OPTIONAL - Advanced Diagnostics – DUAL MONITOR KIT

For advanced analysis, all Mainline/DynoLog owners can enjoy the advantages of having twice the analytical real estate.  Dual screens provide the operator with the ability to operate at a new level, with an unprecedented amount of data at your fingertips. Up to 12 data channels visible concurrently in the analyse screens, all with data fly boxes.  Monitor the dyno “Virtual Dashboard” screen with up to 77 digital channels at once, or in conjunction with the Combustion Efficiency screen or the OBD-II screen.  Three or more monitors can be provided if required.

OPTIONAL - Advanced Diagnostics – ENGINE SPEED RPM MODULE

OPTIONAL - Advanced Diagnostics – AUTOMATIC WEATHER STATION MODULE

Our Hard-Wired Premium Quality Automatic Weather Station Module measures and displays all atmospheric conditions required for "automatic" power correction calculations, ensuring repeatable test results throughout changing weather conditions. Relative Humidity, Barometric Pressure, and Ambient Temperature are measured, displayed and used to automatically correct torque and power figures. Additional information such as Air Density and Atmospheric Correction Factor are also calculated and displayed. Atmospheric conditions are also saved with test data and included on all printouts for easy reference.  Seven Standards – SAE J607, SAE J1349, DIN etc are available for the operator to choose from.  The Correction Factor applied is visible on-screen and included on printouts.  The maximum correction that can be applied is capped at the allowable maximum dictated by the correction standard being used to avoid producing unrealistic figures.

Our Weather Station directly inputs atmospheric readings into our software.  This serves two important roles.  Being fully automated, it is a variable the operator doesn’t have to worry about as the software continually updates the Atmospheric Correction at least once per second.  The other advantage is that it takes away the capacity for operator inaccuracies (as can affect results on other dyno systems where data is entered manually or air temperature in the manifold etc is used to calculate the Correction Factor).

OPTIONAL - Advanced Diagnostics – DATA ACQUISITION MODULE

The Data Acquisition module provides the operator with data for Air/Fuel Ratio or Lambda, Oil Temperature, Air Inlet Temperature and two Vacuum/Boost sensors.   Logged data from each channel can be printed on graphs and reports, and can also be saved in the database for future review.  

AIR:FUEL RATIO - The Air:Fuel Ratio (AFR) is usually the most important input on a dyno, and here again we do not compromise on quality.  Our AFR system uses the Autronic B Model Wide Band Sensor.  Some users opt for at least a second AFR input (useful for dual exhaust vehicles etc), though our system is set up to handle 8 Air:Fuel Ratio inputs.  Using the Mainline/DynoLog Alarm function, the operator can be clearly warned if the AFR exceeds predefined limits. 

OIL TEMPERATURE PROBE - Always going the extra mile, Mainline/DynoLog provides an Oil Temperature Probe which allows the operator to monitor the core temperature of the engine during long term mapping operations, and again by using the Mainline/DynoLog alarm functions, the operator can be warned if the engine oil exceeds a predefined temperature.  The Oil Temperature probe substitutes for the dipstick during dyno operations.

TWIN MAP SENSORS - As a standard inclusion to the Data Acquisition Module we supply two MAP sensors.  Why?  We know how useful it is to log Turbo Pressure and Manifold Pressure at the same time.  And if you install the two MAP Sensors with one on each side of the intercooler, we can feed the results into a user-defined Maths Channel to automatically calculate Intercooler Loss for you!  On a more basic dyno with only 1 MAP sensor, the tuner would have to double the amount of tests performed, and manually calculate the loss, basically doubling the required dyno time.  The Mainline/DynoLog alarm functions may also be used in conjunction with MAP sensors, and additional MAP Sensors can be added at any time.  With just 3 MAP inputs, the tuner can simultaneously see Exhaust Manifold Pressure, Turbo Outlet Pressure and Inlet Manifold Pressure.  Some of our users have up to 5 MAP inputs.

AIR INTAKE TEMPERATURE - Naturally we also provide a sensor to monitor and log Air Intake Temperature.  It is important to note that the Mainline/DynoLog dyno does NOT use the Air Intake Temperature as a variable for Atmospheric Compensation.  Mainline/DynoLog uses ambient (Inlet) air temperature measured by the Automatic Weather Station Module for Atmospheric Correction.  Some dyno systems use the Air Intake Temperature for Atmospheric Correction, which allows cheating by the improper placement of that sensor.  Mainline/DynoLog strongly opposes fudging/cheating of dyno results and does not build into its dynos any functions through which results can be operator-influenced.

OPTIONAL - Advanced Diagnostics - OBD-II DATA LOGGING MODULE

All vehicle manufacturers world-wide are moving to conform to the International OBD-II Vehicle Diagnostic Interface, including Control Area Network (CAN) protocol.   Introduced as an option in October 2002, the Mainline/DynoLog dyno provides its users with the ability to capture OBD-II data in real time from a conforming vehicle's OBD-II port and save the data along with data captured by the Dyno and the Data Acquisition and Weather Station Modules for future analysis and review.   

The user has the ability to graph and analyse parameters such as Throttle Position, Mass Air Flow, Coolant Temperature, Ignition Timing, Inlet Air Temperature, Short and Long Term Fuel Trims, RPM, Manifold Pressure, Engine Load and more.  All of the On-Board Diagnostic data can be analysed in a table format or as a traditional graph along with the standard power, torque, torque-split, AFR and Boost data from the dynamometer.

Accessing Engine RPM data from the OBD-II is very useful and it eliminates the need to hook up a Tacho lead. Another key benefit is having access to Ignition Timing values. Modern vehicles are always trying to maximise Ignition Timing to gain peak Torque, but at the same time will react to Engine Knock by retarding Ignition Timing, so by monitoring Timing Advance we can accurately determine why an Engine may drop 5, 10 or 20 HP from one dyno run to another. Intake Air Temperature has a big bearing on how much Timing an ECU will put in, so by analysing the Timing and Intake Air Temperature, the operator can determine the temperature where the ECU starts to pull timing, (which can lower the HP at the wheels) and try to manage the Intake Air Temperature via correct placement of the Vehicle Cooling Fan or intake duct.

OPTIONAL - Advanced Diagnostics - ECU DATA LOGGING MODULE

Exclusive to the Mainline/DynoLog dyno is the capacity to log data from Autronic (29 channels), MoTeC M4/M8/M48 & M400/M800 (40 & 84 channels) and Haltech E6 & E11 (34 & 108 channels), EMS Stinger/8860, Wolf, Xede and EFI-Tech ECU’s along with all other diagnostic data. The Mainline/DynoLog dyno can also log status and diagnostics from these ECU’s if such is supported by the ECU.    In addition to analogue data from MoTeC PLM’s, we can also collect data from up to 8 MoTeC PLM’s via the CAN Bus.  This option was introduced to our range in January 2007.

The ECU Data Logging software includes the ability to convert the binary number outputs of the ECU configurations to meaningful language.  For example a channel generically called “PMW0” in the ECU being renamed as the more meaningful “Wastegate DC” in the Mainline/DynoLog software.

MINIMUM TIMING FOR BEST TORQUE (MBT) - Some OEM tuning solutions provide bi-directional control for diagnostic purposes of Ignition Timing and AFR. Some of these tuning tools also provide data retransmission which can be interfaced to the Mainline/DynoLog software.  The advantage of this is if the tuner can manipulate Timing, the Mainline/DynoLog Dyno can hold a steady RPM site, and changes in Torque can be seen.  We have expanded on this and have recently added a MBT (Minimum Timing for Best Torque) Test, where Torque is plotted over Ignition Timing.  Torque can also be graphed over camshaft inlet and exhaust timing. Also, with a Gas Analyser, HC and NOx can be plotted as well as Torque.  This is an extremely powerful feature when tuning, and works very well with Aftermarket ECU’s.  The optional ECU Data Logging Kit is required to use this diagnostic function, as Ignition Timing is a required input.

CYLINDER DROP/BALANCE TEST - In conjunction with PCM’s and ECU’s that support cylinder kill commands, Mainline/DynoLog software can trigger the ECU to disable one cylinder at a time and measure the torque drop/decrease with each cylinder disabled.  This test is a “leakdown test plus more” without the need to get your hands dirty.  For PCM’s and ECU’s that don’t support cylinder kill commands, the cylinder kill can be performed manually and the results are still recorded.

OPTIONAL – Advanced Diagnostics – EMISSIONS TESTING MODULE

EMISSIONS DRIVE CYCLE TEST - Mainline/DynoLog software includes the platform to perform drive cycle tests using IM240 or ECC83 standards.  This is extremely useful for pre-emissions drive cycle testing of vehicles prior to submitting to RTA/EPA certified testing.  DT80 (Diesel) drive cycle will be added as a standard feature in the near future.

CATALYTIC CONVERTER EFFICIENCY TEST - By connecting two gas analysers (1 upstream and 1 downstream from Catalytic Converter) and measuring the constituent gases we can calculate Conversion Efficiency.  Upstream and downstream temperatures, pressures and lambdas can be measured, as can smoke opacity for diesels.  The system supports the use of up to 9 gas analysers at the one time.

CUSTOM EMISSION STEP TEST - The Custom Emission Step Test is most useful for specialised environments such as Mines, where there are OH&S limits on smoke and gas emissions, and limits on the surface temperature of metal components (manifolds, turbochargers, exhausts).

GAS ANALYSER/LAMBDA LATENCY TEST - When using Gas Analysers, there is typically a delay of several seconds from the sampling of the gas to the data reading stage.  This latency of Gas Analysers can cause problems when wanting to align Gas Analyser data together with other logged dyno data.  Mainline/DynoLog software has a feature to allow the operator to measure and compensate for this latency, allowing Gas Analyser data and other real-time data to be seamlessly matched.

OPTIONAL - Advanced Diagnostics – THERMOCOUPLE INTERFACE MODULE

Yet another area where the Mainline/DynoLog dyno leaves other dynos far behind.  We offer an interface kit for high performance applications that allows connection and logging from thermocouples, and provides accurate temperature readings from wherever they are placed.  16 Data Channels have been set aside for Thermocouple inputs, so the system currently supports the use of up to 16 Thermocouples which are useful for measuring Exhaust Gas Temperatures (EGT) and Intercooler inlet/outlet temperatures.  Data from the thermocouples can be viewed live, or logged along with other data captured during a dyno run.  Users typically opt for 2, 4, 6 or 8 Thermocouples.

OPTIONAL - Advanced Diagnostics – FUEL FLOW/PRESSURE MODULE

Other dyno manufacturers can’t match this brilliant option either.  For unparalleled Fuel System Analysis, we offer our Fuel Flow & Pressure Module.  What does it do? Well, for starters, it logs Fuel Supply Flow and Fuel Supply Pressure.  It also logs Fuel Return Flow. By logging Fuel Supply and Fuel Return and by subtracting Return from Supply via a Maths Channel, we know the actual Fuel USED by the engine.   Data can be displayed in Litres Per Minute, Gallons Per Hour etc etc, but because we are logging Fuel Usage on a Chassis Dynamometer over Road Speed, we can display actual Fuel Consumption in Kilometres Per Litre, Litres/100km or Miles Per Gallon. Brake Specific Fuel Consumption (derived) is also available when using the Fuel Flow/Pressure Module.

The Fuel Flow & Pressure Module monitors the Fuel System’s capacity to supply enough fuel to meet the demands of the engine.  If the system shows NO return flow under Full Power, the Fuel System is clearly not up to the task. We also provide a Maths Channel that shows the relationship of Fuel Pressure to Manifold Pressure, which is very important on Forced Induction engines, and shows just how good or bad the Fuel Pressure Regulator is at keeping a constant differential pressure.  Data can be viewed live, or logged along with other data captured during a dyno run.

OPTIONAL - Advanced Diagnostics - ANALOGUE VOLTAGE INPUT LEAD/S

Some operators want it all, so we offer another economical option of a Voltage Lead that can be used on any Analogue Voltage of 0-20V.  This lead is very useful and can be used to monitor Air Flow Meter Output, Throttle Position, Oxygen Sensor output, Coolant Temperature, Air Temperature, Battery Voltage or even MAP Sensor output. Multiple leads can be provided if required.

OPTIONAL - Advanced Diagnostics – INJECTOR DUTY CYCLE / PULSE WIDTH / FREQUENCY MODULE

No dyno system would be complete without our optional Injector Duty Cycle/Pulse Width Module. The Injector Duty Cycle/Pulse Width Module is an extremely useful tool when tuning aftermarket engine management systems to keep track of the capacity of the fuel system to deliver sufficient fuel to the engine. 

Introduced to our range of options in 2003, the Injector Duty Cycle/Pulse Width Module offers the dyno operator a comprehensive look into what’s happening with the vehicle under test.  A less advanced dyno system may show that a vehicle is running lean, but it won’t show why. On a Mainline/DynoLog dyno, by having a test lead connected to a Fuel Injector drive wire, we log the Injector Duty Cycle and Pulse Width, so the operator can see if a lean condition is caused by the Fuel Injectors being at maximum duty cycle. If the Injector Duty Cycle hits 100% and the Air:Fuel Ratio goes lean at this point, then clearly the Injectors are too small for the application. If however the AFR is lean but the Injector Duty Cycle is well below 80%, then the vehicle has a tuning issue. Here again we provide a Maths Channel called “Maximum Available Pulse Width” that calculates the available time in Milliseconds that there is for the Fuel Injector to open and shut at any given Engine RPM. As an example, an Engine spinning at 6000RPM has just 20 milliseconds available to open and shut each injector.   So at 6,000RPM, if the Fuel Injector has a Pulse Width of 19 milliseconds, that would equate to an Injector Duty Cycle of 95%.

OPTIONAL - Advanced Diagnostics – INTERFACING TO OTHER EQUIPMENT

Some of the 500+ data channels available with the Mainline/DynoLog control system are available for interfacing other equipment.   Feel free to discuss your requirements with us. 

OPTIONAL - Equipment – VEHICLE COOLING FANS

The vehicle cooling fan provides cooling air flow for the engine during dyno runs.  Available as 14,000cfm or 20,000cfm in three-phase.  No need to get out of the vehicle to operate the vehicle cooling fan.  The Mainline/DynoLog control system allows the vehicle cooling fan to be switched on and off manually from the keyboard controller.  The vehicle cooling fan can also be programmed to control a Variable Speed Drive and to operate automatically once the vehicle reaches a user specified speed or programmed to turn off a user-specified amount of time after the vehicle stops. 

OPTIONAL - Equipment – VARIABLE SPEED FAN CONTROL

Along with the Vehicle Cooling Fan and the Dyno Fan, the Mainline/DynoLog software can also control VSD (Variable Speed Drive) so that Dyno Vehicle Cooling Fan operation can be controlled proportionally to vehicle speed.  Variable Speed Control provides a soft-start for vehicle fans, which is much gentler on the mechanical parts and electric motor.  By controlling the speed of both vehicle fans and dyno cell fans the user has total control over air speed for the vehicle and the dyno cell.  Without the Variable Speed option air supply is either on or off, however with Variable Speed, the user may choose to run the fans at maybe 20% to 30% to keep the dyno cell adequately ventilated between runs.

OPTIONAL - Equipment – HEAVY DUTY TRACTION CONTROL & TIE DOWN BAR

For exceptionally positive traction on high performance vehicles, we recommend the use of our legendary Heavy Duty Traction Control System.   This smart and unique system applies extra force to the drive wheels to keep them firmly in contact with the dyno rollers and minimise slippage.

OPTIONAL – Software – CHALLENGE SOFTWARE WITH BAR CODING

A “must have” option if the dyno will be used for Dyno Challenge events.  The Challenge Software is the easiest way of recording, measuring and displaying the results of individual dyno runs and overall category winners.   At the completion of each dyno run, the results are displayed on screen in kW and HP, and the recording of customer and vehicle data is made very easy and fast so that the dyno operator can concentrate upon setting up and running each vehicle. 

The software collates entrants from lowest to highest in each category.  A “Heroes” list of category winners can be viewed or printed with only a few keystrokes.  The operator can define the categories to be used eg. 6 Cylinder RWD N/A, 6 Cylinder RWD Turbo etc….  The Challenge software allows the operator to define power scales, ramp rates, start and finish speeds, AFR Scales and limit lines.  As is the case with the normal Mainline/DynoLog software, as a safety factor, the ramp end speed can be governed by engine tacho RPM to eliminate any chance of engine damage through over-revving.

Bar Code operation will allow the operator to set up vehicle and customer details for each vehicle in advance, and to print barcodes to attach to each vehicle.  As each vehicle is driven onto the dyno, the vehicle bar code is scanned and the dyno run can commence immediately.  The operator has the option to list on screen, print, or export to Microsoft Excel a fully summary of your dyno event showing the highest result for each category and a list of dyno runs for each vehicle in each category from highest to lowest.

Links to other pages

Why choose the Mainline / DynoLog Chassis Dyno?

The Customer / Vehicle Data Base

Standard Features of the Mainline/DynoLog Dyno

Standard Operating Modes of the Mainline/DynoLog Dyno

2WD Dyno Specifications

AWD Dyno Specifications