Dyno2000 files

The installation programs included with the Dyno will copy the appropriate files to your hard drive. Please read and perform each of the following instructions carefully.

Proceed to step 5. Alternatively, choose Settings from the Start menu,. Read the Agreement and if you agree with the terms, click Next to continue with the installation. Click Next again to continue the installation. We recommend that you accept this default. However, if you prefer another location for the Dyno, click on Browse When you are finished, click on Next to continue the installation.

Typical — Installs Dyno, sample files, user manual, and software videos. Compact — Installs Dyno, sample files, and user manual only. Custom — Allows you to select the installed elements.

We recommend you select Typical , then press Next to continue the installation. You may change the name of the program folder. Press Next to continue. Press Back to make any changes; press Next to being copying files to your system. Note: If you do not check this box and click Finish , you can start the Dyno at any time by selecting Programs , Dyno Engine Simulation from your Windows Start menu. Click Finish to complete the installation.

If you cannot find a solution to your problem, use the fax-back form in this manual. Fax or mail the completed form to:. Tech Fax: , or visit our Web: www. Note: Tech support will only be provided to registered users. Please send in your registration card today. You may also register your software on-line at: www.

If you purchased your software directly from Motion Software, Inc. The Main Program Screen allows you to select engine components, dimensions, and specifications. The Main Program Screen is composed of the following elements:.

Here is an overview of these control menus, from left to right. Program Menu Bar contains eight pulldown menus that control overall program function.

File — Opens and Saves dyno test files, exports DOS Dyno files to other DeskTop software, prints engine components and power curves, allows the quick selection of the most recently used Dyno files, and contains an exitprogram function.

Edit — Clears all component choices from the currently-selected engine indicated by the Engine Selection Tab currently in the foreground; see Engine Selection Tabs , below. Simulation — Run forces an update of the current simulation. Auto Run enables or disables toggles automatic simulation updates when any engine component is modified.

Tools — Opens the Iterative Testing window or selects one of the build-in, engine-math calculators. Window — A standard Windows menu for arranging and selecting engine display windows. Help — Gives access to this Users Guide, and other program help features.

A Status Box is located in the upper left corner of each Component Category. These boxes either contain a red boxed X , indicating that the category is not complete inhibiting a simulation run , or a green-boxed check-mark , indicating that all components in that category have been selected. Direct entry of flow-bench data is also supported see page Note: Each component category contains a Status Box located in the upper left corner.

When all component categories have green checks, a simulation will be performed using the current data values and the results will be displayed in the graph on the right pane of the Main Program Screen the simulation run and data plot will occur automatically providing Autorun is checked in the Simulation drop-down menu [default], see Simulation Menu described on the previous page.

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 or press the Escape key until the menu closes.

During this data entry, the range of acceptable values will be displayed in a Range Limit Line within the Status Box at the bottom of the screen. The currently-selected engine is indicated on the foreground Tab. The name of the currently-selected engine is also displayed in the Title Bar. Each pane contains a Screen Display Tab group. Use these tabs to switch the display in each pane to component lists and other data displays. Horsepower and torque are the default curves, however, any graphic data display can be changed by right-clicking on the graph and reassigning each curve in the Graph Options Box.

Use Properties These buttons provide standard maximizing, minimizing, and closing functions common to all windows. Refer to your Windows documentation for more information on the use of these buttons. For example, select a bore and stroke by using the Block pull-down menu.

Activate the menu by:. At this point an engine simulation will be performed and the results will be displayed on the graph or chart on the right of the Main Program Screen. Use the cursor-arrow keys to select New , then press Enter to create a new, blank component screen. Note: You can activate other menu choices— e. Then press Tab to move the highlight focus to the symbol. Then press the Spacebar to open the Block selection menu.

When the menu selections include submenus a small arrow points to the right at the end of the menu line , use the Right-Arrow key to open the submenu.

Note: Alternatively, to close the menus without making a selection, press the. Continue making component selections until all the main component category Status Boxes have changed to green. At this point an engine simulation will be performed and the results will be displayed on the graph or chart in the right pane of the Main Program Screen.

Note: The Shift Tab key combination will move the bounding box backwards to the previous component field. When a component field supports direct entry, the bounding box will have a white interior.

If the only entry possible is a choice from the drop-down menu, the bounding box will have a gray interior see above photos. Choosing a new numeric value will replace the currently displayed value. When you press Enter the new value will be tested for acceptability, and if it passes, it will be used in the next simulation run. If you press Enter without entering a new value, the currently displayed value is left unchanged. Data entry into any field in the component-selection screen is limited to values over which the Dyno can accurately predict power.

If you enter an invalid number, the Dyno will play the Windows error sound and wait for new input. The colors used on the component-selection screen provide information about various engine components and specifications. Here is a quick reference to screen color functionality:. White Numeric Values: White engine specifications indicate that they are automatically calculated by program and cannot be directly altered. Dark Blue: All engine specifications that can be changed by the user through pulldown menus are displayed in dark blue.

In addition to selecting any predefined engine configuration, you can directly enter any Block name, Stroke , Bore , and Number Of Cylinder numeric values within the acceptable range limits of the program indicated at the bottom of the screen in the Status Bar.

These values are subsequently used in the simulation. The swept cylinder volume measures the volume displaced by the movement of a single piston from TDC top dead center to BDC bottom dead center. The total volume that exists in the cylinder when the piston is located at BDC this volume includes the Swept Volume of the piston plus the Combustion Space Volume is divided by the remaining volume that exists when the piston is positioned at Top Dead Center.

Bore and stroke dimensions greatly affect cylinder volumes and, therefore, compression ratio. When the stroke, and to a lessor degree the bore, is increased while maintaining a fixed combustion-space volume, the compression ratio will rapidly increase.

And, as is the case in the Dyno simulation, if the compression ratio is held constant— because it is a fixed component selected by you— the combustion space volume not necessarily the same as the combustion-chamber volume, see page 31 must increase to maintain the desired compression ratio. This may seem more understandable when you consider that if the combustionspace volume did not increase , a larger swept cylinder volume due to the increase in engine displacement would be compressed into the same final combustion space, resulting in an increase in compression ratio.

The menu lists general cylinder head characteristics, including restrictive low-performance ports, typical wedgeand. In addition, Custom Port Flow allows the direct entry of flow bench data. This feature allows the simulation and testing of any cylinder head for which flow data is available.

In addition, the Custom Port Flow choice at the bottom of the Cylinder Head menu allows the direct entry of flowbench data, allowing the Dyno to model any cylinder head for which flow data is available. This option will be described in more detail later. A selection from the Cylinder Head menu is the first part of a two-step process used by the simulation to accurately model cylinder head flow characteristics. The initial cylinder head selection determines the airflow restriction generated by the ports.

That is, this choice establishes how much less air than the theoretical maximum peak flow will pass through each port. What determines peak flow? The valve-diameter menus allow the selection of valve sizes that fix the theoretical peak flow called isentropic flow of each port.

The various Cylinder Head menu choices load airflow data into the simulation, but this flow data is not directly used to determine the airflow capacity of the cylinder heads. There are several reasons for this. First of all, flow generated in the ports of a running engine is vastly different than the flow measured on a flow bench.

A running engine will generate rapidly and widely varying pressures in the ports. These pressure differences directly affect— in fact, they directly cause— the flow of fuel, air, and exhaust gasses within the engine. The Dyno calculates these internal pressures at each degree of crank rotation throughout the four-cycle process. To determine mass flow into and out of the cylinders at any instant, the flow that occurs as a result of these changing pressure differences is also calculated.

Since the variations in pressure, or pressure drops, within the engine are almost always different than the pressure drop used on a flow bench, flow bench data cannot directly predict flow within the engine.

While it is impractical to use cylinder head flow data directly in an engine simulation, measured cylinder head flow figures are, nonetheless, a good starting point. Furthermore, the discharge coefficient also can be used to predict the changes in flow for larger or smaller valves and for various levels of port modifications.

In other words, the discharge coefficient provides a practical method to simulate mass flow within a large range of engines under a wide range of operational conditions. Heads of this type were often designed for low-speed, economy applications, with little concern for high-speed performance. Early and smallblock Ford and to a lessor degree early smallblock Chevy castings fall into this category.

Each of these choices is intended to model cylinder heads that have unusually small ports and valves relative to engine displacement. Heads of this type were often designed for lowspeed, economy applications, with little concern for high-speed performance. These choices use the lowest discharge coefficient of all the head configurations listed in the menu. The first low-performance choice models an unmodified production casting. The port runners are not modified.

Auto-calculate valve size increases vary, but they are always scaled to a size that will install in production castings without extensive modifications. While the ports in these engines are even more restrictive, by selecting Low-Performance and manually entering the exact valve sizes, the simulation will, at least, give you an approximate power output usable to evaluate changes in cam timing, induction flow, and other components.

The first three menu choices model oval-port designs. The final two selections simulate performance rectangular-port heads. This L29 big-block 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.

Wedge Cylinder Heads— The wedge-chamber and canted-valve choices comprise the two main cylinder head categories. The first three basic wedge selections model heads that have ports and valves sized with performance in mind.

Ports are not excessively restrictive for high-speed operation, and overall port and valve-pocket design offers a good compromise between low restriction and high flow velocity. The stock and pocket-ported choices are best for high-performance street to modest racing applications.

This casting has improved discharge coefficients, greater port cross-sectional areas, and increased valve sizes. Consider this head to be an extensively modified, high-performance, factory-type casting that has additional modifications to provide optimum flow for racing applications. These custom pieces are designed for one thing: Maximum power. They usually require hand-fabricated intake manifolds, have excellent 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. That is, the valve stems are tilted toward the outside of the cylinder heads to improve the discharge coefficient and overall airflow.

All ports have. The first three choices are based on an oval-port configuration. 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 final two selections simulate extensively modified rectangular-port heads.

These choices model, primarily, all-out, big-block heads, however, they closely model other extremely aggressive high-performance racing designs, like the Chrysler Hemi head and all-out ProStock designs. These castings have high discharge coefficients, large port cross-sectional areas, and increased valve sizes. This head is basically a factory-type casting but extensively improved. These custom pieces, like their wedge-design counterparts, are built from the ground-up for maximum power.

They require hand-fabricated intake manifolds, have optimum valve discharge coefficients, and the ports have the largest cross-sectional areas in the entire Cylinder Head menu, except for 4-valve heads discussed next. These specially fabricated cylinder heads only develop sufficient airflow for good cylinder filling with large displacement engines at very high engine speeds.

These heads can offer more than 1. This large valve area, combined with high-flow, lowrestriction ports greatly improves air and fuel flow into the cylinders at high engine speeds.

These Cosworth heads were designed for the English Ford V6. When they were raced in England several years ago, they regularly beat V8s. These are very interesting choices since they simulate the effects of very low-restriction ports and valves used in many import stock and performance applications. Naturally, other applications may also use the. Even harmful programs can create. Be especially cautious with.

When you double-click a file to open it, Windows examines the filename extension. If Windows recognizes the filename extension, it opens the file in the program that is associated with that filename extension.

Dyno is a provider of car engine simulation software that reveals otherwise invisible pressure waves and mass flow in cylinders and engine passages.

This drg file type entry was marked as obsolete and no longer supported file format. This type of file is no longer actively used and is most likely obsolete. This is typically the case for system files in old operating systems, file types from long discontinued software, or previous versions of certain file types like documents, projects etc. This file type is not meant to be opened directly, there is no software that could open and work with it directly, or there is no information available in public sources about opening this file type.

This is usually the case of some internal data files, caches, temporary files etc. As far as we know, this. This is usually the case of system, configuration, temporary, or data files containing data exclusive to only one software and used for its own purposes. Also some proprietary or closed file formats cannot be converted to more common file types in order to protect the intellectual property of the developer, which is for example the case of some DRM-protected multimedia files.

Motion Software Dyno product list. Previous file extension DRE file extension.