Optional Equipment, Accessories & Software

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

Engine Speed is digitally measured via ECU RPM (low voltage pulse), or by Primary and Secondary Ignition Systems ensuring accurate RPM measurement for all Engine types. An optional Diesel fuel line adapter is required for diesel vehicles.  Alternatively, Engine Speed RPM may be manually derived through the Mainline/DynoLog software using a vehicle's tachometer measured against dyno roller speed or via tacho signal from OBD-II, ECU or Gas Analyser.


RPM Control Mode - Tacho Trim

Other dyno manufacturer’s Tacho Modules typically only capture RPM data for plotting on a customer printout, whereas our Engine Tachometer Module does that and more.

A further reason why the Mainline/DynoLog dyno is light years ahead of the rest is that the operator has the option to manually set the desired Engine RPM as required and the vehicle will be held at that RPM regardless of throttle position.

The operator may control RPM set points in increments of 50, 100, 150, 200, 250 and 500RPM steps. The Tacho Trim function makes the mapping of aftermarket programmable Engine Management Systems a breeze.  Just dial up your desired RPM and the dyno will do the rest.

The operator can specify the tacho input source (Tacho, OBD-II, ECU or Gas Analyser) and configure the system to allow for manual/automatic transmissions and specify the tacho speed steps and sensitivity.

No more continually varying the Dyno Demand Speed as you progress through the various MAP sites.  Just select your desired RPM and the Mainline/DynoLog dyno will do the rest!

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, 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, DINetc 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. We also support various other brands of AFR Meters. Contact us for details.

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. Mainline/DynoLogdyno 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 MAP / 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.

In conjunction with OBD-II data from the vehicle, the Mainline/DynoLog dyno has an exclusive software feature that can quickly identify any excessive driveline, transmission, clutch or tyre loss problems. This is just another example of our industry leading dyno technology.

Supported Protocols:

  • OBDII T16 SAE only
  • OBDII T16 CAN-Bus only
  • OBDII T16 SAE / CAN-Bus
  • OBDII EFILive Flashscan  V2
  • J1939 Heavy Vehicle Truck \ Bus



OPTIONAL - Advanced Diagnostics - ECU Data Logging Module

Exclusive to the Mainline/DynoLog dyno is the capacity to log data from a multitude of aftermarket third party ECU and interceptor products. The ECU Data Logging software option 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 “WastegateDC” in the Mainline/DynoLog software.

Supported Devices:

  • MoTeC M4 / M48Haltech E6X 1 Bar MAPWolf V4 ECU
  • MoTeC M400 / M800 1-ADLHaltech E6X 2 Bar MAPWolf V500 ECU
  • MoTeC M400 / M800 3-CRC32Haltech E6X 3 Bar MAPEMS Stinger series ECU
  • MoTeC M8Haltech E11 Full Set 1B MAPEMS 8860 series ECU
  • Autronic SM2 / 3Haltech E11 Full Set 2B MAPXede V2
  • Autronic SM2-3AT / SMC Haltech E11 Full Set 3B MAPXede V3
  • Autronic SM4Haltech E11 Aim SetXede V3.2
  • DTAFast S40 Pro Haltech Platinim 1B MAPEFI Technology Euro 6 (Std)
  • DTAFast S60 Pro Haltech Platinum 2B MAPEFI Technology Euro 6 (Ext)
  • DTAFast S80 Pro Haltech Platinum 3B MAPLink G2/G4 V1.3.5
  • DTAFast S100 Pro Haltech Platinim Aim SetViPec V44/V88
  • Nissan Consult I (1992-2000) Adaptronic e420cAEM Series 1
  • EFiLive Adaptronic e1280sAEM Series 2 ECU
  • GEMs ECULuminition ECUJ1939 Heavy Vehicle
  • Haltech E6X 1 Bar MAP
  • Haltech E6X 2 Bar MAP
  • Haltech E6X 3 Bar MAP
  • Haltech E11 Full Set 1B MAP
  • Haltech E11 Full Set 2B MAP
  • Haltech E11 Full Set 3B MAP
  • Haltech E11 Aim Set
  • Haltech Platinim 1B MAP
  • Haltech Platinum 2B MAP
  • Haltech Platinum 3B MAP
  • Haltech Platinim Aim Set
  • Adaptronic e420c
  • Adaptronic e1280s
  • Luminition ECU
  • Wolf V4 ECU
  • Wolf V500 ECU
  • EMS Stinger series ECU
  • EMS 8860 series ECU
  • Xede V2
  • Xede V3
  • Xede V3.2
  • EFI Technology Euro 6 (Std)  
  • EFI Technology Euro 6 (Ext)
  • Link G2 / G4 V1.3.5
  • ViPec V44/V88
  • AEM Series 1
  • AEM Series 2 ECU
  • J1939 Heavy Vehicle



Cylinder Drop/Balance Test

In conjunction with PCM’s and ECU’s that support cylinder kill commands, the 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.


Torque Optimisation

(MBT/OPT. LAMBDA/OPT. CAMSHAFT OR INJECTION TIMING) - Some OEM tuning solutions provide bi-directional

control for diagnostic purposes of Ignition Timing, Cam Timing, Injector Timing, AFR, OBD-II channels etc.

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 Ignition Timing, Cam Timing, Injector Timing, AFR or OBD-II channel data, the Mainline DynoLog dyno can hold a steady RPM site, and changes in Torque can be seen.  We have more recently expanded the capabilities of the Mainline/DynoLog to “optimise” these inputs by plotting various input data over torque.

The most commonly used function is 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, Injector Timing, AFR or OBD-II data channels.

If used in conjunction 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 these advanced diagnostic functions.


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/Temperature Module

Other dyno manufacturers can’t match this brilliant option either.  For unparalleled Fuel System Analysis, we offer our Fuel Flow, Pressure & Temperature Module.  What does it do? Well, for starters, it logs Fuel Supply Flow, Pressure and Temperature.  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/ Temperature 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 –150/ 250/500 PSI Fuel Pressure Module

Fuel pressure logging is also available as an individual module (Separate to the Flow/Pressure/Temperature module). Logging fuel pressure greatly enhances your system’s diagnostic capabilities. Users can specify 150, 250 or 500 PSI range sensors.


OPTIONAL - Advanced Diagnostics -Analogue Voltage Input Lead/s

Some operators want it all, so we offer another economical option of a Voltage Leads that can be used on any Analogue Voltage of 0-30V.  These leads are extremely 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. The voltage input can also be utilised, in conjunction with Maths Channels, to log and display pressure readings derived from input voltage signals, such as Common Rail Fuel Pressure from the CRD fuel pressure sensor on modern Diesel engine vehicles. 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%.

The Injector Duty Cycle Module is also a great diagnostic aid. Remember that the Injector is controlled by the ECU, so if the Injector Duty Cycle changes dramatically during a Test (either at WOT or part Throttle), an ECU input would have had to have changed, as the ECU will just respond to relevant inputs.  The factor that has the biggest influence by far on Injector Duty Cycle calculation by the ECU is the Air Flow Meter.  Coupled with the Fuel Flow Module the Injector Duty Cycle/Pulse Width/Frequency Module provides the operator with an unparalleled analytical tool in relation to a vehicle’s fuel supply system under all operating conditions.

Using our Tools menu, users can calculate the maximum injector flow rate required to achieve any given power level, or the power level that can be achieved from a particular injector flow rate.  This option can be used for Naturally Aspirated or Forced Induction engines and Specific Fuel Consumption.  The user specifies the number of injectors, maximum duty cycle allowed, plus the fuel type and the Brake Specific Fuel Consumption and Mainline/DynoLog calculates the maximum Injector Fuel Flow Rate and the Power that can be achieved.


Emission Testing Technology (ETT)

 

OPTIONAL - Advanced Diagnostics - Combustion Analysis

With the ever increasing focus on environment change, Emission Testing, or the ability to at least monitor the emissions of a vehicle are becoming more important. The Mainline/DynoLog dyno is already compatible with many major brands exhaust gas analysers, opacity meters and related test equipment.  The Mainline/DynoLog system supports multiple (up to 9) Gas Analysers or Diesel Opacity Meters running concurrently. If a customer already owns one of the supported devices, it can be connected to the dyno via a serial link for diagnostic work and drive cycle simulation. Mainline/DynoLog can also supply compatible 4/5 Gas Analysers (discounted with dyno purchase).

Our advanced Exhaust Gas Analysis software incorporates functions such as a comprehensive Combustion Analysis Tool that shows 4/5 Gas Readings, calculates Lambda, calculates Combustion Efficiency (& able to measure catalytic converter efficiency), shows Injector Pulse Width/Duty Cycle and shows Engine RPM plus any other Dyno channel that the operator wishes to view. And because the Gas Analyser is interfaced to the dyno, all readings can be monitored at any operator-defined load point.

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.


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.

Emissions Drive Cycle Simulation

Mainline/DynoLog software includes the platform to perform drive cycle simulation tests using IM240,ECC83, FTP, & DT80 (Diesel) standards. This is extremely useful for pre-emissions drive cycle testing of vehicles prior to submitting to RTA / EPA Certified testing.

The Drive Cycle simulator allows the operator to quickly review test results using an on-screen cursor to identify any excessive readings that may have occurred during the test. This allows the operator to quickly locate, diagnose and rectify emission related faults.


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).


OPTIONAL - Advanced Diagnostics -  Sound Pressure (dB) Logging

Vehicle noise measurement is becoming increasingly useful, and a key issue for modified vehicles. Having a sound meter interfaced into the dyno software allows both static and dynamics exhaust sound level measurements to be carried out in the workshop. This unit features manual & auto ranging operation for sound range between 30 and 130 dB.  Results can be saved along with other measured vehicle data, and used as future reference or comparison to other vehicles.


OPTIONAL - Advanced Diagnostics - Hand Held Optical Tacho

Another handy addition, this handheld, non-contact, optical tacho is great for logging the speed of just about any rotating device. Reflective tape is affixed to a shaft (or other rotating devices) and the tachometer measures the time between reflected pulses, and calculates RPM. The unit comes complete with reflective tape and carrying case. The unit can be used stand alone, or connected to the dyno via RS232 cable to log data along with other dyno channels. The unit has a measurement range from 10 to 99,999 RPM. An optional contact adaptor available for direct contact measurements.


OPTIONAL - Advanced Diagnostics - Autoranging Multimeter

This Autoranging multimeter is an extremely practical option. The unit can be used stand alone or connected to the dyno via RS232 cable. All functions of the meter can be viewed, logged and analysed as separate channels in the dyno software. The unit features an optically isolated RS232 port connection so the possibility of any damage to the dyno computer or to the item being measured, as a result of a surge or spike is removed. The unit is supplied with high quality silicon rubber insulated test leads and a shock resistant rubber holster.


OPTIONAL - Advanced Diagnostics - Infrared Thermometer

This handheld non-contact infrared thermometer can precisely measure surface temperatures between a -20 ℃ to 400 ℃ range.The unit can be used stand alone, or connected to the dyno via RS232 cable to log data along with other dyno channels. The unit can accept 5 different thermocouple types (K, J, R, T, & E).

OPTIONAL - Advanced Diagnostics - Vibration Meter

Vibration analysis can detect a multitude of defects in many rotating devices and components. The unit can be used stand alone, or connected to the dyno via RS232 cable to log data along with other dyno channels.


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.  Currently we support over 150 third party devices and instruments. 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.

Quality brands such as Allen Bradley, Invertek, and Control Techniques variable drives are supported. Please contact our office for specific model numbers.


OPTIONAL - Equipment - 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 - Equipment - Extreme Performance Traction Module

For serious power applications, we offer our latest innovative traction device which greatly enhances traction when testing extreme performance vehicles. Nicknamed the "Whale Tail”, this new traction module made its debut at Summernats 25 Horsepower Heroes competition in 2012. 

Traction ModuleTraction ModuleTraction Module at Summernats 25

This module is now available for selected 2WD and AWD model dynamometers. The main feature of this unit is the pneumatic operated ram and under chassis bed cable system, that can apply a significant down force to the vehicle, which greatly increases traction on the dynamometer’s drive rollers.  
 

OPTIONAL - Software - Challenge Software - Great for "Dyno Days"

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.

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.


OPTIONAL - Advanced Diagnostics - Common Rail Diesel Fuel Pressure

In recent times the diesel vehicle industry has been somewhat revolutionised by the onset of common rail fuel systems (CRD). Most CRD systems employ a fuel rail pressure sensor which essentially converts the physical fuel pressure to an electrical signal for engine management and diagnostic purposes.

In conjunction with the optional Analogue Voltage Inputs, the Mainline/DynoLog software has a dedicated ‘Derived” CRD Fuel Pressure Channel to cater for diesel applications. The voltage from the sensor is measured, calibrated to a particular pressure sensor output, and displayed on the dyno screens as Common Rail Diesel Fuel Pressure.

The operator can simply select form a list of known CRD pressure sensors or add further sensor types as they are released on the market. This is just another example the Mainline/DynoLog’s industry leading, and innovative approach to catering for all vehicle applications.

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