for a simple tube) or is larger
when modeling a tapered pipe segment. If the inlet and exit diameters are
different, the simulation models the pipe segment using a perfect taper and
displays the Taper Angle used in the calculation.
Primary and Secondary Collector Lengths, Inlet Diameters, And Exit Diameters
The Collector Length begins at the end of the previous pipe or collector and
terminates at the next junction or at the atmosphere. The Collector Inlet Di-
ameters are the inside diameter of the pipe at the point of connection to the
previous pipe(s). When the inlet diameter is larger than each of the previous
pipe(s) exit diameter, a Step is created that will generate a rarefaction wave.
Collector Exit Diameters are either the same size as the Inlet Diameter (for a
straight collector) or is larger or smaller when modeling a tapered collector. If the
inlet and exit diameters are different, the simulation models the pipe segment
using a perfect taper and displays the Taper Angle used in the calculation.
Megaphone Length And Exit Diameter

This is the Length and Exit Diameter of the Megaphone. Note that the inlet
of the Megaphone is always set to the exit diameter of the previous pipe seg-
ment (you cannot create a Step at the entrance of a megaphone). By entering
an Exit Diameter larger than the Inlet Diameter, the simulation will model the
megaphone using a perfect taper and display the Taper Angle used in the
calculation.

Wave-Action 4-to-1 Header Model
The Dynomation6 Wave-Action

exhaust simulation can model virtu-
ally any headers design, including
the ubiquitous 4-to-1 header. Select
the header type from the Header
Design menu: in this case Basic
Header—(Pipes Merge At Collector).
This activates the appropriate Primary
Pipe and Collector One elements. The
model will join the exit of the primary
pipe(s) to the inlet of the collector.
The end of Collector One is assumed
to terminate at the atmosphere.
Note: Only the Wave-Action exhaust elements currently in use (not dimmed) are
active, based on the current selection from the Header Design menu. When
you switch to a different Header Design, Dynomation will remember current
pipe specifications (even those not used in the new model just selected), so if
you switch back to a previous model, the values you entered remain available.
Real-World Examples Of
WA Exhaust Header Modeling
Dynomation6 Wave-Action exhaust modeling offers a “palette” of components that

you can use to build virtually any header design in just minutes. Start by selecting
the basic configuration that matches your overall design from the Header Design
menu in the Exhaust Category. Next, enter the dimensions for the elements that
are active in your design (not dimmed). When complete, the simulation will run and
use the system model you have defined. Let's build a couple of real-world exhaust
models to illustrate this process.
A “Standard” 4-into-1 Header

We'll start out with a typical 4-to-1 header, where four cylinders (or four of
eight cylinders in a V8 engine) are merged together using a collector.
Note: The term “collector” and “collector extension” are sometimes confused
or have unique meanings in different parts of the world. To be consistent in
Dynomation, the term collector will refer to the pipe that “collects” the outflow
of other pipes and merges them into a single flow stream (usually of larger
cross-sectional area). The length of the collector is the length of this merge
area PLUS the length of remainder of the collector pipe that, at its end, opens
to the atmosphere. The term “extension,” if used in this context, will mean
any slip-on/removable pipe used to extend the overall length of the collector

Measuring Exhaust Tubing Lengths
The key to determin-
ing where the Primary
Pipe ends and the
Collector(s) begin is
to locate the point of
greatest area change
within the header. This Collector One
is where the stron- Collector Two
Length
Length
gest rarefaction waves

are generated. On
this header, the area
change is the greatest
at approximately the
middle of the merge Point of Greatest
Area Change Point of Greatest
sections of the collec- Area Change

Point of Greatest
Area Change
tors.
(modeled by adding a 2nd collector with the same entrance and exit diameter).
To activate the elements needed for the “standard” header, first make sure that
the WA Simulation is active by clicking the Wave Action Model radio button in the
Simulation Category. Then select Basic Header—(Pipes Merge At Collector) from
the WA Header Design menu in the Exhaust Category.
The exhaust component menus will activate the PRI (Primary Pipe) and the COL1
(Collector One) groups. Enter the primary tube length by clicking on the “***” or the
current value displayed in the Primary Tube Length: field. You can select a value
from the menu or you can directly enter any value within the limits of the program
(shown in the Status Bar at the bottom of the program screen). Move to the Inlet
Dia: field by either clicking on the field or (without using the mouse) press Enter
to accept the Length: and automatically jump to Inlet Dia:. Press Enter again to
open that field, enter a value, then continue pressing Enter to move through the
remaining fields. When all data for the Primary Pipe and Collector One groups
has been entered, the Exhaust Category will be complete (providing you have also
entered a value in the Minimum Exhaust Port Area and Pipes Per Cylinder fields,
as described earlier in this section).
NOTE ABOUT EXHAUST TUBING LENGTHS: As far as simulation is concerned,

the lengths of the various elements of the exhaust system are determined by
the location of the greatest area transition between one element and the next.
This is where the strongest rarefaction wave is returned to the exhaust valve
to assist exhaust-gas outflow.
When measuring the ending point between a primary and secondary pipe,
the point of transition is easy to see; it’s the junction of the two elements.
However, the functional transition between merging pipes and a collector is
not as clear. When a pressure pulse reaches a collector junction, the simula-

tion “sees” the strongest evidence of the junction when the outgoing pressure
pulse reaches the area of greatest change between the pipe and collector.
However, depending on the interior shape of the collector (where the primary
pipes end within the collector, whether the pipes have transition “cones,”
etc.), it may occur closer to the multiple-pipe merge entrance or closer to the
straight portion of the collector. If you are in doubt about the exact location of
a transition, use the center of the merge span of the pipes into the collector.
Add A “Step” To The Primary Pipe

If you would like to model a step in the Primary Pipe before the Collector,
select Basic Header—W/One Step from the WA Header Design menu. This
will activate the Secondary Pipe group. Since the Step is a transition from one
pipe size to a larger diameter, the Step acts as the beginning of a Secondary
element in the exhaust system.
Enter the Length:, Inlet Dia: and Exit Dia: values for the Secondary Pipe.
Note that you may have adjust the Primary Pipe length if you wish to keep
the overall length of tubing at an optimum length for the application (the Pre-
Collector Pipe Length: is displayed at the bottom of the Exhaust Category).
A Tri-Y Header With Two Steps

Finally, let's consider a more complex model: a Tri-Y header (with two collec-
tors) and a primary section incorporating two steps (modeling Primary, Second-
ary, and Tertiary pipe sections). Select Tri-Y—(Two Collectors) W/Two Step
Primary from the WA Header Design menu.
This menu choice will activate the PRI, SEC, TER pipes (Primary, Second-
ary and Tertiary Pipes) and the COL1, COL2 (Collector One and Two) groups.
Enter in the Primary, Secondary, and Tertiary pipe data as before. Keep in mind
that all of these lengths combine to make up the total pipe length before the
first collector. Then enter Collector One and Collector Two data, with the first
Collector Length: based on the information in the note ABOUT EXHAUST
These custom Tri-Y headers

Wave-Action Stepped-Header Modeling have stepped Primary pipes
that increase in diameter about
8-inches from the port flange.
The larger tubes them merge
into two first collectors (Collec-
tor One) which then merge into a
second collector (Collector Two)
which finally terminates at the
atmosphere.

Exhaust Category
Custom Header Pipe Segments
If you build your own headers, pre-formed pipe segments, like these tapered collectors
from Cone Engineering makes the job much easier.
TUBING LENGTHS presented earlier in this section. Typically, these distances

are measured from the middle of the first merge section to the middle of the
second merge section and the Second Collector length measured from the
middle of the second merge section to the end of the open pipe at the atmo-
sphere.

Exhaust Category

Wave-Action
6
Version
Filling & Emptying

Simulations
SIMULATION RESULTS
(4) Graph (2) DataSim™ (7) 3D Engine (1) Main Results
Options Window Rendering Graphs
(3) Horizontal
Dividers
(4) Graph Options

Axis Data
(5) Graph
Properties
And
Data Zones™
(1) Display Left (3) Vertical (6) Display

Graph Divider Data Tables
Applies To FE and WA Simulations

Except as Indicated
The Simulation Results graph, table and other data displays are designed to
help you retrieve the most information from any simulation. Each of the numbered
areas shown above are described below:
1) Main Results Graphs—The main program screen is divided into two main
sections (the left and right panes), with the component-selection categories on
the left and the main results graphs/tables on the right. The Wave-Action and
Filling-And-Emptying simulations display engine performance (horsepower and
torque, by default) in the top-right results graph. The simulation also analyzes
and displays intake, exhaust, and cylinder pressures and port-flow velocities

Simulation Results Displays
Graph Reticule Lines
Graph
All results graphs can display Reticule
a red-dotted reticule line to Lines
indicate specific points within
the data being displayed. For
example, the top horsepower
graph reticule line indicates a
specific engine speed, while
the center and lower graphs
point to a crank-angle (for
Wave-Action simulations
only). To “activate” any of
these reticule lines, simply
click on the graph.
which are presented in the in the center and lower crank-angle-based graphs
(and in the graph located under the Component Categories activated using the
Display Data Tabs [#6] in the photo on the left). For more information on how
to interpret port pressure and flow graphs, refer to Wave-Dynamics Analysis
(later in this manual).
Graph Reticule Lines

All results graphs can display a red-dotted reticule line to indicate specific points
in the data being displayed. For example, the top horsepower graph reticule
line indicates a specific engine speed, while the center and lower graphs point
to a crank-angle (for Wave-Action simulations only). To “activate” any of these
reticule lines, simply click on the graph. To use the reticule lines, first drag the
reticule on the top horsepower graph to set an rpm point. Next, click on either
In addition to the three graphs dis-

Left Underlying Graph played on the right side of the main
program screen, a fourth graph is
available by clicking on the Graph
tab located at the bottom of the
Component Category pane (left
Pane). This graph shows Cylinder-
Pressure vs. Cylinder-Volume by
default (commonly known as a P-V
diagram), however, you can re-
assign any crank-angle based data
to either the Y1 or Y2 graph axis
and either crank-angle or cylinder-
volume to the X axis.

the center or lower graph to set a specific crank angle. The exact values “un-
der” these reticules is displayed in the Crank-Angle DataSim™ window (see
#2, below).
Graph Underlying Component Categories

In addition to the three graphs on the right pane of the Main Program Screen,
an additional graph is available by clicking on the Graph tab located at the
bottom of the left pane. This graph, like the center and lower graphs on the
right pane, is based a “crank-angle” display. The graph typically displays Cylin-
der Pressure in bar (1bar = atmospheric pressure) vs. Cylinder Volume, often
called a P-V, or pressure-volume graph.
Note-1: For more information about interpreting P-V diagrams, see Pressure-
Wave Dynamics, later in this manual.
Note-2: The center, lower, and graph under the component categories dis-
play data curves when: 1) A simulation has been completed, and 2) The top
Horsepower/Torque graph reticule line has been activated (by clicking on the
graph) to set a specific rpm point for which the crank-angle data is displayed.
2) DataSim™ Window—The exact values “under” the reticule lines on all graphs
are displayed in the Crank-Angle DataSim™ window. Open this floating display
by clicking the DataSim™ Icon on the Main Program Toolbar or by selecting
Crank-Angle DataSim™ Window from the Tools drop-down menu. Moving the
reticule line on the (top-right) rpm-based graph and/or any crank-angle based
graph will update all DataSim™ fields. You can step forward and backwards
through crank-angle data one-degree at a time by first clicking on any crank-
The exact values “under” reticule lines are

displayed in the DataSim™ window (also, DataSim™ Window
see illustration, next page). Open this
helpful tool by clicking the DataSim™ Icon
on the Main Program Toolbar or by select-
ing Crank-Angle DataSim™ Window from
the Tools drop-down menu. You can step
forward or backwards through crank-angle
data one-degree at a time by first selecting
a graph (just click on it), then press either
the right or left arrow keys. Hold the SHIFT
key to increase steps to 10-degrees per
keypress.

Simulation Crank-Angle Data Displays
Wave-Action Simulation Port Pressures And Velocities
(2) Crank-Angle (1) Crank-Angle Data Displays

Data-Sim™ Window
Center Graph (3) Port Pressures
(4) TDC/BDC Piston

Position Indicators
(5) Port Velocities
(6) Valve-Event Timing

Indicator Lines
Lower Graph
Data Values “Under”

Dotted Reticule Lines
The simulation Crank-Angle Data Displays (1) reveal an entire spectrum of pressures
and flow velocities for the simulated engine. The crank-angle Port Pressures graph (3)
displays intake, exhaust, and (optionally) cylinder pressures and other data. Port Gas
Velocities for intake and exhaust flow are shown by default in the lower graph (5). Exact
values of displayed data are shown in the Crank-Angle DataSim™ window (2). Simply
position the Dotted Reticule Line over the data you wish to examine. The Crank-Angle
graphs also have indicator lines for valve-event timing (6) and piston position (4). Study-
ing these pressure curves can help locate inefficiencies and diagnose tuning problems
(for more information about how to interpret the port pressure and flow graphs, refer
to Wave-Dynamics Analysis later in this manual).
Any of the four screen-pane

dividers can be moved to
Moveable Screen Pane Dividers
allow specific data displays
more screen “real estate.”
You can drag the vertical
divider to the left or right and
move any horizontal graph
dividers to the top and bottom
to show graphs at any size
you wish.

angle graph (to select it), then pressing either the right or left arrow keys.
Holding SHIFT key will increase the cursor key steps to 10-degrees.
3) Vertical And Horizontal Screen Dividers—The center divider between the left
and right panes and the horizontal dividers between the right-pane graphs can
be moved (click and drag) to re-size any results display to suit your require-
ments. When any screen area has been adjusted, the graphs will redraw and
re-scale to take advantage of changes in display area. Divider positions are not
“remembered” from session to session (however, all other graph and display
defaults are stored in the .dxml engine simulation file and will be reapplied the
next time the engine file is opened).
4) Graph Options Menu—Right click on any graph to open the Graph Options
Menu. This menu provides fast access to custom graph settings, including data
displayed, axis scaling, establishing side-by-side comparisons, and more:
Axis Data
The first three choices from the Graph Options Menu allow you to customise the
data displayed on each of the three graph axis (Horizontal X Axis, Left Vertical
Y1, and Right Vertical Y2; see photo on next page). Each of these axis can be
assigned a variety of simulation results (the exact selection varies depending
on whether the X Axis is rpm, crank-angle or cylinder-volume). Some the data-
set choices are: Indicated, Frictional, Pumping, and Brake Horsepower, Wheel
Horsepower, Torque, Volumetric Efficiency, a variety of Pressures (Imep, Fmep,
Pmep, Bmep, Manifold, Boost), velocities (Intake and Exhaust Port Flow), Intake
and Exhaust Valve Lifts, CD’s and Curtain Areas, Cylinder Volume, Mechanical
Efficiency, Induction Airflow, Gas Force On The Piston and more.

Axis Scaling
The second group in the Graph Options Menu allows you to select several
methods of axis scaling. You will notice that each axis can be scaled to a
Right-click any graph to show the Graph

Options menu. Use the Data choices to
Graph Options Menu
assign any simulation data set to any axis
you desire (within the graph family of either
rpm-based, or crank-angle based data). The
Range choices provide a variety of fixed and
auto-scaling options for each axis. Use the
Optimize Y(x) Range selections to quickly
set optimum (fixed) scaling for any currently
displayed data. For even more options,
choose Properties to open the Graph Prop-
erties Dialog box.

Optimize Y1/Y2 With Fixed Scaling
Results graph consists of two verti-
cal axis, a left and right. Either of
these axis can be quickly set for
optimum viewing using the Optimize
Y1 (left axis) or Optimize Y2 (right
axis) choices (lower graph on right
is Optimized display of exactly the
same data). Optimize choices ap-
ply Fixed-Axis scaling (axis will not
re-scale automatically). To reset the
graph back to normal scaling, select
one of the Range options, or select
Properties from the bottom of the
Options Menu and click Reset All.
fixed low, medium, and high value. In addition, an auto-scaling feature can
be enabled for any axis (turned off, by default). Use any fixed-axis scaling to
maintain constant axis values. This establishes a “fixed visual baseline,” making
it easy to see changes in power or torque as engine specifications are modi-
fied (graph won’t rescale). However, when component changes dramatically
alter data, use the auto-scaling feature will ensure that the entire data set is
always visible and shown at 80 to 90% of full graph height for good resolution.
Optimize Y1(Left) / Y2(Right) Ranges

The Graph Options Menu includes two Optimize Y1/Y2 Range selections that
quickly establish optimum viewing using Fixed Axis Values (axis will not re-scale
automatically after it has been set). To reset the graph back to normal range
scaling, select one of the Range options described in the previous paragraph,
or select Properties from the bottom of the Options menu and click Reset All
to restore the display (only on the selected graph) to default values.
The Graph Options Menu also

contains a QuickCompare™ QuickCompare™ Graphic Display
feature that instantly establishes
any engine as a “baseline,” al-
lowing easy-to-see changes in
engine performance from that
point onward.

QuickCompare™ Baseline Testing
To apply QuickCompare™ sim-

ply right-click on a graph on
which you wish to establish
the comparison, then select
QuickCompare™, finally select
Make From Current Test.
Changing engine components
or specifications from that
point forward will instantly
show “side-by-side” perfor-
mance differences.
QuickCompare™
The Graph Options Menu also contains a QuickCompare™ feature that instantly
sets any engine as a comparison baseline, allowing easy-to-see changes in
engine performance from that point onward. To setup a comparison using the
currently simulated engine, right click on a graph for which you wish to establish
the comparison, select Quick Compare™, then select Make From Current
Test. This will “copy” the current engine to an additional engine instance, name
the new simulation CompareRunX, and setup a back-to-back comparison with
the current engine on your display. Changing any component on the current
engine will instantly show any simulation differences. The QuickCompare™
feature also allows similar comparisons with any saved (.dxml) engine file
(think of the saved engine as the comparison baseline). Choose the Quick
Compare™, then select Make From File. This will open the saved engine,
name the simulation CompareRunX, and setup a back-to-back comparison
with the current engine on the selected graph.
Use the Graph Options Properties

Graph Properties—Graph Data Dialog box to establish on-graph
comparison of up to four engines
using the Graph Data tab. Make sure
“Use Multiple Documents” is enabled,
then select the comparison engines
from the Graph Data Sets drop-down
menus. To cancel any of these com-
parisons, select “Use Current Docu-
ment Only.”

Compare Up To Four “Open” Engines
This comparison of three

engines was setup using the
Graph Options Properties
Dialog. Up to four “open”
engines can be compared
on any graph. This graph
shows how horsepower and
torque varied on all three test
engines.
5) Graph Properties Dialog—This dialog contains three tabbed pages that provide
detailed control of the current graph. Here is an overview of each tab:
Graph Data: Using the drop-down lists on this page you can quickly es-
tablish on-graph comparisons with up to three additional different engines.
The engines you wish to include on the current graph must be “open,” with
active Selection Tabs at the bottom of the Main Program Screen. First,
make sure the Use Multiple Documents radio button is selected (allows
multiple data sets). Next, select the specific engine you wish to add using
the Graph Data Sets drop-down menus. Up to three additional engines can
be selected using Set 2, Set 3 and Set 4 menus. When you click Apply
or OK, the current graph will redraw and include the desired engine-data
comparisons. Legends at the bottom of the graphs will provide keys to all
graphic curves.
Change the data and display
Graph Properties—Axis Properties characteristics of the current
graph by modifying the Data
Type, Graph Range, and Nu-
merical Range using the Axis
Properties tabbed page

Graph Properties—Data Zones™
DataZones™ extend the graphic-dis-

play and data-analysis capabilities of
the simulation. Using this feature, you
can display additional engine data,
show ranges, or clearly label danger-
ously high pressures, engine speeds,
and more.
Axis Properties shows the current Data Types and Ranges for the cur-
rent graph. Modify any characteristic by changing properties. Create custom
numeric ranges by selecting Custom-Range from the bottom of any of the
drop-down Range menus).
DataZones™ Displays: DataZones™ extend the graphic-display and

data-analysis capabilities of the simulation. Using this feature, you can
display additional engine data and/or show ranges for target power values
or label dangerously high pressures, engine speeds, and more. To setup a
DataZone, first select the data that you would like to display from the Type
drop-down menu. Next, select the number of DataZones you would like to
display by clicking on the “up” or “down” arrows next to the Zones field.
You can modify the Range values and Colors for each zone (to have the
simulation build a uniform transition between these colors for intermediate
zones, set a starting and ending colors then press Blend Colors). Click
Piston-Speed DataZone™ Multiple DataZones™ Defined
This DataZone display shows Piston-

Speed bands drawn on the standard
HP/Torque graph. The range values DataZones™ can be defined for any of the four
are indicated at the top of the graph. graphs available in the simulation. DataZone
setups are saved with .dxml engine files.

Table Shows Exact Values
In addition to extensive graphing capa-

bility, the simulation offers several chart
displays that can be viewed by click-
ing any Table, ProData, or Crank Data
tab located at the bottom of either the
left or right pane. The tables list engine
variables recorded during the simulated
dyno run. In this illustration, exact simu-
lation results are displayed in 500rpm
increments from 2000 to 11,000rpm.
on Apply or OK to draw the specified zones on the main graphic display.

Note: DataZone variables can only be selected if they are the same as, or
directly derived from, one of the variables currently displayed on the graph.
In other words, it has to “make sense” to display that data set on the current
axis. For example, you can display Piston Speed DataZones on standard
Horsepower/Torque graphs since Piston Speed is directly calculated from
engine rpm, but Manifold Pressure cannot be displayed, since it is not di-
rectly calculated from (and its units are not related to) engine rpm, power,
or torque, the three main data sets displayed on the standard Horsepower/
Torque graph.
Reset All is available at the bottom of the Graph Properties Dialog that lets

you reset the current graph back to default settings, including the default axis
data, scaling, etc. (this full reset applies only to the selected graph).
This is the ProData™ table

Engine-Pressures, Rpm-Based Data Table (display by clicking the
ProData tab at the bottom
of the left and right display
panes). The table provides
a detailed listing of engine
pressures, piston speeds,
gas forces, induction airflow,
mass flow and more.

Crank-Angle Data Table
The simulation can also display a

table of crank-angle-based pres-
sures and other data derived at
each 5-degrees of crank rotation
throughout the 720-degrees of
the four-cycle process.
6) Exact-Value Table Displays—The simulation also offers several tables of

data generated during the simulation process. These exact-value resources
are displayed by clicking the Table, ProTable, or Crank Data tabs located at
the bottom of the left or right display panes. The Table and ProTable charts
display engine variables recorded at the same step-rpm and range that was
used during the simulation (set in the Simulation Category at the top of the
main program screen). The Crank Data table shows a “snapshot” of crank-angle
based data taken at each 5-degrees throughout the 4-stroke process. Scroll
down the table to view the changes in flow at IVO; see reversion just before
IVC, examine valve lift, cylinder pressures, and more.
7) 3D-Engine Pressure/Flow Display—A real-time, 3D-Engine rendering (available
The simulation includes a 3D-Engine

rendered in real time that shows valve
3D Transparent Engine
and piston positions synchronized
with the reticules on the crank-angle
graphs. Port pressures and velocities
are indicated with shades of color
and directional arrows. Mass Flow
(into and out of the cylinder) is also
indicated. This can be a very helpful
tool to visualize gas dynamics and
the otherwise-hidden characteristics
of a running engine.

Activating The 3D Engine Display
To activate the 3D
Engine Display
either click on the
3D Engine icon in
the Toolbar or select
3D Engine Pressure/
Flow Display... from
the Tools menu.
for both simulation modes: Filling & Emptying and Wave-Action shows valve
and piston positions synchronized with the reticule locations on the crank-angle
graphs and with the data displayed in the DataSim™ window. Port pressures
and velocities are indicated with shades of color and directional arrows. You can
also see a Mass Flow indicator (flow into and out of the cylinder). This display
can be helpful in visualizing gas flow and otherwise-hidden characteristics of a
running engine. For additional information about interpreting the data shown in
the 3D Engine display and the crank-angle graphs to which it is synchronized,
refer to the Wave Dynamics Analysis chapter later in this manual.
Display the 3D Engine view by clicking the 3D Engine icon in the Toolbar, or
by selecting 3D Engine Pressure/Flow Display... from the Tools menu.
The main features of the 3D Engine display are shown in a nearby photo and
described below:
1) Intake Port Color Intensity—The intake port wall color varies from gray
to a saturated blue. This color is directly linked to the measured pres-
sures (wave intensities) within the intake port. Low pressures (expansion
waves) produce a colorless gray, while a strong blue is generated when
a high pressures (compression waves) reach the valve.
2) Exhaust Port Color Intensity—The exhaust port wall color varies from
gray to a saturated red. This color, similar to the intake port, is directly
linked to the measured pressures (wave intensities) within the exhaust
port. Low pressures (expansion waves) produce a colorless gray, while
a red is generated when a high pressures (compression waves) reach
the valve.
3) Intake Port Flow Arrow—Flow velocity and direction within the intake
port are indicated by this arrow. When the arrow is green and points
inward, toward the port, overall induction flow is moving toward the valve.
3D Engine Display Features
Intake Port Blue Intensity (1) (2) Exhaust Port Red Intensity
Indicates Port Pressure Level Indicates Port Pressure Level
(4) Exhaust Arrow

Intake Arrow (3)
Indicates Flow
Indicates Flow
Rate And Direction
Rate And Direction
Gray Arrows (5)

Indicates Net
Zero Flow
(Valve Closed)
Mass Flow (6) (7) Crank Angle

Indicator Position Indicator
In/Out Of Cylinder (720° Based)
(ProTools™)
Display Only (8) (9) Display Exterior (10) Display Color

Wireframe Engine Outline Engine-Cycle “Fill”
The size of the arrow indicates the rate of flow. A red arrow pointing
outward indicates reverse flow (reversion of charge back into the intake
port). Also see 5, Gray Arrows, below, for more information about arrow
displays.
4) Exhaust Port Flow Arrow—Flow velocity and direction within the exhaust
ports is indicated by this arrow. Green arrows pointing outward indicates
normal exhaust flow moving away from the valve. A Red arrow pointing
inward, toward the valve, indicates reverse flow (reversion of exhaust
gasses moving back into the cylinder). The size of the arrow indicates
the flow rate. Also see 5, Gray Arrows, below, for more information
about arrow displays.
5) Gray Arrows—When either the intake-port or exhaust-port arrow turns
gray, this indicates that the valve within that port has closed, and net
flow is zero. The arrow, however, may oscillate inward and outward as
pressure pluses and particle velocity oscillates back and fourth in the
port.
6) Cylinder Mass Flow Arrow—This arrow indicates the changes in
“trapped mass” within the cylinder; the size of the arrow indicates the
mass rate of change. A green downward arrow indicates that mass is
flowing into the cylinder (e.g., during the intake stroke), and a red up-
ward arrow indicates that cylinder mass is decreasing (e.g., during the
exhaust stroke). The Mass Flow Arrow also can also identify induction
reversion during overlap and just before IVC. When there is no change
in cylinder mass (when both valves are closed), the Mass Flow Arrow
is no longer displayed.
7) Crank Position Indicator—The rotational position of the crank is dis-
played using 720-degree notation. The zero position starts at TDC on
the beginning of the power stroke. This corresponds to the crank-angle
graphs on the right of the Main Program Screen.
8) Display Only Wireframe—If you wish to display the 3D Engine using
only the underlying wireframe model, click this control (faster screen
draw).
9) Display Exterior Engine Outline—This control toggles on and off a
transparent image of the exterior dimensions of the engine.
10) Display Color Engine Cycle—This control toggles on and off the color
fill for the cylinder that indicates the current engine cycle: Red indicates
the power stroke; Yellow for the exhaust stroke; Green for the intake
stroke; and Blue for the compression stroke.
Note-1: You can control the size, view, and position of the 3D Engine. To
“grab” the engine, rotate it, and position it within the window, hold down
the left mouse and drag. To enlarge and reduce the size of the 3D Engine,
hold down the right mouse button and drag inward and outward.
Note-2: You can step forward and backwards through crank-angle data
one-degree at a time by first clicking on any crank-angle graph (to select
it), then either the right or left arrow keys. Holding SHIFT key will increase
the cursor key steps to 10-degrees. The 3D Engine display will remain
synchronized to the current crank-angle reticule line as it moves with each
keypress.

Wave-Action
6
Version
Filling & Emptying

Simulations
QUICK-ITERATOR TM
Quick Iterator™ Find Optimum

Iterator Running Dual-Phase Status Cam Timing Group
Status
Simulation
Tests Windows
In Current Close
Phase Button
Current
Results
Save
Best
Iterator
Results
Result
Find Optimum
Best Power/Torque Increase Bore/Stroke Group
With the power and speed of simulation makes is possible to fill file cabinets
with simulated dyno-test data. In fact, it’s easy to become “bogged down” in an
overabundance of data. Sorting through simulation results, analyzing the best power
curves, and selecting promising component combinations can turn into a job nearly
as difficult as the old trial-and-error dyno testing method!
One solution to this problem was introduced by Motion Software’s as Iterative
Testing™ (pronounced “it-er-ah-tive” and “it-ter-a-tor”), a powerful feature available
in both the FE and WA simulations. Iterative testing performs series of simulation
calculations automatically until the final, optimum answer is obtained.
The simulation incorporates two versions of Iterative testing, The Quick Iterator™
is extremely simple to use (refer to the next chapter for information on the ad-
vanced ProTools™ ProIterator™). By clicking a single button, the Quick Iterator
will perform a test series to find optimum horsepower or torque. The Quick Iterator

Using The Quick Iterator™
Quick Iterator™ Generated Engines When the Quick Iterator has
completed its analysis, you
can save the results (by
clicking the Save button).
The program will generate a
new simulated engine with
the component combina-
tion that produced optimum
power or torque. The new
engine will be added to the
“open” engines included in
the Engine Selection Tabs at
the bottom of the Main Pro-
gram Screen. Quick-Iterator
engines can be analyzed,
compared with other open
engines, and modified in
any way, just like any other
engine in the simulation.
applies an optimization process called Dual-Phase™ Testing to find the best com-
bination in short period of time. The first test phase uses a wide range of testing
values. After the best result has been found from this wide-range search, a second
phase is performed using a much narrower range of test values. The Dual-Phase
approach allows the Quick Iterator to perform, for example, a search for optimum
cam timing in less than 2500 simulation runs; typically, less than two minutes of
processing time for the Filling-And-Emptying simulation and about 10 minutes for
a Wave-Action simulation (on 4.0 Ghz or faster computer systems).
To perform a Quick Iterator analysis, select all the components for the baseline
engine. Make sure all Title Bars in each Component Category are dark-tone, indi-
cating that all engine components have been selected. There are two main testing
groups in the Quick Iterator and two buttons in each group. The upper group
searches for optimum cam timing for either peak horsepower or peak torque. The
lower group determines the best bore and stroke combination (maintaining current
engine displacement) for either optimum horsepower or peak torque.
Press either the Best HP or Best Torque button in the Optimize Cam Timing
group to begin an analysis of valve-event timing that will optimize horsepower or
torque within ±500rpm of the current power or torque peak. The Quick Iterator
assumes that the current cam used the simulated engine is a “roughly” appropri-
ate for the intended application and uses current cam timing as a starting point.
You can follow the progress of the Quick Iterator by viewing the indicators in the
Iterator Status group.
To perform an analysis of cylinder-bore and crankshaft-stroke dimensions, press

Comparison With Baseline Engine
To pinpoint improvements
located by the Iterator,
you can setup back-to-
back comparisons with the
original, baseline engine.
Right-click the graph, select
Properties, then include the
baseline engine as one of
the Data Sets. The baseline
engine curves will be drawn
on the current graph, and
the key-legend at the bottom
of the graph will be updated
to include the new compari-
son.
either the Best HP or Best Torque button in the lower group. The Quick Iterator
will determine the best bore-and-stroke combination for optimum horsepower or
torque within ±500rpm of the current horsepower or torque peak (current displace-
ment will be maintained).
When Iterative testing is complete (you can stop testing at any time by pressing
the Stop button; press Resume to continue testing), the Iterator Best Result graph
will show the improvement in horsepower or torque found with the new component
specifications. You can keep the results by clicking Save. In a few seconds, the
simulation will create a new, simulated engine incorporating the component com-
bination that produced optimum power or torque. Switch between the new engine
and the baseline engine by using the Engine Selection Tabs at the bottom of
the Main Program Screen. Quick-Iterator created engines can be analyzed, tested,
and modified in any way, just like any other engine in the simulation. In fact, it is
possible to use the result to begin a new Iterator test to further “home in” on the
desired results.
The Quick Iterator will almost always find more power or torque. To pinpoint the
improvements, setup a back-to-back comparison with the original, baseline engine.
Simply right-click on the power/torque graph of the Iterator engine, select Proper-
ties, then include the baseline engine in one of the four Data Sets shown on the
Graph Data page. The baseline engine curves will be included on the current graph,
and the key-legend at the bottom of the graph will be updated.
Note: Whenever the Quick Iterator is used with Variable Valve Timing to find
the best Horsepower or Torque, tests are only run on the High-Speed Lobe
profiles. The low-speed lobes are not tested and remain unchanged. If peak

torque is generated by the low-speed cam and you wish to optimize torque
using the low-speed profile, build a separate engine—without V-V-T—using the
low-speed cam data. Then run a Quick Iterator on that engine model to find
the best-torque, valve-event timing.

Wave-Action
6
Version
Filling & Emptying

Simulations
PRO-ITERATOR TM
ProIterator™ QuickStart Presets Tabbed Data Pages

Title Bar
Windows
Functional Close
Group Button
Boxes
Power/Torque
Found By Iterator Rest All Close Quit Save Close
Save State
The ProIterator™ (pronounced “it-ter-a-tor” and “it-er-ah-tive testing”) provides a

powerful and easy-to-use tool for optimizing engine components. The serious engine
designer needs the ability to perform Iterative testing on multiple engine systems,
such as Induction, in the testing criterion. This, combined with greater flexibility in
setting testing parameters, area-under-the-curve results analysis, variable power-
band ranges, and more, is offered in the ProIterator™.
Using The ProIterator™
Open the ProIterator™ by choosing ProIterator™ Testing... from the Tools

menu or by clicking the ProIterator™ Icon in the Toolbar. Tips on setting up the
ProIterator are provided in the Walkthrough later in this section.
The ProIterator main screen consists of the following Groups:

ProIterator™ Status Group
Indicators within the status group clearly show

current testing progress. Running and Stopped
are located directly above the Single- and Dual-
Phase™ indicators; the ProIterator™ can use Dual-
Phase™ optimization to find the best combinations
in the shortest time. The Test-Series indicators
show whether a particular engine component
category will be included and modified in the test
series.
Iterator Status Group (upper-left corner)

Indicators within this group show current testing status. The Running and Stopped
“lights” are located directly above the Single- and Dual-Phase™ indicators.
Like the Quick Iterator (discussed in the previous chapter), the ProIterator™
can use Dual-Phase™ optimization to find the best combinations in reduced
time. The first phase tests over a wide range of values. After the best result
is found, a second testing phase is performed using a narrower testing range.
The ProIterator™ extends the dual-phase capability by allowing all variable
“steps” to be fully customizable. Dual-Phase™ and standard Single-Phase™
testing can be toggled on and off as desired.
Below the phase indicators are Test-Series fields that show whether a
particular engine component category will be included in the Iterator series.
The three test groups, Cam Timing (for V-V-T cams: High-Speed and Low-
Speed are available), Induction, and Bore/Stroke correspond to the similarly
named tabbed pages in the center of the dialog box. A light-green indicator
shows that this group will be included in the test series, and # Tests displays
how many simulation cycles will be performed within this category. The total
number of simulations is shown below, along with the number of completed test
runs. At the bottom of the Iterator Status group are the Phase 1 and Phase
2 indicators (only visible when Dual-Phase™ testing has been enabled) and
a progress bar that shows the progress of each phase in multi-phase testing.
Current Test Group (bottom-left corner)

The Current Test graph displays three horsepower or torque curves (and
area-under-the-curve, if selected). The gray curve represents the initial, base-
line power/torque; the green curve is the current Iterator cycle test result, and
the red curve is the highest power discovered up to that point in the testing
series. A key-legend is provided below the graph along with the exact values

Current Test Group
The Current Test group displays three horsepower

or torque curves: The gray curve represents the
baseline, the green curve is the current test, and
the red curve is the highest power/torque found.
Exact values for the baseline, current, maximum,
and gain-or-loss in power/torque are provided at
the bottom of the Current Test box.
for the baseline, current, maximum, and gain-or-loss in power/torque.
QuickStart Presets Group (top center)

The convenience of one-button testing incorporated in the Quick Iterator™
is also a part of the ProIterator™. The ProIterator™ does not begin testing
when a QuickStart button pressed. Instead, it loads a “typical” set of testing
parameters into the appropriate tabbed data page (each tabbed data page is
discussed next). For example, if you click the Cam Timing and Peak Horse-
power presets, the Cam-Timing Page establishes a Dual-Phase™ cam-timing
testing series based around the current camshaft and the Optimize-For Page
selects Peak Horsepower as the principal search criterion. Use the Reset All
button located at the bottom of the screen to clear all Presets and return the
tabbed-pages to their default setup.
Tabbed Data Page Group (center of screen)

Six data-entry-and-display pages are available as tabbed screens at the center
QuickStart Presets Group
The convenience of one-button quick testing has been incorporated in the ProIterator™.
Click any preset button (e.g., Cam Timing and Peak Horsepower) to establish a testing
series on the appropriate tabbed data page. Use the Reset All button at the bottom of
the dialog box to clear all Presets and return the tabbed-pages to their default setup.

Camshaft-Timing “Tabbed” Data Pages
The Cam Timing tabbed

pages establish a Single-
or Dual-Phase™ test of
cam-timing changes on
power or torque output.
Select either the Single- or
Dual-Phase radio button
and enter the testing cri-
terion in the Single- and/
or Dual-Phase Test boxes.
The ranges of individual
cam-timing values evalu-
ated during ProIterator™
testing are displayed just
below the “twin-hump”
cam-timing diagram.
of the ProIterator™.
Cam-Timing Tabbed Pages (Standard and Variable-Valve Timing)

The first two tabbed pages establish a Single- or Dual-Phase™ test of
cam-timing changes on power or torque output. The Low Speed lobe is
also used for standard, non-VVT (Variable Valve Timing) cams, while the
High-Speed tab is only used for the high-speed lobe on VVT applications.
You can quickly setup tests by clicking on the Cam Timing button in the
QuickStart Preset group (described previously). This will perform a Dual-
Phase test of 8,962 simulations that will take about 5 minutes for the FE
model on 4Ghz and faster computers.
If you did not press one of the Preset Buttons, the Cam-Timing Tabbed
Pages default to Exclude (perform no cam-timing tests) as shown by radio-
button controls at the top-left of the pages. To setup cam-timing Iteration,
select either the Single- or Dual-Phase radio button and enter the testing
criterion in the Single- and/or Dual-Phase Test boxes, located below the
radio buttons. The number of degrees through which valve-timing events
will be evaluated are shown just below the twin-hump cam-timing diagram.
Note: When performing Iterative testing on Variable Valve Timing
cams of the dual-lobe type), it is more efficient to test each lobe (low
and high-speed) separately and select the best of each test for the final
camshaft specifications. While the ProIterator can run “combined” tests
of both lobe profiles at once, this often results in a test series requiring
a long time to complete.
Induction Tabbed Page

The third tabbed page sets up a standard, Single-or Dual-Phase test of the
Induction “Tabbed” Data Page
The Induction tabbed

page sets up a Single- or
Dual-Phase test of the ef-
fects of various induction
system components and
dimensions. To perform an
Iterative test of Induction
components, select the
Single or Dual radio but-
ton and select the mani-
folds/induction-systems
that you would like to add
to the test series. Note:
Runner dimensions only
apply to WA simulations.
effects of various Induction Manifolds and (if the WA Simulation is selected)

Runner Lengths and Dimensions on power or torque output. By default,
the Induction Tabbed Page is set to Exclude (perform no induction tests)
as shown in the radio buttons at the top-left of the page. To perform an
Iterative test of induction systems, select Include and check the manifolds/
induction-systems that you would like to include in the test series.
You can also quickly setup an Induction system test of Intake Runner
Lengths and Areas by clicking on the Induction button in the QuickStart
Preset group (top of dialog box, described earlier).
Note: When selecting any of the Individual Runner induction systems,
take note of the two additional radio-buttons: Use Existing Runner
Temp and Use Temp Compensation During IR Testing that com-
pensates for the lower temperatures of typical IR systems.
In most cases, you should enable Use Temp Comp.. since this allow
the simulation to alter runner temperatures, providing a more realistic
environment when modeling a variety of manifolds that include both
plenum and IR systems.
Bore/Stroke Tabbed Page

This tabbed page establishes a Single- or Dual-Phase™ test of bore-and-
stroke dimensional changes on power or torque output. By default, the
Bore/Stroke Tabbed Page is set to Exclude (perform no bore-and-stroke
modifications) as shown in radio buttons at the top-left of the page. To in-
clude a Bore/Stroke Iteration, select either the Single- or Dual-Phase radio
button and enter the testing criterion in the Single- and/or Dual-Phase
Test boxes, located just below the radio buttons. You can quickly setup an
comprehensive test by clicking the Bore/Stroke button in the QuickStart
Bore/Stroke “Tabbed” Data Page
The Bore/Stroke tabbed

page establishes an
Iterative test of bore-
and-stroke dimensional
changes. Perform a Bore/
Stroke Iteration by select-
ing either the Single- or
Dual-Phase radio button
and entering the testing
criterion. You can chose to
Maintain Current Displace-
ment or let engine dis-
placement vary throughout
Bore/Stroke testing (see
text for details).
Preset group (described earlier).

Note About Bore/Stroke Iteration: You can chose to Maintain Current Dis-
placement or let engine displacement vary throughout Bore/Stroke Iterative
testing. By checking the Maintain Current Displacement box, the Stroke
within both Phase-Test boxes will switch to (Auto), indicating that Stroke
will be allowed to vary as much as required to keep displacement constant
while the Bore varies from its current value throughout the indicated (±)
Range. Alternately, you can choose to allow Bore (rather than Stroke) to vary
as much as required to keep displacement constant while Stroke changes
from its current value throughout its (±) Range.
Follow these steps to change the (Auto) variable: 1) With Maintain Current
Displacement checked, 2) set the Bore (±) Range value to zero, 3) then
set the Stroke (±) Range to any desired value (except zero). The (Auto)
function will switch to Bore.
Optimize For Tabbed Page

This tabbed page establishes the desired results from Iterative testing. By
default, the ProIterator™ will search for the combination of components
that produces Peak Horsepower. Alternately, you can select Optimize For
Peak Torque. In addition to these two options, two additional Optimize
choices are available: Maximum Area Under The Horsepower Curve or
Torque Curve. While the peak torque and horsepower choices focus on
absolute maximum values, the areas-under-the-curves selections will find
parts combinations that produce the greatest “volume” of horsepower or
torque within the selected rpm range.
In general, peak horsepower searches may find optimum components for
narrow-rpm-band racing (like drag-racing), and maximum area under the curve

Optimize For “Tabbed” Data Page
The Optimize For tabbed
page establishes the goals
for the Iterator. By de-
fault, the ProIterator™ will
search for Peak Horsepow-
er. While Peak Torque and
Peak Horsepower choices
focus on absolute maxi-
mum values, the Areas
Under The Curve selec-
tions locate engine setups
that produce the greatest
“volume” of horsepower
or torque. Think of this as
the maximum horsepower
or torque throughout the
selected rpm range (over
time).
may find the best components for wide-rpm band racing (like road racing).
Below the Optimize settings box, the RPM Range choices let you set the
lower and upper limits through which the Iterator will search for optimum
power or torque combinations. When the Iterator is searching for peak values,
the RPM Range will be illustrated as dotted vertical lines on the Criterion
graph. When either Area Under The Curve choice is selected, the RPM
Range values will be displayed as a “bounded area” under the horsepower
or torque curves.
Note: Optimizing engine components for maximum area under the
curve is a unique way to look at engine power output. There is little
published data on this method of evaluating engine power or torque,
nor is there much research available on which racing applications may
benefit from this analysis. Rumor has it, though, that racing teams
have used this method to find a winning edge. Now you can use this
powerful analysis method in the ProIterator™ to your advantage!
Run/Results Tabbed Page—Use this final tabbed page to begin an Itera-

tive test series, to view testing progress, and to display the top ten results.
Once you have selected testing parameters (on the Cam Timing, Induction,
and Bore/Stroke tabbed pages) and set the optimization criterion, click the
Run button to begin the Iterative test series. As the ProIterator™ locates
promising results, they are displayed in the Best Results graph as vertical
bars. A horizontal “baseline” within the graph indicates the power level of
the current engine (established from components selected in the Component
Categories on the Main Program Screen). As the Iterator finds better and
better component combinations, the bars continue to increase in height
(the graph axis will rescale as needed). If the Iterator finds combinations

Run/Results “Tabbed” Data Page
The Run/Results tabbed

page will begin Iterative
testing, display testing
progress, and let you save
any of the top ten results.
When testing is complete,
save any (or all) results
by clicking specific Save
boxes located below the
vertical bars in the Best
Results graph, then click
OK to spawn (create)
these engines within the
simulation.
that produce more power or torque than the baseline engine, the vertical
results bars will exceed the baseline and continue to grow taller. The top
ten horsepower or torque curves that match the bar-chart results are dis-
played on the Best Results—3D graph. You can view these curves from
any prospective using the X+, X-, Y+, Y-, Z+, and Z- buttons (Home returns
the 3D graph to its original position).
During the calculation of an Iterative test series, you can view the number
of completed and remaining simulations in the Iterator Status box (you can
stop testing at any time by pressing the Stop button; press Run to continue
testing or Restart to clear current results). Save any (or all) of the top ten
results by clicking the individual Save boxes located below the vertical bars
in the Best Results graph. After selecting which results to save, click the
OK button at the bottom of the ProIterator™ dialog box. The Iterator will
close and “spawn” (create) new engines based on the components that
were used in the selected tests. You can switch to any of these new en-
gines by clicking on the Engine Selection Tabs at the bottom of the Main
Component Screen (continue modifying and testing as you would with any
simulated engine).
The ProIterator™ will almost always find more power or torque. To pinpoint
these improvements, you can quickly setup back-to-back comparisons with
the original, baseline engine: Right-click on the power/torque graph of any
Iterator-generated engine, select Properties, then include the baseline engine
in one of the four Data Sets shown on the Graph Data page. The baseline
engine curves will be included on the current graph, and the key-legend at
the bottom of the graph will be updated.
Close/Save State (bottom)

Spawned Engines Shown In Engine Selection Tabs
When you close the
Iterator screen, new
“spawned” engines
will be created and
displayed in the
Engine Selection
Tabs at the bot-
tom of the Main
Program Screen.
Each new engine
can be brought into
the foreground by
clicking on its Se-
lection Tab. Iterator-
spawned engines
can be analyzed,
tested, and modified
in any way, just like
any other engine in
the simulation.
Closes the Iterator and saves the current testing setup (changing engine com-
ponents of this saved engine may force the Iterator to reset to its default). Use
the Close/Save State button when you wish to continue Iterative testing on
the same engine using similar components and Iterator settings.
Close/Quit (bottom)
Closes the Iterator without saving the current state.
Reset All Button (bottom)

Resets the current setup to default within the Iterator, but leaves it open so
you can begin to enter a new Iteration setup.
ProIterator™ Testing—A Quick Walkthrough
The first step in performing an Iterative test is to design the baseline engine.
When the engine has been simulated, you may begin an Iterative test series. Open
the ProIterator™ by choosing ProIterator™ Testing... from the Tools menu or by
clicking the ProIterator™ Icon in the Toolbar. Use the tabbed data-entry-and-display
pages to establish components and/or engine-systems for testing. Alternately, to
quickly setup a test series you can use the QuickStart buttons at the top of the
dialog box.
For this walkthrough, click on the CamTiming QuickStart Preset button. This
establishes a Dual-Phase test based around current camshaft timing specifications.
Notice that 2,401 tests will be performed during the first phase, and 6,561 tests
will be run in Phase-2 using the best result from the Phase-1 as the starting point.

During Phase-1 simulations, individual cam timing points (IVO, IVC, EVO, EVC) will
be varied through a range of +/- 24 degrees in 8-degree steps. That’s seven tests
for each timing point, making the total number of tests performed during Phase-1
equal to 2,401 (7 x 7 x 7 x 7). When this first series is complete, the simulation
will select the best result and begin Phase-2 testing. This time, each valve event
will be varied through a range of +/- 4 degrees in 1-degree steps. This means
that nine tests will be needed for each timing point, resulting in 6,561 tests in this
series (9 x 9 x 9 x 9). The total number of tests required to complete the entire
Iterative test is the sum of each series, or 8,962. Any of the timing point values,
their +/- ranges, or the step sizes can be altered to suit custom requirements.
Note: As you select QuickStart Preset buttons or enter data on individual
tabbed pages, the Iterator Status box (upper-left of dialog) shows the com-
ponent groups that have been included and the number of tests that must
be performed to complete the current series. Since the program will typically
perform 1 to 10 simulation tests per second (depending on the speed of your
computer, the rpm range of the tests, etc.), keep in mind that it will take about
an hour to execute 18,000 tests.
Keep the testing criterion limited and the range and step values large to
minimize calculation times. Also, set the simulation rpm range as narrow as
possible (set this in the Simulation Category).
Before Iterative test can begin, the results criterion you would like to optimize
must be specified. For this walkthrough, press the Peak Horsepower button at
the top of the Iterator dialog. When you click the button, the Optimize For tabbed
page is selected and is setup with Optimize For Peak Horsepower within the RPM
For this walkthrough,

Setting Up A Camshaft Iteration click on the CamTim-
ing QuickStart Preset
button. This sets up
a Dual-Phase test
around current cam-
shaft timing specifica-
tions. Notice that 2,401
tests will be performed
on the first phase, and
6,561 tests will be run
in Phase-2 using the
best result from the
Phase-1 as the start-
ing point. See text for
more information on
how this Iterative test
evaluates cam timing.

range of 2500- to 7500-rpm. Change the Optimize selection to Optimize Area
Under Horsepower Curve. Notice that the graph display switches to show an area
envelope under the curve that will be the focus of this Iterator test series.
Note: If you make any mistakes during setup selections on any of the tabbed
pages, you can correct any error individually or click the Reset All button,
located at the bottom of the screen, to clear all Presets and return the tabbed-
pages to their default settings.
Now that all parameters have been entered, switch to the Run/Results tabbed
page. Click the Run button to begin the test series. As the ProIterator™ finds
promising results, they are displayed in the Best Results graph as vertical bars.
A horizontal “baseline” on the graph indicates the power level of the initial engine
(built from components on the Main Component Screen). As the Iterator finds better
and better component combinations, the bars continue to increase in height (and
the graph axis will rescale as needed). When the Iterator finds combinations that
produce more power under the curve than the baseline engine, the results bars
will cross over the baseline indicator. The top ten results are accumulated on the
Best Results—3D graph. You can view these curves from any prospective using
the X+, X-, Y+, Y-, Z+, and Z- buttons (Home returns the 3D graph to its original
orientation).
Note: You can stop the testing process at any time by pressing the Stop
button; press Run to continue testing or Restart to clear current test results.
When testing is complete, select the choices from the top ten results by click-
ing the individual Save boxes located below the vertical bars. Then click the OK
button at the bottom of the ProIterator™ dialog box. When the Iterator closes, the
simulation will add all the engines you’ve selected to the current display and place
Before the Iterative test can

Selecting Results Criterion begin, the desired results
must be specified in the
Optimize For tabbed page.
To speed the process,
you can click on either
the Peak Torque or Peak
Horsepower QuickStart
Preset buttons. For this
walkthrough, click on the
Peak Horsepower button.
Then change the Optimize
selection to Optimize Area
Under Horsepower Curve.
That will display a shaded
area under the power curve
that is now the target for
Iterative testing.

Beginning The Test Series
When all parameters have been
entered, switch to the Run/
Results tabbed page. Click the
Run button to begin the test
series. As the ProIterator™
finds promising results, they
are displayed in the Best
Results graph as vertical bars.
A horizontal “baseline” on the
graph (shown here near the top
of the bar graph) indicates the
power level of the baseline en-
gine. As the Iterator finds better
and better component combi-
nations, the bars continue to
increase in height.
them in the Engine Selection Tabs at the bottom of the Main Program Screen
(see Engine Selection Tabs described earlier in this manual). Each test engine can
be brought into the foreground by clicking on its Tab. Iterator “found” engines can
be further analyzed, tested, and modified in any way, just like any other engine in
loaded in the simulation. In fact, you can begin a new Iterator test using any of
the spawned engines as a new baseline to further “home in” on desired results.
Tips For Running Efficient Iterative Tests
Setting up an Iterative series only takes a few seconds, however, if you include
too many test parameters, ranges that are too wide, or step values that are too
small, you will create an Iterator series that contains too many tests. If you create
When testing is complete, pick

Iterator Test Series Complete your choices among the top
ten results by clicking the Save
boxes located below the vertical
bars in the Best Results graph.
Then click the OK button at the
bottom of the ProIterator™ dialog
box. When the Iterator closes,
the simulation will spawn (create)
all the engines you have selected
and display them in the Engine
Selection Tabs at the bottom of
the Main Program Screen

Spawned Engines In Engine Selection Tabs
When the Iterator closes (after

you have selected one or more
engines from the Best Results
list) the program will create the
selected engines and display
them in the Engine Selection
Tabs at the bottom of the Main
Program Screen. Each test
engine can be brought into the
foreground by clicking its Tab.
Iterator-generated engines can
be analyzed, tested, and modi-
fied in any way, just like any
other engine in the simulation.
an excessively long test series even fast computer systems may require days or
months to complete. In these cases, the simulation may request that you increase
step values for selected parameters.
The best way to find optimum components, especially cam timing, is to setup a
Dual-Phase™ test that uses large step values (20 degrees or more) to “get in the
ballpark” on the first phase, then focus the second Iteration phase with a narrower
range of values (perhaps just a 2 to 4 degrees) and a smaller step value (perhaps
1 degree) to precisely locate the best timing.
Narrowly-focused tests may still require many thousands of test cycles to com-
plete. In these cases, it is possible to continue to use your computer while the
Narrowly-focused or mul-
An Extremely Long Iterator Test Series tiple-component tests may
require several thousand,
or even millions of test
cycles to complete. A test
series as large as the one
shown here, can require
several days of calcula-
tion time depending on the
speed of your computer.
The same results can be
obtained by a more care-
fully designed test that
takes a fraction of the time
to complete. Use wide
first-phase ranges and
steps to keep the number
of Iteration cycles to a
minimum.

Iterator is still running. Simply use the Start menu to begin other applications or
use Alt-Tab to switch between applications (see your Windows documentation for
more information on program switching).
Note: You may also “minimize” the program and regain your desktop during
an Iterator test.

Wave-Action
6
Version
Filling & Emptying

Simulations
BUILT-IN CALCULATORS
The simulation incorporates several built-in calculators that will assist your data
entry and analysis. Some are simple, one-step calculators, others are powerful,
multi-step “math engines” that make short work of otherwise error-prone calcula-
tions. This chapter presents an overview of these calculators.
THE INDUCTION-FLOW CALCULATOR
The Flow Rate field in the INDUCTION category establishes the overall flow for
the simulated induction system, typically limited by the throttle size. Determining
the flow rate for injectors or carburetors, especially if the flow rating is unknown,
can be problematic. In these cases, the built-in Flow Calculator can help determine
the appropriate total induction flow for the simulation. Open the Flow Calculator
by clicking on the Flow Calc button in the INDUCTION category. The calculator
presents two distinct calculation models: 1) the Known Airflow Per Carb/Throttle,
and 2) Known Throtte-Bore Diameter.
For example, to calculate the flow for an induction system when the throttle-bore
If you are modeling an
Induction-Flow Calculator induction system that
uses multiple carbure-
tors or injector “stacks,”
you can use the built-in
Flow Calculator to help
determine total induction
flow. Enter the number
of throttles, the throttle
bore diameter or the
flow per throttle. The
calculator will estimate
the airflow for the entire
system (flow for each
throttle times the num-
ber of throttles).

Built-In Calculators & Tools
Flat-Side (Slide-Valve) Throttle
Carburetors and injector stacks use

two common throttle mechanisms: 1)
The “standard” throttle plate that piv-
ots on a shaft through the middle of
the throttle bore, and 2) A slide-valve
that when in the wide-open throttle
position, is retracted entirely from
the throttle bore. These carburetors
are commonly called “FlatSide” since
the chamber to accommodate the
slide valve gives the carburetors a
“flat,” appearance on the sides.
diameter is known, select the right-hand radio button. First, make sure the pres-
sure-drop value matches your application (typically, 1.5-inHg is used for four-barrel
carburetors, injectors, etc., while 3.0-inHg is primarily used for 2-bbl carburetors.
Enter the number of “stacks” or “barrels,” the diameter of the throttle-bores, and
select between Butterfly or Flat-Side throttle configurations (a Flat-Side is a slide-
valve throttle that, when opened fully, provides no throttle restriction to flow). The
calculator will estimate the appropriate airflow for the overall induction system (flow
for each throttle times the number of throttles). To apply the calculated airflow to
the simulated engine, press the Apply button.
THE AIRFLOW PRESSURE-DROP CONVERTER
The simulation will accept induction airflow in CFM measured at a pressure drop
of either 1.5- or 3.0-In/Hg (or in metric units). For those instances where an induc-
tion system, injector, or carburetor was flow tested at a different pressure drop, or
whenever you would like to convert flow values from one pressure-drop rating to
The Airflow Pressure-Drop Converter

is a general-purpose tool that will
Airflow Pressure-Drop Converter
convert airflow to/from any pressure-
drop standard. Activate the Airflow
Converter by either selecting Airflow
Pressure-Drop Converter... from the
Tools menu or by clicking on the Air-
flow Converter Icon in the Toolbar.
Opens Airflow Pressure-Drop Converter

MODE 1—Convert To 4-bbl Standard
MODE 1: When the
Convert To Standard
4-Barrel Flow Rating calculator is first
activated, the Airflow
Ratings Standard is
set to 4-Barrel Rating
at 1.5-in/Hg Pressure
Drop. To convert from
any known airflow to
this flow standard,
Calculated enter the known
Airflow At airflow and pressure
1.5 Inches/Hg
drop in the Known
Airflow category. The
airflow at the 4-barrel
rating standard will be
Non-Standard displayed in the Calcu-
Airflow
lated Airflow category.
another, the Airflow Pressure-Drop Converter easily performs these conversion

functions. This tool can also convert flow ratings measured in inches-of-mercury
(in/Hg) of depression to and from airflow values rated in inches-of-water (in/H2O).
Note: A pressure drop of 1.5-in/Hg is equivalent to 20.3-in/H2O.
The Airflow Pressure-Drop Converter has three basic modes of operation:
1) Convert flow to the 4-Barrel Standard pressure-drop rating, 2) convert to the
2-Barrel Standard pressure-drop rating, and 3) calculate airflow between any two
pressure-drop rating levels. Each of these methods are described below. Activate
the Airflow Pressure-Drop Converter by either selecting Airflow Pressure-Drop
Converter... from the Tools drop-down menu or click on the Airflow Icon located
in the Toolbar.
Using The Airflow Pressure-Drop Converter
Mode 1:
Convert Any Flow To 1.5-in/Hg—The 4-Barrel Standard.
When the calculator is first activated, the 1.5-in/Hg Airflow Ratings Standard
“radio button” is selected. The RESULTS category also defaults to a fixed pressure
drop of 1.5-in/Hg or 20.3-in/H2O (these pressure drops are identical). To convert any
known airflow measured at any pressure drop to the 1.5-in/Hg, 4-barrel standard,
enter the measured airflow and pressure drop in the INPUT category (if needed,
you can switch between Inches-of-Mercury[Hg] and Inches-of-Water[H2O] by click-
ing on the appropriate radio buttons in the INPUT and RESULTS categories). The
converted airflow will be displayed in the Calculated Airflow field. You can change
to any of the previous fields (by clicking on them or using the Tab or SHIFT-Tab
keys) to explore their effects on calculated airflow. At any time, you can click Ap-

MODE 2—Convert To 2-Barrel Standard
Convert To Standard
2-Barrel Flow Rating
MODE 2: Switch
the Airflow Ratings
Standard to 2-Bar-
rel Rating at 3.0-in/
Hg Pressure Drop.
Enter the known
airflow and pressure Calculated Airflow
drop in the Known At 3.0 Inches/Hg
(2-Barrel Std.)
Airflow category. The
airflow at the 2-barrel
rating standard will
be displayed in the
Calculated Airflow Any Known Airflow
category.
ply To Sim to load the new calculated airflow into the Total Induction Airflow
Rate field in the Induction category. Alternately, you can press Cancel to discard
all entries and close the Airflow Pressure-Drop Converter.
Mode 2:
Convert Any Flow To 3.0-in/Hg, The 2-Barrel Standard.
Switch the RESULTS—Airflow Ratings Standard category selection to the radio

button marked 2-Barrel Carb of 3.0-in/Hg Pressure Drop. This changes the RE-
SULTS Airflow/Pressure Drop category to a fixed 3.0-in/Hg (40.7-in/H2O) pressure
drop. To convert any airflow measured at any pressure drop to the 3.0-in/Hg, 2-barrel
standard, enter the known airflow and pressure drop in the INPUT category (you
can switch between Inches-of-Hg and Inches-of-H2O by clicking on the appropriate
radio buttons in the INPUT and RESULTS categories). The converted airflow will
be displayed in the Calculated Airflow field. You can change any of the previous
fields (by clicking on them or using the Tab or SHIFT-Tab keys) to explore their
effects on calculated airflow. At any time, you can click Apply To Sim to load the
new, converted airflow into the Total Induction Airflow Rate field in the Induction
category. Alternately, you can press Cancel to discard all entries and close the
Airflow Pressure-Drop Converter.
Mode 3:
Convert Any Airflow To Equivalent Flow At Any Pressure-Drop.
Switch the RESULTS—Airflow Ratings Standard category to the radio button

marked Any Pressure Drop. This allows the INPUT and RESULTS to be set to
any pressure drop measured in Inches of Hg or Inches of H2O. Enter the known

MODE 3—Convert To/From Any Pressure Drop
Convert Between Any
MODE 3: Switch Two Flow Rating Systems
the Airflow Ratings
Standard to No Rat-
ings Standard. Enter
the Known Airflow
at any pressure drop
measured in Inches
of Hg or H2O. Then Convert Airflow
enter the desired To Any
Pressure Drop
pressure drop in the
Calculated Airflow
category. The equiva-
lent airflow will be
displayed in the Any Airflow @ Any
Pressure Drop
Airflow Rate field.
airflow and pressure drop in the INPUT category. Then enter the desired pressure
drop in the RESULTS category. The calculated equivalent airflow will be displayed
in the Calculated Airflow field. You can modify any of the fields (by clicking on
them or using the Tab or SHIFT-Tab keys) to explore their effects on calculated
airflow.
Note: Since the Total Induction Airflow Rate field in the Induction category
accepts only airflow values rated at either 1.5- or 3.0-in/Hg (20.3- or 40.7-in/
H2O), the Apply To Sim button is not available when No Ratings Standard
is selected. If you wish to use the new calculated values in a dyno test, select
either the 1.5-in/Hg or 3.0-in/Hg Pressure Drop in the RESULTS—Airflow
Ratings Standard group at the top of the calculator dialog.
Rocker-Math Calculator
The Camshaft Category includes an in-depth Rocker-Math Calculator tool that

will help you determine how and why changes in Rocker Ratio can have subtle
affects on valve timing.
IMPORTANT: Follow this simple rule when using Rocker Math: Enter the
baseline Rocker-Ratio specifications (used by the cam manufacturer to determine
their published valve-event timing, duration, etc.) in the Camshaft Category
FIRST! Then use the Rocker Math Calculator to determine how changes to
the initial values affect cam timing, valve lift, and engine power.
The Rocker-Math Calculator analyzes the subtle changes to valve-event timing

that can occur when rocker-arm ratios are modified. When the intake or exhaust
rocker-arm ratio is changed, overall valve lift is altered directly by the increase or
decrease in ratio. It is clear that an increase in rocker ratio will open the valve
further and increase valve acceleration. But what is less obvious is that rocker-ratio
Rocker Math Calculator Overview
To properly use the Rocker Math

Calculator: Enter the original manu-
facturer’s cam specification for
Rocker Ratio in the Camshaft Cat-
egory FIRST! Then use the Rocker
Math Calculator to determine how
CHANGES to the baseline ratios will
affect valve timing, valve lift, and
engine power. In this photo, the cam
manufacturer’s specified rocker ratio
of 1.5 was increased to 1.75 for the
intake and 1.6 for the exhaust. The
intake timing changed more than one
degree and the exhaust duration has
increased about 0.6 degrees.
Enter new rocker ratios in the boxes

(1). Changes in valve lift are displayed Rocker-Math Calculator Data Entry
in (4). Changes in seat-to-seat valve
timing and duration are shown in the
Effects On Valve Timing area. If you
click Apply, the new rocker ratios,
Enter CHANGES in Rocker
and changes in timing and valve lift Ratio and Lash here
will be transferred to the Camshaft
Component category and used in the
simulation.
View CHANGES in
Valve Lift here
View CHANGES in
Valve Timing here
View CHANGES in
Duration here

Rocker Math Timing Changes
When you click the Apply in the Rocker-

Math Calculator, valve event timing
changes are transferred to the Camshaft
Component category and placed in
specific Cam Modeling Input fields dedi-
cated to rocker-math changes. To Reset
or Undo these changes, re-enter the
original rocker ratios in the Rocker-Math
Calculator. You can also click Reset in
the Camshaft Component category, how-
ever, this only resets the timing changes
to zero; the rocker ratios must be manu-
ally returned to their original values.
changes can also affect valve-open duration. When you click the Apply button af-
ter entering rocker-ratio changes in the Calculator, valve event timing changes are
transferred to the Camshaft Component category and placed in specific fields only
used for rocker-math changes.
Note-1: If you wish to “undo” Rocker-Math Calculator changes (after they have
been applied to the simulation), either reopen the calculator and reenter the
original rocker ratios, or use the Reset button next to the Rocker Math Timing
Changes fields the Camshaft Category, then manually reset the rocker ratios
to their original values.
Note-2: Changes in valve lash (independent of rocker-ratio) can have a signifi-
cant affect on valve timing, duration, and engine output. You can model these
changes directly in the Camshaft Category by simply changing the intake and/
or exhaust lash values and reviewing the timing and lift changes in the True
Cam Timing fields. In some cases, reducing lash by 0.005-inch to 0.010-inch
can (depending on cam design) add 10 degrees or more to seat-to-seat valve
duration!
THE CAM-MATH QuickCalculator™
The basic eight valve events (IVO, IVC, EVO, & EVC in both Seat-to-Seat and
0.050-inch timing) are required for the simulation to pinpoint opening and closing
points of the intake and exhaust valves. IVO and EVO signal the beginning of mass
flow in the intake and exhaust ports. The closing points, IVC and EVC, mark the
end of mass flow. Unfortunately, some cam catalogs and other information sources
only offer the lobe-center angles and duration values, leaving the conversion to IVO,
IVC, EVO, and EVC up to you.
While these conversions can be accomplished in the CamManager, we also

Opening The Cam-Math QuickCalculator
The Cam-Math
QuickCalculator is avail-
able from the Tools
menu. If a V-V-T cam
is currently simulated,
you can select between
two versions of the
QuickCalculator: low-
speed and high-speed
versions. Use Cam-Math
QuickCalculator to easily Opens Low-Speed or High-Speed
modify Lobe Center An- CamMath QuickCalculator
gles or Duration values.
include a simple Cam-Math QuickCalculator™ that easily converts the lobe-

center angle, intake centerline, and the duration values into IVO, IVC, EVO, and
EVC valve events ready for use in the simulation. One click of the Apply button
transfers event-timing values into the CAMSHAFT category for use as Primary
(Seat-To-Seat) or Secondary (0.050-inch) timing events. Furthermore, if you are
using a VVT cam, you can specify if you would like to transfer the event timing to
the low- or high-speed cam.
Note: In order for the Cam-Math QuickCalculator to determine valve opening
and closing events, BOTH the Lobe-Center Angle AND the Intake Centerline
Cam-Math QuickCalculator™ The Cam-Math QuickCalculator

allows direct entry and con-
version of cam-manufacturer
published data. Since this Cam-
Math Calculator opens with the
timing events currently used in
the simulation, it also simplifies
changing the lobe centerline
angle and duration values.

must be entered. Without the Intake Centerline, there is no way to determine
how the cam is “timed” or “indexed” to the crankshaft. Many (unfortunately
not all) cam manufacturer catalogs provide sufficient information to determine
valve-event timing. If you have a catalog or have visited a website that does
not provide this information, try another cam manufacturer.
If IVO, IVC, EVO and EVC cam-timing values were already entered in the
CAMSHAFT Category, the Cam-Math QuickCalculator will display the lobe-center
angle, intake centerline, and duration values for the current cam and accept any
changes you would like to make. As you modify the data fields, the corresponding
IVO, IVC, EVO and EVC points will be calculated and displayed. You may then
either accept the calculated values and transfer them to the CAMSHAFT category
by clicking one of the Apply buttons or discard the new values and close the Cam-
Math QuickCalculator by clicking Cancel.
Using Non-SAE Standard Lift Heights
Dynomaiton6 and DynoSim6 also include a built-in Cam-Timing calculator that

converts valve-event timing taken at any lift height (e.g., 1.0mm, etc.) to SAE stan-
dards of 0.006-inch/0.050-inch lift values. Refer to Using Non-SAE Standard Lift
Heights in the CamShaft Chapter for more information.
THE COMPRESSION-RATIO CALCULATOR
You can select and test a wide range of compression directly in the Combus-
Activate the Compression-

Compression-Ratio Calculator Ratio Calculator by clicking
on the CR Calc button in the
Combustion Component cat-
egory, by selecting Compres-
sion Ratio Math from the Tools
menu, or by clicking on the
Compression Ratio Icon in the
Toolbar.
Opens Compression
Ratio Calculator

tion Component category. However, many engine builders need to directly enter
combustion-chamber volumes, head-gasket thickness, etc., to calculate or modify
the compression ratio. The Compression-Ratio Calculator quickly performs these
functions. In addition, this tool is more than a simple calculator, it adjusts itself
to the needs of the engine builder; changing the way it functions depending on
whether combustion volumes are known values or need to be measured directly
from engine components.
After you have specified the bore, stroke, and number of cylinders for the en-
gine under test, activate the Compression-Ratio Calculator by clicking the CR
Calc button in the COMPRESSION component category (see photo, below). When
the calculator is first activated, it defaults to the Known Volumes mode. This is
the most straightforward model for calculating compression ratio. Simply enter the
required values in the Compression-Ratio Calculator and the compression-ratio
will calculated and displayed.
Using Known Dome/Dish/Deck/Chamber Volumes
If an engine builder is provided with the exact volumes displaced in the dome
and valve pockets by the piston manufacturer, and the volumes of the combustion
chamber, the deck height, and the specifications for the head gaskets are also
known, a simple, numeric-only method can be used to calculate compression ratio.
This procedure is explained in this section. However, in those cases where piston
When the Compres-

CR Math Calculator—Known Volumes Mode sion-Ratio Calculator
is first activated, it
defaults to the Known
Volumes mode. Sim-
ply enter the needed
values in fields 1
through 6, and the
Compression-Ratio
will displayed.

Measuring Deck Height
To measure how far down the bore

the piston is positioned at TDC, use
a dial indicator and stand. Enter a
positive number for “down-the-bore”
distances and a negative number
if the piston protrudes above the
deck surface. A typical value might
be +0.040, indicating that the piston
comes to a rest at TDC 0.040-inch
below the deck surface.
specifications are unknown (not provided by the manufacturer or machine work has
been performed on the dome/pockets), the engine builder must directly measure
dome/pocket volumes. In these situations, refer to the next section Burette-Measured
Volumes.
Known-Volumes Mode
Here are the steps for using the compression-ratio calculator in the Known-Volumes
Mode. Start off by verifying that the upper radio button Piston Dome/Deck/Relief
Specs Known has been selected. Next, enter the combustion-chamber volume (in
cubic centimeters—cc’s) in the (1) Head Chamber Volume data box. Next, enter
the volume displaced by the piston dome in (2) Dome Volume and the volume of
the valve reliefs in one piston into (3) Valve Reliefs Volume. If your piston manu-
facturer provided one value for both of these volumes, enter this combined volume
in the (2) Dome Volume field and enter zero in field (3).
Note: If any of these values are unknown, they must be manually measured
(with a burette; see the next section for Burette-Measured Volumes).
The next data entry field is (4) Deck Clearance @ TDC. This dimension indi-
cates how far down the bore the piston is located when positioned at TDC. Enter a
positive number for “down-the-bore” distances and a negative number if the piston
protrudes above the deck surface. A typical value might be +0.040-inch, indicat-
ing that the piston comes to a rest at TDC positioned 0.040-inch below the deck
surface.
Important Note: A positive Deck Clearance @ TDC indicates the piston is
positioned below the deck surface and this volume adds to the combustion
space at TDC; a negative number indicates the piston protrudes above the
deck surface at TDC and reduces the combustion space.
The next two data-entry boxes are used to calculate the volume added to the

combustion space by the head gasket that is compressed between the cylinder head
and the block-deck surface. The data box marked (5) accepts the Head Gasket
Bore diameter (in the appropriate Metric or U.S. units). Most head gaskets have a
“bore-circle” or “bore diameter” larger than the cylinder-bore diameter. For gaskets
with bore-circles of odd shapes, simply estimate the bore circle by averaging the
larger and smaller dimensions. Finally, enter the compressed (6) Head Gasket
Thickness. This dimension is often available from the head-gasket manufacturer.
When the compressed thickness is entered, the Head Gasket Volume and the
Compression Ratio are calculated.
At this point, you can change any data-input values and determine their effects
on compression ratio. At any time, you can click Apply to load the calculated
compression ratio into the COMPRESSION category and save all entered values
for the simulated engine. Alternately, you can press the Cancel button to discard
all entries and leave any previously entered compression ratio-value unchanged.
Using Burette-Measured Volumes
If you are using pistons with domes, dishes, or valve-pockets/reliefs of unknown

volumes, determining the compression ratio requires a bit more work. Each of
these volumes must be accurately measured so that the net effect of all “positive”
(domes) and “negative” (pockets, reliefs) can be included in the calculations.
Burette-Measured Mode
Start off by verifying that the lower radio button Measured Piston Dome/Reliefs
When the Compression-Ratio

Calculator is switched to the CR Math Calculator—Burette Measured Mode
Burette Measured Mode, the
data fields are redefined to
allow the engine builder to
input individual volumes that
sum to determine the Calcu-
lated Deck Volume @ TDC.
To measure this volume, the
piston is lowered down the
bore until the dome is entirely
below the deck surface (2),
and a direct measurement is
taken of the cylinder volume
using a burette. After enter-
ing this volume and the head
gasket specs, the compres-
sion-ratio is displayed.

Measuring Dome/Deck Volume
Measure the volume above the piston
while the highest portion of the piston
dome is positioned below the deck
surface. Enter this value in field (5)
Volume Above Piston. The difference
between this volume and the volume
of a simple cylinder [of a height equal
to the value entered in field (4)] is the
Deck Volume At TDC. This volume is
equivalent to the combined volumes
in the dome, dish, and valve reliefs
in the piston. A negative Deck Vol-
ume At TDC indicates that the dome
reduces the combustion space and
will increase the compression ratio
over a flattop piston. A positive value
indicates that the sum of all dome/
deck/dish/relief volumes will increase
the combustion volume and decrease
the compression ratio over a flattop
piston.
With Burette is selected. Enter the combustion chamber volume (in cubic centi-
meters—cc’s) in the first (1) Head Chamber Volume data field. The next entry, (2)
Piston Down From TDC For Burette Measurement, is a more-or-less arbitrary
distance down the bore (measured from the deck surface) of sufficient depth so
that the entire piston dome is located below the deck surface. Typical values may
be 0.100-inches or 0.250-inches depending on the height of the piston dome (any
distance is acceptable as long as the entire dome is positioned below the deck
surface). At this depth, a direct measurement is made of the Volume Above The
Piston in the cylinder (sometimes called Dome/Deck Volume). This measurement
is taken by the engine builder using a liquid-filled burette to fill the space above
the piston (a flat Plexiglas plate is often used to seal the top of the bore; grease
is typically used to seal the piston to the bore). For pistons with positive dome
volumes, the volume of liquid dispensed will be less than the volume for a simple
cylinder of the same height. The liquid volume dispensed from the burette is entered
in the Measured Liquid Volume Above Piston field. The difference between this
volume and the volume of a simple cylinder (of a height equal to the value entered
in field (2)) is the Calculated Deck Volume At TDC, a volume equivalent to the
sum of the dome, dish, relief, and deck volumes of the piston.
Important Note: A negative Calculated Deck Volume At TDC indicates that
the total dome/deck/relief volumes reduce the combustion space and will,
therefore, increase the compression ratio over a flattop piston. A positive
value indicates that the sum of all dome/dish/relief volumes will increase the
combustion space volume and decrease the compression ratio over a similar

flattop piston (with the same deck height at TDC).
The next two data-entry fields are used to calculate the volume added to the
combustion space by the head gasket compressed between the cylinder head and
the block deck surface. The data box marked (3) accepts the Head Gasket Bore
diameter (in the appropriate Metric or US units). Most head gaskets have a “bore-
circle” or “bore diameter” larger than the cylinder-bore diameter. For gaskets with
bore-circles of odd shapes, simply estimate the bore circle by averaging the larger
and smaller dimensions. Next, enter the compressed (4) Head Gasket Thickness.
This dimension is often available from the head gasket manufacturer. When the
compressed thickness is entered, the Head Gasket Volume and Compression
Ratio are calculated and displayed.
At this point, you can change any data-input values and determine their effects
on compression ratio. At any time, you can click Apply to load the new calculated
compression ratio into the COMPRESSION component category and save all entered
values with the simulated engine. Alternately, you can press the Cancel button to
discard all entries and leave any previously entered compression ratio value intact.

Wave-Action
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Version
Filling & Emptying

Simulations
PRINTING
PRO-PRINTING™ ENGINE DATA AND RESULTS CURVES
The simulation can print a complete report of dyno-test results, including engine
components, cylinder head airflow data, exact engine-test result values, 2D graphic
displays of several engine-test variables and much more. Called ProPrinting™, this
professional printout comprises a multi-page, dyno-test document of the currently-
selected engine
ProPrinting™ features include custom page graphics, a cover page with the
name and address of your business (or your personal name and address) and
logo, a table of contents, optional text printed at the bottom of each page (can be
a disclaimer, copyright notice or any other text you wish), even an optional glossary
of common terms can be printed with your engine simulation report.
The full-color ProPrinting™ report is “assembled” within the simulation and de-
livered to your default Internet browser (e.g., Internet Explorer™, Chrome, FireFox,
Opera, etc.). Printing is performed within your Browser either in the foreground (for
Print-Preview) or in the background (for non-preview, direct printing; only available
with Internet Explorer). You can direct the output to any installed Windows printer.
Note: Some browsers, like the deprecated Internet Explorer, do not print “back-
ground graphics” by default. This can prevent the printing of background colors
in many of the data tables and other graphics in ProPrinting™ reports. To
enable full-function printing, open the Options choices (typically located in the
Tools or Setup menus—you may have to choose the Advanced options—and
enable Print Background Colors and Images).
ProPrinting™ Functions And Setup
The ProPrinting™ capabilities are another exclusive feature of this simulation.

The ProPrint™ dyno-test report consists of fully-formatted data pages built from an
HTML template. This template is “filled” with data from your current simulation which
is sent to your default Internet browser for viewing and subsequent printing. Your
Internet Browser is used for print-preview and to perform the complex process of
converting the HTML into specific instructions that your printer can understand. By
using the graphic capabilities of HTML, the simulation is able to produce a fully-
formatted, professional test report.
ProPrinting™ Features
ProPrinting™ Menu Selections
There are three ProPrint™ choices in the

File menu that will help you setup re-
port formats and initiate report printing.
ProPrint—Opens a dialog box that allows
the selection of a printer; clicking OK from
this dialog starts printing (only available in
Internet Explorer). ProPrint Preview—Opens
the ProPrint report within your Internet
Browser so you can review each page.
ProPrint Setup—Opens a dialog box that
allows you to select the information that
is included on the pages of the ProPrint
report.
ProPrinting™ setup and function are controlled by three choices from the pro-
gram File menu:
ProPrint (Requires Internet Explorer to be set as your default browser)

Selecting ProPrint from the FILE menu starts the process of building the HTML
document and, when completed (takes a few seconds), opens the standard
Windows Print dialog box that allows you to Select a printer, provides access
to printer Properties, and sets the print Range (by entering X-Y in the Print
Range field, with Y the starting page and X the ending page). Printing can be
started (or canceled) from this dialog box.
Some browsers, like the deprecated In-

Pro-Printing™ Explorer Setup ternet Explorer, do not print “background
graphics” by default. This can prevent
the printing of data table background
colors in ProPrinting™ reports. To enable
full-function printing, open the Options
choices (typically located in the Tools or
Setup menus—you may have to choose
the Advanced option—and enable Print
background colors and images).
Dynomation6 Engine Simulation, v.5.03.0528—247

ProPrint Preview
Print Preview displays your ProPrint report in your

Internet browser for you to review (works with most
browsers). The first page is shown, and you can scroll
through the rest of the document with the scroll bar.
Select Print from the File or Settings menu to send the
report to your printer.
ProPrint Preview—(Works with IE, Chrome, FireFox, Opera and other browsers)
Opens the ProPrint report in your default Internet browser, with page 1 at the
top. Uses the scroll bar in your browser to move (down) through all pages
in the report. You can print the report by opening the Print or Print Preview
choices from the File or Setup menus within your browser.
Note: If your browser supports the feature, you may be able to preview mul-
tiple side-by-side pages by opening the Print Preview function from within
your browser.
ProPrint Setup
Opens a dialog that allows you to customize Pro-Printing™ features. You can
add your name, address, your company logo, specialized (copyright) text, a table
of contents, and even a short or long glossary to your ProPrint report. Use the
Some browsers support a multiple page
ProPrint Preview—Multiple Pages Print Preview. Here is a six-up display; you
may be able to select any number of pages
you wish.

Pro-Printing™ Setup
ProPrinting™ displays the results of any engine

simulation in a professional, multi-page test
report. Use the Pro-Printing™ Setup dialog box,
from the File menu, to enable and customize
Pro-Printing™ features. You can add your name,
address, your company logo, specialized text, a
table of contents, and even a short or long glos-
sary to your ProPrint report. Use the Save button
to save your preferences, which will be applied to
all subsequent engine simulations. The files for
the Default Logo.bmp and the DefaultCopyright.
txt are located in Dynomation6/Manuals & Videos/
ProPrint or the DynoSim6/Manuals & Videos/
ProPrint subdirectory. You can modify these files
to suit your requirements.
Save button to save your preferences, which will be applied to all subsequent
engine simulation reports. The files for the Default Logo.bmp (should be square
with a size near 100 by 100 pixels) and the DefaultCopyright.txt are located in
Dynomation6/Manuals & Videos/ProPrint or DynoSim6/Manuals & Videos/
ProPrint subdirectory (within your main program directory: C:/Dynomation6 or
C:/DynoSim6). You can modify these files to suit your requirements.
Custom ProPrinting™ Options
ProPrinting™ Setup will let you configure ProPrinting™ features. If you activate
Include Logo, the logo file DefaultLogo.BMP will be displayed and printed at the
top of ProPrint pages. If you activate Include @ Bottom Of Page, the Include file
(default is DefaultCopyright.txt) will be printed at the bottom of most pages.
The location of the Default Logo.bmp and DefaultCopyright.txt is the Dynomation6/
Manuals & Videos/ProPrint or DynoSim6/Manuals & Videos/ProPrint subdirectory.
You can modify the Include @ Bottom Of Page text to display any non-formatted
text. Use a non-formatting word processor (we recommend Windows Notepad) to
modify the text to fit your needs. Keep the length under about 50 words. The De-
faultLogo.BMP file can be replaced with your own logo. Keep the file in a square,
BMP graphic format, and it should be no larger than approximately 100 by 100
pixels.
ProPrinting™ Page Descriptions
The complete ProPrinting™ report generated by the simulation consists of

22+ pages (you can decide what pages to print using the print dialog and the

ProPrint™ Setup dialog). The “core data” pages consist of four pages numbered 3
through 6, page 7 displays the simulation log, results tables are printed on pages
8 through 13, pages 14 though 17 are results graphs, finally, pages 18 through 22
provide a Glossary listing. Here is brief description of these pages:
Page 1 & 2—These pages are Title and Table-of-Contents pages. The Table
of Contents page can be eliminated from the report by un-checking Include
Table Of Contents in the ProPrint™ Setup dialog box (opened from the File
menu within the simulation).
Page 3—Displays the first group of Component Category selections for the
simulated engine (because of space considerations, they are not in the same
order as shown on-screen).
Page 4—Displays the Cylinder Head AirFlow specifications for the simulated
engine.
Page 5—Displays the CamShaft Component Category for the simulated engine.
Page 6—Displays the Combustion and Exhaust Component Categories for
the simulated engine.
Page 7—This page or pages displays the Simulation Log (showing simulation
issues and/or other generated data during the last engine simulation).
Page 8—Contains the first table of rpm-based simulation results, including
Engine Speed, Flywheel Power and Torque, Indicated Power, Frictional Power,
and Pumping Power.
Page 9—Contains the second table of rpm-based simulation results, including
BASE Force On Piston, Piston Speed, Volumetric Efficiency (VE), Mechanical
Efficiency, and Fuel Conversion Efficiency.
Page 10—Contains the third table of rpm-based simulation results, including
indicated mean-effective pressures IMEP, BMEP, FMEP, and PMEP, plus Igni-
tion Timing.
Page 11—Contains the fourth table of rpm-based simulation results, including
Induction Airflow, Intake Manifold Pressure, Intake Port Pressure, Brake Specific
Fuel Consumption (BSFC), and the Fuel Usage Rate.
Page 12—Contains the fifth table of rpm-based simulation results, including Total
Retained Mass Flow, Lost Mass From Each Cylinder, Total Charge Loss, Charge
Loss To Intake Reversion, Charge Lost To Exhaust Flow, Exhaust Spoilage.
Page 13—Contains the sixth table of rpm-based simulation results, displaying
Nitrous Augmented Power and Torque.
Page 14—Contains a duplicate of the top-right graph of rpm-based simulation
results as shown on the main program screen.
Page 15—Contains a duplicate of the center-right graph of crank-angle-based
simulation results as shown on the main program screen.
Page 16—Contains a duplicate of the bottom-right graph of crank-angle-based
simulation results as shown on the main program screen.
Page 17—Contains a duplicate of the left graph of crank-angle-based simulation
results located under the Component Categories on the main program screen.
Modifying HTML Format Files
You can completely customize

ProPrinting™ pages by editing the HTML
DefaultFileInput.html. This file is the
template that the simulation uses as the
basis for ProPrint reports. The simula-
tion key fields, such as _DATE, _TIME,
etc., are replaced with data from the
current engine test. Do not modify these
keys or your reports may not include all
simulation data!
Page 18 to 22—These pages contain a Glossary Of Terms that may help

explain the “language” of engine simulations to your customers or others you
may provide ProPrint reports.
ProPrinting™ Report Modifications (Optional, Advanced)
You can customize ProPrinting™ pages by editing the HTML DefaultFileInput.html

(see Important Note, below). This Input file is the HTML template that the simulation
uses as the basis for ProPrint reports. The simulation adds current engine data
and sends the result as DefaultFileOutput.html to your default Browser. To make
permanent changes to ProPrinting™ report pages, edit the Input file (make sure you
make a backup copy of the original file first). You will notice key fields that begin
with an underscore, such as _DATE, _TIME, etc. During processing, these data
keys are located by the simulation and replaced with data from the current engine
test. Do not modify these keys or your reports may not include all simulation data!
Important Note: Many HTML editors have their own methods of generating
HTML code and may include characters and formatting that affect how reports
are printed. If you are not familiar with HTML, don’t attempt to modify the
report Input File. Because of the unique characteristics of HTML, modifying
ProPrinting™ HTML files is NOT supported by Motion Software, Inc.
Also, your modified DefaultFileInput.html may be overwritten when the simu-
lation is updated using the Motion Updater, so keep a backup copy of your
modified file to prevent loosing your work.

Wave-Action
6
Version
Filling & Emptying

Simulations
SIMULATION
ASSUMPTIONS
Dynomation6 and DynoSim6 closely simulate the conditions that exist during
an actual engine dyno test. The software will predict the torque and horsepower
that a dynamometer would measure while the engine and dyno are run through a
programmed step test.
It is well known that engine power can vary considerably from one dyno test to
another if environmental and other critical conditions are not carefully controlled.
In fact, many of the discrepancies between real-world dyno tests are due to vari-
abilities in what many assume are “fixed” conditions.
Among the many interviews conducted during the research and development of
this simulation, dyno operators and engine owners readily acknowledged the pos-
sibilities of errors in horsepower measurements. Unless the dyno operator and test
personnel are extremely careful to monitor and control the surrounding conditions,
including calibration of the instrumentation, comparing results from one dyno cell
to another (or even one test run to another) is virtually impossible.
Controlling these same variables in an engine simulation program is infinitely
easier but, nevertheless, just as essential. Initial conditions of temperature, pressure,
energy, and methodology must be established and carefully maintained throughout
the simulation process. Here are some of the assumptions within this simulation
that establish a modeling baseline:
Fuel:
1) The fuel is assumed to have sufficient octane to prevent detonation. Detona-
tion is not modelled.
2) The air/fuel ratio is established by the user and can vary during the simulated
dyno run if the user has entered A/F data in a user-defined “Table.” For more
on Air/Fuel ratio modeling, see Air/Fuel Ratio Modeling later in this chapter.
3) Ignition timing can be set at MBT (Minimum advance for Best Torque) by
clicking the Estimate Ignition Timing checkbox in the Combustion Category,
however, if MBT not set, ignition timing (and power) may not be optimum.

Simulation Assumptions & Considerations
Environment:
1) Depending on the Atmospheric Standard in use (set in the Environment Group
in the Simulation Category, inducted air is 77-degrees (F), dry (0% humidity),
and of 29.23-in/Hg atmospheric pressure unless changed by the user.
2) The simulation assumes that engine, oil, and coolant have been warmed to
operating temperature.
Methodology:
1) The simulated engine is put through a series of “step” tests, during which
the load is adjusted to “hold back” engine speed as the throttle is opened
wide. The load is adjusted to allow the engine speed to rise to the first test
point. The engine is held at this speed at wide-open-throttle (WOT) and a
power reading is taken. Then engine speed is allowed to increase to the next
step and a second power reading is taken. This process continues until the
maximum testing speed is reached.
Note: Since some engines, especially those with cam timing designed for
all-out drag racing, are not able to run at full throttle under load at very
low engine speeds, the power generated at some of the lower rpm points
may register as zero.
2) Since the testing procedure increases engine speed in discrete steps, and
engine speed is held steady during the power measurement, measured engine
output does not reflect losses from accelerating the rotating assembly (the
effects of rotational inertia in the crank, rods, etc.). These processes affect
power in most “real-world” applications, such as road racing and drag racing,
where engine speed is rapidly changing throughout the race.
Camshaft Modeling:
As detailed in the Component Category chapter, the simulation uses two distinct
If cam timing for any of the lobes

Using Imported Cam Profile Data used in the current simulation
are based on an imported Profile
data, the W/A Lobe Data field
display will switch from 10-Point
“Profile” Indicates Lobe to Profile in the CAMSHAFT cat-
Profile Data Is Being Used. egory. Profile data is the closest
match to “real-world” camshaft
profiles and offers the highest
modeling accuracy. 10-Point data
doesn't follow “true” cam profiles
as well as Profile data, but has
the advantage of being extremely
flexible by allowing modifications
to any cam-timing events and lift
“->10-pnt” Buttons will convert
data.
Profile data to 10-Point modeling

types of cam data for simulation modeling: 1) 10-Point Timing and 2) Lobe-Profile
lift data. Profile data is the closest match to a specific “real-world” lobe profile and
offers the highest modeling accuracy. 10-Point data, while not as precise in mod-
eling a specific lobe, has the advantages of being extremely flexible by allowing
modifications to any cam-timing events and lift data; very helpful during the process
of finding optimum cam timing for specific applications.
Air/Fuel Ratio Modeling:

Air/Fuel ratio has a strong influence on engine output. Fuel and oxygen molecules
combine during combustion to produce heat, pressure, and residual gases. If all
the carbon and oxygen atoms combine within the cylinder during combustion, no
carbon monoxide or unburned hydrocarbons will remain. This “complete burning”
is called stoichiometric combustion (and is a theoretical optimum condition that is
not achieved in the real world). The air/fuel ratio that allows complete combustion
is called the stoichiometric air/fuel ratio, and it is approximately 14.6:1 for gasoline.
However, for maximum power a richer mixture is required, often around 12.5:1.
Note: The air/fuel ratios for maximum power for all fuels modeled by the
simulation are listed in the Air/Fuel Ratio drop-down menu within the Com-
bustion category.
Finally, when Nitrous-Oxide augmentation is used with either Gasoline or Metha-

nol, additional fuel flow is required to maintain the correct air(oxygen)/fuel ratio. The
The simulation can model a varying air/fuel ratio through-

Air/Fuel “Map” out the simulation rpm test range. The Air/Fuel Ratio Map
is available by selecting Table from in the Combustion
category.

Forced-Induction Modeling Techniques
The simulation uses the greatest care

in modeling the actual processes
involved in forced-induction systems,
however, the level of complexity is
quite high. The bottom line: Try-
ing strange values or combinations
will probably generate less accurate
results. Also, don’t forget the adage
“Garbage in; garbage out,” as the
more accurate the simulation inputs
reflect the actual engine buildup, the
better the results.
simulation will automatically increase the fuel volume to maintain the air/fuel ratio
displayed in the Combustion category.
Note: The fuel flow rate is shown in the ProTools Table display, along with
Brake Specific Fuel Consumption (BSFC).
Forced-Induction Modeling:
There are three basic types of supercharger models available: the Roots/Screw
Model, Centrifugal Model, and the Turbocharger Model. In addition, there is also
an intercooler model that can be coupled with any of the supercharging systems.
Each of these forced-induction models function in unique ways.
Three basic steps are performed within all of these forced-induction models: 1)
Calculation of the rotational speed of the compressor, 2) Determination of the degree
of air pressurization, and 3) Calculation of the effects of pressurized air on engine
output. This process is very dynamic and complex, requiring constant feedback
between the supercharger model and the simulated engine results (such as intake
and exhaust airflow rates and temperatures, power consumed by the supercharger,
heat generated during charge compression, etc.) to obtain accurate results.
Roots And Screw Superchargers:

Air compression within Roots and screw superchargers is calculated from the
rated volume-per-rotation of the compressor impeller, the speed of the compressor,
and the efficiency of the compressor (that constantly varies as a function of pres-
sure, temperature, the design of mechanical components, and rotational speed).
Roots and screw compressors are often driven by the engine crankshaft through
a belt-and-pulley or gear-train system. So for this type of supercharger, the speed
of the compressor impeller can be calculated directly from the rotational speed of

the engine.
A Roots compressor does not strictly compress the air, but rather “moves” a
fixed volume of air mass into the induction system for each revolution of the impel-
ler. It is here the air is compressed: pressure is a result of the difference in the
amount of air being pumped into the manifold relative to the amount of air being
“swallowed” by the engine. Because this pressure is dependant on engine speed,
it is possible for a Roots blower to function under vacuum conditions, or lower than
ambient pressure, when the engine is drawing in more air than the compressor can
supply. This typically occurs at low engine speeds.
Air compression in a screw-compressor system is very similar to that of a Roots,
except that a screw compressor produces a small amount of internal compression.
Peak pressure regulation in the induction system of Roots or screw superchargers
is controlled with a pop-off valve that releases overpressure to the atmosphere.
However, the most efficient operation is obtained by carefully selecting the correct
blower displacement and belt ratios so that pop-off valve operation is not required.
The work required to pump additional air into the induction system comes with a
price: The energy required to operate a Roots or screw compressor is substantial.
The total power consumed depends on many factors, including ambient pressure,
output pressure, temperature, compressor size, compressor friction, engine displace-
ment, engine and supercharger rpm and operational efficiency.
Centrifugal Superchargers:
Like Roots/screw superchargers, a centrifugal supercharger is driven directly
from the engine, usually by the crankshaft through a series of gears or pulleys and
belts. The centrifugal supercharger consists of impeller that spins at high speed.
The blades on the impeller draw-in and accelerate air into the supercharger hous-
ing. The degree of compression is dependant on the speed, the size of the impel-
ler wheel, the wheel trim (the shape of the blades), and housing (often called the
“scroll”) size. The pressure delivered to the engine is calculated from a “compres-
Roots superchargers do not di-

Roots Supercharger Simulation rectly compress the air but rather
pump a fixed volume of air into
the induction system for each rev-
olution of the impeller. Induction
pressure is calculated as the dif-
ference in the amount of air being
delivered to the intake manifold
relative to the amount of air being
“swallowed” by the engine.

sor map” (consisting of measured performance data for that specific supercharger
supplied by the manufacturer). The map contains information about the efficiency
of the compressor at various pressures and speeds. Numerical data from the map
is dynamically extracted during the simulation, and data points are interpolated to
ensure the highest accuracy in predictions of induction temperature and pressure.
To limit maximum output pressure, typical centrifugal systems will use a pop-off
valve that opens to release the additional pressure to the inlet side of the super-
charger. The power consumed by a centrifugal compressor is not as great as it is
for a roots or screw supercharger, but it is, nevertheless, a significant source of
“lost” power.
Turbochargers:
Turbocharger are, basically, centrifugal superchargers with the compressor ele-
ment connected to a turbine wheel driven by exhaust pressure. And while calculation
of compressor speed is straightforward on a centrifugal supercharger, the same
cannot be said for a turbocharger. Internal shaft speed (connecting the turbine and
compressor wheels) is determined by (among other things) an analysis of exhaust
flow, turbine wheel size, turbine housing shape, and the efficiency read from the
turbine “map” (in addition to the compressor map!). Internal wheel speeds are based
on a balance between the energy used to spin the turbine and the energy needed
to compress incoming air. The simulation uses another “iterative” technique to find
a shaft speed that balances energy generated with energy consumed.
The differences between the energy required to compress the incoming air and
the energy available in the exhaust system is also the basis from which “backpres-
sure” in the exhaust system is calculated. Backpressure robs the engine of its ability
to purge itself of exhaust gasses and prevents efficient cylinder filling with fresh
charge. To limit maximum intake manifold pressure and to minimize backpressure
in the exhaust system, the turbocharger uses a pressure-limiting technique different
from roots, screw, or centrifugal superchargers. When maximum boost pressure has
been reached, excess exhaust-gas flow is diverting around the turbine through a
Air pumping in a screw-compres- Screw Supercharger Simulation

sor system is very similar to that to
a Roots, except that a screw com-
pressor produces a small amount
of internal charge compression and
is typically more efficient.

Centrifugal Simulation
Centrifugal superchargers are driven

directly from the engine, usually by the
crankshaft through a series of gears
and/or pulleys and belts. The centrifugal
supercharger consists of impeller that
spins at high speed. The blades on the
impeller draw-in and accelerate air into
the surrounding housing. In addition
to shaft speed, the pressure delivered
to the engine is also determined from
data obtained from a “compressor map”
(consisting of measured performance
data supplied by the manufacturer for
that specific compressor).
“wastegate” valve. Since diverted exhaust gasses no longer impinge on the turbine,
the speed of the turbine can be effectively reduced and controlled, and the bypassed
exhaust gas flow reduces backpressure and improves engine efficiency.
Note: The turbocharging algorithms used in the simulation were designed to
model the properties of a “stable-state” turbo system. In other words, transient
factors, like turbo “lag” that can occur when the engine is rapidly increasing in
rpm, are not modeled. The simulation will provide a “steady-state” analysis of
a turbocharged engine, that is, a power prediction when the engine reaches
a steady-state condition on the dynamometer at each test rpm.
Intercoolers:
The temperature of the air entering the engine from a supercharging system is
To limit maximum intake manifold

Turbocharger Exhaust Wastegates pressure and to minimize back-
pressure in the exhaust system,
turbochargers use a pressure-
limiting technique different from
roots, screw, or centrifugal
superchargers. When maximum
boost pressure has been reached,
excess exhaust-gas flow is di-
verting around the turbine by a
“wastegate” valve. Since diverted
exhaust gasses no longer im-
pinge on the turbine, the speed
of the turbine can be effectively
controlled, and bypassed exhaust
gas flow reduces backpressure
and improves pumping efficiency.

Centrifugal/Turbocharger Simulation
Both centrifugals and turbo-

chargers use an efficiency
“map” of the compressor,
but turbochargers also use a
second map for the exhaust
turbine. Internal impeller
speeds are based on a intricate
balance between the energy
used to spin the turbine and
the energy needed to compress
incoming air. The simulation
uses an “iterative” process to
balance energy generated with
energy consumed to determine
a stable internal shaft speed.
determined by several factors, including: 1) The Gas Law description of how air
will always increase in temperature as it is compressed, and 2) The efficiency of
the compressing device; the lower the efficiency, the greater the temperature rise.
Intercoolers, sometimes referred to as “aftercoolers,” are used to reduce the
temperature of the compressed air exiting the supercharger before it enters the
engine. Intercoolers are rated by their ability to absorb heat, and the ability to move
air through the maze of passages within the intercooler (determines the amount of
pressure reduction across the intercooler—some efficient intercoolers have pressure
drop of less than 10%). The higher the intercooler efficiency, the more heat the
intercooler removes from the compressed charge and the lower the pressure drop
loss applied to the induction system.
Simulation File Compatibility
Motion Software users have created a nearly countless number of engine simula-
tion files in several different file formats that have “evolved” as the simulation has
improved over time. Many of these engine files are available on the Internet on
enthusiast sites (with extensions of .DYN, .DYM, and .SDY). The simulation can
now can open engine files created in most previous Windows-based versions of
Dynomation and DynoSim. If you are a user of the DOS-based Dynomation sold
in the mid 1990’s, you can import these files, too.
Importing older engine simulation is easy, just use the Import Other Simulation
Engine Files selection from the File menu (don't try to “Open” these files directly;

Intercooler Modeling
Higher induction tem-
peratures, common on
blowers with pressure
ratios of 2.0 or higher,
can cost horsepower
and reliability. An
Intercooler cools the
inducted air the same
way that heat is re-
moved from the engine
itself: with a radiator.
Intercooling is the key
to power and reliability
in high-boost systems.
they must be Imported).

Note: You can install engines simulated in this program into vehicles using
DragSim and test 1/8- or 1/4-mile performance. And using FastLapSim you
can test any simulated engine on virtually any closed-course track. Find out
more about the other Motion Software simulations on www.MotionSoftware.
com and on www.ProRacingSim.com.
Dynomation6 and DynoSim6 Simulation Features
The simulation can utilize two distinct simulation models for engine analysis: The
Filling-And-Emptying (in DynoSim6) and the Wave-Action (both models are avail-
able in Dynomation6). Each of these simulation methods have their strong points,
and like using the right tool for a specific job, selecting the best simulation model
will help you find optimum component combinations in the shortest time. Refer to
the chart on the next page for an overview the features and capabilities of this
Motion Software have been used
Importing Engine-Simulation Files successfully for many years.
Many of these engine simulation
files are available on the Inter-
net on enthusiast sites (search
for .DYN, .DYM, SDY and .DXML
files). The simulation can import
engine files created in many
earlier program versions, includ-
ing older DOS-based Dynomation
files.

software.
Here is a brief description of the features in the table that follows:

(1) Forced-Induction Modeling: Adds sophisticated turbocharger, roots and
centrifugal supercharger modeling. Display manifold pressures, modify belt ra-
tios, pressure ratios, A/R ratios, intercooler efficiency, and more! Also includes
wastegate modeling.
(2) Extended-Data Displays: Professionals often need additional data beyond

power, torque, elapsed time, speeds, and other “basic” measurements to optimize
Dynomation6 Wave-Action And DynoSim6

Filling-And-Emptying Functional Differences
Filling-And-Emptying Wave-Action
Simulation Simulation
Motion Engine Simulation
Capabilities DynoSim6 and Dynomation6
Dynomation6 Only
Dyno-Testing RPM Range 1000 to 14500 rpm 1000 to 14500 rpm
Bore Range Limits 2.00 to 7.00-in 2.00 to 7.00-in
Stroke Range Limits 1.50 to 7.00-in 1.50 to 7.00-in
Forced-Induction Modeling (1) Yes Yes

Extended-Data Displays (2) Yes Yes
ProPrinting™ Extended Dyno Reports (2) Yes Yes
ProData™ Tables (4) Yes Yes
Graph DataZones™ (5) Yes Yes
ProIterator™ Testing (6) Yes Yes
Analyze Area Under Power And Torque Curves (7) Yes Yes
Full Wave-Action Simulation (8) No Yes
Analyze Induction & Exhaust Pressure Waves (9) Simplified Modelling Full Analysis
Model Intake & Exhaust Runner Lengths & Taper Angles (10) No Yes
Megaphone/Normal Headers (11) No Yes
Transparent 3D-Engine Pressure-Analysis Display (12) Yes Yes
Graph Reticle Synchronized With 3D Engine Analysis (13) Yes Yes
Import Earlier Engines, Port Flow And CamFiles (14) Yes Yes
Import FlowPro Flow-Bench Files (15) Yes Yes
Import CamPro+, S96, CamDoctor Lobe-Profile Files (16) Yes Yes
Supplied With 3500+ Lobe-Profile Library (17) Optional Included
View 3D-Engine Mass-Flow Analysis (18) Yes Yes
Dynomation6 and DynoSim6 use two distinct simulation models: The Filling-And-
Emptying (used in DynoSim6) and the Wave-Action (both models are included in
Dynomation6). Each of these simulation methods have their strong points, and like
using the right tool for the job, selecting the best simulation model will help you find
optimum component combinations in the shortest time and at the lowest cost. Refer to
this chart for comparison of the features of these powerful engine simulations.
engine and vehicle performance. To provide this data, internal physics models are
extended, “in-depth” data is calculated and made available for graphic and table-
based displays. Extended data types depend on the simulation, but examples
include various engine pressures, frictional power consumption, trapped cylinder
mass, etc.
(3) ProPrinting™: ProPrinting produces custom, full-color, multi-page test re-

ports, including cover pages, tables of contents, your name and/or company
name and logo, and even an optional glossary. ProPrinting produces an easy-to-
read, comprehensive, professional printed test reports that you will be proud to
display, present to customers, or just to keep a testing journal.
(4) ProData™ Graphic Displays And Tables: Includes the calculation and dis-
play of even more simulation data often needed by professional racers and/or
engine developers.
(5) Graph DataZones™: DataZones allow you to display additional graph data
and/or show ranges for target data values. DataZones can clearly illustrate dan-
gerously high pressures, engine speeds, or almost anything you wish to highlight.
DataZones can be displayed in any color(s), and you can automatically select a
gradient range between beginning and ending colors.
(6) ProIterator™: Iterative™ testing, an exclusive feature of Motion Software

products, is an automated method of performing multiple tests and locating op-
timum combinations. The ProIterator™ provides maximum flexibility in selecting
components and setting up testing criterion. Search for optimum power/torque/
acceleration, or locate the component combination that produces maximum
“area-under-the-curve” for horsepower, torque, acceleration, or other variables.
Once you have established the testing criterion, the ProIterator will begin a series
of tests and display the best 10 results, all without user intervention.
(7) Analyze Area Under Data Curves: Part of the ProIterator™. While peak val-
ues of torque, horsepower, acceleration, and other simulation data focus on the
“absolute maximum,” the areas under these curves represent the greatest “vol-
ume” of power or acceleration. Think of this area as the maximum horsepower
throughout the rpm range. The ProIterator can search for the 10 best combina-
tions that produce the greatest area under any portion of a selected data curve.
(8) Full Wave-Action Simulation: Finite-amplitude, wave-dynamics analy-

sis using the Wave-Action, Method-Of-Characteristics mathematical model,
Dynomation6 simulates the complex interactions of pressure waves in the intake
and exhaust passages. Since these waves significantly affect the flow charac-
teristics within engine ducting, a comprehensive analysis of pressure pulses and
how they interact with runner length and taper angles is an essential element in
accurately determining mass flow within the IC engine.

(9) Analyze Induction And Exhaust Pressure Waves: Comprehensive graphs
and data displayed in tables, synchronized to the graph-reticle position (indicating
the instantaneous crank-angle), are provided in the Dynomation6 engine simula-
tion. DynoSim6 also offers these same features, however, pressure waves are
pre-calculated in DynoSim and so offer lower resolution than the wave presenta-
tion in Dynomation6. These pressure-wave data-sets are clearly displayed and
can be compared with pressure pulses at different engine speeds or even with
different engine designs.
(10) Model Intake/Exhaust Runner Lengths And Taper Angles: The “secrets”
to engine performance often lie in the subtle elements of engine design, like the
lengths and shapes of induction and exhaust passages. Dynomation6 allows any-
one to test a wide variety of runner lengths and taper angles to determine, not
only how these critical elements affect engine power throughout the powerband,
but also to select optimum shapes for virtually any application.
(11) Megaphone And Normal Header Design Modeling: The Dynomation6 en-
gine simulation models single exhaust pipes per cylinder, “standard” headers with
collectors, and megaphone exhaust systems. All tubing lengths, diameters, and
taper angles can be tuned for a variety of applications. Megaphone exhaust sys-
tems are often used in racing motorcycle applications, but are sometimes applied
to performance automotive applications.
(12) Transparent 3D-Engine Pressure-Analysis Display: Provides a unique

and powerful way to visualize the motion of pressure waves within a running
engine. A cutaway view of a engine, rendered in real time using sophisticated
3D graphics, synchronizes valve and piston motions to the pressure-crank angle
diagram. As you move the reticule across the diagram—to any crank angle within
the 720 degrees of the 4-cycle process—the motion of the pistons, valves, and
pressure waves are displayed. This unprecedented technology allows you to “see
inside” the engine, providing the ultimate tool for pressure-wave understanding
and analysis.
(13) Graph Reticule Synchronized With Engine Data: Moveable reticule lines
on graphs that are synchronized with the underlying data. By moving the reticule
over the graph, the exact data can be displayed.
(14) Import DynoSim & SC-DynoSim Engine, Cam, & Flow Files: Import and
test engine, cam, and flow files from virtually all other Motion Software engine
simulations. This makes testing and analysis much easier for those who have
developed a library of data files from other Motion simulations.
(15) Imports FlowPro Flow-Bench Test Files: This simulation models intake
and exhaust port flow from measurements taken at a wide variety of pressure
drops and valve-lift points. To accommodate the professionals that uses Audie
Technology software on their flow bench, it also directly reads FlowPro files.
(16) Import CamPro, CamProPlus, S96, and CamDoctor Cam-Profile Files:
Supports the direct import of a number of commonly used cam-profile formats,
including CamPro, CamPro+, S96, and Cam-Doctor files. A comprehensive Im-
port dialog helps you assign centerline values and determine valve-open duration
from lifter-rise measurements.
Motion Software offers a ProFile Library that contain 3500+ modern lobe profile
files specifically designed for these engine simulations.
(17) Supplied With 3500+ Lobe-Profile Library: The Dynomation6 software

package includes a separate CD with an extensive Lobe-Profile Library of more
than 3500 modern lobe profile files from stock to ProStock applications! The Lobe-
Profile Library is also compatible with DynoSim6, but is an optional item (can be
purchased at any time).
(18) View 3D Engine Mass-Flow Analysis: Includes a cutaway view of a engine

allowing you to view the motion of the pistons, valves, and pressure waves within
the engine. In addition, a 3D visualization of mass flow into and out of the cylin-
ders is also provided.
(19) Automatic Software Update—Includes Motion’s Automatic Software Up-

date tool that automatically checks for updates (you can initiate a update check
at any time by selecting Check For New Version from the HELP menu in the
program). Users not only receive the typical bug fixes and minor enhancements,
but often Motion Software, Inc., provides new features and modeling capabili-
ties. More than 100 software enhancements have been made available FREE OF
CHARGE for both Dynomation and DynoSim within the past few of years!

Wave-Action
6
Version
Filling & Emptying

Simulations
WAVE-DYNAMICS
ANALYSIS
If you read the previous chapters in this Users Manual, you’ve discovered some of
capabilities of this simulation and its ability to use gas dynamics analysis in IC engines.
This chapter takes you considerably deeper into the theory of finite-amplitude waves
and offers help in interpreting wave-dynamic results. We will examine how exhaust
and intake runner lengths “tune,” you’ll see the effects of blowdown, you’ll discover
pressure waves as they “bounce” off of the open and closed ends of passages, you’ll
uncover how stepped headers affect cylinder pressures, and much more.
DynoSim Note: DynoSim6 analyzes pressure waves, similar to the Wave-

Action model provided in Dynomation6, however, it does not resolve
runner lengths, passage dimensions, minimum and maximum areas, etc.
Pressure waves in DynoSim6 are pre-calculated, substantially increasing
the speed of the simulation, but because passage dimensions and the
instantaneous states of pressure waves are not a part of the analysis,
DynoSim6 is not able to determine all of the complexities that can occur
in unique and racing engines. Despite this, the advanced pressure-wave
algorithms used in DynoSim6 are remarkably accurate in modeling stock
and high-performance engines of all types, even Diesel engines!
A review of this chapter will broaden your understanding of the displayed
pressure waves and particle flows illustrated in the graphs in DynoSim6.
Using this knowledge will allow you to take advantage of many of the in-
sights that Dynomation6 users gain from a look “inside” a running engine.
THE IC ENGINE: AN UNSTEADY FLOW MACHINE
The air/fuel mixtures and exhaust gasses that move within the passages of the
internal-combustion (IC) engine behave in an unsteady manner. In other words, the
gases are constantly changing pressure, temperature, and velocity throughout the
four-cycle process of induction, compression, expansion, and exhaust. For example,
when the intake valve is closed, the gas velocity at the valve is zero. When the valve
begins to open, a difference in pressure between the cylinder and the port begins to

Wave-Dynamics Analysis
accelerate gas particles into (or out of) the cylinder. This gas motion—and all other
gas particle motion within the engine—starts and stops, squeezes and decompresses,
heats up and cools down. To analyze and simulate these actions, designers and
programmers must rely on the discipline of Unsteady Gas Dynamics. A basic knowl-
edge of this subject and the ability to visualize (and calculate using simulations) wave
interactions inside the IC engine is probably the single most important “tool” available
to the modern engine builder.
The application of Unsteady Gas Dynamics does not require that we cover the
development of gas-flow equations (thank goodness!!), but a general description of
the mechanisms that apply to the IC engine are essential.
Acoustic Waves Vs. Finite-Amplitude Waves
The sounds we hear around us are actually small pressure disturbances in the
air. We call these pressure “pulses” acoustic waves. The pressure amplitude (volume)
of these waves is very small. As an example, the volume at which you will begin to
experience pain from sound occurs around 120 decibels and creates a peak pressure
of only 0.00435psi above the ambient, undisturbed air. Since sea-level air pressure
(barometric pressure) is about 14.7psi, then the pressure ratio at which sound become
painful is:
Pr = P / Pa
where
P = 14.7 + 0.00435 Psi
Pa = 14.7 Psi
so:
Very loud acoustic waves create small pres-

Finite Amplitude Wave Strengths sure disturbances. Finite-amplitude waves
Finite-Amplitude Sound found in the IC engine, however, create
Waves Waves pressure disturbances almost 10,000 times
greater than painfully-loud sound waves. Be-
cause of this huge difference in amplitude,
finite-amplitude waves exhibit their own,
unique characteristics, requiring a radically
different mathematical analysis than sound
waves.
Finite Amplitude Waves In IC Engine

Are 10,000 Times Stronger Than Sound Waves

Pr = 14.70435 / 14.7
Pr = 1.0003 or a 0.03% Increase In Pressure
that’s three one-hundredths of one percent increase over atmospheric pressure!
Obviously, very “loud” acoustic waves create very small pressure disturbances.
There are waves that produce substantially higher pressure ratios than even loud
sound waves. These powerful energy-charged waves are called finite-amplitude waves.
Pressure disturbances at these higher intensities can be found in the induction and
exhaust passages of the IC engine. Remarkably, pressure ratios of 2.5 can be read-
ily measured (that’s a pressure ratio almost 10,000 times greater than painfully loud
sound waves—certainly something you would never want to “hear”). This enormous
difference in intensity between acoustic and finite-amplitude waves gives some insight
into why the misnomer “acoustic theory” (still commonly used) for calculating optimum
“tuned lengths” of intake and exhaust passages is misapplied (more on this later).
Compression And Expansion Waves
Finite-amplitude waves take two forms within the IC engine: Compression and
Expansion. The Compression wave is a positive pressure disturbance that will always
have a pressure ratio greater than one. The Expansion wave is a strong drop below
ambient pressure, and therefore will always have a negative pressure ratio (less than
one). Expansion waves are known by other names, such as “rarefaction waves” or
“suction waves,” however, they all refer to the identical phenomenon.
Compression and expansion waves act in similar—but uniquely different—ways
as they move through IC engine passages. Understanding how these waves move
and how they interact with their surroundings is an important part of understanding
how gasses move inside the IC engine. The first piece of the puzzle is illustrated in
Figure-1. This drawing depicts a positive compression wave traveling from left to right
As positive compression waves travel

Compression And Expansion Waves from left to right through a pipe (top),
Figure 1 they drive gas particles in the same
rightward direction. When expansion
Compression Wave Motion waves (lower) travel from left to right,
+
Pa they pass through gas particles in the
- Particle flow direction pipe and propel them in the opposite
direction, in this case, leftward.
Compression waves drive particles
in same direction as wave
Figure 2
Expansion Wave Motion

+
Pa
-
Particle flow direction
Expansion waves drive particles

in opposite direction of wave

through a pipe. As the pressure waves travel rightward, they drive gas particles in
the same rightward direction. However, the velocity of the gas is considerably slower
than the speed of the pressure waves. There are many analogs to this in everyday
life. For example, consider logs that are pushed ashore by waves on the surface of
a lake. The waves wash through floating logs driving them forwards but at a much
slower rate than the speed of the waves.
An expansion wave is shown in Figure-2. This low-pressure wave is also travel-
ing from left to right. However, as it passes through gas particles, its lower pressure
gradient draws particles toward the wave, in effect, driving particle flow in the opposite
direction, in this case, leftward.
In addition, both compression and expansion waves change their character when
they encounter sudden transitions in area. Area changes within engine ducting occur
at an open end, a closed end, or at transition to smaller or larger diameter passages.
Perhaps the most familiar area change occurs at the end of an exhaust header pipe.
The primary tube either abruptly ends at the opening to the atmosphere, or it empties
into a larger-diameter collector that opens to the atmosphere several inches down-
stream. Beyond this very visible (and easily heard) pipe transition, there are many
other changes in area within engine ducting. For example, where the intake runner
transitions into the manifold plenum or directly into the atmosphere (in the case of
injector stacks), a substantial area change is produced. Furthermore, the intake and
exhaust valve sits at the end of a pipe that is either closed or partially open, again
creating significant changes in areas. What happens when a finite-amplitude wave
reaches one of these area transitions?
First, let’s examine a case where pressure waves reach the closed end of a
pipe. Figure-3 illustrates a positive-pressure compression wave striking the closed
end of a passage. It returns with its original profile intact. The only change is that
the pressure wave is now moving in the opposite direction. Consider how this affects
gas particle motion. When the compression wave travels rightward, it nudges the gas
particles toward the right. After reflection, the compression wave nudges the particles
Positive pressure
Wave Interaction With Closed Pipe End compression waves
Figure 3 Figure 4 striking the closed
+
Pa
+
Pa
end of a passage
- - return with their
original profile
intact. Expansion
Expansion waves
Compression waves
before reaching before reaching waves behave simi-
closed end of pipe. closed end of pipe. lar to compression
+
waves. Net particle
+
Pa Pa motion is zero.
- -
Compression waves after Expansion waves after

reflecting from closed end. reflection from closed end.
Note that the reflected waves Note that the reflected waves
are still positive. return as expansion waves.

A leftward-moving
compression wave
Wave Interaction With Open Pipe End
is reflected as a Figure 5 Figure 6
rightward-moving ex- + +
Pa Pa
pansion wave when - -
it reaches the open
end of a pipe (figure
5). Particle movement Compression waves Expansion waves
before reaching
before reaching
is leftward in both open end of pipe. open end of pipe.
cases. A leftward
+
moving expansion Pa
+
Pa
wave is reflected as - -
a rightward-moving
compression wave
Compression waves after Expansion waves after
(figure 6). Particle reflecting from open end. reflection from open end.
movement is right- Note that the reflected waves Note that the reflected waves
return as expansion waves. return as compression waves.
ward in both cases.
leftward. The gas particles are returned to their original position; there is no net flow
in the pipe. This is exactly what you would expect to find in a pipe that is closed at
one end! Figure-4 depicts an expansion wave as it travels rightward within the same
closed-end pipe. Behaving similar to a compression wave, the reflected leftward mov-
ing wave remains an expansion wave with the same profile. Net particle motion is,
again, zero.
Now let’s explore the interesting actions of finite-amplitude waves as they move
within an open-end pipe. Figure-5 shows the arrival of a compression wave at a
transition to a larger area. Notice that leftward-moving compression wave is reflected
as a rightward-moving expansion wave. This has fascinating implications for particle
movement. Initially, while the compression wave traveled leftward, it helped propel
gas particles in the same leftward direction, toward the pipe end. When the expan-
sion wave is created and it begins rightward movement, it continues to drive particles
in the leftward direction (because expansion waves move particles in the opposite
direction of wave travel). Finite-amplitude compression waves moving toward the open
end of a pipe provide a “double assist” to particle movement in the same direction.
In an effort to explain gas

Simple Kadenacy Theory flow in the exhaust system,
it was believed that when
Incorrect “Kadenacy” Theory
the exhaust valve opened, a
For Exhaust Gas Dynamics high pressure “slug” of gas
blasted out of the port and
down the header pipe. As
this slug moved, it created a
low-pressure “wave” behind
it. This Kadenacy theory was
conclusively disproved nearly
60 years ago. Despite this,
High Pressure “Slug” Low Pressure Follows it is still widely believed by
(similar to compressed spring) (similar to expanded spring) engine “experts” to this day!

Now consider the same open-end pipe, but this time a leftward moving expansion
wave is illustrated in Figure-6. As the expansion wave approaches the open end, it
moves particles in the opposite direction, away from the end of the pipe. When the
expansion wave reaches the pipe end, it is reflected as a compression wave and
moves rightward, driving particles in the same rightward direction. So expansion
waves “double-assist” particle movement away from the open end of the pipe.
These pressure wave phenomena, particularly as they apply to the exhaust
system, were not understood until the 1940s. Until that time, it was assumed that
a high-pressure gas particle “slug” moved through the header pipe and created a
vacuum behind it that helped to draw out residual gases. This “Kadenacy” theory—
named after its inventor—is analogous to the compression waves traveling through
a “Slinky™” coil-spring toy; a tight group of coils (representing high pressure waves)
moves along the spring followed by a more open group of coils (representing low-
pressure waves). Despite the fact that this theory was conclusively proven to be
incorrect over 60 years ago, it is still believed by some engine “experts” to this day!
Pressure Waves And Engine Tuning
The goal of the high performance engine builder is to tune the lengths of IC engine
passages so that the reflected waves reach the cylinder at the most effective times,
either assisting exhaust-gas outflow or induction-charge inflow. If there ever was a
statement that qualified for the adage “easier said than done,” then this is it! There
are many factors that affect the arrival of these waves. A short list would include valve
timing, cam profiles, piston speed, pipe lengths, valve discharge coefficients, and
cylinder blowdown pressures. To make matters worse, the peaks of finite amplitude
waves travel faster than the base of the waves, causing wave profiles to distort as
they travel through engine passages (see Figure-7). This can ultimately cause the
waves to “tumble” over themselves, forming shock waves and converting their energy
into heat. All of these complex interactions occur simultaneously and make it easy
to see why the simple acoustic formulas that engine builders have traditionally used
to determine “tuned lengths and pipe diameters” are not applicable.
There are only two practical methods to determine effective pipe lengths and
The peaks of finite ampli-

Finite-Amplitude Wave Distortion tude waves travel faster
V(Aa + Ap) than the base
Note Shock Wave of the waves (Aa) acoustic
Velocity (Aa + Ap)
Figure 7
Forming velocity, causing wave
V(Aa+Ap) > V(Aa) profiles to distort as they
travel through engine
+ passages. This can ulti-
mately cause the waves to
Pa “tumble” over themselves
forming shock waves and
Velocity (Aa) converting their energy
–
into heat.

diameters. One is to build the engine, install it on a dyno, connect pressure-reading
transducers to the intake and exhaust passages and cylinders and record pressure
data. By analyzing these pressure signatures and running a series of tests with vari-
ous component combinations, the engine builder can develop an effective engine
for the desired purpose. The problem with this method is the associated high costs
in time and money. Another method of finding effective pipe lengths and “zeroing in”
on optimum component combinations is to simulate the pressure waves and particle
flow that occurs within the IC engine. The problem with this method was that, until
recently, an affordable four-cycle, pressure-wave simulation program for personal
computers simply did not exist.
In 1993, V.P. Engineering introduced Dynomation DOS, a PC computer program
that applied the Method Of Characteristics mathematical solutions to the analysis of
finite-amplitude waves within the 4-stroke racing engine. This early DOS version of
Dynomation allowed engine builders to analyze pressure-waves and particle-flow mo-
tions (although at a snail’s pace). It displayed intake, exhaust, and cylinder-pressure
curves along with intake and exhaust flow velocities and directions. The experienced
engine builder used this information to develop better component combinations.
Now with introduction of Dynomation6 from Motion Software, this powerful simu-
lation method runs under Windows about 10 to 100 times faster, displays simulation
results in custom graphics, includes 3D engine renderings, calculates mass flow in
ports and passages, includes more sophisticated modeling, forced induction, multiple
fuel modeling and much more.
PRESSURE-TIME HISTORIES
The direct measurement of engine pressures can reveal a great deal about en-
Engine pressures can be directly mea-

Pressure-Wave Measurement sured with special transducers precisely
positioned in the intake and exhaust pas-
Figure 8 sages and directly in the cylinders. The
Pressure Transducers intake and the exhaust transducers are
often located near the valves. The cylin-
der pressure transducer is located in the
cylinderhead, protruding into the combus-
tion chamber.
INTAKE EXHAUST

gine function. An analysis of engine pressures—throughout the complete four-cycle
process—reveals the combined effects of all mechanical components, plus the ther-
modynamic effects of heat transfer, the results of all finite-wave interactions, and mass
flow of induction and exhaust gasses within the engine. The measurement of these
pressures requires the precise placement of pressure transducers in the intake and
exhaust passages, and directly in the cylinders of the engine. Figure-8 shows typical
Pressure Crank-Angle Diagram

Figure 9 Pressure Crank-Angle Graphs
VALVE
OVERLAP Exhaust
Pressure (Bar)
Slight Pressure
Pressure (Bar)
Reversion
Flow
Intake
Pressure
Power Exhaust TDC Intake Compression
Pressure (Bar)
Pressure (Bar)
Cylinder
Pressure On
Left Axis Scale
Cylinder
Pressure On
Right Axis Scale
These graphs are called pressure crank-angle diagrams. They trace out the pressures
measured throughout all four engine cycles, as if recorded by (simulated) transduc-
ers located in the ports and cylinders (see photo, previous page). In the upper graph,
notice when the exhaust valve opens (EVO). The formation of the primary exhaust
pulse occurs. Cylinder pressure (shown in the lower graph) quickly falls and begins
to approach exhaust port pressure. The pressure wave created at EVO returns to the
cylinder during overlap. It creates subatmospheric pressures that stops reversion and
helps induct fresh charge. If the exhaust system was designed correctly, the expansion
wave will continue to assist induction flow throughout overlap until the exhaust valve
closes (EVC).

locations. The intake and the exhaust transducers are often positioned close to the
valves. The cylinder pressure transducer is located in the cylinderhead, protruding
into the combustion chamber. The typical pressures recorded by these transducers
is illustrated by the graphs shown in Figure-9.
This plot is referred to as a pressure crank-angle graph or pressure time-history
diagram. The horizontal axis displays the crank position throughout the 4-cycles
from 0-720 degrees. The zero point on the left of the graph starts at TDC just be-
fore the power stroke. Moving rightward, the first vertical line indicates the exhaust
valve opening point (EVO), typically occurring slightly after 100 degrees. Continuing
rightward, the next vertical line pinpoints intake valve opening (IVO) around 330
degrees. The exhaust valve closing point (EVC) occurs just under 400 degrees. The
distance between the IVO and EVC graphically indicates the valve-overlap period.
Around 600 degrees the intake valve closes (IVC). Finally, the diagram ends at 720
degrees with the piston back at TDC, marking the end of the compression stroke.
The vertical axis of the diagram indicates pressure in terms of the pressure ratio (or
Bar). A value of 1.0 represents standard atmospheric pressure (Pa). A value below
this indicates subatmospheric pressure or expansion waves. Values above 1.0 are
positive pressures above atmospheric and represent compression waves.
Note: The axis for the left and right vertical axis can be independently set.
Notice that the left and right vertical axis on the upper graph both display up
to 2.0 Bar, while the lower graph has independently scaled vertical axis set
at 2.0 and 50.0 Bar, even though both axis display Cylinder Pressure. This
allows a broader view of this widely changing pressure.
Now let’s trace out the pressures measured throughout all four engine cycles
(on Figure-9) as recorded by the three simulated transducers. Keep in mind that the
pressures illustrated in this diagram reflect an engine that is “in-tune.” (We’ll explore
out-of-tune pressures later.) When the exhaust valve opens (EVO), the formation of
the primary exhaust pulse occurs. This high-pressure compression wave is created
when the exhaust valve releases cylinder pressures (produced by the combustion of
fuel and air) into the exhaust port and header pipe system. Cylinder pressure quickly
falls and begins to approach exhaust port pressure. Before IVO, an intake pressure
wave—created during the previous intake cycle—bounces between the closed inlet
valve and the open end of the runner. This is shown by the oscillating wave (green)
on the diagram alternately becoming an expansion and compression wave, with
pressures centering around 1-Bar, or atmospheric. When the intake valve opens,
cylinder pressure is almost always higher than the pressure in the induction system.
For the short period of time that this pressure differential exists (intake pressure pulse
indicated as Reversion Flow on graph), a reverse flow of exhaust gasses begins to
move into the induction tract. Very little reverse flow generally occurs since piston
speed is quite slow near TDC. During this time, the pressure wave that was generated
when the exhaust valve opened reached the end of the header pipe and has now
returned to the cylinder during the valve overlap period (between IVO and EVC) as
an expansion wave. This wave creates subatmospheric pressures that stops reversion

and helps draw in fresh charge from the induction system before the piston begins
to move down from TDC on the intake stroke. If the exhaust system (and several
other engine parameters) are designed correctly, the expansion wave will continue
to assist induction flow until the exhaust valve closes (EVC), as shown in Figure-9.
With the ending of the overlap period, the intake stroke begins in earnest.
Throughout at least the first half of this period, inlet pressure closely follows cylin-
der pressure. Just before IVC a pressure surge or “hump” in the induction pressure
begins to increase cylinder pressure. This surge is caused by a strong compression
wave arriving from the induction system (created during the previous intake stroke),
helping to “ram” fresh charge into the cylinder and minimize back flow. The arrival of
this critically important compression wave is determined by runner length and shape,
engine speed, and other factors. After IVC, the cylinder pressure continues to rise as
the piston heads for TDC on the compression stroke.
Gas Flow Vs. Engine Pressures
Up to this point, you may have assumed that there exists a direct relationship
between the pressures measured in the ports and the flow of gasses. Furthermore,
you may have assumed that when a pressure transducer registers a compression
wave within a passage that opens on the right, gas flow would move in a rightward
direction. In some instances gas flow does not coincide with pressures. Figure 10 will
help shed some light on this confusing issue. As compression Wave-1 moves right-
ward it propels gas particles toward the right. A second compression wave, Wave-2,
moves leftward in the same passage and propels gas particle toward the left. When
Waves 1 and 2 pass through each other they form the superposition Wave-3 (1 + 2).
Gas particles that were being propelled towards each other by the separate waves
Pressure-Wave Vs. Gas-Particle Flow

Figure 10
Wave-1 Wave-2
+
1 1+2 2
Pa
Superposition
- Wave-3
A direct relationship between measured pressures and the flow of gasses within the
ports does not always exist. Consider compression Wave-1 moving rightward and pro-
pelling gas particles toward the right. Wave-2 moves leftward in the same passage and
propels gas particles toward the left. When Wave-1 and Wave-2 pass through each other
they form the superposition Wave-3 (1 + 2). Gas particles come to rest, but a pressure
transducer measuring this “new” wave would register a significant pressure increase.

Pressure-Wave Measurement
The first part of effective intake

tuning begins with good exhaust
system tuning. When the exhaust
valve opens it generates a power-
ful positive pressure wave that
travels to the end of the header
pipe and returns to the cylinder
as a strong expansion wave.
When the timing is right, this
suction wave will arrive during
valve overlap and draw out burnt
gases while starting the inflow of
fresh charge, optimizing horse-
power.
will collide and come to rest within Wave-3. A pressure transducer measuring this
“new” wave will register a pressure increase. It would be easy to assume that the
higher pressure represented an increase in particle velocity.
This phenomenon makes the interpretation of pressure data difficult and eas-
ily misleading. Fortunately, Dynomation6 and DynoSim6 also calculate and display
particle-flow velocity and direction in addition to pressures for each degree of crank
rotation. With the display of port flow velocities, the simulation provides the engine
builder a comprehensive picture of port and cylinder pressures, intake and exhaust
particle flow velocities, and the direction of that flow.
INTAKE TUNING
The first part of effective intake tuning begins with good exhaust system tuning.
As mentioned previously, when the exhaust valve opens it generates a powerful
positive pressure wave that travels to the end of the header pipe and returns to the
cylinder as a strong expansion wave. When the timing is right, this suction wave will
arrive during valve overlap and draw out burnt gases while starting the inflow of fresh
charge. This scavenging effect lowers cylinder pressures just before the exhaust
valve closes, early in the intake stroke. After EVC, the piston begins to move rapidly
down the bore and when it reaches maximum speed, between 73- and 82-degrees
after TDC, the rapid increase in cylinder volume will “yank” down the already low
pressure in the cylinder. On the pressure-crank angle diagram this will occur between
400- and 440-degrees and is usually the lowest point on the cylinder pressure trace.
This sudden drop in pressure generates a strong suction wave that travels toward the
open end of the intake runner where it is reflected as a positive compression wave.
Depending on the length of the runner and the speed of the engine, this compres-
sion wave will return to the cylinder just before the intake valve closes. The arriving
Reflected Waves In Intake Port Typical intake pres-
sures throughout the
Figure 11
full 720 degrees of
Intake Pressure Crank-Angle Graph crankshaft rotation
show how each suc-
cessive wave reflection
returns with slightly
Intake
Pressure lower peak pressure. To
gain the greatest ben-
Pressure (Bar)
efit from the reflected

wave at peak engine
speed, it is often best
to tune the induction
system to utilize the
second or third re-
turned pulse.
intake compression wave provides two benefits: 1) As the wave moves through the
port it pushes particles in the same direction, helping to fill the cylinder. When the
compression wave reaches the intake valve just before IVC, 2) the positive pressure
overcomes the buildup of pressure in the cylinder created by the piston moving up
the bore on the early part of the compression stroke. This forces additional charge
into the cylinder while delaying charge reversion until just before intake valve closes
(an effect sometimes described as ram tuning). This complex series of tuning events
adds the winning edge to many racing engines, but the exhaust system, induction
system design, and all cam timing events must be synchronized to produce these
effects.
When this critical synchronization is lost, intake charge will be driven back into
the induction system before IVC. And reversion is a power killer. The simulation can
accurately predict when this will occur in the port-flow velocity diagram (we’ll provide
specific examples of this later in the chapter).
After IVC the strong expansion wave created by the now completed intake stroke
oscillates between the pipe end and the closed intake valve. It changes its sign
from expansion to compression each time it encounters the open end of the runner.
Figure-11 shows the typical intake pressure trace throughout the 720 degrees of
crankshaft rotation. Each successive reflection returns with slightly lower peak pres-
sure (displayed on the pressure graph from zero to IVO). To gain the greatest benefit
from the reflected wave at peak engine speed, it is often best to tune the induction
system to utilize the second or third returned pulse, since these retain the highest
energy levels (engine timing and the physical length of the passages make it difficult
to utilize the first pulse).
At lower engine speeds there will be more time for pressure reflections to return
from the induction system, so additional waves will appear in the pressure crank-angle
diagram. It is also possible to increase the number of pulsations at any given rpm by
decreasing the length of the inlet runner. Similarly, a longer runner will decrease the
number of pulsations since it takes more time for each pulse to return to the intake

valve. Optimum runner length to return a second pulse at IVC can be “ballparked”
with the following equation:
Second Pulse Length (inches) = 108,000 / RPM

Note: This is an approximation of pulse length, as it varies with charge density,
pressure, cam timing, runner temperature, and other factors.
This formula works best for engines that operate at relatively high rpm. Unfortunately,
at lower engine speeds this equation predicts a tuned length that is too long to be
practical. Under these conditions, tuning to the third, fourth, or possibly even the fifth
returned pulse requires a much shorter and more-practical length runner. The famous
“Long Ram” of the early 1960s was designed by Chrysler to boost lower-speed torque
on some of its big-block engines (used in vehicles like the 300G). It was based on
second and third pulse tuning, requiring runners so long the carburetors wound up
positioned over the exhaust manifolds of the adjacent bank of cylinders. The runner
lengths could have been much shorter if the manifold was tuned to the third or fourth
induction pulses. Here are good approximations for runner lengths tuned for the third,
fourth, and fifth returned induction pulse:
Third Pulse Length (inches) = 97,000 / RPM

Fourth Pulse Length (inches) = 74,000 / RPM
Fifth Pulse Length (inches) = 54,000 / RPM
Engine designers and builders can use these equations to obtain good initial estimates
for further “fine tuning” in the simulation.
Because of the nature of “pulse-tuning,” an intake manifold goes in and out of
tune as the engine accelerates through the rpm range. The manifold transitions from
This custom intake manifold was de-

Manifold Designed Using Dynomation signed with the help of Dynomation
software. The manifold boosts low-
and mid-range power on smallblock
Ford engines. Dyno tests confirmed
expected performance. Without
simulation software, intake manifold
design is strictly a trial-and-error
process involving considerable time
and money without any guarantee of
success.

fifth, to fourth, to third, and then, possibly, to second pulse tuning at maximum engine
speed. As the engine passes through each of these tuning points, the runner phases
in and out of sync with the expansion wave created when the piston reaches maximum
speed on the intake stroke. At lower speeds, when the engine tunes on the fifth or
higher pulse, little benefit is derived from the weak returning pulse. However, by the
time the engine reaches sufficient speed so that the third or second pulse arrives
just before IVC, a substantial pressure differential strongly assists cylinder filling and
prevents charge reversion.
Note: Since the second pulse delivers the strongest returning wave, the ques-
tion arises: Why not use second-pulse tuning for all manifold designs? The
answer is that the un-tuned gap between the second and third pulse is much
greater than the gap between the third and fourth pulse. This means that en-
gines using manifolds based on second-pulse tuning will have narrow, peaky,
power bands, while third-pulse manifolds will tend to produce wider, although
potentially lower, power curves.
Intake Runner Taper Angles
The taper angle of the inlet runner has a significant effect on the optimum tuned
length. As runner taper angle increases, the returning pressure waves speed up,
requiring a higher engine speed to regain the same level of “tune.” For example, a
13-inch runner with a 4-degree taper angle will tune at approximately the same engine
speed as a 10-inch straight runner.
Straight runners often provide more power at lower engine speeds and work
The taper angle of the inlet run-

Measuring Port/Runner Taper Angle ner has a significant effect on the
optimum tuned length and peak
power. As runner taper angle
increases, the returning pressure
Port Entry waves speeds up, so a higher
Area engine speed is needed to regain
the same level of “tune.” There
are several complex reasons why
le
r t ng taper angles optimize power, but
Po A
r the most straightforward are: 1) A
pe
Ta tapered port has a greater vol-
Minimum
Area ume to “store” air/fuel charge and
feed the cylinder during the main
portion of intake stroke, and 2) A
taper angle acts somewhat like
a stepped-header for the induc-
tion system, generating a series
of positive pressure waves that
return to the valve and assist cyl-
inder filling.

Effect Of Taper Angles
The taper angle of

the inlet runner has a
significant effect on the
optimum tuned length.
Inlet-runner taper
angles can be varied in
Dynomation6 not only
to develop better-func-
tioning induction sys-
tems, but also to gain
a better understanding
of how this important
tuning element affects
engine power. Here is
a comparison between
straight runners (darker
curves) and 3-degree
taper runners. Notice
that exhaust velocity
is higher while intake
velocity is lower. With
tapered runners the
engine produces more
horsepower at peak
engine speed.
quite well for stock engines. However, to obtain peak performance from a high-speed
racing engine, intake runners must incorporate a taper of 2 to 4 degrees (included).
There are several complex reasons why taper angles optimize power, but the most
straightforward are: 1) A tapered port has a greater volume to “store” air/fuel charge
and feed the cylinder during the main portion of intake stroke, and 2) a taper angle
acts somewhat like a stepped-header for the induction system, generating a series
of positive pressure waves that return to the valve and assist cylinder filling.
Inlet-runner taper angles can be varied in Dynomation6 not only to develop
better-functioning induction systems, but also to gain a better understanding of how
this important tuning element affects engine power. A particularly revealing test can
be done by overlaying port velocities and cylinder pressures for various inlet taper
angles.
Port Flow Velocities
Another very important element of intake and exhaust tuning is port flow velocity.
The speed at which gasses move through the ports essentially is controlled by port
area and piston speed. For example, if intake port velocity is too low, gas particles
flowing into the cylinder near IVC will not have sufficient momentum to overcome the
rise in cylinder pressure as the piston moves up the bore. Fresh charge will flow back
out of the cylinder into the inlet tract. Furthermore, when the ports are too large, all
pressure waves generated by piston motion and exhaust gas outflow are diminished.
This will decrease the effectiveness of returning pressure waves during scavenging
and cylinder filling. In fact, port size is so important that we can make this blanket
statement: Developing an engine with optimum port sizes will potentially produce more
power than the same effort put forth in determining optimum tuned runner lengths!
Research has shown that maximum port velocity through the minimum cross-
sectional area of the runner should fall between 0.5 to 0.6 Mach, or about 600- to
720-feet-per-second. Port velocities higher than 0.6 Mach produce no further increases
in volumetric efficiency. Since it is impossible for any port to generate optimum flow
velocities at all engine speeds, it is essential that the engine builder accurately
determine the required operating range for the engine and develop ports that flow
appropriately at these speed ranges. If a broad power range is required, port areas
should be sized so that maximum engine speeds produce port velocities of about 0.75
Mach. This will place optimum velocities (between 0.5 and 0.6 Mach) at lower engine
speeds, optimizing volumetric efficiency vs rpm. If high-speed, maximum power is the
goal, then port velocity at peak engine speed should be no higher than 0.6 Mach.
During your design sessions, here’s some important concepts to keep in mind. It
“In-Tune” Induction System

Figure 12
Intake Pressure Crank-Angle Graph
Oscillating wave in runner combines

with Max piston speed to “yank”
inlet pressure low.
Pressure (Bar)
Returning compression
wave improves cylinder
TDC filling and prevents reversion.
This is a good example of “in tune” induction pressures. The intake pressure wave is
oscillating inside the runner and arrives at the intake valve during maximum piston
speed (highest volume change) approximately 60- to 80-degrees after TDC. The “trough”
of this wave combines with the suction created by the piston moving down the bore
to “yank” the pressure wave to a very low amplitude. This low pressure generates a
strong expansion wave that reflects back from the open-end runner as an equally strong
compression wave that arrives at IVC. This not only drives additional charge into the
cylinder, but reduces or eliminates reversion.

is often possible to make port areas small enough—and velocities high enough—to
completely eliminate intake reversion at IVC. When this is accomplished, it often
produces insufficient port volume and constricted flow. A better approach, producing
higher peak power, is to allow some reversion to occur. It is also possible to design
ports that flow between 0.5 or 0.6 Mach and do not show an increase in power. This
situation can occur when intake valve or port restriction becomes too great. In these
cases, the engine designer will simply have to experiment with several different port
sizes, valve diameters, and valve lifts to find the optimum combination. The following
formula can help you ballpark the required minimum port cross-sectional areas:
Minimum Area (Square Inches) = RPM x STROKE x BORE2) / 190,000

This formula is an approximation that tends to provide conservative values.
(RPM, STROKE, and BORE are in inches)
One reason this formula can only be an approximation of port area is that port
velocity is also dependent on the valve-discharge coefficient. This value is the mea-
sured volume of flow across the valve divided by the perfect, theoretical (isentropic)
flow. The discharge coefficient will always be less than one and is essentially a rating
for the efficiency of the valve. Specific discharge coefficient values are unique for
Exhaust And Cam Timing In Sync

Figure 13
Pressure Crank-Angle Graph
VALVE
OVERLAP
Pressure (Bar)
Exhaust Scavenging Wave

Is Wide Enough To Span
Exhaust
Valve Overlap Period.
Pressure
Cylinder
Pressure
These engine pressures depict an engine with an exhaust system and cam timing that
are “in-tune.” The scavenging wave is wide enough to cover the overlap period, assist-
ing exhaust gas outflow and preventing charge reversion.

each valve and cylinderhead design. The simulation allows the direct input of flow-
bench data and will calculate the discharge coefficients for specific cylinder head
combinations. Since about 30% of flow loss through the port occurs at the valve, an
improved discharge coefficient can result in substantial performance gains.
EXHAUST TUNING
Incomplete removal of exhaust gases from the cylinder reduces engine perfor-
mance in two ways. First, volumetric efficiency is decreased when residual gases
occupy space within the cylinder that could have been filled with fresh charge. Second,
higher cylinder pressures, resulting from incomplete exhaust blowdown, force residual
burnt gasses into the inlet tract upon IVO. This “spoils” the fresh charge pulled back
into the cylinder during the intake stroke.
When the compression wave produced at exhaust valve opening (EVO) reaches
As rpm increases,
the pressure-crank
Exhaust System Scavenging Vs. Increasing RPM
angle diagram curves Figure 14a
“stretch” out to the Pressure Crank-Angle Graph
right, as shown by
these exhaust traces. VALVE
OVERLAP
If the scavenging At Higher Rpm, Exhaust

System Begins To Move
wave is wide enough Out Of Tune.
and the overlap is

Pressure (Bar)
Exhaust
short enough, the Pressure
exhaust system
will remain in tune
throughout a wide Cylinder
Pressure
rpm range. Good
TDC
scavenging is still Power Exhaust Intake Compression
taking place at higher

rpm in Figure-14a,
but relatively little
scavenging remains Figure 14b
at even higher rpm in Pressure Crank-Angle Graph
Figure-14b.
VALVE
OVERLAP
At Still Higher Rpm, Exhaust
System Falls Out Of Tune.
Pressure (Bar)
Exhaust
Pressure
Cylinder
Pressure

the end of the header pipe (at the transition to the collector), a lower-strength expan-
sion wave is reflected back to the cylinder. The positive compression wave, now of
lower intensity, continues to move through the collector. When it reaches the atmo-
sphere boundary, a second expansion wave is generated that moves back through
the collector and into the primary header pipe. If the header system and cam timing
are properly coordinated, the first expansion wave will return to the cylinder at, or
slightly before, IVO. This will assist exhaust-gas scavenging and improve the flow of
fresh charge from the induction system. Then, slightly later, the second expansion
wave will arrive and continue the scavenging process until EVC. A well-designed
collector can effectively broaden the scavenging wave to “cover” the entire overlap
period. When this occurs, the engine and exhaust system “in tune.” If a significant
portion of the overlap period is not accompanied by a scavenging wave, the engine
and exhaust system fall “out of tune.”
Engine pressures illustrating an in-tune condition are pictured in Figure-13. As
rpm increases, the pressure crank-angle diagram traces “stretch” to the right. If the
scavenging wave is “wide enough” (i.e., of sufficient duration) and the overlap is
short enough, the exhaust system will remain in tune even though engine rpm has
increased. Notice that good scavenging is still taking place at higher rpm in Figure-
14a, however, at an even higher rpm in Figure-14b the engine falls out of tune. A
wide scavenging wave is particularly desirable in engines with long overlap periods.
A scavenging wave that maintains a low pressure differential at the exhaust valve
throughout the entire overlap period will assist exhaust scavenging, prevent reversion,
Exhaust tuning works by
Exhaust Header Lengths Vs. Induction Flow using the proper header
Figure 15 pipe length to “time”
Pressure Crank-Angle Graphs
the arrival of the suction
wave to occur during
Exhaust
25-Inch Primary
Tube Length the overlap. However,
Pressure Traces
optimum primary pipe
Pressure (Bar)
VALVE
and collector lengths are

OVERLAP
not very critical for low-

36-Inch Primary 40-Inch Primary
to medium-performance
Tube Length Tube Length engines. This graph
TDC
Power Exhaust Intake Compression shows how induction
flow changed as header
length was varied from
25 inches to 40 inches
(engine power changed
by only about 2%). How-
Pressure (Bar)
ever, high-output, high-

speed engines with long
overlap periods require
Very Little Change much more precise tub-
In Scavenging
Induction Flow
ing lengths to optimize
power. As power levels
increase, the margin for
error decreases.

and ensure high power levels over a wider range of engine speeds.
This fact brings to light an important point about exhaust-header tuning. Optimum
primary pipe and collector lengths are not very critical for low- to medium-performance
engines (see Figure-15). In these applications, overlap periods are short and cylinder
pressures are often not very high at the end of the exhaust stroke (lower performance
engines produce a smaller volume of exhaust gasses and blowdown more effectively
in shorter time periods). However, high-output, high-speed engines with long overlap
periods require much more precise tubing lengths to optimize power. As power levels
increase, the margin for error decreases.
An Interesting Note About Collectors: When exhaust pulses from multiple
cylinders enter a collector, primary and reflected waves interfere and interact
with one another. The influence of this interaction is sometimes overstated.
These “interference” waves are considerably lower in magnitude and have much
Peak exhaust velocity typi-

cally occurs twice during the Peak Exhaust Flow Velocities Vs. Engine RPM
exhaust cycle. The first peak- Figure 16a Engine Speed Graph
flow event, at approximately 60
degrees after EVO, is produced
Engine Torque
by maximum flow during blow-
Engine Power
Engine Rpm At Peak Power
down (Figure-16a). The second

event occurs at maximum
piston speed on the exhaust
stroke, about 73- to 82-de-
grees before TDC, and is the Blowdown Peak Pumping Peak
maximum flow during exhaust
Pressure (Bar)
pumping (Figure-16b). If the EVO EVC
flow at the second peak is the Exhaust

Exhaust Velocity Peaks Twice DuringThe
Exhaust Cycle.
greater of the two, it usually Power

Pressure Trace
Exhaust
TDC
Intake Compression
indicates excessive restric-
tion in the exhaust system; in
this case, caused by engine Pressure Crank-Angle Graph
overspeed (reducing the time
for exhaust-gas blowdown) in a Figure 16b Engine Speed Graph
very-large displacement V8.
Engine Torque
Engine Power
Engine Rpm Past Peak Power
Pumping Peak
Pressure (Bar)
Blowdown Peak
EVO EVC
Exhaust Flow Restriction At EVO
Increases Pumping Losses At Maximum
Exhaust Piston Speed In Exhaust Stroke
Pressure Trace
TDC
Power Exhaust Intake Compression

less effect than the primary and first reflection waves from cylinder blowdown.
Dr. Jon C. Morrison of the Institute of Mechanical Engineers conducted experi-
ments on interference effects in collectors and concluded that multicylinder
wave interference had an essentially insignificant affect on performance.
Exhaust Flow Velocities
Another important aspect of exhaust tuning is optimizing gas particle velocity

throughout the exhaust system. When the exhaust valve opens (EVO), the piston is
still moving downward on the power stroke. However, a large percentage of combusted
gasses “blowdown” during the period between EVO and BDC. This occurs despite the
fact that exhaust valve lift is relatively low. This phenomenon highlights the importance
of low-lift flow characteristics of the exhaust valve and port for optimum performance.
If the header system is too restrictive—possibly from insufficient pipe diameter—or if
low-lift valve flow provides a restriction—often from improper port and valve seat/face
contours—to allow sufficient blowdown, the piston will have to physically “pump” out
the remaining gasses during the exhaust stroke. This substantially increases pump-
ing work and cylinder pressures at IVO (which, in turn, reduce effective scavenging
and create reversion into the induction system). On the other hand, when primary
pipe diameters are too large, the returning scavenging wave is weakened and is too
defuse to effectively assist exhaust gas outflow and initiate induction inflow during
overlap. Optimum exhaust pipe diameters, like intake runner areas, are essential in
producing flow velocities that achieve a balance between minimizing restriction and
optimizing finite-amplitude-wave actions.
Peak exhaust velocity typically occurs twice during the exhaust cycle. The first
peak-flow event, at approximately 60 degrees after EVO, is produced by maximum
flow during blowdown. The second event occurs at maximum piston speed on the
exhaust stroke, about 73- to 82-degrees before TDC, and is the maximum flow during
exhaust pumping. In most well-designed engines, the first peak will be the greater
of the two (see Figure-16a); if the flow at the second peak is greater, it can indicate
excessive restriction in the exhaust system (see Figure-16b). When the exhaust
system is designed properly, the level of the first peak should fall between 0.45 to 0.5
Mach. If flow rates over 0.5 Mach are recorded, the exhaust system is too restrictive.
If flow values fall below 0.45 Mach (as is the case in the two examples shown in
Figures 16a & 16b), blowdown will not generate expansion waves strong enough to
effectively scavenge the cylinder during overlap. Similar to intake tuning, it is possible
to establish optimum flow velocities yet not measure a performance gain. When this
occurs, the problem may be excessive exhaust-valve restriction. Fortunately, this can
be easily detected by reviewing the pressure-crank angle diagram or the pressure-
volume diagram (discussed later in this chapter).
Exhaust Tubing Lengths
While it is impossible to exactly predict primary lengths and diameters without

using extremely complex formulas, it is helpful to the engine designer to have ap-
proximate starting points. The book Performance Tuning In Theory and Practice by A.
Graham Bell, has excellent empirical formulas for header pipe length and diameters
that provide reasonably accurate estimates for most applications. These formulas
work well because they incorporate EVO timing within the calculation:
HPL (Header Length Inches) = ((850 x (360 - EVO)) / RPM) - 3

HPD (Header Diameter Inches) = ((SCID x 16.38) / ((HPL + 3) x 25)) x 2.1
Where EVO is Exhaust Valve Opening Timing measured in the 720-degree

system. SCID is the displacement of a single cylinder in cubic inches. HPL
and HPD are lengths and diameters in inches. Solve math within nested pa-
rentheses first.
These equations only give good length and diameter estimations when the ap-
propriate value for rpm is used. If the engine has been designed for typical street-
Exhaust Collector Length Vs. Exhaust Scavenging Wave Shape

Figure 17
VALVE
OVERLAP
12-Inch Long, 4.5-Inch Diameter Collector

Produces Narrow But Strong Scavenging Pulse
Pressure (Bar)
Exhaust
Pressure Traces
36-Inch Long, 3.5-Inch Diameter Collector

Produces Wide Scavenging Pulse
In this test, we changed the collector from 12-inch long, 4.5-inch diameter to 36-inch
long, 3.75-inch diameter. Generally, increasing the collector length will broaden the
scavenging wave. Smaller collector diameters place more tuning emphasis on the ex-
pansion wave generated at the open end as opposed to the header/collector boundary.
The short-length, large-diameter collector (light-red line) produced the lowest and nar-
rowest scavenging pulse. This design tends to develop more low- to mid-range power.
The longer collector produces a wider scavenging wave of somewhat lower amplitude,
a better overall choice for high engine speeds.

driving, the selected rpm should correspond with peak-torque speed. Racing engines
should use either the engine speed at peak horsepower or some value in between.
While Bell’s formulas derive reasonably accurate estimations of primary tubing
lengths and diameters, unfortunately, there are no reliable empirical formulas for col-
lector length and diameter. However, there are rules-of-thumb to keep in mind when
choosing starting values for these dimensions. Longer collectors drive peak torque
lower in the engine rpm range. This happens because, at higher engine speeds, ex-
pansion waves generated at the end of a long collector take too much time to travel
back to the cylinder, failing to assist exhaust scavenging. Longer collectors should
be used to widen powerbands at lower engine speeds, whereas, shorter collectors
optimize peak power at higher engine speeds.
Choosing collector diameters requires further development of a previous theory.
Recall that when a compression or expansion wave reached the open end of a pipe,
a reflected wave was generated by this sudden change in area. What was not dis-
cussed, however, was that the amplitude of the reflected wave is dependent on the
extent of area change. If a wave reaches an open-end pipe that discharges into the
atmosphere (effectively, has an infinite change in area), then the reflected wave will
be of maximum possible amplitude; nearly equal to the originating wave but of the
opposite sign. If the area change is small, for instance, a 1.00-inch pipe joining a
1.05-inch pipe, a reflection wave will still be generated, but it will have a very small
Stepped Headers Can Lower Cylinder Pressures

Figure 18
VALVE
OVERLAP
Standard, Fixed-Diameter
Primary Tube Header Cylinder
Pressure Traces
Pressure (Bar)
Stepped Header Lowers

Cylinder Pressure
These cylinder pressure curves illustrate how stepped headers work. Stepped head-
ers return small expansion waves at each step. These scavenging waves help exhaust
gases flow out of the cylinder, particularly helpful on large-displacement, high-speed
engines. Notice the lower cylinder pressures produced with stepped headers (lighter-red
line). The lower pressures reduce pumping work.
amplitude. The lesson to be learned from this for collector design is that smaller
collector diameters decrease the area change and reduce the amplitude of the first
reflected wave. As collector diameter is decreased, higher amplitude waves are gen-
erated at the open-end of the collector and smaller reflected waves are generated
at the primary/collector pipe boundary. Since the open end is farther away from the
cylinder, smaller collectors often boost low- to mid-rpm power. Larger diameter col-
lectors generate stronger waves at the primary/collector boundary, and since this is
closer to the cylinder, larger collectors generally boost high-rpm power (see Figures
17 and 18 that illustrate some of these principals).
While there are no simple formulas to accurately calculate these variables, the
following formula can provide “broad ballpark” figures for high-speed, racing engines:
Collector Diameter = 1.9 x HPD Collector Length = .5 x HPL

(HPL and HPD are in inches)
VALVE EVENTS AND TUNING STRATEGIES
The four basic valve-event timing points (IVO, IVC, EVO, EVC) can be grouped
into three categories based on their influence on engine performance:
1) EVC and IVO are the least important individually, but the “angular” distance
between these two events comprise the overlap period that has a significant
effect on power.
2) EVO is the next most important timing point since it determines the beginning
of the exhaust cycle which initiates cylinder blowdown.
3) IVC is the most critical event since it fixes the balance between cylinder filling
and intake reversion, each having a potent effect on engine output.
Combining your knowledge of finite-amplitude waves with this information on valve
timing will allow you to use the simulation to design or select camshafts (and choose
related intake and exhaust components) for virtually any application.
Each valve-timing point is described below, including tips about event timing and
how incorrect timing can affect wave-dynamic tuning. The reader is encouraged to use
the simulation to recreate these phenomena and examine the pressure and velocity
data to better understand how valve-event timing affects engine performance.
(IVO) Intake Valve Opening—This valve event marks the beginning of the in-
take process and valve overlap. IVO is probably the least sensitive timing point
of all four valve events. However, when the exhaust system returns a broad,
strong expansion wave, earlier IVO timing can boost performance. If a strong
scavenging wave is not present, the same early IVO timing will cause exhaust
gasses to flow into the induction system (reversion). This will substantially
reduce power from not only fresh-charge “spoiling,” but also charge heating.
There are several additional conditions, along with IVO, that influence intake
reversion. Low engine speeds usually produce low port velocities. Since induc-
tion gasses have less momentum when they are moving at slower speeds,
Valve-Timing Events
The four basic valve-event timing points (IVO, IVC, EVO, EVC) can be grouped into three
categories based on their influence on engine performance: 1) EVC and IVO are the least
important individually, but together comprise the overlap period that has a significant
effect on power, 2) EVO is the next most important timing point since is determines
the beginning of the exhaust cycle which initiates cylinder blowdown, and 3) IVC is the
most critical event since it fixes the balance between cylinder filling and intake rever-
sion, each having a potent effect on engine output.
it is easier for the piston—moving upward at IVO—to force residual exhaust

gasses into the inlet track. Furthermore, low intake manifold pressures that
occur during part-throttle operation or with restricted carburetion create large
pressure differentials between the intake port and the cylinder, again contrib-
uting to reversion. A similar condition can occur at wide-open throttle when
IVO is too early, as cylinder pressures are still quite high. Engines with these
conditions might benefit from later IVO timing.
(EVC) Exhaust Valve Closing—This event marks not only the end of the
exhaust process, but also the ending of the overlap period. At low rpm EVC
strongly influences the degree to which exhaust gasses back-flow into the
cylinder from the exhaust system. This low-speed back flow happens for two
reasons. First, at EVC, the piston is beginning to move down the bore on the
intake stroke, and since exhaust gas outflow velocity is low, the piston can
begin to draw exhaust back into the cylinder. The second reason is more in-
teresting. The negative scavenging wave created at the end of the header is
always followed by another, positive compression wave. At low engine speeds
both the scavenging and compression waves arrive prematurely. If the com-
pression wave arrives during overlap, it forces exhaust gases back into the
cylinder. One solution to this problem is the reverse-megaphone “collector”
often used on motorcycle exhaust systems. This device dampens the follow-
up compression wave and reduces exhaust reversion at mid to low rpm. This
discovery was made by accident (true for most discoveries!) when motorcycle
racers tried using a reverse-megaphone in an effort to strengthen their flimsy
exhaust systems.
At higher engine speeds, later EVC will shift the power curve towards higher
rpm at the expense of low-speed torque. At peak power the exhaust valve
should close just slightly before exhaust back-flow occurs. Don’t forget that
exhaust system tuning also has a significant influence on reversion. So, final
EVC timing should only be determined after the exhaust system has been
optimized.
(EVO) Exhaust Valve Opening—This timing point always occurs during the
latter part of the power stroke and signals the start of the blowdown process.
Optimum EVO timing permits a reduction in cylinder pressure that would oth-
Pressure-Crank-Angle Diagram
Figure 20
1000
800
600
Ignition
400
14.7
360 740 0 & 720 180 360

BDC TDC BDC
Degrees of Crankshaft Rotation
The Pressure Crank-Angle diagram is one of two common ways that cylinder pressures
are illustrated. This method plots cylinder pressures against the crank position during
the 720-degrees of the four engine cycles. On this graph (adjusted 360-degrees “for-
ward” from the graph standard used in the simulation) it is easy to see widely varying
cylinder pressures from induction through peak-ignition pressure.

erwise result in exhaust gas reversion into the induction system at IVO and
during overlap. However, at higher engine speeds it is almost impossible for
some reversion not to take place. If there is no reversion flow during overlap
at high speed, it is likely (but not certain) that EVO is too early, and cylinder
pressure that could have been used to push the piston during the power stroke
is being prematurely expelled from the engine, reducing thermal efficiency
and horsepower. If EVO occurs too late, insufficient blowdown will increase
pumping work during the exhaust stroke and, in turn, reduce horsepower. Late
EVO will also increase cylinder pressures at IVO contributing to reversion and
additional losses in power.
Note: Thermal efficiency research has shown that within the normal range of
EVO timing, this event has less affect on low-speed power than either IVC
or EVC. Therefore, EVO timing should be early enough to satisfy high-speed
performance requirements, but no earlier, or thermal efficiency will suffer.
(IVC) Intake Valve Closing—This is the most important valve event in the
4-cycle, IC engine. IVC occurs well into the compression stroke and intake
flow is easily susceptible to reversion if induction velocity and/or pressure-wave
tuning do not provide sufficient energy to hold back increasing cylinder pres-
sures. This is especially true at low to mid-range engine speeds where port
velocity is still sluggish. Late IVC reduces volumetric efficiency at lower rpm
and potentially increases volumetric efficiency at higher rpm. Optimum IVC
at maximum engine speeds depends on port velocity, pressure wave tuning,
and piston speed.
Using Pressure Diagrams
The simulation can display additional graphs that illustrate otherwise “hidden”
engine operating conditions. One of these important graphs illustrate cylinder pressure
as a function of crank angle throughout the 4-cycle process—called a Pressure-Crank-
Angle Diagram shown in Figure-20 (to recreate this graph, use either the center or
bottom graph on the right program pane, redefine the X axis to Crank Angle, Y1 to
Cylinder Pressure, and Y2 axis to None). Cylinder pressure can also be graphed as
a function of cylinder volume—called a Pressure-Volume, or PV Diagram as shown
in Figure-21 (using either the center or bottom graph, redefine the X axis to Cylinder
Volume, Y1 to Cylinder Pressure, and Y2 axis to None).
The Pressure-Crank-Angle Diagram
The pressure crank-angle diagram plots cylinder pressure against the position of
the crankshaft during all four cycles (when this graph is reproduced, the zero point
is fixed at TDC just after ignition on the power stroke). Ambient or atmospheric pres-
sure forms the baseline for the vertical “Cylinder Pressure” axis, below which vacuum
levels are plotted. As the intake stroke begins, cylinder pressure decreases to near

Pressure-Volume Diagram
Figure 21 Pressure-Volume Diagram
5
1 - 2 Intake Stroke
2 - 3 Compression Stroke
4 3 - 4 Ignition
4 - 6 Power Stroke
6 - 1 Exhaust Stroke
Pressure In Cylinder
3
TDC 6 BDC
7
1
2
V2 V1
Piston Displacement
Clearance (V1 - V2)
Volume
Piston Cylinder
TDC BDC
The PV diagram compares cylinder pressure to displaced volume and illustrates the
same cylinder pressures displayed in the pressure crank-angle diagram. The PV dia-
gram has the remarkable feature of isolating the work consumed from the work devel-
oped by the engine. The area within the lower loop, drawn in a counterclockwise direc-
tion, represents the work consumed by pumping losses (exhaust and intake stroke).
The upper loop area, drawn in a clockwise direction, indicates the work produced by
expanding gasses after combustion (compression and power stroke). The PV diagram
can be a useful tool for optimizing valve-event timing, with the pumping loop providing
the most helpful information.

ambient as exhaust venting concludes. Pressures then change to a slight vacuum
during the intake stroke (or a much stronger vacuum during part-throttle operation)
until the cycle ends with the closing of the intake valve. Now the trapped charge is
compressed and cylinder pressures rise to a few hundred pounds per square inch
(psi). Typically, a few degrees before the piston once again reaches TDC, the spark
plug fires, igniting the mixture and sending cylinder pressures up to several hundred
or even thousands of psi within about 40 degrees of crank rotation. If the ignition
point was timed properly, peak cylinder pressure will occur about 12 to 14 degrees
after TDC. This timing allows cylinder pressures to be most efficiently converted to
rotational force or torque by the rod/crank assembly. As the piston continues to move
down the cylinder and pressures decrease, the exhaust valve opens, beginning a
dramatic drop in pressure. Finally, cylinder pressures stabilize at a few psi during the
exhaust stroke when remaining burnt gasses are forced out of the cylinder.
The Pressure-Volume Diagram
The pressure crank-angle diagram provides a straightforward view of the widely

varying pressures in the cylinder. While it’s easy to see “what’s happening and where
it’s happening” with this diagram, another method of plotting the identical cylinder
pressures offers a very different “look” and unique insight into the same data. This
plot, known as a pressure-volume (PV, called a Pee-Vee or indicator) diagram, is
very helpful in understanding the work produced-from and consumed-by the engine.
The PV diagram plots pressure against the displaced volume in the cylinder.
Notice in the illustration (Figure-21) that the curve tends to wrap around and recon-
nect with itself, forming a complete path. This curve represents cylinder pressures
throughout the entire Otto-cycle process. It begins at the same point as the previ-
ous crank-angle diagram—just after the intake valve opens—marked as a 1 on the
graph. The cylinder and piston below the graph illustrate the position of the piston and
the volume in the cylinder at each point on the PV. As the intake stroke continues,
the piston moves down the bore and the plot indicates pressure below atmospheric
continuing to point 2. Here the piston begins to move back up the bore and pressure
rises as the compression cycle begins. At point 3, the fuel is ignited, rapidly increasing
cylinder pressure. The piston reaches TDC at point 4, and the power stroke begins.
Cylinder pressure continues to rise to point 5, ideally about 15 degrees after TDC.
The exhaust valve opens at point 6, just before BDC, assisting in cylinder depres-
surization. The piston reaches BDC at point 7. The exhaust cycle continues as the
piston moves back up the bore maintaining some positive pressure in the cylinder
until, at point 1, the piston once again reaches TDC.
Note: The lower “pumping” loops illustrated in the accompanying PV diagrams
depict naturally-aspirated engines (it’s called a “pumping” loop because the
engine is either pumping in fresh charge or pumping out exhaust gasses; the
average pressure of this loop is the pumping mean effective pressure—Pmep).
This pressure loop will look completely different for a supercharged engine
because positive (forced induction) pressures will act on the piston during the
intake stroke.
PV Diagram Of Cylinder Misfire
Figure 21a Pressure-Volume Diagram
Cylinder Misfire
1 - 2 Intake Stroke
5 4 2 - 3 Compression Stroke
3 - 4 Misfire
4 - 6 “Power” Stroke
6 - 1 Exhaust Stroke
Pressure In Cylinder
3
Misfire
The work-isolating concepts of TDC BDC

a PV diagram are evident with
a cylinder misfire. In this case,
1
the air/fuel mixture is drawn 6
7
into the cylinder as usual, 2
but it fails to ignite and boost V2 V1
cylinder pressure. The PV Piston Displacement
diagram of this event still con- Clearance (V1 - V2)
sists of two loops; however, if Volume
Piston Cylinder
we start at point 1 and trace
through the sequence of pres-
sures, we outline two counter-
clockwise loops. Both loops
represent power consumed by
TDC BDC
the engine.
Notice that the “pressure areas” have internal directional arrows that indicate
the same sequence of events just described. Trace along the curve, again, from the
starting point 1 around part of the “lower loop” marked with a minus sign. Notice that
you are moving in a counterclockwise direction. As you move from point 2 through
the junction between the upper and lower loops, continuing past points 3, 4, 5, 6 and
finally arrive at point 7, this trip has taken you around the “upper loop,” marked with
a plus sign, in a clockwise direction. Finally, as you move past point 7 back to 1, you
trace out the upper half of the “lower loop,” again in a counterclockwise direction. What
does all the “clockwise stuff” have to do with anything? You may be amazed by the
relationship. A PV diagram has the remarkable feature of isolating the work consumed
from the work developed by the engine. The area within the lower loop, drawn in a
counterclockwise direction, represents the work consumed by the engine “pumping”
the charge into the cylinder and forcing the exhaust gasses from the cylinder. The
upper loop area, drawn in a clockwise direction, indicates the work produced by the
engine from pressures generated by expanding gasses after combustion.
Look again at the crank-angle diagram, Figure-20. Would you have thought the
relatively “simple” curve in that illustration would contain so much more “hidden”
information?
Let’s test the work-isolating concepts of PV diagram with a cylinder misfire (see

Pumping Loop Vs. RPM
Figure 22 This PV diagram illustrates
Pressure-Volume Diagram how the pumping loop
changes as engine speed
5200rpm increases from 3200rpm to
5200rpm. Notice how the
4400rpm lower portion of the loop
(the intake cycle) remains
300 relatively constant, while
the upper portion of the
200 loop (the exhaust cycle)

3200rpm dramatically rises as rpm
IVO increases. The changes
100 in exhaust pressure are
caused by the decreas-
Pa ing time available to
IVC
blowdown the cylinder as
-10 engine speed increases.
EVC Higher pumping pressures
increase pumping work
Swept Volume In Cylinder (increasing Pmep) and that
TDC BDC
consumes horsepower.
Figure-21a). In this case, the air/fuel mixture is drawn into the cylinder as usual, but
it fails to ignite and boost cylinder pressure. The PV diagram of this event still con-
sists of two loops (more or less). However, if we start at point 1 and trace through
the sequence of pressures, we outline two counterclockwise loops. So both loops
represent power consumed by the engine. The upper loop encloses very little area
since most of the power used to compress the charge is returned when the piston
is forced back down the bore by the compression pressure on the “power” stroke.
Note: The pressure in the cylinder as the piston moves down the bore on the
“power” stroke of a misfire is slightly less than the measured pressure on the
compression stroke because the charge has given up some heat, and therefore
pressure, to the cylinderwall and other surfaces.
Optimizing Valve Events
The pressure-volume diagram can be a useful tool for locating optimum valve
event timing, with the pumping loop providing the most insightful information. Fig-
ure-22 shows a close-up view of a typical pumping loop. This period is also called the
“valve-open cycle,” since at least one of the valves is open throughout the entire loop.
This illustration also shows how the pumping loop changes shape as engine speed
increases from 3200rpm to 5200rpm. The lower, pumping loop obviously “balloons.”
However, notice that the lower portion of the lower loop (the intake cycle) remains
relatively constant, while the upper portion of the loop (the exhaust cycle) dramati-
cally rises as rpm increases. The increasing exhaust pressures are the result of the
Early Exhaust And Intake Valve Closing
Figure 23
Early EVO Late EVO
300
Here are the effects of early 200

and late exhaust valve open-
ings. Early EVO (dotted line) IVO
100
causes the pressure curve
to slope strongly from left
to right as cylinder pressure Pa
IVC
decreases during blowdown.
If EVO is too late the pres- -10 EVC
sure curve takes much more
of a vertical “dive” and
tends to level out consider- TDC
Swept Volume In Cylinder
BDC
ably above Pa.
This PV plot shows

Effects Of Early And Late Valve Timing Events the sharp rise in cylin-
der pressure from too
Figure 24 early EVC timing (dotted
line). The “spike” at the
left end of the loop is
caused by the upward
moving piston begin-
Early EVC ning to re-compress
Pressure Curve exhaust gasses. Also
300 illustrated is too early
IVC timing (solid line).
Early IVC
Pressure Curve Notice the “pointed tail”

200 at the lower right. This
is produced when the
EVC
100 intake valve closes near
BDC and prevents the
inflow of fresh charge
Pa normally caused by the
ram tuning effects of the
-10 induction system.
IVC
Swept Volume In Cylinder

TDC BDC

decrease in time available to blowdown the cylinder as engine speed increases. Higher
pumping pressures increase pumping work (increasing Pmep) and that consumes
horsepower.
The 5200rpm curve in Figure-22 also shows the beginning of “bulge” forming
around maximum piston speed on the exhaust stroke. This is a sign of exhaust flow
restriction, sometimes caused by insufficient exhaust valve size and/or valve lift. This
“restriction” bulge also would be visible on the pressure-crank angle diagram where
cylinder pressure drops to parallel inlet pressure, at about 80 degrees before TDC.
Figure-23 show how early and late exhaust valve openings affect cylinder pres-
sure. Notice the slope of the blowdown pressure at the upper right hand corner of
the diagrams. If EVO is too early (dotted line), the pressure curve slopes strongly
from left to right as cylinder pressure decreases during blowdown. If EVO is late, the
pressure curve takes a much more vertical “dive” and tends to level out considerably
higher above Pa. Ideal EVO timing will produce a pressure plot that will slope from
left to right at a relatively steep angle (similar to the 4400rpm curve in Figure 22).
Figure-24 shows the sharp rise in cylinder pressure from very early EVC timing
(dotted line). The “spike” at the left end of the loop is caused by the upward moving
piston beginning to re-compress exhaust gasses trapped in the cylinder when the
exhaust valve closed too early. This figure also illustrates how early IVC timing can
change the lower part of the pumping loop (solid line). Notice the “pointed tail” at the
lower right. This is produced when the intake valve closes near BDC and prevents the
inflow of fresh charge normally developed by the ram tuning effects of the induction
system.
One Final Note: IVO is the least sensitive valve event, and its opening
point (within the range of typical valve event timing) is often not distinguishable
on the PV diagram.

Wave-Action
6
Version
Filling & Emptying

Simulations
FAQ's
FREQUENTLY ASKED QUESTIONS
The following information may be helpful in answering questions and solving prob-
lems that you encounter when installing or using this simulation. If you don’t find an
answer to your problem here, send and email to: support@motionsoftware.com. You
can also fax in the Mail/Fax Tech Support Form (Motion Software provides Email
and Fax technical service to registered users only). We will review your problem and
return an answer to you as soon as possible.
IMPORTANT: The simulation includes Motion’s Software Update tool that auto-
matically checks for updates (plus, you can initiate a update check at any time
by selecting Check For New Version from the HELP menu in the program).
You’ll not only receive the usual bug fixes and minor enhancements, but often
updates include entirely new features and modeling capabilities.
Many of these new features have been requested by our users (yes, we really
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found issues with our software, please let us know. You'll probably see your
requested feature “appear” in the next update!
GENERAL TROUBLESHOOTING
Here are just a few of the things you might think about when trying to solve
problems:
a) If the cam data that you are testing or reviewing in one of the graphs appears in-
correct, make sure you are viewing the correct lobe (this is particularly important
if you are using a Variable-Valve-Timing cam setup).
b) If a turbocharging system is not developing the boost or power you expect, re-
member that the Boost Limit is an upper limit. It does not force a too-large turbo
to spin up more quickly and generate the desired boost. You need to select the
correct size turbo, turbine, and A/R ratio to obtain the desired boost curve.
c) Take a few minutes to carefully review all your component selections. You may
find that reviewing your engine component selections directs you to the source of
the problem. It’s easy to look at a component specifications a hundred times and
see the “right” number, only to look again and find that an error that was in “plain
sight.”
Troubleshooting & Common Questions
d) If you are certain that you have found an outright “bug,” we are anxious to hear
from you. It is our firm intention to make sure this engine simulation stays one
of the most sophisticated, stable, and useful development tools available to the
engine builder and enthusiast. Use the email address support@motionsoftware.
com or latherton@motionsoftware.com to contact our development team. Always
include your main email address and attach any .dxml engine files (or any other
related cam or flow files) that may us help diagnose the problem. Include a thor-
ough explanation of the issues. We will make every attempt to review and reply to
your problem as soon as possible.
INSTALLATION/BASIC-OPERATION QUESTIONS
Question: Received an “Error Reading Drive D” (or another drive) message when
attempting to install the software. What does this mean?
Answer: This means your computer cannot read the disk in your CD-ROM drive.
The disk may not be properly seated in your drive, the drive may be defective, or
the disk may be damaged. If you can properly read other CDs in your CD-ROM
drive, but our software distribution disk produces error messages, try requesting
a directory of a known-good disk. If these operations produce an error message
only when using the Motion CD, the disk is probably defective. Contact Mo-
tion Software, Inc., for a replacement (email address on the back cover of this
manual). Replacement CDs or USB Security Keys are free for as long as you
own our software (you must be the original purchaser). Just return the defective
merchandise to Motion Software, Inc., and we will replace it at no charge. If you
have lost the CD or the USB Key, please call for replacement pricing.
Question: “Could not locate HASP USB Security Key” error message was displayed
when trying to run Dynomation6.
Answer: If Dynomation6 displays an error message indicating that the HASP
Security Key is missing or cannot be found, here are some quick steps you can
follow to isolate and correct common problems:
a) Make sure the Security Key is, in fact, properly connected to a functioning USB
port on your computer or to a USB hub that is connected to your computer. If
you connected the Key to a hub, try connecting it directly to a USB port on your
computer system. The Security Key contains a small LED that lights up when
it is properly connected and after it has located the correct software drivers on
your system (these drivers are normally installed during Dynomation6 installa-
tion, see step “c” below).
b) Make sure your USB port is functioning correctly by disconnecting all other
USB devices from your system. Then connect the Security Key to another
USB port. If that works, try another USB device in the port that did not work to
determine if that port is defective.
c) Try re-installing or updating the Security Key drivers. Updates are posted on
the Support page of the Motion Software, Inc., website (www.motionsoftware.
com). Restart your computer after you install the new drivers.
And here’s some additional tips for both Dynomation6 and DynoSim6 users:
d) Is your computer experiencing technical difficulties, such as non-functional

devices, spontaneous rebooting, etc? If so, the device drivers for our Security
Key may not properly install on your system. You should have a “stable” com-
puter system and a “clean,” virus-free Windows installation to properly use this
software. You also should have the latest Windows updates installed on your
system (available free from www.microsoft.com).
e) Try installing this software (and for Dynomation6, the Security Key) on another
computer system to determine if your computer is at fault.
f) Make sure you are using the latest version of this simulation by opening the
Windows Start menu, then choose Motion-Dynomation6 Engine Sim (or
Motion-DynoSim6 Sim), and finally click on the MotionUpdater icon in that
folder. Your computer must be connected to the Internet to obtain the latest
updates.
g) Refer to additional information on the Support page of the www.MotionSoft-
ware.com website.
Question: The software won’t start. It displays messages saying something like,
“msvcrt.dll linked to missing export...”
Answer: You need to update your version of Windows by using the Windows Up-
date service built into Windows, or directly go to www.microsoft.com to obtain
Windows updates. Consider updating to Windows7 or Windows10.
Question: The simulation produced an Assertion Failure error. What should I do?
Answer: Please note down all of the information presented in the error-message
box, provide a quick synopsis of what lead up to the error, then send this infor-
mation, along with the Dynomation7-Run.log or DynoSim6_Run.log data file
(located in the C:/Dynomation6 or C:/DynoSim6 director) to Motion Software
at support@motionsoftware.com. Thank you for your assistance in helping us
improve this software. If you cannot send this email, contact support@motion-
software.com for assistance.
SCREEN DISPLAY QUESTIONS
Question: Even though I have a 21-inch monitor, I can only see a portion of the
simulation screen on my monitor. What can I do so that I don’t have to scroll
both horizontally and vertically?
Answer: The screen resolution of your monitor (not its size) determines how much
of the simulation screen you can see without scrolling left and right. You can
change screen resolution by RIGHT CLICKING on your desktop, then select-
ing PROPERTIES from the drop-down menu. Choose the SETTINGS tab and

increase screen resolution by moving the Screen Area slider to the right. For
more information about screen resolution, refer to the documentation that was
supplied with your computer, your video graphics card, or with Windows.
BORE/STROKE/SHORTBLOCK QUESTIONS
Question: I cannot find the shortblock I want to model in the Shortblock menus?
Answer: The Shortblock menu is simply a list of most of the common engines.
If you cannot find your shortblock in the menus, simply enter the bore, stroke
and number of cylinders directly in the Shortblock Component Category. Send
us an email and let us know what engines you would like to see in the menu
(latherton@motionsoftware.com).
INDUCTION/MANIFOLD/FUELS QUESTIONS
Question: When I choose induction flow that is too large for an engine (for example
4000cfm on a Honda 4-cylinder), why does the power increase without showing
“bog,” or power drop at low speeds?
Answer: The simulation assumes an optimum air/fuel ratio regardless of the se-
lected CFM rating. As a result, the program produces increasingly smaller positive
results from larger-and-larger induction flows. However, you won’t go wrong if
you use common sense when selecting induction/carburetor flow capacities.
Question: The engine I am building uses two carburetors. How can I simulate the
airflow?
Answer: You can simulate induction airflow from less than 100 to 7000cfm, rated
at either the standard pressure drop of 1.5-inches or 3.0-inches of mercury (a
pressure drop of 1 inch of mercury is equivalent to 13.55-inches of water). To
simulate two carburetors, simply add the airflow and enter the total cfm value
into the Induction category (or you can use the Flow Calculator if you are unsure
about the rated flow of a venturi or throttle).
CAMSHAFT/VALVETRAIN QUESTIONS
Question: I built a relatively stock engine but installed a drag-race camshaft. The
engine only produced 9hp @ 2000 rpm. Is this correct?
Answer: Yes. Very low power outputs at low engine speeds occur when racing
camshafts are used without complementary components, such as high-flow
cylinder heads, high compression ratios, and exhaust system components that
match the performance potential of the cam.
Question: The simulation doesn’t predict power unless I enter both seat-to-seat and
0.050-inch valve timing. Why is this necessary?
Answer: The simulation can use either Cam Profile data or 10-Point Timing (specs

found on your cam card and in cam manufacturer’s catalog/website). To opti-
mize accuracy with 10-Point timing, it is essential to provide both seat-to-seat
and 0.050-inch timing points. With both sets of timing points, the simulation can
calculate the lifter acceleration rates accurately generate a full valve-motion
curve. If you only enter 0.050-inch timing points, the simulation can extrapolate
seat-to-seat timing, however, this introduces potential errors in power prediction.
Question: How does the simulation allow for the different acceleration rate cams
used with hydraulic, solid, and roller lifters?
Answer: The simulation calculates a valve acceleration rate and a valve-motion
curve using both the seat-to-seat and 0.050-inch cam timing specifications (see
previous answer). Note that the acceleration rate of cams is not directly linked to
the type of lifters (e.g., mild street cams often used roller lifters), and determin-
ing the acceleration rates (intake and exhaust) from seat-to-seat and 0.050-inch
timing points produces quite accurate results.
Question: Can I change rockerarm ratios?

Answer: Yes. You can directly change the rocker ratios in the Camshaft Component
category. You can also use the Rocker Math calculator to get insight into how
rocker-ratio changes affect valve timing and lift.
Question: I found the published factory seat-to-seat valve timing for an engine that
I am building. The IVC occurs at 112 degrees (ABDC). Something goes wrong
when I enter the valve events into the simulation.
Answer: There are so many ways that cam specs can be described for catalog-
ing purposes that it can be quite confusing. The cam specs for your engine are
a classic example of this lack of standards. The OEM cam listed in the factory
manual is a hydraulic grind with seat-to-seat timing measured at 0.001-inch lifter
rise. Because the cam is designed for long life and quite operation, it has ex-
tended (quiet) opening ramps. This is the reason for the large number of crank
degrees between the specified “opening” and “closing” points. In fact, during
the first 35 degrees of crank rotation, the lifter rises less than 0.010-inch. If this
wasn’t the case, and the valve truly opened and closed at the factory specified
timing points, the cam would have over 350-degrees duration, and it’s unlikely
the engine would even start! Simulation seat-to-seat timing should be based
on the SAE standard of 0.006-inch valve rise. The 0.001-inch lifter-rise figures
published in your factory manual do not indicate when mass flow begins in the
ports and are useless for engine simulation purposes.
Question: My cam manufacturer’s catalog does not list seat-to-seat, valve-event tim-
ing. But it does list seat-to-seat intake and exhaust duration, lobe-center angle,
and intake centerline. Can I calculate the valve-event timing from these figures?
Answer: Yes. Use the CamMath QuickCalculator™ built into the simulation to
calculate the intake and exhaust opening and closing points. You’ll need the fol-

lowing information:
1)  Intake Duration
2)  Exhaust Duration
3) Lobe-Center Angle (sometimes called lobe separation angle).
4) And the Intake Centerline Angle.

Question: I have been attempting to test camshafts from data obtained on the
Internet. I can find the duration and lobe center angle. However, I can’t find the
seat-to-seat timing (they act like it’s a trade secret!). Can I use the available data
to run a simulation?
Answer: No. Our suggestion is to contact another cam manufacturer.
COMPRESSION-RATIO QUESTIONS
Question: The simulation calculated the total Combustion Volume at 92ccs. But I
know my cylinder heads have only 75cc. What’s wrong?
Answer: This confusion comes from assuming that the calculated Total Combus-
tion Volume is the same as your measured combustion-chamber volume. The
Total Combustion Volume is the entire volume that remains in the cylinder when
the piston reaches top dead center.
Question: When using the Compression Ratio Calculator, the “Measured Volumes,
Burette Method” mode, Item-2 should, but does not, allow a zero entry. I have
flattop pistons with zero deck clearance and 5cc valve pockets. Wouldn’t this be
the correct entry since I am running zero deck clearance?
Answer: The assumption in the “Measured Volumes” option is that there is a vol-
ume (the combination of the displacements in the domes/dishes/pockets) that
cannot be calculated by the engine builder. The only practical way to measure
this volume is to move the piston down the bore an arbitrary amount, say 0.250
(sufficient to ensure that the entire dome is below the deck surface), and measure
the volume in the cylinder (with a liquid and a burette). This is then compared
to the volume of a cylinder 0.250 inches high with the same bore diameter. The
difference in volume is the volume taken up by the dome/dish/pockets.
However, on your engine, you know that the flattop pistons with valve pockets
that you have will produce a zero deck height at TDC, and the displacement of
the valve pockets is 5cc. Knowing this, you can select the “Known Volumes”
model, set the deck clearance to zero, add 5cc for valve-pocket volume, enter
the combustion chamber volume, and the compression ratio will be calculated.
GENERAL QUESTIONS ABOUT RUNNING A SIMULATION
Question: The simulation displayed an error message “Program was unable to

complete the simulation. A more balanced combination of components...” What

went wrong?
Answer: The combination of components you have selected produced a calculation
error in the simulation process. This can be caused by using restrictive induction
flow on large-displacement engines, using radical cam timing on otherwise mild
engines, or large taper angles on intake and exhaust passages. Try increasing
induction flow, selecting a cam with less duration, reducing the compression
ratio, or try changing the Wave-Action Simulation Mode from Normal to Fine or
Optimized (this decreases the Mesh size used to divide engine passages for
analysis and provides a more effective damping of shock waves).
Question: When I run a simulation, part of the horsepower and torque graph goes
off the end of the graph. What can I do to correct the display?
Answer: Open the Graph Options menu (right-click on the graph) and select Auto
Range for the Y1 or Y2 variable.


Wave-Action
6
Version
Filling & Emptying

Simulations
MINI GLOSSARY
0.050-Inch Cam Timing Method—See Cam Timing, @ 0.050-inch.
ABDC or After Bottom Dead Center—Any position of the piston in the cylinder bore
after its lowest point in the stroke (BDC). ABDC is measured in degrees of crankshaft
rotation after BDC. For example, the point at which the intake valve closes (IVC)
may be indicated as 60-degrees ABDC. In other words, the intake valve would close
60 degrees after the beginning of the compression stroke (the compression stroke
begins at BDC).
Air-Fuel Ratio—The proportion of air to fuel: by weight: that is produced by the

carburetor or injector.
ATDC or After Top Dead Center—Any position of the piston in the cylinder bore
after its highest point in the stroke (TDC). ATDC is measured in degrees of crankshaft
rotation after TDC. For example, the point at which the exhaust valve closes (EVC)
may be indicated as 30-degrees ATDC. In other words, the exhaust valve would close
30 degrees after the beginning of the intake stroke (the intake stroke begins at TDC).
Atmospheric Pressure—The pressure created by the weight of the gases in the

atmosphere. Measured at sea level this pressure is about 14.69psi.
Back Pressure: A pressure developed when a moving liquid or gaseous mass passes
through a restriction. “Backpressure” often refers to the pressure generated within
the exhaust system from internal restrictions from tubing and tubing bends, mufflers,
catalytic converters, tailpipes, or even turbochargers.
BBDC or Before Bottom Dead Center—Any position of the piston in the cylinder
bore before its lowest point in the stroke (BDC). BBDC is measured in degrees of
crankshaft rotation before BDC. For example, the point at which the exhaust valve
opens (EVO) may be indicated as 60-degrees BBDC. In other words, the exhaust
valve would open 60 degrees before the exhaust stroke begins (the exhaust stroke
begins at BDC).
Big-Block—A generic term that usually refers to a V8 engine with a displacement

that is large enough to require a physically “bigger” engine block. Typical bigblock

Mini Glossary
engines displace over 400 cubic inches.
Blowdown or Cylinder Blowdown—Blowdown occurs during the period between

exhaust valve opening and BDC. It is the period (measured in crank degrees) dur-
ing which residual exhaust gases are expelled from the engine before the exhaust
stroke begins. Residual gasses not discharged during blowdown must be physically
“pumped” out of the cylinder during the exhaust stroke, lowering power output from
consumed “pumping work.”
Bore or Cylinder Bore—The internal surface of a cylindrical volume used to retain

and seal a moving piston and ring assembly. “Bore” is commonly used to refer to the
cylinder bore diameter, unusually measured in inches or millimeters. Bore surfaces
are machined or ground precisely to afford an optimum ring seal and minimum fric-
tion with the moving piston and rings.
Brake Horsepower (bhp)—Brake horsepower (sometimes referred to as shaft horse-

power) is always measured at the flywheel or crankshaft by a “brake” or absorbing unit.
Gross brake horsepower describes the power output of an engine in stripped-down,
“race-ready” trim. Net brake horsepower measures the power at the flywheel when
the engine is tested with all standard accessories attached and functioning. Also see
Horsepower, Indicated Horsepower, Friction Horsepower, and Torque.
Brake Mean Effective Pressure (bmep)—A theoretical average pressure that would
have to be present in each cylinder during the power stroke to reproduce the force
on the crankshaft measured by the absorber (brake) on a dynamometer. The bmep
present during the power stroke would produce the same power generated by the
varying pressures in the cylinder throughout the entire four-cycle process.
BTDC or Before Top Dead Center—Any position of the piston in the cylinder bore
before its highest point in the stroke (TDC). BTDC is measured in degrees of crank-
shaft rotation before TDC. For example, the point at which the intake valve opens
(IVO) may be indicated as 30-degrees BTDC. In other words, the intake valve would
open 30 degrees before the intake stroke begins (the intake stroke begins at TDC).
Cam Timing @ 0.050-Lift—This method of determining camshaft valve timing is based

on 0.050 inches of tappet rise to pinpoint timing events. The 0.050-inch method was
developed to help engine builders accurately install camshafts. Lifter rise is quite rapid
at 0.050-inch lift, allowing the cam to be precisely indexed to the crankshaft. Camshaft
timing events are always measured in crankshaft degrees, relative to TDC or BDC.
Cam Timing @ Seat-To-Seat—This method of determining camshaft timing uses

a specific valve lift (determined by the cam manufacturer) to define the beginning
or ending of valve events. There is no universally accepted valve lift used to define
seat-to-seat cam timing, however, the Society of Automotive Engineers (SAE) has

Mini Glossary
accepted 0.006-inch valve lift as its standard definition. Camshaft timing events are
always measured in crankshaft degrees, relative to TDC or BDC.
Camshaft Advance/Retard—This refers to the amount of advance or retard from the

manufacturers recommended timing that the cam is installed in the engine. Focusing
on intake timing, advancing the cam closes the intake valve earlier. This setting typi-
cally increases low-end performance. Retarded cam timing closes the intake valve
later which tends to help top end performance.
Camshaft Lift—The maximum height of the cam lobe above the base-circle diameter.
A higher lobe opens the valves further, often improving engine performance. Lobe lift
must be multiplied by the rocker ratio (for engines using rocker arms) to obtain total
valve lift. Lifting the valve more than 1/3 the head diameter generally yields little ad-
ditional performance. Faster valve opening rates add stress and increase valvetrain
wear but can improve performance. High lift rates usually require specially designed,
high-strength components.
Centerline—An imaginary line running through the center of a part along its axis,
e.g., the centerline of a crankshaft running from front-to-back directly through the
center of the main-bearing journals.
Duration or Valve Duration—The number of crankshaft degrees (or much more

rarely, camshaft degrees) of rotation through which the valve lifter or cam follower is
raised above a specified height; either seat-to-seat valve duration measured at 0.006-,
0.010-inch or other valve lifts (even 0.020-inch lifter rise), or duration measured at
0.050-inch lifter rise, called 0.050-inch duration. Intake duration is a measure of all
intake lobes, and exhaust duration indicates the exhaust timing for all exhaust lobes.
Longer cam durations hold the valves open longer, often allowing increased cylinder
filling or scavenging at higher engine speeds.
Exhaust Center-Angle/Centerline or ECA—The distance in crank degrees from the

point of maximum exhaust valve lift (on symmetric cam profiles) to TDC during the
valve overlap period.
Exhaust Valve Closing or EVC—The point at which the exhaust valve returns to
its seat, or closes. This valve timing point usually occurs early in the intake stroke.
Although EVC does not have substantial effects on engine performance, it contributes
to valve overlap (the termination point of overlap) that can have a significant effect
on engine output.
Exhaust Valve Opening or EVO—The point at which the exhaust valve lifts off of its
seat, or opens. This valve timing point usually occurs late in the power stroke. EVO
usually precedes BDC on the power stroke to assist exhaust-gas blowdown. The
EVO timing point can be considered the second most important cam timing event

Mini Glossary
from a performance standpoint.
Filling & Emptying Simulation—This engine simulation technique includes multiple

models (e.g., thermodynamic, kinetic, etc.), and by dividing the intake and exhaust
passages into a finite series of sections it describes mass flow into and out of each
section at each degree of crank rotation. The Filling And Emptying method can ac-
curately predict average pressures within sections of the intake and exhaust system
and dynamically determine VE and engine power. However, the basic Filling And
Emptying model can not account for variations in pressure within individual sections
due to gas dynamic effects.
Four-Cycle Engine—Originally devised by Nikolaus Otto in 1876, the four-cycle

engine consists of a piston moving in a closed cylinder with two valves (one for inlet
and one for outlet) timed to produce four separate strokes, or functional cycles: Intake,
Compression, Power, and Exhaust. Sometimes called the ”suck, squeeze, bang, and
blow” process, this technique—combined with a properly atomized air/fuel mixture
and a precisely timed spark ignition—produced an engine with high efficiency and
power potential. Dynomation6 and DynoSim6 are designed to simulate the functional
processes of a four-cycle engine.
Horsepower—Torque measures how much work (an engine) can do; and power is
the rate-based measurement of how fast the work is being done. Starting with the
static force applied at the end of a torque arm (torque), then multiplying this force by
the swept distance through which the same force would rotate the torque arm one
full revolution determines the power per revolution: Power Per Revolution = Force
or Weight x Swept Distance. James Watt (1736-1819) established the current value
for one horsepower: 33,000 pound-feet per minute or 550 pound-feet per second. So
horsepower is currently calculated as: Horsepower = Power Per Revolution/33,000,
which is the same as Horsepower = (Torque x 2 x Pi x RPM)/33,000, or simply:
Horsepower = (Torque x RPM)/5,252. The horsepower being calculated by these
equations is just one of several ways to rate engine power output. Various additional
methods for calculating or measuring engine horsepower are commonly used (to
derive friction horsepower, indicated horsepower, etc.), and each technique provides
additional information about the engine under consideration.
Induction Airflow—The airflow rating (a measurement of restriction) of a carburetor

or fuel injection system. Standard automotive four-barrel carburetors are rated by the
measured airflow when the device is subjected to a pressure drop equal to 1.5-inches
of mercury. Two-barrel carburetors are tested at 3.0-inches of mercury.
Intake Centerline Angle—The distance in crank degrees from the point of maximum
intake valve lift (on symmetric cam profiles) to TDC during the valve overlap period.
Intake Stroke—One of the four 180-degree full “sweeps” of the piston moving in the

Mini Glossary
cylinder of a four-stroke, internal-combustion engine (originally devised by Nikolaus
Otto in 1876). During the intake stroke, the piston moves from TDC to BDC and in-
ducts (draws in by lowering the pressure in the cylinder) air/fuel mixture through the
induction system. Note: The 180-degree duration of the intake stroke is commonly
shorter than the period during which the intake valve is open, sometimes referred to
as the true “Intake Cycle.” The intake stroke is followed by the compression stroke.
Intake Valve Closing or IVC—Considered the most important cam timing event from
a performance standpoint. The point at which the intake valve returns to its seat, or
closes. This valve timing point usually occurs early in the compression stroke. Early
IVC helps low-end power by retaining air/fuel mixture in the cylinder and reducing
charge reversion at lower engine speeds. Late IVC increases high-speed performance
(at the expense of low speed power) by allow additional charge to fill the cylinder
from the ram-tuning effects of the induction system at higher engine speeds.
Intake Valve Opening or IVO—The point at which the intake valve lifts off of its seat,
or opens. This valve timing point usually occurs late in the exhaust stroke. Although
IVO does not have a substantial effect on engine performance, it contributes to valve
overlap (the beginning point of overlap) that can have a significant effect on engine
output.
Lobe-Center Angle or LCA—The angle in cam degrees from maximum intake lift
to maximum exhaust lift. Typical LCAs range from 100 to 116 camshaft degrees (or
200 to 232 crank degrees).
Normally Aspirated—When the air-fuel mix is inducted into the engine solely by
the lower pressure produced in the cylinder during the intake stroke; aspiration not
aided by a supercharger.
Otto-Cycle Engine—See Four-Cycle Engine
Overlap or Valve Overlap—The period, measured in crank degrees, when both the
exhaust valve and the intake valve are open. Valve overlap allows the negative pres-
sure scavenge wave to return from the exhaust system and begin the inflow of air/
fuel mixture into the cylinder even before the intake stroke begins. The effectiveness
of the overlap period is dependent on engine speed and exhaust “tuning.”
RPM—Revolutions Per Minute. A unit of measure for angular speed. As applied to

the IC engine, rpm indicates the instantaneous rotational speed of the crankshaft
described as the number of crank revolutions that would occur every minute if that
instantaneous speed was held constant throughout the measurement period. Typi-
cal idle speeds are 300 to 800rpm, while peak engine speeds can reach as high as
10,000rpm or higher in some racing engines.

Mini Glossary
Simulation and Engine Simulation—A engine simulation process or program at-
tempts to predict real-world responses from specific component assemblies by apply-
ing fundamental physical laws to “duplicate” or simulate the processes taking place
within the components.
Smallblock—A generic term that usually refers to a V8 engine with a displacement

small enough to be contained within a “small” size engine block. Typical smallblock
engines displace under 400 cubic inches.
Stroke—The maximum distance the piston travels from the top of the cylinder (at
TDC) to the bottom of the cylinder (at BDC), measured in inches or millimeters. The
stroke is determined by the design of the crankshaft (the length of the stroke arm).
Top Dead Center or TDC—The position of the piston in the cylinder bore at its up-
permost point in the stroke. Occurs twice within the full cycle of a four-stroke engine;
at the start of the intake stroke and 360 degrees later at the end of the compression
stroke.
Torque—The static twisting force produced by an engine. Torque varies with the
length of the “arm” over which the twisting force is measured. Torque is a force times
the length of the measurement arm: Torque = Force x Torque Arm, where Force is
the applied or the generated force and Torque Arm is the length through which that
force is applied. Typical torque values are ounce-inches, pound-feet, etc.
Valve Head and Valve Diameter—The large end of an intake or exhaust valve that
determines the working diameter. Valve head temperature can exceed 1200 degrees(F)
during engine operation and a great deal of that heat is transferred to the cylinderhead
through the contact surface between the valve face and valve seat.
Valve Lift—The distance the valve head raises off of the valve seat as it is actuated
through the valvetrain by the camshaft. Maximum valve lift is the greatest height the
valve head moves off of the valve seat; it is the lift of the cam (lobe height minus
base-circle diameter) multiplied by the rockerarm ratio (in engines equipped with
rockerarms).
Valve Motion Curve or Valve Displacement Curve—The movement (or lift) of the
valve relative to the position of the crankshaft. Different cam styles (i.e., flat, mush-
room, or roller) typically have different displacement curve acceleration rates. Engine
simulation programs calculate a valve motion curve from valve event timing, maximum
valve lift, and other cam timing specifications.
Volumetric Efficiency—An engine measurement calculated by dividing the mass of

air inducted into the cylinder between IVO and IVC by the mass of air that would fill
the cylinder at atmospheric pressure (with the piston at BDC). Typical values range

Mini Glossary
from 0.6 to 1.2, or 60% to 120%. Peak torque always occurs at the engine speed
that produced the highest volumetric efficiency.

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Motion Software, Inc.
222 South Raspberry Lane
Anaheim, CA 92808-2268
Support Phone: 714-231-3801

Support Fax: 714-947-5389
Web: www.MotionSoftware.com
Email: support@motionsoftware.com

Dynomation UsersManual

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Dynomation6™ and DynoSim6™ Engine Simulations

MOTION SOFTWARE, INC. SOFTWARE LICENSE

2—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

Here is just a few of the talented people

This publication is the copyright property of Motion Software, Inc.,

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—3

4—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—5

6—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—7

THE Quick-Iterator™....................................... 214 PRINTING .................................................... 246

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FREQUENTLY ASKED QUESTIONS............. 298

MINI GLOSSARY............................................ 306

DYNO TEST NOTES....................................... 313

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—9

Filling & Emptying

Dynomation6™ (the full Wave-Action version

What Are DynoSim6 and Dynomation6?

At the core of Dynomation6 and DynoSim6 is are mathematical models that

DynoSim6™ uses the FE (Filling-and-Empty-

How Dynomation6 And DynoSim6 Work

Iterative Testing™ is a power- Version6 QuickIterator™ Testing

12—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

The in-depth analysis provided by version6 simulations offer unprecedented ac-

WHAT'S NEW IN Version6

• Exhaust modeling in WA supports three primary sections (pipes), two collector

Here are the basic hardware and software requirements:

14—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

Additional System Requirements

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—15

Printer: Dynomation6 and DynoSim6 can print a comprehensive ProPrint™ “Dyno-

16—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

Filling & Emptying

Program Installation Steps

1) Close all other applications before you begin this installation.

18—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

3) A Software Installa- From the op-

e) If your computer is experiencing technical difficulties, such as non-functional

20—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

Installing A Lobe-Profile Library

Starting The Simulation

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—21

Un-Installing The Simulation

22—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

If you experience problems installing or using this simulation, please review

Send any mail correspondence to:

Motion Software, Inc.

Other contact information:

Voice Line: 714-231-3801

Tech Support (Preferred Contact Method) Email: support@motionsoftware.com

Tech Support Email: support@motionsoftware.com This is the best way

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—23

Filling & Emptying

(6a) Left Pane (12) Crank Angle

(6b) Right Pane

THE MAIN PROGRAM SCREEN

24—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

function. Here is an overview of these control menus, from left to right:

File—Opens and Saves version6 (.DXML) files; Imports other Motion

Each Program Menu pro-

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—25

A Program Run Log can be dis-

Graph...On Baseline selection will re-scale pressure graphs to position the

4) The Simulation Category is the topmost Engine Component Category(5), and is

26—Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719

ambient atmospheric conditions, etc.

5) The remaining Engine Component Categories are made up of the following

ShortBlock—Select the bore, stroke, number of cylinders, pin-offset, and

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—27

Component fields that do not yet contain

The Main Program Screen win-

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9) Several component categories contain QuickAccess Buttons™ that give “one-

Dynomation6 & DynoSim6 Engine Simulations, v6.03.08, 051719—29

The Crank-Angle SimData™ Window