ENGINE DYNAMOMETER

OPERATOR MANUAL
XCONSOLE, SF-902, & RACERS PACK
SF Engine Dynamometer
REV: 4.21.2010
DOC ID: MN0007CS07
Copyright 2010 by SuperFlow Technologies Group. All rights reserved. No part of this publication
may be reproduced, transcribed, or translated by any means without the prior written permission of
SuperFlow Technologies Group, 4747 Centennial Boulevard, Colorado Springs, Colorado, 80919, USA.
No part of the software or firmware provided with this product may be upgraded, modified, or
changed by any means without the prior written permission of SuperFlow Technologies Group.
Trademark Notices
SuperFlow, WinDyn, ProFilter, SF902, XConsole, XDyno, XCart, NSCR, CycleDyn, AutoDyn, FlowCom,
SuperBench, ProExport, SF-110/120/260/450/600/750, SF-1020, SF1200, ProBench, SuperBench, TD-1200,
TDAC, Axiline, TCRS, Hicklin, Racers Pack, and SuperShifter are trademarks of SuperFlow Technologies
Group. Other trademarks and trade names may be used in this document that refer to the entities
claiming the marks and names or their products. SuperFlow Technologies Group does not hold any
proprietary interest in trademarks or trade names other than its own.
Warranty and Service Information
SuperFlow Technologies Group makes no representations or warranties with respect to this manual.
SuperFlow reserves the right to make changes in the specifications of the product described within
this manual at any time without notice and without obligation to notify any person of such revisions
or changes.
SuperFlow Technologies Group is the sole suggested authorized source for service and warranty
repairs. Repairs and/or service by entities other than SuperFlow may result in improper repair and
possible warranty cancellation.
Limited Warranty Statement
SuperFlow warrants that all of its products are free from defects in material and workmanship for a
period of 12 months from the date of purchase for complete systems or 90 days for software,
replacement parts or accessories for systems. This limited warranty shall only cover the original
purchaser. Except as expressly set forth in our Warranty Statement, the product is provided "as is,"
without other warranties of any kind. There are no warranties expressed or implied of merchantability
or fitness for a particular purpose.
There is absolutely no warranty on any product:
That has been physically altered or improperly installed or maintained.
Used in an improper application, abused, or not used in connection with the proper parts.
That is defective due to accident, neglect, or unauthorized repair.
There is no implied warranty of merchantability or fitness for a particular purpose. SuperFlow's
obligation under this warranty is limited to the repair or replacement of its products. There are no
warranties that extend beyond the description on the face of this warranty. SuperFlow is not
responsible for incidental or consequential damages, property damage, or personal damages to the
extent permitted by law. If there is by law an implied warranty of merchantability and/or fitness, it is
limited to a term set forth above and starts from the date of the original purchase. Some places do not
allow limitations on how long an implied warranty lasts or do not allow the exclusion of or limitation
of incidental or consequential damages, so those limitations and exclusions may not apply to you.
This limited warranty gives you specific legal rights. You may have other legal rights which vary from
state to state or country to country.
SuperFlow does not warrant or make any representations with regard to the use of or the result of the
use of products in terms of correctness, accuracy, reliability or otherwise, and does not warrant that
the operation of the product will be uninterrupted or error-free. In no event shall SuperFlow, its
Licensors, Distributors, and Suppliers, including their agents or officers, be liable for any damages,
including but not limited to incidental, exemplary, or consequential damages, expenses, loss of profit,
loss of savings, business interruption, loss of business information or any other damages arising out of
the use or inability to use the products. Customer acknowledges that the purchase price or license fee
of the products reflects this allocation of risk.
SuperFlow warrants its product to the immediate purchaser ("you") of this product. Any subsequent
or other users, purchasers, or bystanders involved with this product are expressly excluded from this
warranty. SuperFlow warrants:
The fitness of the product when used for the purpose intended.
Each product to be free from defects in material, workmanship and title.
That each product will substantially deliver the performance described in our sales literature,
provided such product is properly cared for and operated under normal conditions by a com-
petent user.
This warranty is valid for a period of: (a) one year from the date of shipment for systems; (b) 90 days
from the date of shipment for software, replacement parts, repairs, and accessories; (c) 30 days from
the date of shipment for software media. If within that time the product delivered hereunder does not
meet the performance specified above, you must notify SuperFlow promptly. SuperFlow shall have
the right of final determination as to the existence and cause of any defects. In the event of a defect, the
liability of SuperFlow hereunder shall be limited to repairing or replacing the defective product. The
option as to repairing versus replacing the product shall be solely that of SuperFlow. Product which
has been subject to abuse, misuse, accident, alterations, neglect, unauthorized repair, or improper
installation is not covered by this warranty. In no case shall products be returned without obtaining
permission from SuperFlow prior to shipment.
In the event of the repair or replacement of a defective product, the warranty period will continue for
the remainder of the original warranty period or for 90 days, whichever is longer, from date of
shipment by SuperFlow to you.
In no event shall SuperFlow or its suppliers be liable for any incidental or consequential damages
resulting from the product defect (including, without limitation, loss of business, loss of business
information, or financial loss). If there should be any liability found, it shall be limited to the original
purchase price of the product in question if said product is found to be defective.
This warranty is in lieu of all other warranties, whether expressed, implied or statutory, including
implied warranties of merchantability and fitness for a particular purpose. There are no warranties
which extend beyond the description hereof. This warranty statement supersedes any other or
previous warranty statements.
SuperFlow does not warrant or make any representations with regard to the use of or the result of the
use of products in terms of correctness, accuracy, reliability or otherwise, and does not warrant that
the operation of the product will be uninterrupted or error free. In no event shall SuperFlow
Technologies Group, it Licensors, Distributors and Suppliers, including their agents or officers be
liable for any damages, including but not limited to incidental, exemplary, or consequential damages,
expenses, loss of profit, loss of savings, business interruption, loss of business information or any
other damages arising out of the use or inability to use the products. The purchaser of the product
acknowledges that the purchase price or license fee of the products reflects this allocation of risk.
WARNING: SuperFlow products are not designed with components or tested for a level of reliability
suitable for use in or in connection with mission-critical tasks, or as critical components of any system
whose failure to perform can reasonably be expected to cause significant injury to a human. Because
in any application, reliability of SuperFlow products can be impaired by adverse conditions, including
but not limited to electrical power supply, computer hardware malfunctions, computer operating
systems software fitness, fitness of compilers, installation errors, hardware and software compatibility
problems, malfunction or failures of electrical monitoring or control devices, etc., the Customer is
ultimately responsible for verifying and validating the suitability of SuperFlow products whenever
SuperFlow products are incorporated in the system or application, including without limitation the
appropriate design process and safety level of such system or application. To avoid damage, injury or
death, the Customer must take reasonably prudent steps to protect against system failure, including
but not limited to backups or shutdown mechanisms.
Technical Assistance and Return Material Authorization (RMA)
If you have any technical problems with the product covered by this manual, contact the SuperFlow
Customer Service Department in Colorado Springs (or the European office if applicable) Contact
information for our offices and hours of operations is on the last page of this section.
Be specific when describing the problem history. The problem will be solved much more quickly
when described in a calm, accurate manner.
If it is necessary to return the product to SuperFlow, our Customer Service Department will give you a
Return Material Authorization (RMA) number. All communications regarding the equipment should
reference this RMA number. Should your company require the use of a purchase order for any repair
or shipping charges, please have the purchase order number ready when you call. One purchase order
may cover several repairs, but we give each item its own individual RMA number. This allows us to
return each item quickly and not hold up the entire order because of one item.
Extended Warranty
SuperFlow offers an extended warranty service. The contract grants the standard limited warranty for
an additional period of one year.
To take advantage of this extended warranty service, you must sign an extended warranty contract
and return it together with full payment to SuperFlow no later than 30 days prior to the end of your
normal warranty period. To renew the extended warranty for another year, the same procedure must
be followed. Shipping charges are not covered by the extended warranty.
Service Under Warranty
If your product defect is covered by our warranty, you are responsible for the shipping cost to our
plant. SuperFlow will repair the system at no cost and pay for shipping it back via the best way
surface. Should you prefer other shipping methods, such as express airfreight, return shipping costs
will be at your expense. SuperFlow is not liable for any taxes or duties associated with international
shipments.
Service Out of Warranty
If your product defect is not covered by our warranty, you are responsible for all parts, service
charges, and shipping costs from and to your facility. Please indicate your preferred method of
shipment.
On-site service is also available. Contact the Customer Service Department for current rates. Should
your company require a purchase order for standard repair service, please provide the purchase order
number when you call.
Service Contracts
SuperFlow offers a selection of Service Contracts. Please contact your SuperFlow representative for
details on the types of contracts available for your system.
Return, Cancellation, and Change Policy
If SuperFlow agrees to the return of a product, it shall be entitled to charge the Customer a restocking
charge. No returns will be accepted after thirty (30) days from the date of delivery. If a customer
cancels an order, Customer shall be responsible for all related work in process; however, SuperFlow
shall take responsible steps to mitigate its damage immediately upon receipt of a written cancellation
notice from Customer. A Return Material Authorization (RMA) number must be obtained from
SuperFlow for return of any product.
Arbitration
The parties agree that in the event there is a dispute between them, as to any matters arising from the
relationship which has been created between SF and Customer by the purchase and/or service of SF
products, then any such dispute shall be submitted to binding arbitration in accordance with the rules
and procedures of the American Arbitration Association. The place of the arbitration shall be Des
Moines, Iowa. Substantive legal issues in the arbitration shall be determined in accordance with the
laws of the State of Iowa. The arbitrator is empowered to grant and issue mandatory directives,
prohibitions, orders or restraints to enforce this Agreement as a they may deem necessary or
advisable, directed to or against any of the parties. The arbitrator is not empowered to award damages
in excess of compensatory damages, and each party irrevocably waives any right to recover such
damage with respect to any dispute resolved by arbitration. Judgment upon the award rendered by
the arbitrator may be entered by any court having jurisdiction thereof. Each party shall bear its own
costs, except that the costs of the mediator and arbitrators shall be borne equally by the parties.
Force Majeure
SuperFlow shall be excused for any delay or failure to perform due to any cause beyond its reasonable
control, including but not limited to acts of God, acts of governments, acts of Customer, interruptions
of transportation, inability to obtain necessary labor or materials, delays in deliveries from our
suppliers and subcontractors, and import restrictions or export difficulties experienced by our
suppliers or subcontractors. SuperFlows estimated shipping schedule shall be extended by a period
of time equal to the time lost because of any excusable delay. In the event SuperFlow is unable to
perform in whole or in part because of any excusable failure to perform, SuperFlow may cancel orders
without incurring any liability to the Customer. In the event of an order involving consecutive
deliveries, the Customer is not entitled to cancel the order as a result of an excusable delay in partial
deliveries.
Waiver
A waiver of any provision of this agreement shall not be construed as a waiver or modification of any
other term hereof. All orders, whether from the U.S.A. or from outside the U.S.A. are considered
accepted by SuperFlow in the State of Colorado, U.S.A. and all discrepancies arising between
SuperFlow and Customer shall be governed by the laws of the State of Iowa, without regard to
conflicts of law.
Service Contracts and Training
SuperFlow provides a wide selection of service contracts and training classes. You may also purchase
phone support or on-site repair and training. Please contact SuperFlow for your specific needs.
SuperFlow strongly suggests the Purchaser and Operator(s) take advantage of the training offered for
each SuperFlow product. Participation in the training optimizes the operators capabilities and may
prevent potential equipment damage resulting from lack of knowledge.
Technical Assistance
The SuperFlow Customer Service Department is available for technical assistance or general questions
regarding our products. Contact the SuperFlow Customer Service office in Colorado Springs (or the
European office if applicable) for all technical matters concerning the products covered by this
manual. Be specific when describing the problem or question. The problem is solved more quickly
when described in a calm, accurate manner.
Refer all technical problems to the nearest SuperFlow Customer Service office.
Refer to the Contact Information section on the next page for the most convenient office and the
hours of operation.
SuperFlow Technologies Group does not recognize or authorize any person who is not employed by
SuperFlow to perform service on any of its products without express written permission from
SuperFlow. Always contact SuperFlow Customer Service before allowing outside service work to be
performed.
Contact Information
Manufacturers, Sales, Distributors, and Authorized Service Centers:
SuperFlow Colorado Springs
Engine, auto chassis, motorcycle/ATV, and towing dynamometers; flowbenches; dynamometer
software; Data Acquisition and Control Systems (DACS):
4747 Centennial Boulevard, Colorado Springs, CO 80919
Toll Free Sales: (800) 471-7701 E-mail: sales@superflow.com
Phone: (719) 471-1746 service@superflow.com
Fax: (719) 471-1490
Service Dept. Fax: (719) 578-1792
MondayFriday, 8:00 A.M.5:00 P.M. Mountain Time
SuperFlow Europe
All systems are sold and supported in Europe.
Grensstraat 41 A, 2243 Pulle, Belgium
Phone: 32 3 4846510 E-mail: sales@superflow.be
Sales: 32 3 4846511 info@superflow.be
Service: 32 3 4844590 service@superflow.be
Fax: 32 3 4846520
MondayFriday, 9:00 A.M.5:00 P.M. Central European Time
Corporate Headquarters, Des Moines
Transmission dynamometers and testers, Torque Converter Rebuilding Systems (TCRS),
driveshaft rebuilding equipment, brake dynamometers, DACS, TranX2000, Zoom products:
4060 Dixon Street, Des Moines, IA 50313
Toll Free Sales: (888) 442-5546
Phone: (515) 254-1654
Fax: (515) 254-1656
E-mail:
Heavy-duty Transmission Dynamometers: hicklin@superflow.com
Light-duty Transmission Dynamometers and Testers: axi-line@superflow.com
Torque Converter Rebuilding Systems: tcrs@superflow.com
Driveshaft Rebuilding Equipment: dwatson@superflow.com
MondayFriday, 8:00 A.M.5:00 P.M. Central Time
Company Internet Web Site
The Superflow Web site contains extensive test, service, and troubleshooting information and is
regularly updated. Visit us at:
www.superflow.com
Our Sales and Service departments can be accessed through e-mail directly from the Web site.
Introduction
About This Manual
This manual is provided as a reference to explain the operation of the SuperFlow SF-902 XConsole as
used on any engine test system and also covers the operation and maintenance of the SuperFlow SF-
902 engine test stand.
An electronic PDF copy of this manual is provided on the system configuration CD sent with the
SuperFlow system.
Target Audience
This manual is intended to be used by skilled operators trained in the operation of the equipment by a
SuperFlow representative.
Product Features
The XConsole-based system is a dynamometer instrumentation package designed for complete
test control and data acquisition of common engine or chassis dynamometers.
An XConsole system consists of three major components:
Dynamometer stand with a Power Absorption Unit (PAU)
Data Acquisition and Control (DAC) system with an operators console
Computer system with WinDyn software
The XConsole uses SuperFlows New Generation Electronics (NGE) for state-of-the-art data
acquisition and control performance.
How to Use This Manual
The information in this manual is organized as follows:
Chapter 1: Safety
Read this chapter in its entirety before beginning: it addresses safety procedures, warnings,
dangers due to non-observance of safety procedures, room requirements, and noise levels.
Chapter 2: Product Overview
Provides a general overview of the XConsole system, including data acquisition, components,
specifications, power requirements, the dynamometer, and accessories and options.
Chapter 3: Packaging and Handling
Product weights and dimensions, shipping/handling information, and operator console, sensor
box, cooling tower, engine dyno stand, cables, sensors, and computer system packaging.
Chapter 4: Room Requirements
Suggests how to design and construct an engine dynamometer test system with a proper
lighting, cooling water, ventilation, exhaust and fire control system. Includes plans and
considerations such as safety, sound control, and water additives.
Chapter 5: Installation
Details the unpacking and installing an SF-902 engine test system with the XConsole. The
sections on the console, sensor box, and system cables apply to those and other types of
dynamometers as well as eddy current absorbers or models other than SuperFlow. These
installation instructions are generic in the description of the system. Some sections may not
apply to your system.
Chapter 6: Operation
Describes setting up and running a test on the SuperFlow XConsole system. The procedures are
specific for the operation of an SF-902 dynamometer but also apply to any type of absorber used
with a SuperFlow XConsole series system.
Includes information on the capacity valve, pressure boost, test preparation, engine water
cooling system, throttle system, sensor connections, running an automated test, and analyzing
the test results.
Chapter 7A: XConsole Operator Controls
Includes LCD touch-screen panel controls, other panel controls, system functions, setup, the
revolution accumulator, and control setup.
Chapter 7B: Racers Pack Operator Interface
Describes the handheld controls, keypad, system power-up screen, dynamometer control
commands, system controls, manual control, handheld expressions, and error messages.
Chapter 8: Theory of Testing
Covers test types, test profile descriptions, engine testing errors, and the theory of acceleration
effects, correcting power measurements, limit monitoring, and environmental monitoring.
Chapter 9: Config File Description
Describes the Configuration file used to define the functions of WinDyn and the NGE Data
Acquisition System. Includes channel functions (sensor/specification/calculated/system
channels and interpolation tables), control channels, and the console display screens.
Chapter 10: Service and Calibration
Covers XConsole maintenance and calibration of the sensors for highest measurement accuracy.
Includes preventive maintenance, calibration coefficients, and basic maintenance.
Chapter 11: Control Modes
A parameter adjustment guide intended as a reference for the WinDyn system operator that:
Defines the adjustable control parameters in WinDyn.
Provides suggestions for tuning the control parameters to provide the best combination for
stable, accurate tracking and good step response to set point change.
Appendix A: General Testing
Provides useful information on torque capacity rating, fuel flow when accelerating, measuring
airflow, flowbench correlation, oil temperature control, torque versus speed, fuel injection
return flow, cleaning fuel filters, thermocouples, barometric pressure, and noise interference.
Appendix B: Superior Repeatability Concepts
Adapted concepts that were originally presented by Jim McKenzie of Hendrick Engines
Dynamometer Labs during the 1998 AETC conference. Presents guidelines for using an engine
dynamometer and obtaining maximum repeatability in your results.
Appendix C: Parts List
Parts lists for the SF-902 XConsole including critical spares and frequently ordered parts.
Reference Material
Includes a quick reference list of acronyms and abbreviations, glossary terms and their
definitions, and an in-depth index.
Manual Conventions
The following conventions indicate items of interest or concern:
WARNING: Failure to take or avoid a specific action could result in physical harm to the user or
the hardware.
CAUTION: Failure to take or avoid a specified action could result in loss of data or equipment.
IMPORTANT: Essential operating information.
NOTE: Helpful information that may provide insight to the user/operator.
TIP: Additional information that may provide convenient workarounds or solutions.
Cross-references refer the reader to additional information in the chapter, manual, or other sources
(including Web sites).
Chapter 1: Safety
Safety Warnings ................................................................................................................... 1-3
Dangers Due to Non-observance of Safety Instructions .................................................. 1-3
Room Requirements ............................................................................................................ 1-3
Electrostatic Discharge ....................................................................................................... 1-3
General Safety Procedures ................................................................................................. 1-4
Noise Levels ......................................................................................................................... 1-4
Carbon Monoxide Warnings ............................................................................................... 1-5
Chapter 2: Product Overview
System Overview ................................................................................................................. 2-3
Data Acquisition ................................................................................................................... 2-4
Components .................................................................................................................................... 2-4
The Sensor Box............................................................................................................................ 2-4
The Operator Console................................................................................................................ 2-5
The Computer System............................................................................................................... 2-6
Specifications ................................................................................................................................... 2-7
Power Requirements ...................................................................................................................... 2-9
Sensor Panel Modules .................................................................................................................... 2-9
Dynamometer ..................................................................................................................... 2-13
Engine/Absorber Stands ............................................................................................................. 2-13
Water Brake Power Absorbers .................................................................................................... 2-15
Eddy Current ................................................................................................................................. 2-18
Accessories and Options .................................................................................................. 2-18
Fuel System .................................................................................................................................... 2-18
Airflow Sensors ............................................................................................................................. 2-19
Temperature and Humidity Probe ............................................................................................ 2-19
Engine Cooling Towers ............................................................................................................... 2-20
Oil Coolers ..................................................................................................................................... 2-21
Automated Temperature Controllers ........................................................................................ 2-22
SuperStart ...................................................................................................................................... 2-22
Electric Throttle Control .............................................................................................................. 2-23
Lambda Sensor .............................................................................................................................. 2-23
Volumetric Blow-by ..................................................................................................................... 2-23
Relay Enclosure ............................................................................................................................. 2-24
Chapter 3: Packaging and Handling
Weights and Dimensions .................................................................................................... 3-3
Handling ................................................................................................................................ 3-3
Packaging ............................................................................................................................. 3-4
Operators Console .......................................................................................................................... 3-4
Sensor Box ........................................................................................................................................ 3-5
Cooling Tower ................................................................................................................................. 3-5
Engine Cart ...................................................................................................................................... 3-5
Contents
ii
Dyno Stand ......................................................................................................................................3-5
Cables and Sensors .........................................................................................................................3-6
Computer System ...........................................................................................................................3-6
Miscellaneous ..................................................................................................................................3-7
Racers Pack Packaging ...................................................................................................... 3-8
Sensor Box ........................................................................................................................................3-8
Engine Cart/Dyno Stand ...............................................................................................................3-8
Chapter 4: Room Requirements
Notice ..................................................................................................................................... 4-3
Safety ..................................................................................................................................... 4-3
Overview ................................................................................................................................ 4-4
Test Cell Construction ......................................................................................................... 4-5
Water System ........................................................................................................................ 4-8
Open Systems ..................................................................................................................................4-8
Closed Systems ................................................................................................................................4-9
Cooling ...........................................................................................................................................4-12
Freezing ..........................................................................................................................................4-13
Water Quality ................................................................................................................................4-14
Filters and Drains ..........................................................................................................................4-15
Room Ventilation ................................................................................................................ 4-16
Engine Combustion Air ...................................................................................................... 4-20
Engine Exhaust System ..................................................................................................... 4-21
Engine Fuel System ........................................................................................................... 4-22
Sound Control ..................................................................................................................... 4-23
Room Controls .................................................................................................................... 4-24
Computers and Electronics ............................................................................................... 4-24
Fire Suppression ................................................................................................................ 4-26
Water Additives .................................................................................................................. 4-26
Antifreeze .......................................................................................................................................4-26
Anticorrosives ...............................................................................................................................4-27
Antifungus .....................................................................................................................................4-27
Lubricants .......................................................................................................................................4-27
Equipment Sources ............................................................................................................ 4-28
Equipment Recommendations .......................................................................................... 4-29
Water Supply Pumps ...................................................................................................................4-29
Water Return Pumps ....................................................................................................................4-30
Foot Valves and Inlet Strainer .....................................................................................................4-30
Water Filters ...................................................................................................................................4-31
Electric Water Valves ....................................................................................................................4-31
Ventilation Tube Axial Fans ........................................................................................................4-31
Ventilation Air Shutters ...............................................................................................................4-32
Ventilation Air Filters ...................................................................................................................4-32
Air Ducts ........................................................................................................................................4-32
iii
Chapter 5: Installation
Introduction ........................................................................................................................... 5-3
Unpacking ............................................................................................................................. 5-3
Operator Console ................................................................................................................. 5-4
XCart Engine Stand .............................................................................................................. 5-5
Absorber Stands ................................................................................................................... 5-6
SF-902 Absorber Stand ...................................................................................................................5-6
SF-1 Engine/Absorber Stand ......................................................................................................5-10
Casters ........................................................................................................................................5-10
Cooling Tower...........................................................................................................................5-11
Throttle Actuator Arm.............................................................................................................5-11
NSCR Engine/Absorber Stand ...................................................................................................5-11
Sensor Box .......................................................................................................................... 5-12
Absorber Stand-mounted Sensor Box ........................................................................................5-12
Wall-mounted Sensor Box ...........................................................................................................5-13
Pedestal-mounted Sensor Box .....................................................................................................5-13
Ceiling-mounted Sensor Box .......................................................................................................5-14
NSCR System Rail Mount ............................................................................................................5-14
Boom-mounted Sensor Box .........................................................................................................5-14
Battery ................................................................................................................................. 5-15
Fuel System ........................................................................................................................ 5-16
Air Turbines ........................................................................................................................ 5-17
Direct Mount ..................................................................................................................................5-17
Air Intake Box ................................................................................................................................5-18
Air Intake Duct ..............................................................................................................................5-18
Throttle Controller .............................................................................................................. 5-20
Cooling Towers ................................................................................................................... 5-22
Computer .......................................................................................................................................5-24
Communication .............................................................................................................................5-24
Software ..........................................................................................................................................5-24
System Cable Connections ............................................................................................... 5-25
Power ..............................................................................................................................................5-25
System Interconnect Panel ...........................................................................................................5-28
Sensor Interconnect Panel ............................................................................................................5-30
Engine Controls .................................................................................................................. 5-33
Expansion Panels ............................................................................................................... 5-34
Pressure Connections ...................................................................................................................5-34
Thermocouple Connections .........................................................................................................5-35
Analog Voltage Expansion ..........................................................................................................5-35
Console Auxiliary Switches ............................................................................................... 5-37
Initial Check-out .................................................................................................................. 5-38
Optional Accessories ......................................................................................................... 5-39
Electric Throttle Control ..............................................................................................................5-39
Push-pull Cable Throttle ..............................................................................................................5-40
iv
Chapter 6: Operation
Introduction ........................................................................................................................... 6-3
Safety ..................................................................................................................................... 6-3
Emergency Stop ..............................................................................................................................6-4
Electrical Safety ...............................................................................................................................6-4
Fuses .................................................................................................................................................6-4
Safety Procedures ............................................................................................................................6-5
Capacity Valve ...................................................................................................................... 6-6
Pressure Boost ..................................................................................................................... 6-7
Test Preparation ................................................................................................................... 6-7
Preparing the Engine ......................................................................................................................6-8
Dyno Shaft Connection..............................................................................................................6-8
Pilot Bushing Adapters..............................................................................................................6-9
Bell Housing Adapter Rings .....................................................................................................6-9
Bell Housing Bolts ......................................................................................................................6-9
Mounting the Front Engine ...........................................................................................................6-9
Mounting the Engine ...............................................................................................................6-10
Engine Water Cooling System .......................................................................................... 6-11
Engine Oil Cooling System ................................................................................................ 6-12
Throttle System .................................................................................................................. 6-13
Hydraulic Throttle Actuator .......................................................................................................6-13
Electric Throttle Control System .................................................................................................6-13
Throttle Electrical Connections...............................................................................................6-13
Operation...................................................................................................................................6-14
Adjustment ................................................................................................................................6-15
Throttle Rod ...................................................................................................................................6-16
Throttle Cable ................................................................................................................................6-17
Push-pull Cable Throttle ..............................................................................................................6-17
Sensor Connections ........................................................................................................... 6-18
Running an Automated Test............................................................................................... 6-19
Pre-test Checks ..............................................................................................................................6-19
WinDyn Setup ...............................................................................................................................6-20
Specifications .................................................................................................................................6-22
Startup ............................................................................................................................................6-24
Running a Test ...............................................................................................................................6-25
Post Test .........................................................................................................................................6-26
Shutdown .......................................................................................................................................6-26
Analyzing the Test Results................................................................................................. 6-27
Chapter 7A: XConsole Operator Controls
Overview ..............................................................................................................................7A-3
LCD Touch-screen Panel Controls ...................................................................................7A-5
Screens and Buttons .....................................................................................................................7A-5
Keypad ...........................................................................................................................................7A-6
Test Speed Controllers ................................................................................................................7A-7
Touch-screen Controls ......................................................................................................7A-7
Right Screen ..................................................................................................................................7A-7
Left Screen .....................................................................................................................................7A-8
v
Other Panel Controls ........................................................................................................7A-10
Power ...........................................................................................................................................7A-10
Emergency Stop .........................................................................................................................7A-10
Rocker Switches .........................................................................................................................7A-10
Engine Control Function Keys .................................................................................................7A-11
Set Point Controllers ..................................................................................................................7A-11
System Functions .............................................................................................................7A-12
Calibration ..................................................................................................................................7A-12
Specifications ..............................................................................................................................7A-15
Limits Setup ................................................................................................................................7A-16
Setup ..................................................................................................................................7A-17
Screen Config ..............................................................................................................................7A-17
Meter Config ...............................................................................................................................7A-17
Encoder Config ...........................................................................................................................7A-18
Ctrl Panel Config ........................................................................................................................7A-18
System Config .............................................................................................................................7A-19
Revolution Accumulator ..................................................................................................7A-20
Setup ............................................................................................................................................7A-20
Reset .............................................................................................................................................7A-21
Control Setup ....................................................................................................................7A-21
Chapter 7B: Racers Pack Operator Interface
Handheld Controls .............................................................................................................7B-3
Keypad .................................................................................................................................7B-3
System Power-up Screen ..................................................................................................7B-5
Dynamometer Control Commands ...................................................................................7B-6
System Controls .................................................................................................................7B-6
Autozero ........................................................................................................................................ 7B-6
Test ................................................................................................................................................. 7B-7
Manual Control ...................................................................................................................7B-8
Data ................................................................................................................................................ 7B-9
Configure .................................................................................................................................... 7B-10
Filter......................................................................................................................................... 7B-11
Specifications.......................................................................................................................... 7B-12
Calibration .............................................................................................................................. 7B-13
PID Control System: .............................................................................................................. 7B-14
Exit ........................................................................................................................................... 7B-15
Handheld Expressions .....................................................................................................7B-16
Error Messages .................................................................................................................7B-18
Chapter 8: Theory of Testing
Test Types ............................................................................................................................. 8-3
Manual Testing ................................................................................................................................8-3
Controlled Testing ..........................................................................................................................8-3
Automated Testing .........................................................................................................................8-3
Test Profile Descriptions ..................................................................................................... 8-8
Acceleration Tests ...........................................................................................................................8-8
Step Tests ..........................................................................................................................................8-9
Steady-state Tests ..........................................................................................................................8-10
vi
Acceleration Effects ........................................................................................................... 8-12
Correcting Power Measurements ..................................................................................... 8-13
Correction Factors .........................................................................................................................8-13
SAE Standard J1349 ......................................................................................................................8-14
STP (SAE Standard J607) ..............................................................................................................8-15
ECE ..................................................................................................................................................8-15
DIN ..................................................................................................................................................8-15
Engine Testing Errors ........................................................................................................ 8-16
Test Procedure and Conditions ..................................................................................................8-16
Measurement Delays ....................................................................................................................8-16
System Inertia in Transient Tests ................................................................................................8-17
Test Cell Air Quality .....................................................................................................................8-18
Dynamic Carburetion Effects ......................................................................................................8-18
Limit Monitoring ................................................................................................................. 8-19
Environmental Monitoring ................................................................................................. 8-19
Chapter 9: Configuration File Description
Overview ................................................................................................................................ 9-3
Channel Types ...................................................................................................................... 9-3
Channel Functions ............................................................................................................... 9-4
Sensor Channels ..............................................................................................................................9-4
Specification Channels .................................................................................................................9-12
Calculated Channels .....................................................................................................................9-15
Interpolation Tables ......................................................................................................................9-23
System Channels ...........................................................................................................................9-29
Control Channels ................................................................................................................ 9-31
Data Display Screens ......................................................................................................... 9-32
Chapter 10: Service & Calibration
Inspection and Maintenance .............................................................................................. 10-3
Maintenance Schedule ..................................................................................................................10-3
Preventive Maintenance ...............................................................................................................10-4
Calibration............................................................................................................................ 10-5
Calibration Coefficients ................................................................................................................10-5
Torque Sensor (Load Cell) ...........................................................................................................10-6
Calibration Procedure .............................................................................................................10-6
Barometric Pressure Sensor .......................................................................................................10-10
Pressure Transducers .................................................................................................................10-11
Temperature Channels ...............................................................................................................10-14
Air Temperature and Humidity ...............................................................................................10-14
Ignition Spark Sensor .................................................................................................................10-15
Maintenance....................................................................................................................... 10-15
Water Filters .................................................................................................................................10-15
Automatic Water Fill Valve .......................................................................................................10-15
Cleaning Fuel Filters ...................................................................................................................10-16
Oil level .........................................................................................................................................10-16
Magnetic Speed Pickup ..............................................................................................................10-16
vii
Absorber Water Pump Seal .......................................................................................................10-16
Pump Seal Leak Test .............................................................................................................10-17
Pump Seal Replacement .......................................................................................................10-18
Throttle Diaphragm ....................................................................................................................10-22
LCDs and Computer Monitors .................................................................................................10-23
Airflow Turbines ................................................................................................................ 10-24
Fuel Flow Turbines............................................................................................................ 10-25
Troubleshooting ............................................................................................................... 10-32
Chapter 11: Control Modes
Introduction.......................................................................................................................... 11-3
Control Modes ..................................................................................................................... 11-4
Manual (Position) Control Mode ................................................................................................11-4
Servo Control Mode .....................................................................................................................11-5
Digital Encoders .................................................................................................................. 11-6
PID Control Setup................................................................................................................ 11-7
Control Mode Parameters................................................................................................... 11-8
Actuator Phase ..............................................................................................................................11-8
Controller Phase ..........................................................................................................................11-10
Open and Close Rate ..................................................................................................................11-12
P-Gain ...........................................................................................................................................11-12
I-Gain ............................................................................................................................................11-13
I-Threshold ...................................................................................................................................11-14
I-Time ............................................................................................................................................11-15
D-Gain ..........................................................................................................................................11-15
D-Time ..........................................................................................................................................11-16
Filter ..............................................................................................................................................11-16
Delay .............................................................................................................................................11-17
Adjusting Control Mode Parameters ............................................................................... 11-18
WinDyn Control File .......................................................................................................... 11-20
Appendix A: General Testing
Torque Capacity Rating .......................................................................................................A-3
Fuel Flow when Accelerating ..............................................................................................A-3
Airflow Measurement ...........................................................................................................A-5
Flowbench Correlation .........................................................................................................A-6
Oil Temperature Control ......................................................................................................A-7
Torque versus Speed ...........................................................................................................A-7
Fuel Injection Return Flow ...................................................................................................A-8
Thermocouples ...................................................................................................................A-10
Barometric Pressure ..........................................................................................................A-12
Noise Interference ..............................................................................................................A-12
Suggested Engine References ..........................................................................................A-13
viii
Appendix B: Superior Repeatability Concepts
Introduction ...........................................................................................................................B-3
The Dyno Cell ................................................................................................................................. B-3
The Dynamometer ......................................................................................................................... B-3
The Operator ................................................................................................................................... B-4
The Engine ...................................................................................................................................... B-4
Tuning Tips ..................................................................................................................................... B-5
Appendix C: Parts List
Critical Spares ......................................................................................................................C-3
Frequently Ordered Parts ....................................................................................................C-4
Cables ............................................................................................................................................... C-4
Console ............................................................................................................................................ C-5
Console to Dyno Stand Hoses ...................................................................................................... C-6
Sensor Box ....................................................................................................................................... C-7
Pressures .......................................................................................................................................... C-7
Temperatures .................................................................................................................................. C-8
Analog Voltage Panel .................................................................................................................... C-8
Engine Control Panel ..................................................................................................................... C-9
Relay Box ......................................................................................................................................... C-9
SF-902 and NSCR Absorber Stand ............................................................................................ C-10
SF-1 Engine/Absorber Stand ..................................................................................................... C-11
Docking Engine Cart ................................................................................................................... C-12
Servo Valve ................................................................................................................................... C-12
Throttle .......................................................................................................................................... C-13
Fuel System ................................................................................................................................... C-14
Air Turbines .................................................................................................................................. C-14
Engine Cooling Systems ............................................................................................................. C-17
NSCR Engine Water and Oil Cooling System ......................................................................... C-18
Oil Coolers .................................................................................................................................... C-18
Coolant and Oil Turbines ........................................................................................................... C-19
Lambda .......................................................................................................................................... C-19
Absorbers ............................................................................................................................C-20
Calibration .................................................................................................................................... C-20
Magnetic Speed Sensors (Mag Pickups) ................................................................................... C-20
Drive Accessories ......................................................................................................................... C-21
Input Shafts ................................................................................................................................... C-21
SF-833 Absorber ........................................................................................................................... C-22
SF-871 Absorber ........................................................................................................................... C-26
Miscellaneous .....................................................................................................................C-32
2621 Amp Connector Panel ........................................................................................................ C-33
Acronyms & Abbreviations
Glossary
Index
Safety Warnings
Dangers Due to Non-observance of Safety
Instructions
Room Requirements
General Safety Procedures
Noise Levels
Carbon Monoxide Warnings
CHAPTER 1
SAFETY
Safety Warnings
SuperFlow Technologies Group 1-3
1.1 Safety Warnings
WARNING: To ensure safe operation, only operate this equipment according to the
SuperFlow SF-902 XConsole Operator Manual instructions. It is also essential that this
equipment is installed, maintained, and operated according to local safety requirements.
Any person instructed to carry out installation, maintenance or repair of the equipment must read
and understand the SuperFlow SF-902 XConsole Operator Manual and in particular the technical
safety instructions. Any users of this equipment must operate only the controls of the equipment.
Only qualified personnel should remove exterior panels and service equipment.
1.2 Dangers Due to Non-observance of Safety
Instructions
Hearing damage due to high noise level
Electrical shock
Exposure to rotating parts
1.3 Room Requirements
Follow all local construction codes when building a test cell.
Install a Carbon Monoxide (CO) detector in the test cell.
Provide fire extinguishers that are rated for gasoline and oils.
Provide adequate lighting in the test cell and at the operators console.
Provide a switch outside the test cell to turn off the ventilation fans and water pumps.
Provide a means outside the test cell to shut off the fuel supply.
1.4 Electrostatic Discharge
Circuit boards and other electronic devices contain static-sensitive parts. Observe the following
precautions to prevent damage to these parts.
Discharge body static before handling electronic devices
Use wrist or ankle straps to contact a grounded surface and maintain contact while
handling electronic devices
Turn power to the device off before disconnecting or connecting cables or wires
Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around Printed Circuit
Boards (PCBs)
Do not touch the components or conductors on a PCB with your hands or with conductive
devices
CAUTION: To prevent damage to a system that uses a battery with an alternator or battery-
charging device, make sure the charging device is turned off before disconnecting the battery from
the system.
Safety
1-4 XConsole SF-902 Operator Manual
1.5 General Safety Procedures
Always follow basic safety precautions when using this product to reduce risk of injury or
damage to equipment.
Always follow basic safety precautions when using this product to reduce risk of injury or
damage to equipment.
Only authorized personnel trained in the operation of the dynamometer should have access
to the equipment.
Read and understand all instructions in the operators manual.
Use only the proper electrical sources as prescribed in the installation guide. Ensure circuit
breakers are easily accessible and have the proper rating.
Observe all warnings and instructions marked on the product.
Provide fire extinguishers that are rated for electrical and oils.
Provide adequate lighting in the test cell and at the operators console.
Always wear proper protective clothing and eye/ear protection.
Refer all service questions to qualified personnel.
Do not remove any safety guards while the machine is in operation and be sure the safety
guards are correctly mounted before operating the device.
Disconnect the external power switch before opening any panel on the device.
Replace the power cable if it is damaged.
Keep the air inlet grids free of dust or dirt.
Keep loose material away from the inlet and exhaust ducts.
Do not store flammable materials in the vicinity of the equipment.
Keep all personnel, flammable items, and sensitive objects away from any rotating object
that can throw debris radially outward
1.6 Noise Levels
1
SuperFlow Technologies Group always recommends ear protection when operating the engine
dynamometer. The noise level in a typical engine dynamometer test cell can reach levels in excess
of 130 decibels (dB). A jet engine generates noise levels of 140150 dB. A properly constructed test
cell may reduce the sound level by 30-40 dB at the operators console.
2
1. Information in this section was adapted from Noise and Hearing Loss, American Speech-Language-Hearing
Association, 19972007, http://www.asha.org/public/hearing/disorders/noise.htm, February 2007.
2. Dyno Test Cells, Soundmaster, 4/21/07, http://www.dynotestcells.com/, June 2007.
Carbon Monoxide Warnings
SuperFlow Technologies Group 1-5
Warning Signs of Hazardous Noise
You must raise your voice to be heard.
You cannot hear someone two feet away from you.
Speech around you sounds muffled or dull after leaving a noise area.
You have pain or ringing on your ears (Tinnitus) after exposure to noise.
Hazardous Noise
Both the amount of noise and the duration of exposure determine the amount of damage to
hearing. Noise levels are measured in decibels (dB). The higher the decibel level, the louder the
noise. Hair cells of the inner ear and the hearing nerve can be damaged by an intense brief impulse
(such as an explosion) or by continuous or repeated exposure to noise.
For sound levels of 85 decibels or above, use hearing protection. Please follow all safety standards
when operating this or any equipment.
1.7 Carbon Monoxide Warnings
1
When operating fuel-generated equipment in enclosed areas, take the following precautions to
protect you and your employees against carbon monoxide exposure.
What is carbon monoxide?
Carbon monoxide (CO) is a poisonous, colorless, odorless, and tasteless gas. Although it has no
detectable odor, CO is often mixed with other gases that do have an odor; therefore, you can
inhale carbon monoxide right along with gases you can smell and not even know that CO is
present.
CO is a common industrial hazard resulting from the incomplete burning of natural gas and any
other material containing carbon such as gasoline, kerosene, oil, propane, coal, or wood. One of
the most common sources of exposure in the workplace is the internal combustion engine.
How does CO harm you?
Carbon monoxide is harmful when breathed because it displaces oxygen in the blood and
deprives the heart, brain, and other vital organs of oxygen. Large amounts of CO can overtake you
in minutes without warningcausing you to lose consciousness and suffocate.
Besides tightness across the chest, initial symptoms of CO poisoning may include headache,
fatigue, dizziness, drowsiness, or nausea. Sudden chest pain may occur in people with angina.
During prolonged or high exposures, symptoms may worsen and include vomiting, confusion,
and collapse in addition to loss of consciousness and muscle weakness. Symptoms vary widely
from person to person. CO poisoning may occur sooner in those most susceptible: young children,
elderly people, people with lung or heart disease, people at high altitudes, or those who already
have elevated CO blood levels such as smokers. CO poisoning poses a special risk to fetuses.
Acute poisoning may result in permanent damage to the parts of your body.
1. Information in this section was adapted from the OSHA Fact Sheet, U.S. Department of Labor, Occupational Safety
and Health Administration, 2002, http://www.osha.gov/OshDoc/data_General_Facts/carbonmonoxide-factsheet.pdf,
February 2007.
Safety
1-6 XConsole SF-902 Operator Manual
How can employers help prevent CO poisoning?
To reduce the chances of CO poisoning in your workplace:
Install an effective ventilation system that will remove CO from work areas.
Maintain equipment and appliances that can produce CO to ensure they are in good
working order, promote their safe operation, and reduce CO formation.
Consider switching from gasoline-powered equipment to equipment powered by
electricity, batteries, or compressed air if it can be used safely.
Prohibit the use of gasoline-powered engines or tools in poorly ventilated areas.
Provide personal CO monitors with audible alarms if potential exposure to CO exists.
Test air regularly in areas where CO may be present, including confined spaces.
Install CO monitors with audible alarms.
Use a full-face piece, pressure-demand, Self-Contained Breathing Apparatus (SCBA)
certified by the National Institute for Occupational Safety and Health (NIOSH) or a
combination full-face piece, pressure demand supplied-air respirator with auxiliary self-
contained air supply in areas with high CO concentrations (those immediately dangerous to
life and health atmospheres).
Use respirators with appropriate canisters for short periods under certain circumstances
where CO levels are not exceedingly high.
Educate workers about the sources and conditions that may result in CO poisoning as well
as the symptoms and control of CO exposure.
In addition, if your employees are working in confined spaces where the presence of CO is
suspected, you must ensure that workers test for oxygen sufficiency before entering.
What can employees do to help prevent CO poisoning?
To reduce the chances of CO poisoning in the workplace, employees should:
Report any situation to your employer that might cause CO to accumulate.
Be alert to ventilation problemsespecially in enclosed areas where gases of burning fuels
may be released.
Report promptly complaints of dizziness, drowsiness, or nausea.
Avoid overexertion if you suspect CO poisoning, and leave the contaminated area.
Tell your doctor that you may have been exposed to CO if you get sick.
Avoid the use of gas-powered engines, such as those in powered washers as well as heaters
and forklifts, while working in enclosed spaces.
What are the OSHA standards for CO exposure?
The OSHA PEL is 50 parts per million (ppm). OSHA standards prohibit worker exposure to more
than 50 parts of the gas per million parts of air averaged during an 8-hour time period.
For more information on carbon monoxide, visit the OSHA Web site at http://www.osha.gov.
System Overview
Data Acquisition
Components
Specifications
Power Requirements
Sensor Panel Modules
Dynamometer
Engine/Absorber Stands
Water Brake Power Absorbers
Eddy Current
Accessories and Options
Fuel System
Airflow Sensors
Temperature and Humidity Probe
Engine Cooling Towers
Oil Coolers
Automated Temperature Controllers
SuperStart
Electric Throttle Control
Lambda Sensor
Relay Enclosure
CHAPTER 2
PRODUCT OVERVIEW
System Overview
SuperFlow Technologies Group 2-3
2.1 System Overview
The XConsole-based dynamometer system is an instrumentation package designed for complete
test control and data acquisition of an engine or chassis dynamometer. Typical applications
include:
Research and development (R&D)
Performance testing
Durability and quality control testing
Fuel consumption and emissions testing
Education
Certification testing
You can configure the XConsole for your specific testing needs and can expand it with additional
data acquisition capabilities and interfaces as needed. For highest productivity, you can share test
data over a facility computer network.
CAUTION: This equipment generates, uses, and can radiate radio frequency energy. If not
installed in accordance with the instruction manual, this equipment may cause interference to
radio communications. The equipment was designed to provide reasonable protection against
such interference when operated in a commercial environment. Operation of this equipment in a
residential area is likely to cause interference, in which case the user will be required to correct the
interference at the users own expense.
A dynamometer system consists primarily of two major components: the Power Absorption Unit
(PAU) on a stand with its associated equipment, and the Data Acquisition and Control (DAC)
system with its associated accessories.
The PAU (or absorber) can be a SuperFlow water brake or a water brake absorber from a
different manufacturer, or it can be an electric eddy current (EC) absorber. The absorber
stand also holds auxiliary equipment such as a fuel delivery and flow measurement system,
a water supply and drain tank, an engine cooling system, a battery or other power source,
and a throttle control actuator.
The DAC system is made of the Central Processing Unit (CPU), an operator control
interface, a device to control the load applied to the absorber, and a network of sensors to
collect data from the absorber and the engine. The WinDyn software on a stand-alone
Personal Computer (PC) allows users to display and analyze the data during and after a
test.
Product Overview
2-4 XConsole SF-902 Operator Manual
2.2 Data Acquisition
2.2.1 Components
An XConsole data acquisition system consists of at least three components. They are the sensor
system, operator console, and the computer system. The components can be attached to almost
any type of engine dynamometer test stand with water brake or EC absorbers.
Additional options and accessories that can be added to the system are described later in this
chapter.
2.2.1.1 The Sensor Box
The sensor box consists of a set of data acquisition and control electronics mounted inside a sheet
metal sensor box and is the central core of data acquisition. The box is normally mounted on the
absorber stand but can be installed on a boom, the wall, a rolling stand, or on other support
apparatus. All share the same main components. Differences in systems are mainly in the
expansion capabilities.
The sensor box contains the CPU circuit card, sensor panels,
and system interconnect panels.
The CPU measures and records all data and generates
control signals, then broadcasts this data over an Ethernet
network to display on the WinDyn computer software or use
with other SuperFlow test system components.
The sensor box has slots for expansion panels such as
thermocouple panels, pressure panels, analog inputs panels,
and so on. The number of panels in the unit depend upon
how many panels were purchased.
The sensor box has slots for expansion panels such as
thermocouple panels, pressure panels, analog inputs panels,
and so on. The number of panels in the unit depend upon
how many panels were purchased.
Figure 2-1. Sensor Box
The box may have up to eight Liquid Crystal Displays (LCDs) on the front door panel for showing
user-defined data channels (optional).
The system inputs signals from various sensors and converts those signals into a digital format.
Airflow, fuel flow, and engine speed (also roll speed for chassis dynamometers) are measured as
frequencies. A load cell measures torque as an analog voltage. Pressures and temperatures are
also measured as analog voltage. A barometric pressure transducer is mounted on the CPU to
measure atmospheric conditions during the test. Other sensors can be added as needed.
In addition to the measured data channels, the user enters data in the form of specifications
channels. Specifications configure the test system for a specific test device. The specifications,
along with the measured data, are used to calculate some of the information the test system
displays.
Data Acquisition
SuperFlow Technologies Group 2-5
2.2.1.2 The Operator Console
Controls for the operator are grouped in a panel which includes a display, load and throttle
control knobs, and control switches. A hydraulic or cable throttle actuator handle may also be
installed.
The operator console is available in several styles (Figure 2-2).
XConsole Pro: A model that fits on a table. The table shown below is a custom-designed
table with a throttle handle and room for the computer, printer, and monitor.
XConsole Classic: Built in the same cabinet style of a SuperFlow SF-901.
XConsole Compact: A mini-version of the Pro model with reduced features to conserve
space. A small table with a throttle handle is available to hold the console but has limited
room for anything else.
Figure 2-2. Operator Consoles
The operators console is the operator interface to the dynamometer system. The control panel
includes two 240x320-pixel color graphic LCDs with 15 software-defined keys, a numeric keypad
for data entry, and three data-entry knobs. The lower section of the control panel includes the
engine control switches and the throttle and absorber load controls. The control panel includes the
key-operated main power switch and an emergency stop switch.
XConsole Classic
XConsole Pro
Wireless Handheld
XConsole
Compact
Remote Handheld
Product Overview
2-6 XConsole SF-902 Operator Manual
Communication is made through RS422 serial cables that connect to the sensor system and relays
power control to the sensor box with the key switch. The Classic and Pro models provide
additional switching capability for other devices in the test cell and control of automated
temperature controllers on oil and water coolers. They also have two large panel meters that
display user-selectable data channel values. The Classic model has optional mechanical gauges for
additional data display.
Figure 2-3. Operator Console Controls
Some systems have a hydraulic throttle control handle installed in the operator desk. It actuates a
piston in a cylinder mounted underneath the desk. A flexible tube connects the cylinder to a
corresponding cylinder and piston on the engine stand. The engine stand piston actuates a throttle
control arm. The hydraulic throttle system uses water as a pressure medium. Electronic throttle
control is also available.
2.2.1.3 The Computer System
The computer system consists of a standard computer with up to three monitors installed, a color
printer, and WinDyn dynamometer software. Other than the network connection and minimum
performance specifications, no special requirements must be met.
A computer system is not required to operate the XConsole, but it
significantly enhances the systems capabilities and ease of use.
SuperFlows WinDyn dynamometer software was designed for
Microsoft

Windows

-based computers and requires a computer

with a Pentium

or equivalent processor. A printer is connected

to the computer. The XConsole cabinet has ample space to house
the computer, monitor, printer, keyboard, and mouse. The
printer may need a separate table.
Figure 2-4. Basic Computer System
The computer communicates with the sensor system through an Ethernet Local Area Network
(LAN) cable. Ethernet technology allows users to hook up remote computers throughout the test
facility to the test system. Each computer must have WinDyn installed to view data in real time.
All computers can analyze recorded data with a special viewer included in WinDyn; the viewer is
also available as a free download on the SuperFlow Web site.
Data Acquisition
SuperFlow Technologies Group 2-7
The computer installed at the operator desk is normally configured as the Master computer.
Commands to the test system can only be issued from this computer.
IMPORTANT: SuperFlow recommends dedicating the computer connected to the XConsole for
XConsole use only and not utilizing it for other purposes. Multiple programs and Internet access
could possibly slow down the computer and affect the dynamometer operation.
All printers supported by Windows can be used. A color printer is recommended for highest
impact and clarity of test graphs.
Refer to the Computer Requirements section in chapter 1 of the WinDyn Users Guide for the
minimum computer requirements, or visit the SuperFlow Web site (www.superflow.com) for the
current recommendations.
2.2.2 Specifications
The XConsole uses SuperFlows New Generation Electronics (NGE) for state-of-the-art data
acquisition and control performance.
Processors
Network Communication
10-Mhz Ethernet network controller
Both 10Base-Tx Ethernet interface connectors:
Normal: Multi-channel Data Exchange (MDX)
Crossover: Medium Dependent Interface-X (crossed)MDI-X
Network Basic Input/Output System (NetBIOS) Extended User Interface (NetBEUI)
protocol
16K dual-port RAM interface
Data Acquisition
Six programmable gain amplifiers
8-channel, 12-bit serial interfaced Analog-to-Digital Converter (ADC)
A Processor (2620 Board) B Processor (2620 Board)
MC68332 32-bit microcontroller MC 68332 microcontroller
On-board memory:
512 Kilobytes (KB) FLASH for application
programming
256 KB battery-backed Static Random-Access
Memory (SRAM)
2 Megabytes (MB) SRAM for data recording
(5700 lines of data)
On-board memory:
256 KB system Read-Only Memory
(ROM)
256 KB battery-backed SRAM
512 KB FLASH
Clock speed 25 MHz
16K dual-port Random-Access Memory (RAM) interface
Product Overview
2-8 XConsole SF-902 Operator Manual
Data Acquisition Rate
Base rate: 1.2 kHz
Five base channels at 1.2 kHz (TRQ1, TRQ2, CTRL_A1, CTRL_A2, CTRL_A3)
Eight analog voltage channels at 150 Hz or 1/8 the base rate (BARO, RPOS, AIRTEMP,
AUX1 [AN23], AUX2 [AN24], AUX3 [AN25], AUX4 [AN26], and AUX5 [AN27])
Eleven frequency channels at 200 Hz (WinDyn limited to six defined channels)
Two groups of 8 to128 expansion channels, each measured at 1/8 to 1/128 of the base rate
depending on how many expansion channels are installed.
Data Filtering
User-selected
Eight filter levels
Input/Output
Sensor inputs
Onboard barometric pressure transducer
Analog: up to 269 analog voltage channels (WinDyn limited to 76 channels)
Frequency: 11 magnetic/Transistor-Transistor Logic (mag/TTL) frequency channels
(WinDyn limit to 6 channels), 0kHz
Inductive or coil primary spark pickup signal circuit
Photo tach input circuit
Input for two-channel quadrature encoder or additional TTL frequency channel
Eight digital inputs (six available on board connectors, all eight available via external
connections)
TTL/CMOS compatible
Internally pulled up to 5 volts
Outputs
Four Digital-to-Analog Converter (DAC) controller outputs
Two closed-loop controlled outputs: digital Proportional, Integral, and Derivative (PID)
or analog. Available as stepper motor control, eddy current control (PWM), or 010Vdc.
Two Set-point-only controls (010 V or 420 mA)
Eight relay-capable digital outputs (50 V, 150 mA maximum)
Six serial outputs
Port A: XConsole communications (RS-232, 38.4 kBaud)
Port B: Relay Net (RS-422, 9600 Baud)
Port C: Wired handheld controller (RS-232, 9600 Baud)
Port D: Sensor box LCD display with drivers for up to four LCD boards with two six-
character LCDs each, daisy-chained (RS-232, 9600 Baud)
Port E: Bluetooth connection to wireless handheld (115 kBaud)
Port F: Spare RS-232/422/485, presently used to communicate with VIA J1708/J1939
OBD-II interface (115 KBaud)
Data Acquisition
SuperFlow Technologies Group 2-9
Safeties
Emergency Stop (EMS) command scanned at 150 Hz
One internal connection to XConsole panic button
One input configured for a Normally Closed (NC) external switch
Serial EMS connection to Relay Net (relay box enclosure)
Power Supply
Type: ATX (one each for the sensor box and the console)
115/230 VAC, 6/3 amps, 50/60 Hz
2.2.3 Power Requirements
The XConsole instrumentation system requires a dedicated, stable electrical power source for
proper operation. SuperFlow recommends using an Uninterruptible Power Supply (UPS) or a
high-quality surge suppressor for the sensor box, console, and computer. It is best to connect all
instrumentation devices to the same circuit to minimize ground loop noise. Adding devices such
as battery chargers and fan motors to the same circuit can cause noise problems.
The total power requirement for a basic instrumentation system is 120V/15A or 240V/8A.
2.2.4 Sensor Panel Modules
System Interconnect Panel
The system interconnect panel provides the primary connection between the sensor box and the
peripheral devices (operator console, WinDyn computer network, relay box, etc.). The panel also
provides connections for some sensor inputs.
Color-coded and keyed LEMO connectors
Remote handheld controller serial port
Air sensor frequency inputs
Air temperature and humidity sensor inputs
Auxiliary frequency input
Engine speed sensor input
RJ-45 Category 5 (Cat-5) serial connectors
Figure 2-5. System Interconnect Panel
Product Overview
2-10 XConsole SF-902 Operator Manual
Sensor Interconnect Panel
The sensor interconnect panel provides the primary connections between the sensor box and the
dynamometer sensors.
Refer to Figure , , on page C-33
Absorber speed and torque sensor connections
(engine dynos)
Dynamometer interface (chassis dynos)
Servo valve connection (engine dynos)
Electronic throttle connection
Auxiliary voltage sensor inputs
Fuel turbine frequency inputs
Auxiliary control outputs
Digital input and output connections
Figure 2-6. Sensor Interconnect Panel
Thermocouple Input Panel
The thermocouple panel is an optional accessory
that provides 16 channels for temperature
measurements on the test device.
16 channels per panel
Type K, J, or T (ungrounded)
Type K thermocouple range, 02,000F
(18 to 1100C), linearized
Universal panel jacks accept both standard
and miniature connectors
Figure 2-7. Thermocouple Input Panel
Data Acquisition
SuperFlow Technologies Group 2-11
Pressure Input Panel
The pressure panel is an optional accessory that provides up to 10 channels of pressure
measurements on the test device. The standard XConsole system ships with two channels
installed. These are:
Oil: 0150 psi [01034 kPa]
Manifold: 30 to +173 in/hg [103 to +586 kPa]
Other channels are available upon request.
10 channels per panel
Up to six Printed Circuit Board (PCB)-mounted
transducers (two can be differential sensors)
Standard sizes: 05, 0100, and 0150 psi
Differential sizes: 5, 30, 100 PSI
Up to four screw-in, industrial-grade
transducers
Standard sizes: 0150 and 0300 psi
1/8 x #4 or #3 male fittings for pressure lines
Transducer accuracy: 0.5% FS
Figure 2-8. Pressure Input Panel
Analog Voltage Input Panel
The analog voltage panel is an optional accessory that
provides up to eight channels of voltage
measurements on the test device.
Eight channels per panel
Adjustable gain and offset accepts any voltage
between 100 and +100 VDC
Color-coded and keyed 11-pin LEMO
connectors
Frequently used for eight channels of Lambda
sensor inputs or pressure transducers.
Figure 2-9. Analog Voltage Input Panel
Several levels of excitation and reference voltages are available on each of the front panel
connections for sensors or other devices.
+5F: +5VDC @ 100 mA, poly-fused at 0.1A
-5F: -5VDC @ 100 mA, poly-fused at 0.1A
+12F: +12VDC @ 500 mA, poly-fused at 0.5A
-12F: -12VDC @ 100 mA, poly-fused at 0.1A
5VREFB: +5VDC Ref @ 40mA, poly-fused at 0.1A
10VREFB: +10VDC Ref @ 40mA, poly-fused at 0.1A
EX+B: +4.096VDC Ref @ 40mA, poly-fused at 0.1A
Product Overview
2-12 XConsole SF-902 Operator Manual
Engine Control Panel
The engine control panel has five outputs electrically controlled by console switches or by
programmed test profiles. Four outputs provide 12V switched DC power for ignition, starter, fuel
pump, and auxiliary control. A magneto kill connection to ground is controlled by the ignition
switch.
Internal, automatic reset, 50A thermal breaker on
the input for overcurrent protection
Internal, automatic reset, 10-amp polyfuse on
ignition output; 14 amps on the starter and fuel
pump outputs and 5 amps on the auxiliary output
Emergency stop functions when used with
WinDyn limits or emergency stop switches
Provides one unswitched, 10-amp, fused 12V
connection for external devices
Connection for remote starter switch
Figure 2-10. Engine Control Panel
An engine control panel may not be necessary if a relay enclosure is included in the system
because it can perform the same functions as the panel. For more Refer to Relay Enclosure on
page 2-24
Dynamometer
SuperFlow Technologies Group 2-13
2.3 Dynamometer
The SuperFlow XConsole system interfaces with most water brake, eddy current, electric, and
inertia dynamometers. SuperFlow offers a wide variety of each of these. This section describes
some of the engine stands and absorbers available for the XConsole. A basic system includes all
the parts necessary to provide accurate and reliable tests.
The dynamometer stand provides all of the connections from the sensors to the data acquisition
system and the mount for the power absorber. The fuel system and water sump tank are part of
the stand, as are the throttle control and battery mounting rack.
2.3.1 Engine/Absorber Stands
SF-902
Figure 2-11. SF-902 Absorber Stand
The standard SuperFlow SF-902 system can be configured as a docking cart style with the
absorber in a floor-mounted stand or a mobile roll-around stand with the engine and absorber
together.
WARNING: A floor-mounted absorber stand must be bolted to the floor with floor anchor
bolts so it will stay in position during dyno operation.
Product Overview
2-14 XConsole SF-902 Operator Manual
NSCR
Figure 2-12. NSCR Engine/Absorber Stand
The NSCR system utilizes a floor-mounted absorber stand and a roll-around engine docking cart
to maximize test efficiency in high-volume environments. The XCarts are used to pre-stage and
dress the engines before they are installed in the test cell. The dynamometer stays in the test cell
connected to all its supply lines and support systems. Roll the engine into the cell, dock the cart to
the dyno, and attach the fuel supply, airflow turbine, oil and coolant lines, and sensors. The cart
does not have to be clamped in place for testing.
The rail system provides clean routing of cables, fuel lines, and cooling pipes. The C-channel
system keeps all the accessories and engine support lines close and available when needed. All the
fuel, oil and coolant supply lines are pre-plumbed and instrumented for flow and temperature.
The docking cart and rail systems keep the test cell safe, organized, and attractive while allowing
rapid engine changes. Additional mounts for ignition boxes and work tools can be added if
desired. Optional features include integrated oil filtration, cooling flow measurement, and
temperature control on oil and engine coolant.
Dynamometer
SuperFlow Technologies Group 2-15
Racers Pack
Figure 2-13. Racers Pack
The Racer's Pack engine dynamometer contains the standard NGE electronics package coupled
with the sturdy SF-901 style SF-1 engine stand.
2.3.2 Water Brake Power Absorbers
SuperFlows outlet-controlled Power Absorption Unit (PAU) or water brake absorber (Figure 2-
14) is unique because it has a built-in water pump driven by the engine and therefore runs at
engine speed. The capacity of the pump far exceeds the flow requirements of the absorber. The
absorber inlet pressure acquired from this design are much higher than other absorbers and
results in very fast fill rates. Through testing, SuperFlow determined the water pump can develop
50 psi at 5,000 rpm and should be even greater at higher speeds.
SuperFlows exclusive, low-inertia absorbers are made of a cavitation-resistant aluminum/bronze
alloy which has over 20 times the life expectancy of an all-aluminum absorber. It uses an outlet
control servo valve for the quickest response times. The built-in pump combined with the low
inertia and a compact rotor cavity (for rapid filling and draining) increases the response time.
Also, a variable inlet orifice (capacity valve) between the pump housing and the rotor housing lets
you adjust the absolute flow rate to the power level of the engine under test. The capacity valve
lets a 2,000+ hp absorber test engines as small as 10 hp.
Product Overview
2-16 XConsole SF-902 Operator Manual
SuperFlow has two water brake absorber models: the SF-833 and the SF-871. Both absorbers are
mechanically rated for torque capacities in excess of 2,000 lb/ft (2,700 N-m). The actual maximum
torque reading is dependent upon the strain gauge (load cell) installed on the absorber. The
maximum horsepower depends on the speed of the engine and the torque reading. The standard
SF-902 systems ship with a 1,000 lb/ft strain gauge. An optional 2,000 lb.-ft. strain gauge can be
fitted to the dynamometer.
Figure 2-14. SF-833 and SF-871 Engine Power Absorption Units
The standard SuperFlow engine power absorption unit measures shaft torque of up to 1,000 lb-ft
(1350 N-m) and can operate up to 10,000 rpm. The absorber can withstand brief operation at
12,000 rpm with reduced bearing and seal life. With this unit you can measure up to 950 hp (700
kW) at 5,000 rpm or 1,900 hp (1400 kW) at 10,000 rpm. With a 2,000 lb-ft load cell installed, the
maximum horsepower measurement capability increases to 1,900 hp (1,400 kW) at 5,000 rpm and
3,800 (2,800 kW) at 10,000 rpm.
The SF-833 is a basic performing absorber that works well for shops that perform ordinary
applications or that test many different types of engines. It is ideally suited for most V-8 customers
(except NASCAR and drag-race applications).
The SF-871 is better suited to more industrial type testing for customers who mostly test identical
engines and may perform extended testing cycles (industrial gensets or marine engines, for
example). It is built with a larger main shaft with correspondingly larger bearings and seals and
has more oil capacity.
The primary difference between the two absorbers is that the SF-871 was designed to be a heavy
duty unit. In general terms, both absorbers have identical capabilities, but the SF-871 absorber will
provide a longer service life for customers who test high-torque (greater than 500 lb-ft), low-speed
(less than 7,000 rpm) engines, whereas the SF-833 absorber is better suited for lower torque and
higher speeds. Intermittent testing outside these ranges is acceptable, but it reduces the service
life.
IMPORTANT: SuperFlow does not guarantee that the absorber will not sustain damage when
testing at high torque levels or at high speeds for extended durations.
SF-833 SF-871
Dynamometer
SuperFlow Technologies Group 2-17
It is possible to operate the standard absorber at high speed without high-speed bearings for very
short periods. However, abnormal wear of the bearings can result if not properly lubricated. The
standard SF-833 absorber contains 60 cc of oil, and the SF-871 absorbers need 120 cc of oil. Higher
speeds or increased testing time increases the required maintenance for changing the oil in the
sump. Changing the oil cleans the bearings. Extended use causes the oil to get dirty, so regularly
replacing the sump oil is good practice.
High-speed bearings are available for both the SF-833 and SF-871 to increase the capability when
testing at extended intervals at speeds greater than 12,000 rpm. The standard bearings can handle
speed up to 12,000 rpm as long as it is for short durations. High-speed testing (>10,000 rpm)
shortens the life span of the bearings. The rate of degradation is strongly linked with lubrication.
Fresh oil is better than older, contaminated oil.
Figure 2-15. SF Water Brake Absorber Torque Capacity
Specifications
Maximum absorber speed
Standard bearings (SF-833 and SF-871): 10,000 rpm
High-speed bearings (SF-833 and SF-871): 14,000 rpm
Tachometer (magnetic pickup on 60-tooth gear)
Range: 022,000 rpm
Torque (Temperature-compensated strain gauge)
Standard strain gauge: 01,000 lb-ft (01350 N-m) x 0.3 0.2% fs
High-torque strain gauge: 02,000 lb-ft (02,700 N-m) x 0.3 0.2% fs
Compensated temperature range: 0150F (15 to 65C)
Product Overview
2-18 XConsole SF-902 Operator Manual
2.3.3 Eddy Current
Eddy current (EC) models are available from 20 hp@16,000 rpm to 2500 hp@2000 rpm. The broad
selection of technologically advanced absorbers are ideal for exacting testing requirements. With
low-minimum load capabilities, you can test very small engines or larger engines running at
extremely light loads and high speeds.
Figure 2-16. EC-260 Eddy Current Absorber
2.4 Accessories and Options
A wide selection of additional sensors, adapters, and engine accessories are available.
Contact SuperFlow Sales or Customer Service for additional details.
2.4.1 Fuel System
The standard fuel system consists of a filter, pump,
accumulator, flow sensors, pressure gauges, and
regulators to provide up to two measured and
regulated engine fuel outlets. The system is rated up to
800 lbs/hr total delivery with both channels used. An
optional fuel injection canister allows for measuring
fuel consumption at higher pressures.
Range per channel @ 7psi: 0400 lb/hr (100 g/s) x
0.1 0.5% fs
Specific gravity range: 0.401.40
Figure 2-17. Fuel System
Accessories and Options
SuperFlow Technologies Group 2-19
2.4.2 Airflow Sensors
The SuperFlow airflow turbines are used to measure air
consumption of the engine on the dynamometer. This can
provide some very valuable information when evaluating
the engines characteristics such as Volumetric efficiency
(VE), airflow (cfm), air/fuel ratio (A/F), and Brake-Specific
Air Consumption (BSAC).
Attach these nonrestrictive sensors directly to the engine
air inlet, or mount them on the inlet of the engine air
supply duct. Two sensors can be used simultaneously.
Figure 2-18. 9 Air Turbine
Choose from the following airflow turbines:
4" (10 cm) diameter: 4150 cfm (270 l/s), 3100 hp (275 kW)
6.5" (16.5 cm) diameter: 10800 cfm (5380 l/s), 5600 hp (3.75450 kW)
9" (23 cm) diameter: 201,200 cfm (10566 l/s), 301,000 hp (22750 kW)
Accuracy: 0.5% fs
2.4.3 Temperature and Humidity Probe
The temperature and humidity probe measures the air inlet
temperature and humidity in real-time to constantly
update environmental conditions and calculate correction
factors. A long cable allows for optimal placement of the
probe, including inside an air inlet duct.
Figure 2-19. Temperature-Humidity Probe
Product Overview
2-20 XConsole SF-902 Operator Manual
2.4.4 Engine Cooling Towers
The cooling tower replaces the radiator for water-cooled engines (see Figure 2-20). The thermostat
on the cooling tower can be set to control the engine water temperature to a specific setting. You
can mount the CT600 and CT300P cooling towers on a rolling cart to easily move them out of the
way when changing engine XCarts, or mount them on the engine cart with special brackets. The
CT700P and CT1001 are mounted on a rolling stand.
The standard CT-600 engine controls the engine coolant temperature to between 115 and 180F
(46 and 82C) and is non-pressurized. It is easy to operate and maintain because it uses the same
water for both the engine and the absorber.
Use the pressurized CT300P, CT700, or CT1001 cooling towers for higher temperatures (160/
230F, 71/110C) or with antifreeze mixtures. Pressurized cooling towers have separate chambers
for engine cooling water and heat exchanger cooling water so you can use Glycol solutions in the
engine without having to add Glycol to the dyno water supply. A pressurized cooling tower
makes it easier to detect head leaks and provides better temperature stability.
Figure 2-20. Engine Cooling Towers
Control valves with other temperature ranges are available. A temperature gauge on the cooling
towers monitors the cooling tower conditions. The CT300, CT700, and CT1001 also have a
pressure gauge. The temperature and pressure measurements for all four cooling towers can be
integrated into the data acquisition system.
CT700P CT300P CT600 CT1001
Accessories and Options
SuperFlow Technologies Group 2-21
Figure 2-21. NSCR Engine Cooling System
2.4.5 Oil Coolers
A constant engine temperature can be vital in dynamometer testing, especially during endurance
tests. Figure 2-22 shows a multi-pass heat exchanger with the water inlet controlled by a
mechanical thermostat valve. It can be mounted on the absorber stand, the engine cart, or in an
alternative convenient location.
Figure 2-22. Oil Cooler
Product Overview
2-22 XConsole SF-902 Operator Manual
2.4.6 Automated Temperature Controllers
Changes in coolant and oil temperatures can add or subtract horsepower from a dyno pull on
identical engines under otherwise identical conditions. SuperFlows automated oil and coolant
temperature control systems hold these temperatures to +/3F (+/1.7C) to help keep tests very
repeatable.
You can add automated temperature controllers to regulate the temperature of engine oil and
coolant. These controllers work in conjunction with heat exchangers. When you set the desired
temperature on a console-mounted control panel, air-driven actuator valves direct the necessary
amount of cooling water to the heat exchangers.
Figure 2-23. Automated Temperature Controllers
2.4.7 SuperStart
SuperFlows SuperStart option positions the starter on the dynamometer, saving setup time by
eliminating the need for a starter on the motor. The SuperStart lets you start engines without
starter bosses such as sprint car engines.
The SuperStarter can be configured for several applications:
Dual starters, clockwise or counterclockwise rotation
Single starter, clockwise or counterclockwise rotation
Dual starters, bidirectional
Figure 2-24. SuperFlow SuperStarter
Accessories and Options
SuperFlow Technologies Group 2-23
2.4.8 Electric Throttle Control
Electric throttle actuators provide engine throttle automatic control by the Data Acquisition
Control System (DACS). They can also allow automated testing while providing manual operator
control.
Figure 2-25. Throttle Actuator
2.4.9 Lambda Sensor
Wideband O2 sensors provide a fast response air/
fuel ratio measurement using an oxygen sensor in
the engine exhaust. SuperFlow offers a selection of
Lambda meters that can fulfill the needs of most
applications.
Gas analyzers are also available.
Figure 2-26. O2 Sensor
2.4.10 Volumetric Blow-by
The JTEC VF563 series flow meter provides
exceptional accuracy. The sensor measures the
volumetric gas flow by means of vortex sensing. A
small strut inside the flow tube creates Karman
vortices which are measured by an ultrasonic beam
directly across the tube. Because the vortex frequency
is only a function of the gas velocity, the detected rate
is a direct measure of gas velocity and therefore
volume flow. Each device is individually calibrated
with National Institute of Standards and Technology
(NIST) traceable nozzles.
Figure 2-27. Blow-by Sensor
Product Overview
2-24 XConsole SF-902 Operator Manual
2.4.11 Relay Enclosure
The relay enclosure (sometimes referred to as a relay
box) is an optional accessory to the XConsole system.
The relays provided in the box are commonly used to
control lights, pumps, water systems, emergency stop,
and fire safety systems.
Up to 12 relays are directly connected to the console
rocker switches. The system also provides for up to 32
programmable, user-defined relays controlled by push-
button switches on the console, WinDyn display
switches, and automated test profiles.
Most track-mount relays are acceptable as well as a wide
variety of direct-mount or socketed styles. The relays
can be coupled to the emergency stop system for
protection against damage.
The relay box also has 64 digital inputs that can be
connected to devices such as door switches, pressure
switches, or other trip switches, These inputs can be
monitored on WinDyn, used in an automatic test profile,
or programmed to control relays.
Figure 2-28. Relay Box
The relay box can hold devices such as automated oil and water temperature controllers assigned
to control outputs in the system.The relay enclosure is a standard electrical enclosure.
IMPORTANT: Perform the installation and all wiring in accordance with your areas local electrical
code.
For more information about the relay box, installation, and drawings, refer to INST-1843, Relay
Box Enclosure.
Weights and Dimensions
Handling
Packaging
Operators Console
Sensor Box
Cooling Tower
Engine Cart
Dyno Stand
Cables and Sensors
Computer System
Miscellaneous
CHAPTER 3
PACKAGING AND HANDLING
Weights and Dimensions
SuperFlow Technologies Group 3-3
3.1 Weights and Dimensions
3.2 Handling
The XConsole system is shipped in wooden crates or cardboard containers mounted on wooden
pallets.
CAUTION: These crates/boxes are heavy and must be moved with appropriate handling
equipment such as a forklift or pallet jack.
IMPORTANT: If any shipping damage occurs, report it on the shipping receipt and notify
SuperFlow Customer Service immediately.
Table 3-1. XConsole Weights and Dimensions
Item
Weight
*
* Exact weight depends upon the accessories and options purchased. Weight shown is for a standard
system configuration and is not the packaged shipping weight.
Net Dimensions (approx.)
SF-902 absorber stand
1200A-2970x
300 lbs.
136 kg
58H x 36W x 24D inches
147H x 91W x 61D cm
SF-902 absorber stand with sensor box
mounting frame
320 lbs.
145 kg
87H x 38W x 24D inches
221 x 91W x 61D cm
SF-902 engine cart
1200A-2900
150 lbs.
68 kg
18H x 32W x 32D inches
46H x 81W x 81D cm
Combined absorber/engine cart stand w/
attached cooling tower
750 lbs.
340 kg
58H x 36D x 96W inches
147H x 91D x 244W cm
Cooling tower, CT600 rollaround
1200A-0828-1
25 lbs
11 kg
56H x 16D x 20W inches
142H x 44D x 51W cm
Console, Classic model
1200A-2930-1
70 lbs.
32 kg
43H x 39W x 25D inches
109H x 99W x 64D cm
Console, Pro model
1200A-2929
50 lbs.
23 kg
15H x 38W x 13D inches
38 x 96.5W x 33D cm
Console, Compact
1200A-2928
19 lbs.
9 kg.
9H x 20W x 15D inches
23H x 51W x 38D cm
Table, Pro Model
1200A-2993
125 lbs.
57 kg
45H x 80W x 28D inches
114H x 203 x 71D cm
SF-1 Table
1200A-1482
76 lbs.
34 kg.
27H x 48W x 24D inches
68.5H x 122W x 61 cm
Sensor box 50 lbs.
23 kg
22H x 12W x 12D inches
56H x 30.5W x 30.5D cm
Relay box 67 lbs.
30 kg
30H x 20W x 6D inches
76H x 51W x 15D cm
Packaging and Handling
3-4 XConsole SF-902 Operator Manual
3.3 Packaging
Figure 3-1. XConsole Accessories
Use the following lists as a general checklist when the system arrives. This list describes a
SuperFlow SF-902 Sport engine dynamometer. Individual systems may vary; this list is for a
standard system and does not include options. Check the order acknowledgement for the exact
listing for the particular system.
3.3.1 Operators Console
Console table (optional)
Operators control panel mounted in the console table or in a tabletop model
Two power switch keys
Hydraulic throttle control actuator with hoses and quick disconnect couplings
Pressure hoses for console gauges
Power cable
Cover
Packaging
SuperFlow Technologies Group 3-5
3.3.2 Sensor Box
Sensor box with:
Pressure panel
Thermocouple panel
Engine control panel
Power cable
Two keys for the door
3.3.3 Cooling Tower
NOTE: The cooling tower is not included with the SF-902 Sport package.
Tower (stand-mounted or roll-around)
Hoses for connecting to the water system
3.3.4 Engine Cart
Cart on castors
Drip tray
Center engine support with jack post
Two motor-mount plate tubes with mounting brackets
Four motor-mount tubes (2 short, 2 long)
Four motor-mount brackets
3.3.5 Dyno Stand
Absorber (SF-833 or SF-871)
Throttle arm assembly and actuator
Servo control valve
Absorber foot valve assembly
Fuel system with pumps, turbines, and regulators
Water tank with cover and inlet valve
Pressure boost hose
Tool tray with mat
Battery box with switch and cables
Calibration arm with rod and pallet
Heat shields (2 each for the sides, 1 for the back)
Adapters and hardware to combine the cart and stand
Packaging and Handling
3-6 XConsole SF-902 Operator Manual
3.3.6 Cables and Sensors
Temperature and humidity probe (1200A-0245-15)
Air 1 cable (1200A-2044)
Air 2 cable (1200A-2045)
Fuel 1 cable (1200A-2046)
Fuel 2 cable (1200A-2047)
Load cell cable (1200A-2048)
Dynamometer speed cable (1200A-2049)
Servo valve cable (1200A-2050)
Aux 1 and 2 input cable (1200A-2052-01)
Engine control cable set (1200A-2916)
Battery connect cable
Ignition cable
Starter solenoid cable
Fuel pump cable
Auxiliary cable
Magneto kill cable
Thermocouple extension cables, 4 each (1200A-1591-10)
Thermocouples, 1/8x4, open tip; 4 each (1510P-1800)
Thermocouple fittings, 1/8T x 1/8MPT; 4 each (3500P-2012)
Cat-5 LAN Ethernet cable, 3 each (E4330P-04504)
Battery cables (red and black)
3.3.7 Computer System
When purchased with the XConsole system, the computer system includes:
Central processing unit (CPU) with keyboard and mouse
17 monitor
Printer
Printer cable (USB)
Packaging
SuperFlow Technologies Group 3-7
3.3.8 Miscellaneous
50-pound calibration weights (3 each)
Hoses for oil and manifold pressure (2 each)
Floor-mount anchor bolts (4 each)
T-fitting assemblies for oil and manifold pressure (2 each)
Servo valve extension hose
Vacuum tubing for manifold pressure (6 ft)
Bushing adapter, Ford
Bushing adapter, Chrysler
Two throttle diaphragms (spares)
Throttle cable adapter kit
Throttle rod with hardware (48)
Battery terminal covers
Camlok water fittings (1.5" and 4)
Fuel hydrometer and graduated cylinder
SF-902 XConsole Operator Manual
WinDyn Users Guide
WinDyn software (CD)
System configuration disk (CD)
Promotional package (stickers and decals)
Packaging and Handling
3-8 XConsole SF-902 Operator Manual
3.4 Racers Pack Packaging
The Racers Pack packaging is the same as the XConsole packaging, with the following exceptions:
3.4.1 Sensor Box
Sensor box with:
Pressure panel
Thermocouple panel
Engine control panel
SF-1853 remote handheld
Power cable
Two keys for the door
3.4.2 Engine Cart/Dyno Stand
Cart on castors
Drip tray
Center engine support with jack post
Absorber (SF-833 or SF-871)
Throttle arm assembly and actuator
Servo control valve
Absorber foot valve assembly
Fuel system with pumps, turbines, and regulators
Water tank with inlet valve
Pressure boost hose
Tool tray with mat
Battery box with cables
Calibration arm with rod and pallet
Heat shields (2 each for the sides)
Notice
Safety
Overview
Test Cell Construction
Water System
Room Ventilation
Engine Combustion Air
Engine Exhaust System
Engine Fuel System
Sound Control
Room Controls
Computers and Electronics
Fire Suppression
Water Additives
Equipment Sources
CHAPTER 4
ROOM REQUIREMENTS
Notice
SuperFlow Technologies Group 4-3
4.1 Notice
It is imperative that you understand dynamometer testing can be hazardous. A properly
designed and built test cell is a prerequisite to providing a safe environment for testing
engines.
While SuperFlow provides specific test equipment designed to test your engines, we have
no control over how you build your test cell. These room recommendations are general and
may not specifically be suitable for your particular location or application.
A locally certified engineer or contractor must approve your designs and certify that they
conform to local building codes. Your local governing body regulations and insurance
company policies will rule over any questions or uncertainties.
SuperFlow, its employees, or agents do not assume any responsibility or liability for
suggestions, applications, or mechanical failure outside of the normal warranty or for
issues where negligence, ignorance, or mis-applied technologies are present. Ultimately,
you are responsible for ensuring your test cell is safe and conforms to all local codes and
regulations.
Read this document in its entirety before beginning construction. Contact SuperFlow Sales or
Customer Service if you have any questions or need assistance.
4.2 Safety
1. Follow all local construction codes.
2. Do not locate water pumps or exhaust fan motors in close proximity where fuel is present.
3. Install a carbon monoxide (CO) detector in the test cell and the console area.
4. Provide fire extinguishers rated for gasoline and oils.
5. Provide adequate lighting in the test cell and at the operators console.
6. Provide a switch outside the test cell to turn off the ventilation fans and water pumps.
7. Provide a means outside the test cell to shut off the fuel supply.
8. Always use hearing and eye protection when necessary.
9. Regularly inspect the cell for fuel, oil, or liquid spills because flammable vapors can ignite.
10. Keep all personnel, flammable items, and sensitive objects away from any rotating radial
plane.
Room Requirements
4-4 XConsole SF-902 Operator Manual
4.3 Overview
When deciding to build a engine dynamometer test cell, you must consider many things: a
dynamometer should be installed in a facility with proper lighting and electrical outlets and
include a water supply, fuel supply, ventilation, exhaust extraction, and fire control system.
Prefabricated rooms are available as an option to building a room. They can be constructed of
sound-deadening materials which may be beneficial for sensitive installation locations. They
usually also have intake and exhaust ducts built into the design.
The test cell should be large enough to make it easy to install and remove the engine and to work
on the engine while it is in place on the dynamometer, yet small enough to take up minimal space
in your building.
The dynamometer and engine require a constant supply of cool water from an open or closed
recirculating water system. Either type of system will suffice as long as the minimum flow
requirements are met. Even though a closed water system initially costs substantially more than
only using a local water supply source and draining it into the sewer system (or into the open field
next door), the savings in the water bill over several years could pay for the difference.
Fuel must be readily available to supply the engine and last until all testing is completed. Because
of the hazards involved with storing flammable liquids, you must carefully consider how to
handle the storage and use of flammable fuels.
Proper airflow through the test cell is critical for engine cooling and room ventilation. Having a
larger test cell than needed may make it difficult to control the airflow through the cell, plus the
cost increases for expanded wall and floor areas as well as larger air-handling equipment.
The plans on the following pages are SuperFlows suggestions for this room. These suggestions
are only several of many possible solutions for constructing a dynamometer test cell. Even though
these plans are designed for a water brake dynamometer, they may also apply to eddy current
(EC) systems.
Test Cell Construction
SuperFlow Technologies Group 4-5
4.4 Test Cell Construction
IMPORTANT: These plans are suggestions only. SuperFlow does not certify that the plans are
suitable for your location or application. Before beginning construction, have your construction and
engineered plans checked for compliance with local building codes and zoning requirements.
See Figure 4-1, Engine Test Cell, on page 4-6 for an overview of a typical test cell.
Dimensions
A recommended minimum length for the test cell is 12 feet [3.6 m], and a maximum length is 15
feet [4.9 m]. The width should be a minimum of 10 feet [3 m] and a maximum of 12 feet [3.6 m]. The
suggested ceiling height is 10 feet [3 m].
Operators Console
Locate the operator console outside the test cell; never locate it to the side of the engine. If the
engine or dynamometer fails, parts could fly out radially from the engine and injure the operator.
SuperFlow recommends that the operator sit in-line with the crankshaft for maximum safety.
Several cables and hoses must be routed from the console area to the dynamometer system inside
the test cell. These include communication and control cables, hoses for the hydraulic throttle or a
Morse throttle cable, and hoses for the mechanical gauges on an SF-902 console. Route these hoses
and cables in the test cell along a wall, the ceiling, or in a trench in the floor. Always keep the
hoses for the hydraulic throttle as low as possible to prevent air bubbles from forming in the line.
Operators Viewing Window
DANGER: The potential exists for projectiles to be thrown from the engine during testing;
such projectiles typically fly toward the side walls of the test cell. If a projectile impacts a
glass window, it could shatter the glass and injure someone. Never install a viewing
window that faces the sides of the engine.
The viewing window should extend from the top of the operators console to a point high enough
that a standing operator can see all of the engine and dynamometer. At a minimum, the window
should be 36 inches wide by 30 inches high (101 x 76 cm) and be positioned so the console sits
directly in front of the window. The sound isolation provided by the window is much less than
the dynamometer test cell walls. If the window is overly large, it may rattle or transmit excessive
noise into the operator area.
It is best to use two or three panes of glass in the window. The inner pane should be at least 1/4
inch [6 mm] thick with polished wire reinforcement in the center of the pane. The wire
reinforcement prevents the glass from shattering in the event of fire and keeps air from entering
the room. The second pane should be 1/2 to 1/4 inch thick [6 to 13 mm]. If a third pane is added, it
is best to center the pane at an angle so it is not parallel to the other two panes. The angle helps
reduce transmitted sound vibrations. The area directly behind the operator should be a dark or
unlit area so the operator cannot see strong reflections in the windows when viewing the engine.
TIP: Prefabricated sound-deadening windows can be purchased from a reputable sound
enclosure or window manufacturer.

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Test Cell Construction
SuperFlow Technologies Group 4-7
Walls and Doors
Using staggered wood studs with gypsum board wall surfaces is the lowest cost construction. For
best sound attenuation, use two layers of 1/2 inch [13 mm] gypsum on the inside wall and one
layer on the external wall. Special noise-canceling gypsum board is available in some locations.
The wall studs should be narrower than the base plate so they contact only the inner or outer wall
at each point. Two-by-four-inch (2" x 4") wall studs on 24-inch centers on a two-by-six- inch (2" x
6") base plate work well. Preventing contact between the inner and outer wall studs reduces low-
frequency sound transmission. Fill the empty space between the inner walls with fiberglass, rock-
wool, or sprayed foam insulation.
A second alternative is to use a concrete block wall. When constructing the wall, fill the empty
spaces in the concrete block with concrete, sand, or vermiculite. A third alternative is to use a
poured concrete wall 6 to 8 inches [15 to 20 cm] thick.
Paint the room in light colors to reflect additional light around the engine.
Steel door frames and steel sheet metal doors are recommended for fire protection and longer life.
If a wood door is used, make sure it is a solid-core exterior door at least 1-3/4 inch [5 cm] thick and
complies with your local building codes. It is also possible to use a double door or an intermediate
air space between two exit doors. Prefabricated sound doors can be purchased from a reputable
sound enclosure manufacturer.
Floors
The sub-base of the test cell floor should be concrete. However, it can be covered with stain-
resistant tile or epoxy paint. Provide a drainage system for water that may escape the
dynamometer system or spillage that may occur when disconnecting the engine from the cooling
tower.
A drainage trench along the length of the floor that runs underneath the dynamometer stand can
also be used to route water and fuel lines. For systems with hydraulic or Morse cable throttles, the
hoses or cable can be routed in this trench as well. Cover the trench with grated material strong
enough to handle the weight of an engine on a cart.
Lighting and Electrical
IMPORTANT: All electrical installations must adhere to your local codes and regulations.
SuperFlow cannot advise as to the proper installation of electrical devices and wiring for your area.
The recommendations in this section are suggestions only. Consult a local, certified electrical
contractor for assistance with lighting and electrical installation.
Use two or more overhead fluorescent lights of at least 80 watts to reduce shadows. SuperFlow
recommends fluorescent lights with protective covers designed for outside use. In cold climates
where the room air is drawn from outside the building, use fluorescent light ballasts that will
operate at the lowest temperatures expected in the room.
All electrical devices inside the test cell must be properly grounded. Water is present in the test
cell, so use Ground Fault Circuit Interrupt (GFCI) outlets. Use sealed conduit for all wiring if it is
not embedded into the walls. Do not install switches inside the test cell, but instead locate them
next to the operators console. This includes light switches.
The power outlet for the SuperFlow electronics inside the test cell should be on the same circuit as
the console. It is actually best to route a special power cable from the SuperFlow Data Acquisition
and Control System (sensor box) to a surge suppressor or Uninterruptible Power Source (UPS)
located in the operators area. Plug the operators console and the computer into the surge
suppressor or UPS as well.
Room Requirements
4-8 XConsole SF-902 Operator Manual
4.5 Water System
The dynamometer test system requires water for the absorber and for the engine cooling tower if
the engine is water cooled. The water flow requirement is 10 gallons per minute (gpm) for each
100 horsepower (hp) produced by the engine at a minimum pressure of 35 psi while free flowing
[5 lpm per 10 kW at 2.4 bar]. For air-cooled engines, these flow rates may be reduced by one-half.
Water supply systems are not included in the purchase of a standard SuperFlow dynamometer
system. All facility equipment must be purchased separately. Recommendations and suggested
equipment are discussed on page 4-29.
IMPORTANT: Consult a local, certified plumbing contractor for assistance with the dynamometer
water system.
The water supply system may be an open system with water supplied from the city water supply
or a closed system which recirculates the water through a tank. Either design requires an easily
accessed water shutoff for supply and return water in the test cell.
Whether using a city water supply or a recirculating system, you can test the water supply
capacity by placing a control valve (ball valve) and a pressure gauge at the end of the supply line.
The pressure gauge should be on the supply side of the control valve. To determine the maximum
flow rate, fill a container of known capacity with water, then time how long it takes to fill it. Open
the control valve until the pressure gauge reading drops to 35 psi [2.4 bar] to measure the flow at
the minimum required supply pressure. The test results may be inconclusive if the flow capacity is
measured above 35 psi pressure (free flow).
4.5.1 Open Systems
For the dynamometer and engine water, water is provided from the local water supply and
drained into the building waste system. This type of system is suitable as long as the minimum
flow requirements are met. However, typical city water systems for homes only deliver an
adequate water supply for engines up to 100 hp [75 kW]. Commercial areas are usually somewhat
higher. If the test cell is located in a commercial establishment, a water line at least 1-1/2 inches
[4 cm] in diameter is required for the average 600-hp [450-kW] engine.
NOTE: Environmental regulations may apply when discharging water from a dynamometer into a
commercial water waste system.
Some local codes restrict the use of city water in test systems of this type without back flow
prevention. They may also forbid depositing warm waste water into an open sewage system.
Always consult the local authorities before installing an open water system for a dynamometer.
Water System
SuperFlow Technologies Group 4-9
4.5.2 Closed Systems
DANGER: Due to the presence of water and fuel in the test cell, both electrocution and
explosion hazards may exist. To reduce the possibility of an accident, install all water pump
motors outside the test cell. If this is unavoidable, use only explosion-proof pumps and
seal all electrical connections in conduit.
NOTE: Explosion-proof pumps are designed and manufactured to prevent introducing an ignition
source within an enclosed environment. Sealed electrical connections will help prevent an electrical
hazard in the event of a water spill in the test cell.
A closed system recirculates the water from the tank, through the dynamometer, and back to the
tank (see Figure 4-2 on the following page), possibly through a cooling tower.
Suggested models and part numbers for some of the equipment suggested are shown in
Equipment Sources on page 4-28.
The storage tank (1) should have a minimum capacity of 300 gallons for each gallon of gasoline
burned per day [300 liters of water for each liter of gasoline]. Typical capacities are 1500 to 5000
gallons [5500 to 15000 liters]. SuperFlow recommends a metal or plastic tank located above ground
level. Tanks located below ground level cool much more slowly. A tank located directly below the
dyno allows the water to gravity drain into the tank, eliminating the need for a return pump.
TIP: Agricultural or farm equipment suppliers typically carry a selection of tanks that are suitable
for use on dynamometer water systems.
You must provide a way to add water to the tank (2). The valve controlling this function can be a
manual valve or an automatic level-controlled system. Install the line leading into the tank above
the water line to ensure the water does not siphon back into the main facility supply lines. Some
local building codes require installing a back flow preventer or check valve on this line. Also
provide a method for draining the tank if the need arises (3). A manhole access cover may be
useful if the tank ever needs cleaning.
In some situations, an auxiliary cooling system (24) should be installed to cool the water after it
passes through the dynamometer and engine (see Cooling on page 4-12).
In areas that are cold in the winter, be sure to provide adequate protection from freezing for the
tank, pumps, and supply lines (see Freezing on page 4-13).
For above-ground tanks with a tap near the bottom (5), locate the supply pump (9) well below the
water level in the tank so it will prime automatically. These tanks do not require a foot valve on
the supply line. For below-grade tanks, or when the pickup inlet is installed through the top of the
tank, a foot valve (4) or check valve is required to maintain prime on the pump. In all cases, install
a service valve (6) between the tank and the first device in line.
If desired, install a high-flow water pressure regulator (11) to maintain the system pressure. A
float valve on the dynamometer sump tank is designed to operate with water supply pressure up
to 110 psi [7.5 bar]. However, SuperFlow recommends that the pressure to the dynamometer be no
more than 65 psi [4.5 bar] to make the system more reliable. 35 psi [2.4 bar] is the minimum
pressure for the system to operate properly. Install a pressure gauge (14) to monitor the water
pressure. The gauge can be remote located next to the operators console for convenience.

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Water System
SuperFlow Technologies Group 4-11
Install filters on both the supply line (7) to the dyno/engine and on the return line (19) to the
supply tank. This helps prevent contaminants in the water tank from reaching the dyno or engine
and keep contaminants from the engine getting into the water supply. The supply filter should be
before the pump and regulator to protect them from debris. Differential pressure gauges (8, 20) on
the filters or gauges on each side of the filter monitor the condition of the filters.
See Filters and Drains on page 4-15 for more information on filters.
Install valves in the supply line (13) and return line (18) inside the test cell. These valves allow the
operator to shut off the water lines when the dynamometer is not in use, preventing water from
passing through the system and overflowing the dynamometer sump tank. In some situations the
head pressure in the supply tank can cause water to flow through the system or siphon from the
top of tank. On systems where the absorber is on a roll-around cart, these valves are necessary so
the water lines can be disconnected without losing a large amount of water.
TIP: Installing an electric valve (12) in the supply line that is controlled by the same switch as the
pump ensures the water flow to the dynamometer is always shut off when the pump is off.
The standard SuperFlow dynamometer is supplied with a 1-1/2 inch diameter Camlok fitting on the
inlet (15) to a sump tank underneath the absorber. A matching Camlok fitting with a 1-1/2 inch hose
barb is included with the dynamometer for connecting to the water supply line. SuperFlow
recommends using at least 1 foot (30 mm) of flexible hose between a rigid water supply line and the
dynamometer inlet to minimize complications caused by vibration from the dynamometer.
The 4-inch Camlok fitting on the dynamometer sump tank outlet (16) for return water is non-
pressurized. A matching Camlok fitting with a 4-inch hose barb is included with the
dynamometer for connecting to the water return line or drain. Additional fittings or adapters
necessary for connecting to your water or drain system are not provided by SuperFlow.
Locate the self-priming return pump (21) as close to the dynamometer stand as practical but still
outside the test cell. The pump should be at floor level or below so the dynamometer sump tank
will prime it automatically. If that is not possible, you must install a float switch (16) in the
dynamometer sump tank to turn the pump off and on during operation so the pump will not
cavitate and lose its prime.
NOTE: The sump tank has 1/2 Female National Pipe Thread (FNPT) holes in the rear for installing
high- and low-level float switches (or a single dual-function switch). Switches are not provided by
SuperFlow but are usually found at most plumbing supply stores or in the Grainger

catalog.
Sometimes a 1/4-inch or 3/8-inch bypass line (10) is needed to flow a small amount of water from
the outlet of the supply pump back to the tank so the pump does not deadhead and cavitate when
water is not flowing through the dynamometer. You can install a ball valve to control the amount
of water bypassing the dynamometer back to the supply tank.
An alternative is to connect the bypass line (10) between the supply pump outlet and the return
pump inlet. This provides the bypass function and keeps water flowing through the return pump
whenever the both pumps are on to help maintain prime on the return pump. Do not install a
valve on this line, and do not do this if the return pump is float switch controlled. Place a check
valve in the water line from the dynamometer tank between the tank and where the bypass line
intersects the return line. The check valve prevents water from back flowing into the
dynamometer sump tank.
In some cases an automatic atmospheric vent may be used on the return pump to vent air out of
the line. Also install a back flow preventer or check valve (22) on the return line to avoid test cell
flooding and help the pump maintain prime.
Be sure all water lines feeding into the supply tank do not extend below the water level in the tank
(23). This prevents water from siphoning back through the lines.
Room Requirements
4-12 XConsole SF-902 Operator Manual
4.5.3 Cooling
NOTE: Do not confuse the engine cooling tower and a dynamometer water supply cooling system. The
engine cooling tower essentially replaces the radiator in a vehicle and regulates the engine coolant
temperature. A dynamometer water cooling system helps maintain the water temperature of the entire
system to an acceptable level. Open systems do not require a dynamometer cooling system unless the
temperature of the inlet water is greater than 100F [38C].
For the dynamometer system to operate properly, the dynamometer water outlet temperature
must stay below 160F [70C]. If the outlet temperature exceeds this value, the dynamometer
control may become erratic, and damage to the absorber my occur. To prevent this, keep the inlet
water temperature below 100F [38C]. For tests above 4000 rpm, keep the inlet water temperature
below 80F [27C]. The dynamometer temperature rises with engine speed.
TIP: As a rule for open water systems, the typical mean temperature for commercially provided
water will stay within a few degrees of the average yearly ambient temperature for the area.
Average temperature data is available at www.noaa.gov.
In a typical dynamometer test, the temperature of the water exiting the dynamometer sump tank
will increase by 30 to 50 degrees Fahrenheit (15 to 30 degrees Celsius) including water from the
engine cooling tower. This water then increases the temperature of the water in the supply tank by
a proportional amount (based on the total quantity in the tank).
A typical water supply tank will cool down within 24 hours to its initial temperature when
following the capacity guidelines for the size of the tank. However, additional cooling may be
required if planning continuous testing, a large-capacity tank cannot be supplied, the tank is
below ground, or if the dyno is located in a very hot area where the water will not cool properly.
The least expensive cooling system is generally an evaporative cooling tower mounted on the roof
of the building. The size depends on the local temperature and humidity. The higher the
temperature and humidity, the larger and more expensive the evaporative cooling tower.
Sometimes a large radiator from a diesel tractor or generator works well. If more cooling is
needed, add a fan to the radiator.
TIP: Local commercial heating and air conditioning companies can usually supply industrial-
grade evaporative or chiller cooling systems.
If using a roof-mounted evaporative cooling tower, a larger outlet line than the inlet line is
required from the cooling tower to the storage tank so the tower does not overflow. You can use a
separate thermostat-controlled pumping system for the tower, or plumb the dynamometer return
pump to the cooling tower inlet so an additional circulating pump is not required. If the cooling
tower is located directly above the storage tank so the water will gravity drain to the supply tank,
an additional return pump is not required. Be sure the drain line from the tower is at least double
the size of the inlet linetriple is better.
Separate circulating pumps and fans on the cooling tower should be thermostat controlled so their
operation is automatic. Pumps should turn on when the water temperature in the supply tank
reaches 100
o
F (37
o
C). Fans should turn on when the temperature reaches 105
o
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o
C).
Water System
SuperFlow Technologies Group 4-13
4.5.4 Freezing
In cold climates where all or part of the dynamometer water system is subjected to outside
weather, take precautions to prevent freezing. Depending on the climate, most large tanks can
typically outlast the temperature change. The larger the mass of water, the longer it takes to freeze.
To prevent a water tank from freezing:
Always wrap outside pipes with heat tape.
Perform frequent dyno testing, which keeps the water circulating and warm.
Locate the tank in a room that can be heated when necessary. The room should be large
enough so heat from the tank will dissipate easily in warmer weather. The room only must
be heated to slightly above freezing temperature.
Use antifreeze solutions if desired.
Some antifreeze formulas will foam inside the absorber and cause problems. See Water
Additives on page 4-26.
Keep the water in the tank moving and the temperature above or near freezing temperature.
The following are two simple ways to do this and can use thermostatic control for
unattended maintenance.
Use a small air pump or compressor to blow warm air into the bottom of the tank during
cold spells. The warm air will bubble through the tank and induce motion in the water.
Add a small pump to circulate water from the bottom of the tank through a heater and
back to the top of the tank.
Room Requirements
4-14 XConsole SF-902 Operator Manual
4.5.5 Water Quality
The quality of the water used in a dynamometer affects absorber and water pump operation.
Contamination, salt water, or water with a high mineral count can reduce their life and increase
maintenance costs. The load control valve and water seals in the absorber can quickly deteriorate
with bad water. For optimum results, SuperFlow recommends water with the chemical
composition and purity levels listed in Table 4-1.
Table 4-1. Suggested Average Properties for Dyno Inlet Water
Property Units Open System Closed System
Acidity / Alkalinity pH 79 79
Salinity
mg/L
*
* Milligrams per liter
<2500 <2500
Hardness (CaCO
3
)

Calcium Carbonate
ms/L <214 <250
Nitrates mg/L <50
Chlorides mg/L <150 <150
Sulfates mg/L <150
Manganese (Mn) mg/L <0.15 <0.015
Iron (Fe) mg/l <1 <1
Organic substances mg/L <5 <2
Coarse solids mg/L none none
Solids in suspension mg/L <5 <2
Free oxygen mg/L <0.05 <0.05
Free carbon dioxide mg/L <20 <3
Oils none none
Algae growth none none
Silicates none none
Water System
SuperFlow Technologies Group 4-15
4.5.6 Filters and Drains
Filters
For both open water and recirculating systems, install a filter to clean the water before it enters the
dynamometer sump tank and engine cooling tower. Install a differential pressure gauge across the
filter to determine when the filter needs cleaning. The water should be filtered to remove 0.004-
inch diameter particles [100 microns]. In recirculating systems, a filter installed on the return water
line back to the supply tank helps keep particles from the engine and dynamometer sump tank
from getting into the supply water system.
Drains
Provide a drainage system in the test cell to remove any water that may escape the dynamometer
water system. This frequently happens when disconnecting the engine cooling system from the
cooling tower or when the dynamometer sump tank overflows.
On an open water system, install a floor drain at the rear of the dynamometer. Place a right-angle
elbow on the water outlet from the dynamometer to exit directly into the drain. Ensure that the
water will gravity drain without restriction. If a floor drain cannot be installed, it is essential that
the line connecting the dynamometer and the drain be at least 3 inches [8 cm] in diameter so flow
losses are very low. Use 4 inches [10cm] for continuous operation above 750 hp [560kW] if using
only a gravity drain, or use a sump pump with high-flow float switches in the sump outlet tank. If
the drain is not sufficient enough, the water will back up in the dynamometer sump tank and back
flow into the dynamometer inlet water side, causing rapid overheating. In extreme circumstances
the water will overflow the sump tank and flood the test cell.
NOTE: Some local laws and ordinances restrict draining contaminated water (including water that
passes through an internal combustion engine) directly into the sewer system. Usually they require
using a filter system or oil separator before discharging the water into the local sewer system. NEVER
discharge engine water into an open field or street.
Room Requirements
4-16 XConsole SF-902 Operator Manual
4.6 Room Ventilation
DANGER: Poisonous carbon monoxide gas is produced as a result of engine operation and
may collect inside the building if proper ventilation is not employed. Always exhaust the air
from dynamometer test cells outside and away from other buildings. Always place CO
detectors in various locations throughout the building.
Test cell ventilation is one of the most overlooked aspects of engine test cell room design. Proper
airflow through the test cell is by far one of the most influential factors when assessing engine
power. If the temperature of the air going into an engine rises and falls during a test, or if any
exhaust gas recirculates within the room, the test results will vary in an unpredictable manner.
Proper room ventilation makes a considerable difference when assessing engine power.
Fundamentally, air is a critical property of the combustion process. Without clean air it is difficult
to create power. Figure 4-3 is a graph from a 493.9-hp alcohol circle track motor. Combustion air
was taken from inside the test cell, and the exhaust was ducted to outside the building. The first
test (MIKE3835) was done with the room fans turned off. Notice the 25.6 hp and 14.63 lb.-ft. gain
that occurred in the second test (MIKE3836) after providing adequate airflow through the room.
Figure 4-3. The Effects of Air Ventilation
Proper airflow in a dynamometer test cell is also important for safety. An engine builder almost
lost his life because of the excess alcohol and exhaust fumes he encountered when entering the test
cell after only one run. Understandably, test cells can be expensive, but the alternative is
inaccurate testing and the risk of injury or death.
Room Ventilation
SuperFlow Technologies Group 4-17
Room Design
The size of the room is critical when choosing the equipment used in the ventilation system.
Larger rooms require higher capacity fans. Plus, in larger cells it is typically harder to maintain
proper airflow while avoiding turbulence and eddy currents. A cost analysis must be considered
when airflow requirements escalate.
The engine itself plays a part in the room ventilation design. When an engine runs, it radiates heat
from all of its external surfaces and from its exhaust pipes. The larger the engine, the greater the
heat load on the room.
Both the airflow direction and quantity are critical for repeatable test results. Figure 4-4 illustrates
some of the principals utilized when designing the test cell ventilation system.
Air should enter at the front of the cell and flow across the engine to the rear of the cell. The engine
exhaust pipes should be directly in the airflow so that any leaking exhaust gases are carried out
with the main stream of air and do not recirculate to the engine intake. The airflow should be
directed so any smoke or oil vapor does not obstruct the operators view of the engine nor coat the
window.
Figure 4-4. Engine Test Cell Ventilation and Exhaust Systems
Removable wood or
galvanized metal covers.
Line with 1in (3cm) thick
duct liner.
6ft x 6ft (1.9M x 1.9m)
square cover
Room Requirements
4-18 XConsole SF-902 Operator Manual
The room fans should be positioned so that the air is extracted from the room, even if the operator
door is open. If the fan is on the inlet side, it will blow the smoke out into the operator area when
the door is open and through any natural leaks. Fans should also be placed at the end of the
exhaust duct so contaminated air wont be pushed through leaks or auxiliary ducts into other
parts of the building.
If noise is not a problem and the rear of the test cell is on an outside wall, a simpler approach is to
mount the fan in the back wall of the dynamometer test cell and leave the engine exhaust headers
open in the cell. The fan will ventilate the room and extract the exhaust. However, SuperFlow
recommends always installing mufflers and always directing the engine exhaust out of the test cell
through ducts.
Equipment
Realistically, most heating and ventilation system designers or HVAC contractors do not
understand how much air is needed through a dynamometer test cell and will probably
underestimate the amount of airflow required. SuperFlow recommends an air exchange rate in the
test cell of 8 to 10 times per minute. For example, if the room has a total volume area of 1,000 cubic
feet (length x width x height), the ventilation system should move 8,000 to 10,000 cfm of air.
TIP: The airflow through the room should exert enough suction force that an outward opening
door to the test cell would be difficult to open when the exhaust fans are on.
Properly connect and ground all electrical items used in the ventilation systems (motors, switches,
speed controllers). Explosion-proof devices provide the best safety. Mount the control switch for
the fan on or near the operators console. Where applicable, you must use Ground Fault Circuit
Interrupter (GFCI) breakers/outlets.
See Room Controls on page 4-24 for information on using switches on the console to control
the ventilation system.
SuperFlow recommends using tube axial or industrial box type fans. Most squirrel-cage type
blowers of comparable size do not provide an adequate amount of airflow.
TIP: Variable speed controls can be installed if desired to provide adjustable airflow that allows
for slow speeds while an operator is working in the test cell and fast speeds while running an
engine test.
Suggested fans are shown in Ventilation Tube Axial Fans on page 4-31.
Ideally, the test cell should have a pressure drop of 0.5 to 1.0 inches of H
2
O [120 to 250 mm of water]
pressure. A manometer can be installed between the test cell and the operators area to measure
the pressure drop when the fans are on.
The manometer can also be used to determine the condition of any filters that may be installed in
the room air ducts. When the pressure drop doubles from the initial point when the filters were
new, it is time to replace the filters or check for an air blockage.
A fan may also be needed on the inlet to overcome the flow losses caused by filters and ducts. On
such systems the fans should be balanced to retain approximately a negative 1-inch pressure
difference in the room with the door closed to provide good airflow. A completely balanced room
may experience little or no effective airflow exchanges through the room.
Room Ventilation
SuperFlow Technologies Group 4-19
Shutters
You can install adjustable shutters on the inlets to adjust flow direction as required. SuperFlow
also suggests installing close-off shutters on the intake and exhaust so the room may be sealed off
to prevent freezing in cold climates and to keep the animals out.
TIP: Electrically operated shutters with automatic controls can aid in fire suppression systems
and enhance security for your building.
Any grating installed should have a minimum spacing of 1 inch (2.5 cm) between the bars. If mesh
screening is used, the size of the opening should be increased by at least 50% accommodate the
added air flow restriction. Install rain hoods when applicable.
Air Conditioning and Filters
For sophisticated systems, it is possible to heat or cool the incoming air to maintain a constant
temperature and humidity in the test cell. For high-powered engines, the flow rates and the
energy required are very high; therefore, the equipment cost can be much greater than the cost of
the rest of the test cell. For most cells, this is not a cost-effective solution.
Filtering the room air to engine-air-cleaner quality eliminates the need for an air cleaner on the
test engines. Use air filters known as 92% efficiency filters which are made of engine air cleaner
type material and are much more efficient than typical furnace filters. Furnace filters are only
effective on air that is recirculated repeatedly through the filter. In a test cell, the air passes
through the filter only once.
TIP: If the engine combustion air is routed from outside the test cell by a separate duct, then
filters are not required for the room air if it comes from a reasonably clean source.
See Engine Combustion Air on page 4-20.
Airflow Test
After completing the room, check the airflow by attaching a piece of cloth or tissue to a long stick
and exploring the airflow direction through the room. The engine intake and engine surfaces
should be in the area of high flow. Check for swirls to make sure the air behind the engine is not
recirculating into the engine intake after it passes over the exhaust pipes.
Room Requirements
4-20 XConsole SF-902 Operator Manual
4.7 Engine Combustion Air
The main purpose of the room air ventilation is to extract any toxic gases and keep the room cool.
Normally, the engine uses the same air for combustion. To improve test result repeatability, use a
special duct to direct air from outside the test cell but inside the building into the engine intake.
Drawing air for the engine from inside the building reduces temperature variations throughout
the year. Air for the test cell can then be brought in from, and exhausted to outside the building
without filters or conditioning, substantially reducing heating and cooling expenses.
IMPORTANT: The quality of the combustion air in the engine is much more critical than the airflow
around the engine. The cleanest air in a room is approximately 5 feet (1.5 meters) off the floor.
Route the air ducts so the combustion air is not drawn from near the building ceiling and away
from any contamination sources such as solvent tanks or heaters.
The engine airflow rate will be approximately 1.6 cfm per
hp [60 l/m per kW]. The open area of the ducts should be a
minimum of 5 to 10 times the area of the engine air inlet.
A ceiling-mounted air turbine kit assembly is available
from SuperFlow (part number 1200A-0954) to help isolate
intake or combustion airflow (see Figure 4-5).
A filter box can be located at the intake of the engine air
duct to protect the engine. You can permanently install
the engine airflow sensor (air turbine) and air
temperature/humidity sensor in the duct. Special air-
handling equipment can also be installed to regulate the
combustion air temperature and humidity.
Figure 4-5. Ceiling Mount Air Turbine Kit
Use air filters known as 92% efficiency filters which are made of engine air cleaner type material
and are much more efficient than typical furnace filters. A differential pressure gauge across the
filter can monitor the condition of the filter. Always include replacing the filters as part of regular
maintenance.
Two airflow turbines may be required for high-flow applications. Essentially two ways to
accomplish this are:
Place each turbine directly on the engine intake.
Build an air box on or above the test cell ceiling with a duct routed to the engine intake.
Place the turbines on the air box. The WinDyn software will add the two flow numbers
together for a combined airflow.
Sometimes a inlet fan is required to overcome the flow losses caused by filters and ducts.
However, this fan should not apply too much air so pressure variances will not effect the test
results. In most cases, a pressure difference of 1.5 inches [3 cm] of water or less between the engine
intake and the outside air will have no significant effect on engine power. If the air intake pressure
is greater than this, it can effectively supercharge the engine.
NOTE: The XConsole Data Acquisition System measures the barometric pressure at the sensor box.
This is used for correction factor calculations. For greater accuracy in the power corrections, an external
pressure transducer can be installed to measure the actual pressure at the carburetor inlet for systems
with ducted engine air supplies.
Engine Exhaust System
SuperFlow Technologies Group 4-21
4.8 Engine Exhaust System
IMPORTANT: Consult the local authorities before designing an exhaust system to ensure
compliance with environmental restrictions concerning emissions.
An engine exhaust system is required in a dynamometer test cell to prevent exhaust gas
recirculation and control the cells sound level.
Table 4-2 shows the recommended minimum pipe diameters for the power level of the engine
connected to each exhaust pipe. If the diameter of the test cell exhaust system pipes is at least
twice the diameter of the engine exhaust pipes, the effect of flow restriction on the engine
performance is generally negligible. For larger high-powered engines, it is generally best to use
two exhaust pipes and two mufflers.
An exhaust back pressure of approximately 1 inch of mercury (in/Hg) or 3 kPa will cause a power
loss of approximately 1%. The pipe diameters proposed here usually causes a much lower
pressure loss, but the back pressure of the installed exhaust system should be measured at full
power to ensure minimal loss.
Use industrial-style mufflers instead of normal vehicle-type mufflers to reduce power loss
without increasing the back pressure on the system. If the engine is tested with the standard
vehicle exhaust installed, the standard system should be placed between the engine and the larger
industrial mufflers because the losses caused by the larger mufflers will be insignificant compared
to the losses caused by the typical engine system.
TIP: Mufflers used on heavy-duty diesel engines such as for industrial generators work very well
for a typical dynamometer system.
By placing the engine exhaust system inside the room air exit ventilation duct, all heat and
exhaust gas losses are carried away with the room ventilation air. Use a heat-insulating bulkhead
connector where the exhaust pipe exits the air duct. These are standard items designed for furnace
exhaust stack roof penetrations.
NOTE: A properly designed room ventilation system will ensure that all exhaust gases are extracted
from the test cell.
Table 4-2. Exhaust Pipe Diameters
kW/Exhaust Pipe Diameter hp/Exhaust Pipe Diameter
7.5 7 cm 10 3"
75 10 cm 200 4"
150 13 cm 300 5"
250 16 cm 450 6"
350 20 cm 800 8"
500 23 cm 1000 9"
Room Requirements
4-22 XConsole SF-902 Operator Manual
4.9 Engine Fuel System
IMPORTANT: Local zoning codes may prohibit storing large quantities of fuel above ground or
inside a building. Check with local authorities to determine any restrictions. Check the system
integrity for any leaks before turning on any electrical devices or operating an engine. Avoid
creating any spark sources from contacting raw fuel, vapors, or lines.
Some facilities conduct most testing with five-gallon cans where only one can is in the building
and connected at a time. The total fuel required for most test sessions is less than that found in the
tanks of most automobiles in repair garages.
For fire protection, locate the fuel supply outside of the test cell in a separate enclosure. Depending
upon your local building codes, differing amounts of fuel may be kept inside the test cell or in a
separate fuel room. If you plan on keeping fuel in the test cell, SuperFlow recommends acquiring
an automotive racing-styled fuel cell with supply, return, and vent fittings. Slightly elevating or
wall mounting the tank may simplify filling, and the fuel pump for the engine will not work as
hard. Keep the fuel tank close to the ground for safety. Make certain the tank is vented outside the
building.
IMPORTANT: Always consider the possibility of a fuel spill. Keep a supply of approved material
available that will soak up the fuel. Never operate electrical devices when fuel or fuel vapors are
subject to ignite. Always dispose of contaminated fuel in proper containers.
Provide a means to shut off the fuel at the fuel container. If the supply tank is outside the test cell,
provide a shutoff valve inside the test cell as well for safety purposes. Fuel shutoff valves installed
close to the engine can minimize spillage when connecting and disconnecting fuel lines. A low-
voltage electric valve could be installed on the tank and controlled by a switch on or near the
operators console. This type of valve could be incorporated into an emergency stop system.
See Room Controls on page 4-24 for information on using switches on the console to control
electric valves on the fuel system.
If the system uses the SuperFlow pump with a bypass fuel return, the fuel return must be routed
from the dynamometer stand back to the fuel supply container. If no fuel return path is provided,
the pump will overheat and become damaged. The fuel supply line should have a minimum
diameter of 5/8 inches [16 mm] or a 10 AN hose and fitting combination. The return line should
have a minimum inside diameter of 1/2 inch [13 mm] or 8 AN hose and fitting combination.
If more than one type of fuel will be used in the test cell, SuperFlow recommends completely
separate fuel systems. It is very time consuming and oftentimes confusing to mix the fuel delivery
through the same lines.
TIP: As today's market changes, fuel-injected engines are increasingly being tested on engine
dynamometers. SuperFlow can supply fuel injection canisters for use on these engines to
measure flow. Please note that even though SuperFlows fuel system is designed to meet a
broad market of applications, your particular application may fall outside its capabilities.
IMPORTANT: The SuperFlow fuel system has a filter that requires periodic cleaning/changing
and an accumulator that has a drain valve. Consider providing provisions to accommodate the
draining of fuel from these devices.
Sound Control
SuperFlow Technologies Group 4-23
4.10 Sound Control
For most test cell installations, sound control is extremely important if tests are run frequently. A
properly designed test cell can reduce the sound level by 40 to 50 decibels (dB) between the inside
of the cell and the operator position. The guidelines below are general and can be applicable to
any facility installation. Wear hearing and eye protection in risk environments.
TIP: Prefabricated sound-deadening enclosures can be purchased from a reputable sound
enclosure manufacturer. Check for local code requirements before installing prefabricated
rooms.
First, the exhaust system must be tightly sealed to the muffler system so no sound leaks occur. For
temporary installations, this is sometimes difficult to do. With the engine running in the room,
listen for any obvious exhaust leaks and watch for escaping exhaust gas. If exhaust gas is detected
in the room, the exhaust is leaking and the engine power may be affected.
The pumps recommended for closed-circuit water systems are also very noisy. They should be
enclosed in a separate room to reduce noise transmission.
If the walls of the room are constructed as described in Test Cell Construction on page 4-5, the
room should provide good sound reduction. Most of the sound will exit the room through the
door, the window, and any leaks through the walls. Caulk all around the window panes during
installation and make sure all joints are filled in the gypsum board surrounding the room. Be sure
all electrical boxes are caulked all the way around their penetration through the wall, and even
caulk all of the small screw holes in the electrical box. Caulk around any wires where they enter
the conduit. Sound travels very well down long tubes.
Use special sound-control insulation on the door and a lowering threshold at the bottom of the
door. These devices push down against the floor when the door is closed and are available from
building suppliers (one manufacturer is Sonitrol). Plug any cable pass-through holes between the
engine console and the dynamometer with blocks of compressible foam. Caulk all around the
external switch plates and holes in the test cell wall.
Most rooms are finished with semi-gloss painted walls so they are easy to clean and reflective for
better lighting. It is possible to further reduce the sound level in the room by placing absorptive
pads on the walls. These are typically one to two inches [2 to 5 cm] thick and covered with
perforated metal. They are available from various sound-control companies. It is not necessary to
cover all the walls to substantially deaden the room. Sound-absorptive pads on 25% of the total
surface area will make a significant difference.
Line the inlet and outlet ventilation ducts with a minimum of one-inch thick [2.5 cm] duct liner to
prevent sound transmission through the ducts. Also line the inside of roof covers. The sound will
bounce back and forth across duct liner through several direction changes before exiting at the
roof of the building. Make sure the liner is well-adhered to the wall of the duct so it does not blow
loose by the high-velocity air. Never use duct liner in an area exposed to exhaust gases. The duct
liner will collect oil or unburned fuel and become a fire hazard.
Room Requirements
4-24 XConsole SF-902 Operator Manual
4.11 Room Controls
Room controls include fan, pump, and lighting controls. Easy-to-operate controls should be
located convenient to the operator's console. An emergency stop feature for these devices is
recommended in case of fire or spills with large, easy-access push-button switches. Locate
emergency stops in the test cell and near the operators console for quick response.
The switches on the operators console can be interfaced with the test cell using two methods:
The toggle switches can be connected to low-voltage relays that control motor starters or
light controllers and is an easy addition to XConsole or SF-902 systems. A kit is available
from SuperFlow (part number 1200A-2831).
A more sophisticated system can include the SuperFlow relay box (part number 1200A-
1843-09) which can be controlled with programmed push buttons on the console and
WinDyn software. This system is ideal for system automation and preprogrammed
occurrence functions.
The SuperFlow Data Acquisition system has a built-in Emergency Stop feature that the room
controls can be integrated into if using the console toggle switches or a relay box.
Contact SuperFlow Customer Service for more information on this ability.
4.12 Computers and Electronics
The SuperFlow dynamometer electronics typically consist of a sensor box, operators console or
controller, and a computer system. Some systems may have additional components such as an
electric throttle controller or a relay control box. The sensor box, throttle controller box, and the
relay box all are located in the test cell while the operators console and computer are outside.
SF-902, XConsole, and NSCR systems have three 35 foot long, shielded Category 5 (Cat-5) Local
Area Network (LAN) cables that connect the sensor box to the console and computer. Racers Pack
systems have only one Cat-5 cable from the computer and a cable connected to the SF-1853 remote
handheld dyno controller that both go to the sensor box. All of these cables must be routed
through the test cell wall in a manner that will protect them. SuperFlow suggests using 1-1/2 or 2-
inch conduit or wireway for this purchase.
NOTE: The standard cable for the Racers Pack SF-1853 remote handheld dyno controller is 22 feet
long. Make sure the cable distance between the sensor box and the operators console is short enough
to accommodate this. If not, you can request a longer cable when ordering the system, or return the
controller to have SuperFlow install a longer cable on it.
If a relay control box is included with the dynamometer system, a cable is required to connect
from the back of the console to the bottom of the relay box. This cable should also be routed
through a conduit or wireway. However, the connector on the cable is 2-1/4 inches in diameter, so
a 3-inch minimum conduit is required. This conduit or wireway can also carry the console and
computer cable if feasible. One cable is routed between the sensor box and the relay box.
An electric throttle system does not have any cables that need to be routed to the operators area
unless the SF-1805 throttle controller is located there. In addition to a power cable, one cable is
routed between the SF-1805 and the sensor box and another between the SF-1805 and the throttle
actuator.
Computers and Electronics
SuperFlow Technologies Group 4-25
Computer Systems
The operation of SuperFlow dynamometers is enhanced by a computer with WinDyn software
installed. Space for a table or console should be provided next to the operators console for the
computer and printer. Place the monitor where you can see it, the console controls, and the engine
through the viewing window at the same time with minimal body movement.
TIP: Movable monitor stands can be purchased that attach to the wall next to the console or to
the side of the console cabinet.
Place the computer keyboard and mouse for operator convenience. The SF-902 console and tables
from SuperFlow for the XConsole or Racers Pack systems have space available on them for the
keyboard and mouse.
Power Requirements
The SuperFlow electronic components and the computer require 110 V or 220 VAC power. They
can all run off a single 15A/8A circuit. SuperFlow recommends routing the power circuit for the
sensor box into the operators console area where it plugs into a surge suppressor along with the
console and computer. SuperFlow further recommends replacing the surge suppressor with an
Uninterruptible Power Source (UPS) that has a minimum rating of 750 VA. This may protect the
electronics from damage in the event of a power surge and keep the engine running if the power
goes out.
TIP: Your electrician can wire the electrical circuits in your test cell with outlets for the sensor box,
console, and computer wired to a special protected circuit.
You can also plug the relay control box into the surge suppressor or UPS if desired. Do not plug an
SF-1805 throttle controller into a surge suppressor or UPS.
Room Requirements
4-26 XConsole SF-902 Operator Manual
4.13 Fire Suppression
Engines, fuel, oil, fans, electrical devices, motors, pumps, and all other items inside and outside
the test cell can catch fire at any time. When designing your test cell, pay special attention to local
fire codes and insurance requirements. This can include sprinkler heads installed inside the test
cell (use high-temperature pop-offs due to normal engine heat). Fire extinguishers should
conform to local fire codes and be conveniently accessed. If using an automatic fire suppression
system, make sure it has safeguards against human contact. Other safeguards such as fire
dampers can also be used if allowed in your area.
NOTE: SuperFlow does not make any specific recommendations related to fire protection or
insurance.
4.14 Water Additives
A water brake dynamometer works best with clean, cold water at the inlet. This applies for the
engine cooling system as well as the absorber. For closed water systems, additional water
treatment and lubrication may be required to maintain the quality of the water and extend the life
of the system.
Test methods and supply water conditions affect the performance and life expectancy of a
SuperFlow dynamometer system. Since these methods and conditions vary from place to place,
SuperFlow cannot make specific recommendations. This section only provides general
observations on additives and their use.
The only way to determine what additives are required is to have the water tested and analyzed
for content. Expert advice is available from various suppliers listed in the phone book yellow
pages under water treatment. At no time should anyone pour additives into a water system
without first knowing why they are required or whether they are actually needed.
4.14.1 Antifreeze
Depending on the winter climate, antifreeze may be required to protect against dyno water supply
freeze-up. Some antifreeze formulas will foam inside the absorber. Foaming causes loss of water
stability and subsequent loss of dyno control which can be disastrous for a test.
IMPORTANT: Only use antifreeze with ingredients that reduce foaming in the absorber. Always
follow the manufacturers guidelines on the container. If control issues arise, stop using the anti-
freeze.
See Freezing on page 4-13 for alternatives on freeze prevention.
Water Additives
SuperFlow Technologies Group 4-27
4.14.2 Anticorrosives
When considering protection from corrosion, it is best to first get the water analyzed. Then have a
treatment company recommend the appropriate anticorrosive for the particular materials that
need protection. In some cases the use of sacrificial anodes (a piece of readily corrodible metal
attached to the metal you wish to protect) of magnesium to control galvanic corrosion would be
indicated or possibly other types of safeguards.
The absorber, sump tank, and engine cooling tower on a SuperFlow SF-902 is built of aluminum,
copper, aluminum bronze, and stainless steel where water is contacted. Copper lines are used
along with brass and nickel-plated steel fittings on the stand. Other types of materials are used
where they do not interact with water.
Water filters should be used on both the supply and return to reduce particles in the water supply.
The filters must be cleaned or changed regularly.
See Filters and Drains on page 4-15 for more information on filters.
4.14.3 Antifungus
Algae sometimes grows in a dyno supply tank. Although it is unnecessary to maintain the pH
quality required for a swimming pool, some algae control should be administered. As with any
additive, first test the water to determine if an algae problem exists, and contact a local authority
for advice. Sometimes simple algae can be controlled by adding one gallon of chlorine bleach per
1000 gallons of water. Chlorine for swimming pools works well.
4.14.4 Lubricants
The real benefit from water lubricants is in their surfactant properties. Basically, a lubricant
reduces the surface tension of the water, allowing it to make better surface contact with the
absorber and therefore improving its ability to conduct heat from the metal surface into the liquid.
This helps reduce the overall outlet water temperature.
Room Requirements
4-28 XConsole SF-902 Operator Manual
4.15 Equipment Sources
Below are listed some of the common equipment sources for items used in a engine test cell. These
are all U.S. companies, but equivalent sources may be available in other parts of the world.
W. W. Grainger
Pumps, fans, ventilation, valves
1-800-473-3473
http://www.grainger.com
American Fan
Room ventilation equipment
1-513-874-2400
Riker

Products
Exhaust pipe components
1-800-292-9744
http://www.rikerprod.com
Stowe Enterprises DynoAir
Climate controlled airflow systems
1-800-315-6751
http://www.stoweenterprises.com
Mechtronics E/M Products
Mufflers, exhaust pipe components
1-952-440-9200
http://www.mechtronics.net/catalog
Soundmaster
Prefabricated test cell enclosures
1-800-472-5952
http://www.dynotestcells.com
MER Equipment
Exhaust components
http://www.merequipment.com
BERMAD Inc. (BIC)
Water valves and level controls
http://www.bermad.com
Nelson Products
Mufflers, Exhaust pipe components
1-800-223-4483
http://www.nelsondiv.com
A-T Controls, Inc.
Automated Water Valves
1-513-530-5175
http://www.a-tcontrols.com
GT Exhaust Systems
Mufflers, Exhaust pipe components
1-800-775-2466
http://www.gtexhaust.com
JEGs
Fuel tanks and fuel cells
1-800-345-4545
http://www.jegs.com
Air Pro
Exhaust collection hoses/systems
1-800-967-0288
http://www.airpro.com
Summit Racing Equipment
Fuel tanks and fuel cells
1-800-230-3030
http://www.summitracing.com
Monoxivent
Exhaust pipe componens and systems
1-877-608-4383
http://www.monoxivent.com
Macurco
Gas detectors and controllers
1-303-781-4062
http://www.macurco.com
Dixon Valve and Coupling Company
Plumbing
1-800-355-1991
http://www.dixonvalve.com
Equipment Recommendations
SuperFlow Technologies Group 4-29
4.16 Equipment Recommendations
The equipment listed in the following sections are suggestions only. Other brands and models
may be suitable for the applications as long as the minimum specifications are met.
Call SuperFlow Sales or Customer Service for suggestions and alternatives.
W.W. Grainger part numbers and specifications are from the 20062007 catalog #397.
Dyno power is an indication for the maximum power capability of the engine for that part.
All pumps, filters, and valves should have an orifice size equal or greater than the pipe size so as
to not create a flow restriction.
Pumps and fan motors may require special controllers or contactors. Consult a local certified
electrician to determine the proper equipment for your area.
4.16.1 Water Supply Pumps
These pumps are for supplying water from a storage tank to the dynamometer. Minimum
recommended specifications are 10 gpm @ 35psi per 100 hp produced by the engine [50 l/m @ 240
kPa per 100 kW].
NOTE: These pumps are not listed as explosion-proof pumps and therefore should not be located
inside the test cell or where fuel or fuel vapors are present. For better protection, request explosion-
proof pumps.
Grainger
Part Number
Flow @30psi Dyno Power Motor Inlet/Outlet
1N497 107 gpm 1100 hp 3 hp, 1 ph, 240 VAC 2/1.5
1N484 170 gpm 1700 hp 5 hp, 1 ph, 240 VAC 2/1.5
1N479 234 gpm 2500 hp 7.5 hp, 1 ph, 240 VAC 3/2.5
1N496 120 gpm 1200 hp 3 hp, 3 ph, 240 VAC 2/1.5
1N487 170 gpm 1700 hp 5 hp, 3 ph, 240 VAC 2/1.5
1N478 234 gpm 2500 hp 7.5 hp, 3 ph, 240V AC 3/2.5
Room Requirements
4-30 XConsole SF-902 Operator Manual
4.16.2 Water Return Pumps
These pumps are for returning the water from the absorber sump to the storage tank possibly
through a cooling system. It is important to make sure the pump keeps the dynamometer sump
tank near empty. Adding high/low float or level switches in the sump tank is optional. These
switches turn on the return pump when the level is high and off before the sump is empty so the
pump does not lose prime.
NOTE: These pumps are not listed as explosion-proof pumps and therefore should not be located
inside the test cell or where fuel or fuel vapors are present. For better protection, request explosion-
proof pumps.
4.16.3 Foot Valves and Inlet Strainer
Install a check valve in-line to the return tank to prevent the tank from siphoning back to the
dynamometer sump tank.
NOTE: The outlet of the pipe returning the water into the tank should not be submerged. This also
minimizes flooding if the check valve fails.
Install a foot valve on a supply line when it draws water through the top of the tank. This prevents
water from draining back into the tank which can cause the supply pump to lose prime.
Grainger
Part Number
Flow @25psi Dyno Power Motor Inlet/Outlet
4UA76 120 gpm 1200 hp 2 hp, 1ph, 240 VAC 2 NPT
4UA77 120 gpm 1200 hp 2 hp, 3ph, 240 VAC 2 NPT
4UA78 200 gpm 2500 hp 5 hp, 3ph, 240 VAC 3 NPT
4UA79 265 gpm 2500 hp 5 hp, 3ph, 240 VAC 3 NPT
Part
Grainger
Part Number
Dyno Power Inlet/Outlet
Check Valve 4RG75 1900 hp 2/2 NPT
Check Valve 4RK70 2500 hp 3/3 NPT
Foot Valve 5YM45 1900 hp 1-1/2 FNPT
Foot Valve 5YM46 2500 hp 2 FNPT
Equipment Recommendations
SuperFlow Technologies Group 4-31
4.16.4 Water Filters
Water filters on the inlet and outlet of the dynamometer sump tank help keep contaminants from
transferring between the water supply tank and the dynamometer or engine. The filters listed
below are available from SuperFlow. Comparable filters can be obtained from local plumbing
equipment suppliers,
4.16.5 Electric Water Valves
An electric valve on the water supply line can be helpful to block the flow of water when the
dynamometer is not in use. The operation of this valve can be electrically controlled by the supply
pump controller. Always place a filter or strainer ahead of the valve to prevent debris from
blocking the operation of the valve.
4.16.6 Ventilation Tube Axial Fans
An air exchange rate of 8 to 10 times per minute (minimum) through the test cell is recommended.
The flow required depends on the room size (see Room Ventilation on page 4-16).
NOTE: These fan motors are not listed as explosion-proof and therefore should not be located inside
the test cell or where fuel or fuel vapors are present. For better protection, request explosion-proof fan
motors.
Consult SuperFlow Sales, Customer Service or a qualified air handler contractor for assistance
in selecting the proper size.
Part
SuperFlow
Part Number
Filtration Inlet/Outlet
Filter, In Line with poly filter bags
1200A-0983
*
* Includes five extra poly filter bags, SuperFlow part number 4500P-4610
150 Microns 1-1/2 NPT
Y-strainer, in line, 80 mesh 4500P-20080 180 Microns 2 NPT
Part
Grainger
Part Number
Inlet/Outlet Flow
Required
Pilot Valve
(120V, 60hz)
Angle Body Piston Valve 3UK38 1-1/2 493 gpm 3UL95
Angle Body Piston Valve 3UK36 2 597 gpm 3UL95
Part
Numbers
cfm @ 1H
2
0 Dyno Power Size
Motor
*
* Single-phase motors are also available.
7F853 14,400 500 hp 34 diameter 5 hp, 3 ph, 240 VAC
7F872 21,700 750 hp 42 diameter 7.5 hp, 3 ph, 240 VAC
7F883 28,500 1000 hp 48 diameter 10 hp, 3 ph, 240 VAC
Room Requirements
4-32 XConsole SF-902 Operator Manual
4.16.7 Ventilation Air Shutters
When using motorized shutters, SuperFlow highly recommends using a micro switch for fan
delay. This ensures the shutters are open before the fan engages.
4.16.8 Ventilation Air Filters
Eight or more ventilation air filters are required.
4.16.9 Air Ducts
Engine combustion air can be routed to the engine intake from outside the test cell. Below are
some suggested air duct materials for use with systems when engine combustion air is separate
from the room air.
Part Number Inlet Size
Inlet Shutter Exhaust Shutter Motorized Shutter
3C242 3C311 3C235 42 X 42
3C243 3C312 3C132 48 X 48
Part Number Size
Rating
Capacity
Each
2W237 20"x25"x4" 92% 1740 cfm @ 0.22" H
2
O
2W239 24"x24"x4" 92% 2000 cfm @ 0.22" H
2
O
Part Number Size Rating Capacity
5E290 12" 1 Air turbine, or 1 carburetor
2W237 20" x 25" x 4 Air filters recommend 2 minimum
Introduction
Unpacking
Operator Console
XCart Engine Stand
Absorber Stands
Sensor Box
Battery
Fuel System
Air Turbines
Throttle Controller
Cooling Towers
System Cable Connections
Engine Controls
Expansion Panels
Console Auxiliary Switches
Initial Checkout
Optional Accessories
CHAPTER 5
INSTALLATION
Introduction
SuperFlow Technologies Group 5-3
5.1 Introduction
This chapter details unpacking and installing an SF-902 engine test system with the XConsole. The
section on the absorber stand apply to the SF-902 engine/absorber stand and the NSCR absorber
stand. The sections on the console, sensor box, and system cables apply to those and other types of
dynamometers as well as eddy current (EC) absorbers or models other than SuperFlow.
These installation instructions are generic in the system description. Some sections may not apply
to your system.
If components are included with your system and not described here, contact SuperFlow
Customer Service for assistance.
5.2 Unpacking
The SF-902 XConsole system is shipped partially assembled. Some parts are left off for protection
during shipping. Interconnect and sensor cables require installation prior to use.
1. Inspect the crates and boxes for external damage. Be sure to check underneath the crate for
possible forklift damage. Report any damage to the shipping company and SuperFlow
Customer Service.
2. Remove all components and accessories from the crates or boxes.
3. Inspect all components for loose parts or any damage.
4. Open the rear panel of the operators console and inspect for loose parts or damage. Ensure
that all circuit cards are secure and cables are properly seated in their connectors.
5. Position the sensor box on a stable surface. Locate the sensor box door key. Carefully open the
sensor box door, and inspect the inside of the sensor box for any loose parts or visible damage.
Ensure all circuit cards are secure and cables are properly seated in their connectors.
6. Position the relay box and throttle controller (if purchased) on a stable surface. Release the
locking screws and open the door. Inspect the inside of the boxes for any loose parts or visible
damage.
Review Chapter 2, Product Overview before proceeding with the installation.
Installation
5-4 XConsole SF-902 Operator Manual
5.3 Operator Console
WARNING: The operator console is heavy. Use lifting tools or ask for assistance when
moving the console. The tabletop console does not attach to the desk and could fall off if
tipped.
Figure 5-1. XConsole
1. Position the desk or console in the control room in front of the dynamometer test cell window,
at this time leaving some space for access behind the console.
2. Position the tabletop console (if applicable) or handheld controller on the desk.
3. Position the computer, monitors, and printer in the desired location. Install computer
components as per the manufacturers instructions.
4. Route the throttle water line and the console gauge pressure lines to the absorber stand.
SuperFlow recommends routing these lines along a wall, in a covered trench, or across the
ceiling for protection.
5. Make sure all pressure and water line fittings are tight.
XConsole Classic
XConsole Pro
Wireless Handheld
XConsole
Compact
Remote Handheld
XCart Engine Stand
SuperFlow Technologies Group 5-5
5.4 XCart Engine Stand
The XCart engine cart comes fully assembled except for the support posts and engine mounts.
Figure 5-2. Engine Cart
1. Set the jack post cross-member in place toward the rear (absorber end) of the cart.
2. Install the two engine mount posts, one on each side, toward the front of the cart. Install
extension tubes into the posts.
3. Ensure that the drip tray is in place and the drain plug is installed.
The XDyno absorber stand and XCart engine cart are shipped separately, but you may join them
together if desired (Figure 5-3).
Figure 5-3. Two-in-one Cart
A kit is available to connect the cart and stand. Contact SuperFlow Customer Service for more
information.
Installation
5-6 XConsole SF-902 Operator Manual
5.5 Absorber Stands
This section provides information on assembling the three models of absorber stands built by
SuperFlow. The actual placement and installation of your system may vary based on the design of
your test cell.
5.5.1 SF-902 Absorber Stand
The SF902 or XDyno absorber stand can be installed stand-alone, fixed in place, or used as a
combined unit with the engine cart.
Figure 5-4. SF-902 Absorber Stand
Absorber Stands
SuperFlow Technologies Group 5-7
1. Position the SF-902 absorber stand in a suitable location in the test cell leaving enough space at
the front of the stand for the XCart engine cart, the rear of the stand for the exhaust system,
and the sides for access to the engine.
2. Secure the stand to the floor using the 3/8x3 floor anchors that are supplied or other suitable
fasteners (Figure 5-5). Not applicable for roll-around stands.
Figure 5-5. Floor Anchor Mount
3. Slide the sump tank into place under the absorber (Figure 5-6). Position it so the servo valve
and absorber intake are above the respective compartments. Ensure the cross drain valve
inside the tank between the chambers is closed.
4. Place the absorber vent tube and throttle drain tube outlets in the outlet (or drain) side of the
tank. These are the two small, black nylon hoses with open ends. The throttle drain is near the
right side upright support, and the absorber vent is on the back side of the absorber. Make
sure the tubes cannot be submersed in water. Trim if necessary.
5. Install the servo valve (if not already done) and extension hose. The large opening on the valve
faces downward and the side with the two openings is against the absorber. Make sure the
valve outlet is positioned above the drain compartment so water cannot spill out of the tank.
The extension hose must not contact the sides of the tank.
6. Install the foot valve and filter assembly on the absorber inlet. Make sure the assembly is in the
inside (inlet) compartment and does not contact the sides of the tank.
Figure 5-6. Dynamometer Stand Sump Tank
Installation
5-8 XConsole SF-902 Operator Manual
7. Locate a small (1/4) black nylon line on the absorber stand right-side channel with a hose
fitting on the end. This is the supply line for the dyno prime, absorber seal feed, and hydraulic
throttle. Attach the hose to the supply fitting on the rear left corner of the tank (Figure 5-6).
The other nylon line without a fitting is the throttle drain line. It is placed so water will drain
into the drain compartment.
8. Install the pressure boost hose from the water inlet to the open fitting on the back of the
absorber (Figure 5-7). Leave the ball valve in the closed position.
Figure 5-7. Water Supply Connections
9. Connect the water inlet and outlet ports on the rear of the tank to the appropriate sources. You
may need to slide the tank out a little to allow access to the fittings.
Consult Chapter 4, Room Requirements for information on hose sizes and pump
specifications.
Other fittings are available on the back of the tank for auxiliary accessories such as
temperature probes, level control switches, and external coolers.
The automatic fill valve sets the rate at which the valve shuts on and off. It should not
require adjustment. The tank level is set with the float valve inside the tank. The tank can
possibly overflow the first time it is filled but should not happen again after the automatic
valve is primed.
See section 10.3.2, Automatic Water Fill Valve on page 10-15 for details.
Absorber Stands
SuperFlow Technologies Group 5-9
10. Install the exhaust heat shields on each side and on the rear of the stand (Figure 5-8).
Figure 5-8. Exhaust Heat Shield
11. Place the water tank cover in position on top of the tank (this cover requires periodic removal
to access inside the tank for maintenance).
12. Install pressure hoses to the appropriate connectors on the rear panel of the absorber stand
(Figure 5-9) using the supplied hardware. Tee adapters are provided to connect both the
console mechanical gauges and the pressure panel on the sensor box.
TIP: If desired, the tee adapters can be placed on the sensor box pressure inputs.
Figure 5-9. Absorber Stand Gauge Connections
Installation
5-10 XConsole SF-902 Operator Manual
5.5.2 SF-1 Engine/Absorber Stand
The Racers Pack SF-1 stand (Figure 5-10) is a fixed-engine/absorber stand that cannot be
separated. The engine stand comes mostly pre-assembled. The customer must install the:
Castors
Cooling tower
Throttle actuator arm
Figure 5-10. SF-1 Engine Absorber Stand
5.5.2.1 Casters
CAUTION: Prior to installing the casters, the wooden block securing the absorber to the frame as
it arrived must be in place.
The engine stand can be placed in a vertical position, with the absorber at the lower end. When the
stand is vertical, the four castors can be bolted on. The fixed castors should be at the front of the
frame (cooling tower end) with the swivel castors at the back of the frame (absorber end).
Absorber Stands
SuperFlow Technologies Group 5-11
5.5.2.2 Cooling Tower
The cooling tower has two mounting pins to insert in the mounting holes on either side of the
frame front. The two water hoses (supply and drain) are connected to the fittings on the front of
the water tank. Make sure they are connected properly. Reversing the hoses can cause the cooling
tower to pressurize and possibly blow off the engine hoses. The hoses should cross underneath
the stand to allow the tower to swing freely.
See section 5.11, Cooling Towers on page 5-22 for details on the cooling towers.
5.5.2.3 Throttle Actuator Arm
The throttle actuator arm is removed from the stand for shipping, but the mounting bolt and
spring are installed on the frame. Remove the bolt and install the arm (5-11). Insert the rod end
which actuates the piston into the cylinder.
See section 5.10, Throttle Controller on page 5-20 for instruction on connecting and bleeding
the hydraulic throttle system.
Figure 5-11. SF-1 Throttle Actuator Arm
5.5.3 NSCR Engine/Absorber Stand
The NSCR stand is designed as a docking system with a rail support frame. The C-channel rail
system keeps all the accessories and engine support lines close and available when needed. All the
oil and coolant supply lines are pre-plumbed and instrumented for flow and temperature. The rail
system keeps the test cell safe, organized, and attractive while allowing rapid engine changes.
Extra mounts for ignition boxes and work tools can also be added.
See NSCR on page 2-14 for more information on the NSCR dynamometer system. Photos and
drawings of a typical assembly of the rail system are available on CD from SuperFlow Sales or
Customer Service.
Installation
5-12 XConsole SF-902 Operator Manual
5.6 Sensor Box
You can hang the sensor box on a wall, set it on a roll-around pedestal, hang it from the ceiling, or
mount it on a boom or on the absorber stand. The wall mount is the best method for safety and
convenience. Although convenient, the pedestal sometimes gets in the way and can be
accidentally toppled over. With the boom mount you can position the sensor box close to the
engine for ease of connecting cables and push it out of the way when moving the engine. The
absorber stand mount makes the sensor connections to the engine easy. The NSCR system sensor
box mounts on the upper cross-rail of the stand.
A power cord attaches to the bottom of the box. Electrical power for the sensor box should come
from a dedicated, protected line. If desired, a long power cord can be routed into the control room
and plugged into the same outlet (UPS or surge suppressor) as the console and computer.
Unless specified when the system is ordered, the absorber stand-mounted option is provided.
5.6.1 Absorber Stand-mounted Sensor Box
The sensor box is mounted inside a frame which is attached to the top of the absorber stand using
the supplied hardware. Extension rails are provided that attach to the frame so they extend out
over the engine. These are for routing the sensor cables from the sensor box to the engine.
Figure 5-12. Stand-mounted Sensor Box
Sensor Box
SuperFlow Technologies Group 5-13
1. Locate the frame and mount it to the top of the absorber stand using 4 each 3/8-16 x 1 button
head cap screws with a flat washer and 3/8-16 nut.
2. The sensor box should arrive with four rubber mounts installed. If not, open the sensor box
and remove the bolts from the forward holes on the top and bottom of the box. Then install the
rubber mounts. The bottom mounting holes are threaded. The top holes use the nuts that were
removed.
3. Position the sensor box in the frame with the door facing forward and the studs on the rubber
grommets in the holes on the frame. Secure the grommets with the 1/4-20 nuts.
4. Using the supplied hardware, bolt the two C-channel cable rails on the top of the frame
extending out over the front of the stand. Position them as shown in Figure 5-12. Covers are
provided to keep the engine cables organized.
5. Cables and hoses are routed under, beside, or over the sensor box.
5.6.2 Wall-mounted Sensor Box
1. Remove the cable hanger from the rear panel of the sensor box if not already done.
2. Attach the wall-mount brackets to the top and bottom of the rear panel using the supplied
hardware.
3. Mount the sensor box on a wall or other support in a convenient location near the engine
stand. Use appropriate fasteners to secure the box firmly to the wall or supporting surface.
4. Mount the cable hanger in a useful location (optional).
5. Route sensor cables to the engine stand using an appropriate type rack, rail, or boom.
Extension cables may be required.
5.6.3 Pedestal-mounted Sensor Box
1. Locate the sensor box stand which is shipped as three components:
Pole
Base with castors
Ring
2. Slide the ring onto the pole; the flat side of the ring should be toward
the sensor box mounting plate. Loosely tighten the ring set screws.
3. Insert the pole into the base with castors.
4. Bolt the sensor box onto the mounting plate on top of the pole (four
bolts).
5. Slide the ring to a comfortable grasping height, typically 46 inches
(approximately 1015 cm) below the bottom of the sensor box and
secure the ring with the set screw. Make sure the ring spokes do not
interfere with any cables.
6. Verify the cable hooks are installed on the back of the sensor box at
the bottom and make sure the two bolts are tight.
7. Place the sensor box in the test cell where it is convenient for
connecting the sensor cables to the engine but is still out of the way.
Figure 5-13. Pedestal-mount
Sensor Box
Installation
5-14 XConsole SF-902 Operator Manual
5.6.4 Ceiling-mounted Sensor Box
You can bolt the pedestal pole onto the top and bottom of the sensor box and can fabricate a
bracket to attach the pole to the test cell ceiling. The most convenient location to suspend the box
is directly above the tool tray of the absorber stand. Leave enough clearance so the tool tray can
still be used.
For shorter cables to connect the sensor box and stand, contact SuperFlow Customer Service.
5.6.5 NSCR System Rail Mount
The NSCR systems have a cross-rail along the top at
the rear of the frame. The sensor box can be mounted
anywhere on this rail wherever it is convenient. Two
angle brackets are attached to the top of the sensor
box. Line up the holes on the brackets to fit onto the
rail and attach them using the supplied hardware.
The designed position for the sensor box to
accommodate the supplied cable lengths is right
outside the support frame. This bracket can also be
used without the NSCR rail system to mount the
sensor box to a boom or the ceiling.
Figure 5-14. Rail-mount Sensor Box
5.6.6 Boom-mounted Sensor Box
The 1200A-2949 boom allows the sensor box to be positioned
near the engine during testing and moved out of the way when
installing or removing an engine. Sensor cables to the engine
can be dropped from the sensor box. All other cables are
routed along the boom and wall to the appropriate devices.
The boom should be mounted on the wall high enough that the
sensor box is at a reasonable height. SuperFlow recommends
securing the bottom of the wall bracket 84 to 88 from the
floor. The sensor box is mounted under the boom. This places
the bottom of the sensor box at approximately 62 to 66.
Assembly instructions for the boom are included with the kit.
Battery
SuperFlow Technologies Group 5-15
5.7 Battery
NOTE: The SF-1/Racers Pack stand does not include a battery switch.
Ensure the battery switch located on the side of the battery tray is off (not applicable on the SF-1
stand). Install a standard automotive 12 VDC battery in the battery tray.
Locate the red and black battery cables in the accessories box.
The long red cable already attached to the battery switch goes to the engine starter (Figure
5-15).
Connect the supplied red cable to the other terminal on the battery switch. Connect the
other end of this cable to the positive terminal of the battery.
Connect the supplied black cable to the negative terminal of the battery. Connect the other
end of the black cable to the engine block.
NOTE: SuperFlow recommends a Marine deep-cycle battery with both lug and screw terminals on the
top side. The additional terminals are for engine accessories and tools.
Figure 5-15. Battery Tray and Switch
Make sure the short, flat ground strap is attached to the absorber hanger plate. The long, flat
ground strap is connected to the engine block.
CAUTION: Ensure a good ground connection between the battery negative terminal, the engine
block, the absorber stand, engine, and earth or power ground. A floating ground can cause
problems during operation and is very difficult to troubleshoot. Also connect the case of any
electronic ignition modules to this ground point.
A battery charger is necessary to charge the battery when required. An option is to use a high-
capacity power supply instead of a battery. Ensure the power supply has the current rating for all
the devices connected and running at the same time.
See section 5.13, Engine Controls on page 5-33 for instructions on other battery switch
connections.
TIP: Use a standard battery for the starter only and a 50-amp power supply for the other devices
requiring 12 VDC. This isolates the current demand of the starter and ensures the ignition,
fuel pump, and other devices are not affected by low battery power. Be certain the negative
terminals of both the battery and power supply are connected together.
Installation
5-16 XConsole SF-902 Operator Manual
5.8 Fuel System
For fire protection, locate the fuel supply outside the test room in a separate enclosure. Provide a
means to shut off the fuel at the fuel container, in the test cell, and from the operator console. The
fuel supply requires a #10 AN (5/8", 16 mm) line, and the return line requires a #8 AN (1/2", 13
mm) line. The fuel pump normally is shipped with AN fittings installed (Figure 5-16). Supply
hoses are not included.
Figure 5-16. High-Capacity Fuel Pump System
IMPORTANT: If the system uses a high-capacity pump with a bypass fuel return (Figure 5-16), the
fuel return must be routed from the dynamometer stand back to the fuel supply container. If no fuel
return path is provided, the pump will overheat and become damaged.
Low-capacity pumps such as the Holley Blue pump (Figure 5-17) normally do not require a
bypass line.
Figure 5-17. Holley Blue Fuel Pump System
Air Turbines
SuperFlow Technologies Group 5-17
5.9 Air Turbines
Air turbines can be mounted directly to the air inlet of
the engine, on an air box assembly, or in an air duct
assembly. Several model air turbines are available (4,
6, and 9) as well as adapters of different sizes. Take
care in all applications to ensure the air turbine assembly
is well sealed so all air to the engine intake passes only
through the air turbine.
5.9.1 Direct Mount
Air turbines can be mounted directly onto the carburetor
or air intake port (Figure 5-18). A selection of adapters
are available to facilitate the installation, or custom-made
adapters can be fabricated.
Hose clamps are normally used to hold the air turbine on
the intake but spring wires work well, also. Place the air
temp/humidity probe above the air turbine or in the bell
for accurate intake air measurements.
Figure 5-18. Direct-mounted Air Turbine
A special adapter kit (part number 1200A-2965) is available for mounting an air turbine to a Holly
style carburetor (Figure 5-19). This adapter uses a ring that fits over the carburetor inlet and is held
down to the manifold with spring clips. The air turbine adapter is bolted to the ring.
Refer to Figure C-1, Holley Air Duct Adapter, on page C-15 in Appendix C, Parts List.
Installation
5-18 XConsole SF-902 Operator Manual
5.9.2 Air Intake Box
Air boxes work well in situations when dual-carburetor engines do not have enough space
between them to mount two air turbines or when only one air turbine is used (5-19). The box is
fabricated to fit between the engine intake and the air turbines. SuperFlow does not offer an air
box assembly because of the many configurations and sizes. An air box can easily be built out of
sheet metal, wood, or even cardboard in a pinch.
Figure 5-19. Air Intake Box
5.9.3 Air Intake Duct
A duct-mounted air turbine provides several advantages:
It raises the air turbine off the engine intake reducing the possibility of damage from
backfires.
It allows you to bring in air for the engine from outside the test cell. This minimizes exhaust
gases in the intake.
Intake air can be brought inside from the building instead of from outside, making the air to
more stable in temperature and humidity. Also, the air can be conditioned to provide even
more standardized conditions.
IMPORTANT: When using an air box or duct system where the air is brought in from outside the
test cell, be sure to mount the air temp/humidity probe in the box or duct to ensure the correct
measurements.
Air Turbines
SuperFlow Technologies Group 5-19
SuperFlow offers an air duct assembly (part number 1200A-2954) that provides all the necessary
parts for a 9-inch air turbine (minus the air temp/humidity probe). Figure 5-20 shows how the
duct is assembled.
Some applications may require two air turbines in one duct assembly. Suggestions include:
A Y adapter in the duct
A metal T adapter such as a can or box with the turbines at the ends of the T and the duct in
middle
Two ducts connected to each carburetor separately
Refer to Figure C-2, Air Turbine Duct Assembly, on page C-16 in Appendix C, Parts List.
Figure 5-20. Air Turbine Duct Assembly
Installation
5-20 XConsole SF-902 Operator Manual
5.10 Throttle Controller
For electronic throttle controller installation instructions, see section 5.17.1, Electric Throttle
Control on page 5-39. For push-pull cable throttle controller installation instructions, see section
5.17.2, Push-pull Cable Throttle on page 5-40.
The standard engine throttle system consists of a hydraulic cylinder at the console and another on
the engine stand. The cylinders are connected by 3/8" diameter tubing, and the system is filled
with water for the working fluid. The console cylinder is connected to a self-locking throttle
handle. The engine stand cylinder activates an adjustable stroke arm and throttle linkage.
The water line from the console is connected to the engine stand with a quick-connect fitting at the
back of the absorber stand below the tool tray. Water can be added to the throttle hydraulic system
by opening the small supply valve below the engine stand hydraulic cylinder when the water
supply is on. To remove water from the system, open the bleed valves on the back of the console
or engine stand hydraulic cylinders.
Figure 5-21. Absorber Stand Throttle Actuator
1. To set up the throttle system (Figure 5-21), first connect the console throttle line (A) to the
absorber stand and the main water supply to the engine stand. Do not connect the throttle arm
to the engine yet.
2. Turn on the water supply to the dyno. If the sump tank is empty, it will fill until the float valve
shuts the water off.
3. Open the small supply valve (B) below the absorber stand cylinder to let water into the
throttle system. The throttle arm will move to the fully open position.
NOTE: The system requires a minimum of 20 psi water pressure to properly bleed the lines.
Throttle Controller
SuperFlow Technologies Group 5-21
4. Open the bleed valve on the back of the console cylinder and let approximately 1 to 2 quarts
(liters) of water to flow through the hydraulic system and into a catch bucket. The water flow
must be rapid to purge all air bubbles out of the lines. Move the throttle level on the console
back and forth a few times to help the process.
5. Move the throttle lever to the closed post and shut off the bleed valve. Next open the air-bleed
(C) momentarily on the engine stand cylinder to release any trapped air bubbles.
6. Turn off the water supply valve. If the throttle arm remains activated, open the bleed valve (C)
and drain the system until the throttle arm just returns to the closed position. The throttle
activating system should now be completely filled and air-free. Repeat the process if
necessary.
7. Move the console throttle to the fully open position and move the throttle activating arm on
the absorber stand. It should feel rigid, not spongy, if the system is air-free. If it is spongy, air
is still trapped in the system which must be re-bled.
8. If the console throttle control handle moves more than 1/4" (6 mm) before the absorber stand
arm moves, open the supply valve briefly to add more water to the system. This may be
required each time the line is disconnected.
Figure 5-22. Adjustable Throttle Arm
9. Use the multi-position throttle arm to adjust the engine throttle stroke for a full-range action.
The throttle linkage can be attached to the engine with either a flexible cable (shown in Figure
5-22) or with a rod.
See Chapter 6, Operation for instructions on connecting the throttle controller to the engine.
Installation
5-22 XConsole SF-902 Operator Manual
5.11 Cooling Towers
The engine cooling tower is on a roll-around stand or mounted on the engine cart with a special
bracket. The two water hoses (supply and drain) must be connected as shown in Figure 5-23. The
supply hose for the tower connects to the water inlet fitting (Figure 5-7 on page 5-8) on the rear of
the water tank, and the drain hose connects to a fitting on the front of the tank.
A thermocouple can be installed on the cooling tower and connected to the Data Acquisition
System to monitor and record the cooling temperature with WinDyn.
Figure 5-23. CT600 Unpressurized Cooling Tower
To verify the water direction, imprint an arrow on the side of the temperature valve. This applies
for any model of cooling tower.
WARNING: Improper connection of the water inlet and outlet hoses to the CT600 cooling
tower can pressurize the system and blow the hoses off the engine which can result in
serious equipment damage or bodily injury.
Pressurized cooling towers have separate chambers for engine cooling water and heat exchanger
cooling water. This allows you to use Glycol solutions in the engine without having to add Glycol
to the dyno water supply. A pressurized cooling tower makes detecting head leaks easier and
provides better temperature stability.
Both the CT300P and CT700P have the cooling water inlet on the thermostat valve which is
different than the CT600. The arrow imprinted on the valve housing indicates the water flow
direction.
Operation instructions for all cooling towers are provided in Chapter 6, Operation.
Cooling Towers
SuperFlow Technologies Group 5-23
Figure 5-24. CT1001 and CT700P Pressurized Cooling Towers
Figure 5-25. CT300P Pressurized Cooling Tower
CT1001
CT700
Installation
5-24 XConsole SF-902 Operator Manual
5.11.1 Computer
A computer system is not required to operate the XConsole, but it significantly enhances the
system capabilities and makes it easier to use. SuperFlows WinDyn dynamometer software was
designed for Microsoft

Windows

and requires a computer with a Pentium

or equivalent
processor. Multiple monitors can be installed, and a printer is connected to the computer. The
XConsole Pro desk has ample space to house the computer, monitor, printer, keyboard, and
mouse. The XConsole Classic console does not have any space for a computer and requires a table
on one side of the console.
The computer installed at the operator desk is normally configured as the master computer.
Commands to the test system can only be issued from this computer. Remote computers can be
connected to the dyno as slaves through a network hub and used as monitors.
All printers supported by Windows can be used. A color printer is recommended for highest
impact and clarity of test graphs.
IMPORTANT: SuperFlow recommends dedicating the computer connected to the dyno only for
dyno use and not utilizing it for other purposes. Multiple programs and Internet access could
possibly slow down the computer and affect the dynamometer operation.
5.11.2 Communication
The computer communicates with the sensor system through an Ethernet Local Are Network
(LAN) cable. The Ethernet network connection requires a network card in the computer. The
computer comes from SuperFlow configured for 10Base-T communication. Connect the Category
5 (Cat-5) network cable from the computer network port to the RJ-45 connector located on the side
of the sensor box labeled Computer Network.
SuperFlow systems use the NetBIOS Extended User Interface (NetBEUI) network protocol.
Consult the computer system Ethernet card installation procedures for information concerning
this protocol.
5.11.3 Software
SuperFlow provides a computer disk containing the WinDyn operating software. The
installation of WinDyn is typical of any program installation; however, the network must be
configured properly. If the network is not running correctly, the computer cannot receive data
from the sensor box. The computer must have NetBEUI installed and selected as the default
protocol.
If purchased or configured by SuperFlow, the computer will arrive with the WinDyn software
installed and configured for the appropriate system.
For instructions on installing and configuring the software, consult Chapter 2, Getting Started
and Chapter 11, Configuration Editor in the WinDyn Users Guide.
Install Adobe

Acrobat

Reader to take advantage of documentation available on the WinDyn CD

or from SuperFlow. Acrobat Reader is provided on the WinDyn CD, but you can download the
newest version from www.adobe.com.
System Cable Connections
SuperFlow Technologies Group 5-25
5.12 System Cable Connections
Open the sensor box. Verify all cables and circuit boards are firmly seated and connected. Verify
that the voltage setting on the power supply conforms to the local supply voltage. Close the box,
lock it, and put the keys in a safe place.
NOTE: The power supply used in the sensor box and the console is a standard computer power
supply of the AT-X type. Voltage checkpoints for both power supplies are provided on labels affixed to
their case.The sensor box and console power input is selectable for 120 VAC or 240 VAC (50 or 60
hertz).
The operator console has a rear access panel. Open the panel to have access to the electronics.
Verify all cables and circuit boards are firmly connected. Verify that the voltage setting on the
power supply conforms to the supply voltage. Close the panel.
Refer to Figure 5-26 for a diagram on how the system cables are connected.
Three connections are on the back of the console.
A power connection.
Two RJ-45 (Cat-5) connections for serial data cables to the sensor box.
A 24-pin amp connection for operating relays with the rocker switches on the console (not
available on the XConsole Compact model). These relays can be independently located
away from the console or can be part of the optional relay enclosure.
See section 5.15, Console Auxiliary Switches on page 5-37 for details.
Details on connections to the sensor box are covered in section 5.12.2, System Interconnect
Panel on page 5-28 and section 5.12.3, Sensor Interconnect Panel on page 5-30.
5.12.1 Power
Plug the console and sensor box power cables into a convenient outlet. The power connection for
the sensor box is on the bottom, and the console is on the back. SuperFlow recommends plugging
both units into a suitable surge suppression circuit and also recommends plugging the sensor box,
console, and computer system into the same circuit and using an Uninterruptible Power Supply
(UPS) or other power backup for power outages.
CAUTION: Always turn the power off to the system when plugging or unplugging devices into the
sensor box and console.
Power for the system is controlled by the key switch on the console. The white pushbutton power
switch on the sensor box is normally disabled (unplugged); only use this switch for diagnostic
purposes.

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SF-902 Electrical System Diagram
A
A SF-902 Electrical 2/24/04 AAE
NOTES:
1. INSTALL GROUND STRAPS BETWEEN BATTERY GROUND, MOTOR BLOCK, AND ABSORBER.
2. ROUTE ALL CABLES AWAY FROM HOT EXHAUST
3. DRAWING NOT TO SCALE
1200a-2046 Fuel 1 Cable
1200a-2047 Fuel 2 Cable
1200a-2048 Load Cell Cable
1200a-2049 Mag Tach Cable
1200a-2050 Servo Cable
1200a-2916 Battery Cable
E4330P-04504 SERIAL 1 CABLE
E4330P-04504 SERIAL 2 CABLE
E4330P-04504 NETWORK CAT 5 CABLE
AIR TURBINE 1
1200A-2044 AIR 1 CABLE
1200A-2916 FUEL PUMP POWER CABLE
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Title
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SuperFlow Corporation
REVISION HISTORY
DATE DESCRIPTION REV NAME
SuperFlow SF-902
1200A-2929

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1200A-2306 Analog Inputs
Chan 45 - 52
1200A-2397 Engine Panel
Ignition, Starter, Fuel Pump
1200A-2162 Thermo-Couple Panel
Chan 13-29
1200A-2161-04 Pressure Panel
Chan 61-70
AC Power Input
1200A-2622 Lemo Connector Panel
1200A-2621 Amp Connector Panel
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SF-902 SYSTEM DIAGRAM
1 1
A Friday, July 24, 1998
AAE 02/24/04
Title:
Size:
Part Number: Rev:
Date Created:
Page:
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Date Modified:
3512 North Tejon St.
Colorado Springs, CO
80907 USA
(719) 471-1746
www.superflow.com
Drawn:
Checked:
Approved:
A 902 SYSTEM DIAGRAM 02/24/08 AAE
02/08/08 ADDEDRE/AYBO;ANDTHROTT/EDRI9ER -DP B
REVISION HISTORY
DATE DESCRIPTION REV NAME
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Installation
5-28 XConsole SF-902 Operator Manual
5.12.2 System Interconnect Panel
The system interconnect panel has connections for several different types of sensors and features
plus provides the connections to the console and the computer (Figure 5-28).
Figure 5-28. System Interconnect Panel
Handheld Controller
The SF-1853 wired handheld is connected here. The handheld is typically used on Racers Pack
systems when an XConsole or SF-902 console is not available. If used with a console, the handheld
controller allows an operator to control the engine and dynamometer from within the confines of
the length of the cable.
Route the SF-1853 handheld cable from the operators table to the sensor box and plug it into the
handheld connector on the system interconnect panel.
Air 1
SuperFlow airflow measurement turbines are connected to the sensor box system interconnect
panel. Use cable 1200A-2044 to connect to the red receptacle labeled Air 1. Calibration tables for
each flow turbine are entered in the configuration file. Other TTL or MAG frequency devices can
be connected here as well but require modification to the channel definition of channel 7.
See chapter 9 for details on the channel definitions in the configuration file.
System Cable Connections
SuperFlow Technologies Group 5-29
Humidity
The humidity and air temperature probe plugs into the blue receptacle on the sensor box system
interconnect panel labeled Humidity. The humidity sensor is sensitive to contamination, so place it
in a fresh air stream for the engine intake system and away from potential engine oil, gasoline, and
exhaust spray. It is also sensitive to sunlight, so keep it out of direct sunlight.
Tach/Freq
A second SuperFlow air turbine can be connected to the yellow receptacle labeled Tach/Freq if
desired. Calibration tables for each flow turbine are entered in the configuration file. Other TTL or
MAG frequency devices can be connected here as well but require modification to the channel
definition of channel 12).
See chapter 9 for details on the channel definitions in the configuration file.
Engine Speed
Use this optional sensor to obtain an engine speed signal directly from the engine spark circuits
when the absorber speed does not match the engine speed (requires a software configuration
change). The speed sensor plugs into the green receptacle on the sensor box system interconnect
panel marked Engine Speed. Four types of sensors are availablea spark probe, direct coil
pickup, optical sensor, and a direct electronic tachometer pickup. Other TTL or MAG frequency
devices can be connected here as well but require modification to the channel definition of channel
11.
See chapter 9 for details on the channel definitions in the configuration file.
XConsole Serial 1/Serial 2
These connections are used with an operators console (SF-902 Classic, XConsole Pro, or XConsole
Compact). Cables connected between the console and this panel carry several signals:
Serial data: Transmit and receive signals allowing the console to display real-time data
from the CPU and control the system from the console.
Power-on: When the power switch on the console is turned on, the sensor box is also
turned on. The push-button power switch on the sensor box should never be used when a
console is connected.
Emergency Stop: When the ES button on the console is pressed, a system ES action
initiates.
CAUTION: All serial cables should be routed away from any other cables or devices that may
produce Radio Frequency (RF) interference such as ignition wires or power cables.
1. Connect a Cat-5 serial cable (supplied) from the RJ-45 connector J2 (left-hand connector when
looking at the back) on the back of the console to the Serial #1 connector on the sensor box
system interconnect panel. Make sure the cable is properly secured and protected.
2. Connect a second Cat-5 cable (supplied) from the RJ-45 connector J3 (right-hand) on the back
of the console to the Serial #2 connector on the sensor box interconnect panel.
Installation
5-30 XConsole SF-902 Operator Manual
Relay Box
A Cat-5 cable connects to the optional SF-1843 relay control enclosure.
Refer to INST-1843, Relay Box Enclosure, for details on the relay enclosure.
Serial Aux 1 & 2
These are for optional serial interface connections.
Contact SuperFlow Customer Service for assistance or questions about these connections.
Computer Network
Connect a Cat-5 shielded Ethernet LAN cable (supplied) from the RJ-45 connector sensor box
interconnect labeled Computer Network (Figure 5-28) to the network connection on the computer.
For details on Ethernet LAN connections (particularly if a network hub or router is used), see
Chapter 8, WComNet in the WinDyn Users Guide.
5.12.3 Sensor Interconnect Panel
The sensor interconnect panel (Figure 5-29) provides connections to the primary sensors and
controllers on the dynamometer.
See Figure , , on page C-33 for details on the wiring of the connectors on this panel.
Figure 5-29. Sensor Connection Panel
Load Cell 1
Plug the 1200A-2048 cable into the connector marked Load Cell 1. The other end plugs into the
load cell (strain gauge) cable on the absorber.
System Cable Connections
SuperFlow Technologies Group 5-31
Tach
Plug the 1200A-2049 cable into the connector labeled Tach. The other end plugs into the magnetic
pickup cable for the absorber speed sensor. Use the 1200A-2049-EC cable for eddy current
absorbers that use a 3010AN mag pickup sensor.
Servo Valve
Plug the 1200A-2050 cable into the connector marked Servo Valve. The other end plugs into the
servo control valve cable on SuperFlow SF-833 and SF-871 absorbers. A 010VDC control signal is
available on this connector for other load control devices.
Dynamometer
The dynamometer connects the sensor box to an eddy current absorber. Cable 1200A-2059
provides an output for the eddy current control and a digital input used for an emergency stop
switch. The panel connector is also used to connect the sensor box to a dynamometer with a single
cable. It provides inputs for two load cells, a speed sensor (mag pickup), one digital input, two
auxiliary voltages, and one auxiliary frequency. It also provides seven digital outputs (normally
used for switching controls on a chassis dynamometer).
Fuel 1 and Fuel 2
Fuel flow measurement turbines or meters are connected to the sensor box sensor interconnect
panel. Connect the 1200A-2046 cable to Fuel 1 and the 1200A-2047 cable to Fuel 2. Be certain to
plug it into the correct turbine to ensure the calibration matches the turbine. Calibration tables for
each flow turbine is entered in the configuration file.
The SuperFlow low-flow fuel turbine (1200A-FF110) requires either a
special converter (1200A-1129) or a jumper moved on the interconnect
panel circuit board.
To use a low-flow turbine without the converter, first turn the power
off to the sensor box and disconnect the power cord. Open the sensor
box and locate the circuit board on the back of the interconnect panel.
The part number on the board is 1200A-2621.
TIP: SuperFlow suggests removing the panel from the box to gain
easy access to the jumper.
Figure 5-30. 2620 A2 Jumper
Locate the four-pin jumper block labeled A1 for fuel channel 1 or A2 for channel 2 (Figure 5-30) on
the interconnect panel circuit board. For the standard SuperFlow fuel turbines and all other fuel
flow measuring devices, the jumper is in the Normal Turbine position. To use the low-flow
turbine, the jumper is moved to the Low Flow Turbine position.
NOTE: You must return this jumper to the Normal Turbine position any time you wish to return to
using the standard 100CS flow turbine or other flow measuring devices.
Aux 1 and Aux 2
The Auxiliary #1 and Auxiliary #2 inputs are direct (not multiplexed) analog voltage inputs. These
inputs are designed for a 010 VDC signal and configured for the sensor type in the software. A
common application for these inputs is Air/Fuel or lambda sensors. Insert the 1200A-2252-01
Installation
5-32 XConsole SF-902 Operator Manual
cable into the connection labeled Aux 1 & 2 on the sensor interconnect panel. This cable splits into
multiple connections. Connect other extension cables required for the sensor type used to the
other ends of the 1200A-2252-01 cable.
NOTE: Depending upon the type of sensor used on these inputs, modifications to channels 4 and 5 in
the system configuration may be required.
This connector is also used to input digital signals for WinDyn off/on indicators from external
switches. A cable (1200A-2052-02) is available that has the connections for Auxiliary #1 and
Auxiliary #2 plus two digital input connections (DI-1 and DI-2).
See Figure on page C-33 for details on the wiring of the Aux 1 and Aux 2 cable connections.
Throttle
The Throttle connector on the sensor interconnect panel connects to an SF-1805 electric throttle
controller or other device using a 010VDC control signal. The electric throttle allows for total
automation of testing on the dynamometer.
See section 5.17.1, Electric Throttle Control on page 5-39 for more details on the electric
throttle.
Switches
The Switches connector on the sensor interconnect panel provides eight digital output signals that
can be used in a variety of ways. These signals are controlled by software switch buttons on
WinDyn or through automatic test profiles. Some of these outputs are accessed from the console
pushbutton switches (the first four outputs duplicate the functions on the engine control panel).
All of the outputs can be controlled from WinDyn software or from the Set/Digital Out
instruction in a test profile.
These digital outputs will draw to within 0.5 volts to ground while sinking up to 150 mA per
output. Static voltage with no device connected is +5 volts. Maximum applied voltage on the
outputs is 50 VDC. Recommended use is with +12 VDC relays and an external power supply.
IMPORTANT: These outputs will not drive a relay because power is not available on the
connector. They control the external relay by providing a switched ground path. Power for the relay
must be provided externally to the sensor box.
Controls 3 and 4
The Control 3 and Control 4 outputs on the sensor interconnect panel provide automatic controls
for external devices such as temperature coolers, heaters, variable speed fans, etc. These outputs
have set point control only and provide either 010VDC or 420mA control signals. The output is
programmed through the WinDyn software and can be linked to a direct input from a defined
channel in the system configuration file (CFA).
TIP: If a 420mA closed-loop control signal is required for load or throttle control, these outputs
can be mapped in the software (hardware file) to the controller 1 or controller 2 outputs.
Engine Controls
SuperFlow Technologies Group 5-33
5.13 Engine Controls
The engine control panel (Figure 5-31) provides control signals for ignition, starter, fuel pump,
magneto kill, auxiliary, and remote starter switch. An unswitched, fused DC output is available
for powering other external devices such as Air/Fuel (A/F) meters, Lambda meters, and timing
lights. Power for these devices come from the battery on the dyno stand.
CAUTION: The engine and fuel system are grounded through the engine/absorber stand. Make
sure the battery negative terminal is properly connected to the engine stand and absorber stand as
well as to the engine. To suppress possible ground-loop noise interference in the electronic
system, connect the battery negative terminal to earth or building ground. Also ground auxiliary
components such as oil or water heaters. Flat braided cable always works best for guarding
against high-frequency ignition noise.
1. Plug the DC Power In cable into the three-conductor amp connector marked DC input on the
bottom left of the panel and rotate the locking collar. Connect the other end to the battery
switch on the dyno stand as shown in Figure 5-31 (red to positive, brown to negative).
NOTE: The SF-1/Racers Pack stand does not include a battery switch.
An option is to use a suitable 12 VDC, 40A power supply for these devices. In this option,
connect the DC power cable to the power supply instead of the battery switch. To avoid
ground-loop problems, be sure to connect the power supply ground terminal to the ground
terminal on the dyno stand.
Another option is to use a single power supply for both the engine starter and the engine
control panel. Make sure the power supply has the current rating for all the devices
connected and running at the same time.
Figure 5-31. Battery Switch and Engine Control Panel
2. Plug the fuel system power cable into the white receptacle labeled Fuel Pump. Connect the
other end to the fuel pump.
3. Plug the engine starter relay cable into the red receptacle labeled Starter. The other end
connects to the starter solenoid.
4. Plug the engine ignition cable into the green receptacle labeled Ignition. The other end
connects to the engine ignition system.
Installation
5-34 XConsole SF-902 Operator Manual
The ignition, fuel pump, starter, and Aux1 outputs are controlled by the pushbutton switches on
the console. When enabled, battery voltage is applied to each respective output. The magneto kill
output is controlled by the ignition switch and grounds the output when the ignition is turned off.
The switch labeled Fan controls the Aux 1 output and can be used for an engine water pump,
exhaust fan, or any other external device. If used with a high-current device such as exhaust fans,
connect the output to a 12 VDC relay controller that can operate the exhaust fan, water pumps,
other device, or all of them.
The remote starter receptacle can accept the independent 1200A-2924 remote starter pushbutton
switch cable or the stand-mounted 1200A-2823 remote starter switch cable. The remote switch
enables starter control from the engine stand.
The panel is protected by an internal, automatic reset, 50-amp thermo-breaker on the input. The
ignition output is protected by an internal, automatic-reset, 10-amp polyfuse. The starter and fuel
pump outputs are protected by an internal, automatic-reset, 14-amp polyfuse. Aux 1 is protected
by an internal, automatic-reset, 5-amp polyfuse. The unswitched DC power out is protected by a
replaceable 10-amp fuse.
A green Light-Emitting Diode (LED) indicates the panel is powered on or that a switch is on. A
red LED indicates the switch output is shorted to ground. A yellow LED indicates a blown fuse or
a damaged relay on the engine control panel circuit board.
5.14 Expansion Panels
5.14.1 Pressure Connections
Up to 10 pressure sensors (depending on installed options) can be installed in a pressure panel.
Connect the #4 hose to the appropriate pressure source. SuperFlow recommends using reinforced
rubber. Stainless steel hoses can be used but have the potential to conduct Radio Frequency
Interference (RFI) noise. If used isolate them from the sensor box with short rubber hoses.
Figure 5-32. Pressure
Expansion Panels
SuperFlow Technologies Group 5-35
5.14.2 Thermocouple Connections
The sensor box temperature panel has inputs for up to 16 type K thermocouples (5-33). Open-tip
thermocouples have a faster response time because of the smaller mass. These are typically used
for exhaust gas temperature measurement. Closed-tip thermocouples are typically used for fluid
measurement. Plug the thermocouple into the extension cable (if needed) or directly into the
thermocouple panel. The panel will accept standard or miniature plugs.
CAUTION: The standard probe type thermocouples are designed so they can be bent into
awkward situations. However, once they are bent in one direction they cannot be straightened
without damaging the internal wiring rendering them inoperative.
Figure 5-33. Thermocouples
5.14.3 Analog Voltage Expansion
This is an eight-channel analog DC voltage input panel used to integrate exhaust gas analyzers,
multi-channel Lambda sensors, O2 sensors, pressure transducers, and other voltage output
devices. The standard configuration is seven 010 VDC channels (45 to 51) and one 020 VDC
channel (52). Other configurations are available upon request including 01 V, 05 V, and 030 V
in any combination. Negative ranges can also be accommodated. Frequency-to-voltage converters
are available in 1 Khz or 5 Khz ranges.
CAUTION: The input circuitry can be damaged if more voltage is applied by the sensor than what
the channel is designed for.
Installation
5-36 XConsole SF-902 Operator Manual
Excitation and reference voltages are available if needed. The +12F excitation voltage is limited to
500 mA output. All others are limited to 100 mA.
Figure 5-34. Analog Expansion
Receptacles are color coded. All are keyed the same and use the same pin out. The channels are
configured in the software as to the type of sensor used. Prefabricated cables are available to
connect to this panel:
1200A-2462-x: Un-terminated cable for input only, x=color
1200A-2462-01-x: BNC terminated cable for input only, x=color
1200A-2860 w/1200A-2188: Battery voltage input cable for 20 V channel only
1200A-2469-x: For pressure transducers or other devices requiring a +4.096VDC excitation
voltage, x=color
1200A-2431-01: Frequency to voltage adapter, 1Khz maximum
1200A-2431-05: Frequency to voltage adapter, 5Khz maximum
IMPORTANT: Use of custom sensors requires special modification to the software system
configuration.
+12F
10VREFB
5VREFB
EX+B
+5F
-5F
-12F
SIG1
J1
LEMO
1
2
3
4
5
6
7
8
9
10
11
Console Auxiliary Switches
SuperFlow Technologies Group 5-37
5.15 Console Auxiliary Switches
The XConsole has the option of installing up to 12 user-defined switches to control external
devices such as water pumps, exhaust fans, ventilation shutters, and lights. The rocker type
switches control a 12 VDC signal and are connected to compatible relays installed in a convenient
location.
CAUTION: Automotive type relays should not be used because the current draw could exceed the
capability of the power supply and cause problems in the console.
On a standard SF-902 or XConsole panel with six switches,
switch panel 1 is on the left side of the console and switch panel
2 is on the right side. Switches 13 are left to right on switch
panel 1. Switches 46 are left to right on switch panel 2.
Additional panels follow accordingly.
When a switch is turned on, +12 VDC is applied to the
corresponding pin on the J1 AMP connector located on the rear
panel of the console. Individual grounds are supplied for each
group of three switches.
The J1 AMP connector (Figure 5-35) allows for connecting relays
to the rocker switches. A prefabricated cable is available from
SuperFlow Customer Service (part number 1200A-2830) that
connects to J1 and has un-terminated ends. The mating
connector (E4230P-068371), strain relief cover (E4230P-061381),
and pins (E4230P-661049) are also available for custom
applications.
Figure 5-35. J1 Switch Connector
These switch outputs are not designed to drive high-current devices. SuperFlow recommends
using switch outputs to drive the DC relay coils with a coil current rating of less than 100 mA. The
contact rating should be greater than the device controlled. The high-current contacts of these
relays should utilize a DC battery or DC power supply to source DC-powered accessories or an
AC power source for AC accessories.
Suitable relays are available from SuperFlow Customer Service. Part numbers are E4295P-20112
(SPDT 250V/10A) and E4295P-1012 (DPDT 250V/10A). Slip-on terminals (3/16) are required for
these relays (E4340P-5187, blue and E4340P-5759, red). A kit is available (P/N 1200A-2831) that
includes the cable, three relays, and mounting hardware.
The console auxiliary switches can supply up to 500 mA of current to control the relay coils. If the
relays required to operate the external devices exceed this level, use a separate power supply. The
relay box 12 VDC power supply (part number E4190P-17612) available from SuperFlow is capable
of delivering up to 80 watts of power to controllers and all relays with 12 VDC coils. Smaller relays
can then be controlled by the console switches which in turn control the larger relays or
controllers.
NOTE: In addition, pins 21 and 22 on the J1 connector are tied to normally open contacts on the
Emergency Stop switch on the console. They can be utilized to add the emergency stop function to
external devices.
The relay box described in INST-1843, Relay Box Enclosure, is the ideal companion for these
switches, but user-built relay circuits are an option. Contact SuperFlow Customer Service for
details and information on integrating the switches into a relay control circuit or to order parts.
SWITCH 1
SWITCH 2
SWITCH 3
PANEL 1 GROUND
SWITCH 4
SWITCH 5
SWITCH 6
PANEL 2 GROUND
SWITCH 7
SWITCH 8
SWITCH 9
PANEL 3 GROUND
SWITCH 10
SWITCH 11
SWITCH 12
PANEL 4 GROUND
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
E STOP
E STOP
Installation
5-38 XConsole SF-902 Operator Manual
5.16 Initial Check-out
After the sensor box is secured and all the cables hare connected, the system can be tested for
operation.
1. Ensure the power cables for the sensor box and the operators console are plugged into a
suitable power source.
2. Turn on the system power by inserting and turning the key on the operators console.
Notice that a small green light in the upper right corner on the front of the sensor box
illuminates.
NOTE: The white power button on the sensor box is for diagnostic purposes only; do not use it
in normal operation.
The display on the right-hand screen on the operators console should cycle through a
startup initialization process and show real-time data after it is complete.
3. If neither of these happen, power off the console. Then swap the two Cat-5 cables on the back
of the console with the other cables connections. Repeat steps 1 and 2.
4. Turn the computer on and start the WinDyn program.
5. Locate the SuperFlow WComNet icon in the lower right corner of the computer monitor. It will
be near the clock ( ).
If you see a green dot on the icon, WinDyn is communicating with the sensor box. Proceed
to step 6.
If you see a red X across the icon, the system is not communicating.
Refer to the Communication troubleshooting section in Appendix C of the WinDyn Users
Guide.
6. Press the F2 key on the computer keyboard. The Select Test Group dialog box appears. Click
the SF902.tgp file name to highlight it. Click OK to install the file.
7. The WinDyn real-time display appears.
If it does not, refer to the Communication troubleshooting section in Appendix C of the
WinDyn Users Guide.
8. Press the number 2 key on the computer keyboard to display the WinDyn #2 screen. Notice
whether the clock is running and if the readings are good for AirInT (air temperature),
Humidity, and Baro P.
The system is now ready for use.
Proceed to Chapter 6 for operation instructions. Consult the WinDyn Users Guide for information
on how to use the software.
Optional Accessories
SuperFlow Technologies Group 5-39
Prior to first using the test system, calibrate the torque measurement system of the dynamometer
and the Barometric pressure channel. Although the system was pre-calibrated at the factory,
SuperFlow always recommends verifying the calibration after installation.
Refer to Chapter 10 for instructions on calibrating the various sensors in the system.
IMPORTANT: Sensor calibration is a critical function of accurate measurements. Do not attempt
to calibrate any of the sensors in a SuperFlow Data Acquisition System without the proper
calibration equipment.
If you experience any problems in getting the system operational, or if the system fails to
communicate with the console or with WinDyn, contact SuperFlow Customer Service for
assistance.
5.17 Optional Accessories
5.17.1 Electric Throttle Control
Figure 5-36. Electric Throttle Actuator
Plug the 1200A-2340 cable into the nine-pin amp connector on the sensor box labeled Throttle
(Figure 5-36). This cable connects to the SF-1805 throttle controller box. Connect the 1200A-0967
cable between the SF-1805 and the throttle actuator.
Two versions of the electric throttle controller are available. One uses the standard console panel
with the rotary knob (similar to the load controller). The other uses the locking handle on the
console desktop that is normally used with the hydraulic or cable throttle.
Installation
5-40 XConsole SF-902 Operator Manual
5.17.2 Push-pull Cable Throttle
Install the cable (part number 1200A-2511) onto the bracket under the operator console (Figure 5-
37). The cable can now be fed into the test cell and to the dynamometer and routed underneath the
console if at least 3/4" clearance is underneath the wood. If clearance is insufficient, SuperFlow
recommends drilling 1 to 1.5" hole through the wood near the bottom of the console for cable
routing. Use care when routing the cable to minimize possible damage from heat, solvents, kinks,
etc. Attach the slave end of the cable and adjust it per the instructions provided by the
manufacturer of the carburetor or throttle body.
Figure 5-37. Morse Throttle Cable
Introduction
Safety
Capacity Valve
Pressure Boost
Test Preparation
Engine Water Cooling System
Engine Oil Cooling System
Throttle System
Sensor Connections
Running an Automated Test
Analyzing the Test Results
CHAPTER 6
OPERATION
Introduction
SuperFlow Technologies Group 6-3
6.1 Introduction
This section describes setting up and running a test on the SuperFlow XConsole system. The
procedures are specific for the operation of an SF-902 dynamometer but also applies to any type of
absorber used with a SuperFlow XConsole series system.
WARNING: Do not attempt to use the dynamometer without proper training from
SuperFlow. Severe injury or property damage may result from improper use.
6.2 Safety
An engine test cell can be a dangerous environment. The dynamometer operator will be exposed
to a number of hazards. These risks are generally associated with the engine or vehicle under test
rather than with the dynamometer itself and it is thus not possible for SuperFlow to protect the
operator against all these hazards by the design of the dynamometer instrumentation system.
A proper test cell environment eliminates or reduces the risks associated with dynamometer
testing as much as possible. Refer to Chapter 4 in this manual for information on a proper test cell
environment.
Examples of risks are:
Excessive noise
Risk of fire due to the fuel used
Risk of burns due to hot engine and exhaust system parts
Exposure to rotating parts
Exposure to parts being projected from the engine during operation
Excessive exhaust gas concentrations
The XConsole is capable of automating test cell controls and integrating certain safety features
in these controls. Contact a SuperFlow Customer Service or Sales representative for more
information or advice.
Operation
6-4 XConsole SF-902 Operator Manual
6.2.1 Emergency Stop
An Emergency Stop switch (6-1) is mounted on the
operator panel. Additional emergency stop
switches can be installed in the test cell and control
room. In the event of an emergency, press the
nearest emergency stop switch. The emergency stop
command will trigger a shutdown of the
dynamometer system and return it to a safe mode.
The console display will show the status of the
emergency stop (if it is still active) and provide an
acknowledge button.
The hardware shutdown causes selected relays to
be switched off. The software shutdown allows
programmable relay actions, the dynamometer
load to be removed, and causes a system
Emergency Stop (EMS) condition.
Figure 6-1. Emergency Stop
When the emergency condition has been resolved, turn the switch counter-clockwise to release it
then push the Acknowledge button on the touch screen to reset the system. If the emergency stop
condition was not cleared (the push-button released), the condition will remain active.
6.2.2 Electrical Safety
The sensor box, operators console, and electric throttle control (if equipped) require 110/230 VAC
power. They each have internal power supplies. Opening, adjusting, and repairing the power
supplies should not be attempted. Defective power supplies should be replaced.
IMPORTANT: Repairs to the sensor box, console, or throttle controller should only be performed
by a SuperFlow Customer Service technician.
6.2.3 Fuses
All SuperFlow equipment is electrically protected by appropriate fuses. If a fuse blows, the cause
must be found and removed. Do not replace fuses with a different type. This may result in a
severe hazard for the user and/or damage to the equipment.
Safety
SuperFlow Technologies Group 6-5
6.2.4 Safety Procedures
The XConsole instrumentation system controls the engine, the test cell, and the dynamometer. As
a result, there is a possibility that a certain function or equipment is activated at a time when this
creates a hazard to a person in the area. Avoid such hazards by strictly enforcing the following
policies:
Only authorized personnel, trained in the operation of the complete test system, should
have access to the dynamometer area.
Never allow anyone in the test cell during a test. Access during warm-up periods and when
the engine is idling is permissible.
Power off the test console and remove the key during periods when the dynamometer
system is not in use.
Ensure good visibility of the complete test cell area from the operator position.
Ensure circuit breakers are easily accessible and have the proper rating.
Ensure fuel and water shut-off valves are easily assessable.
Ensure fire extinguishers are available and certified.
Allow only authorized personnel to perform maintenance and repairs on electrical and
mechanical equipment.
Always turn power off to the system before plugging in cables and sensors to the Data
Acquisition sensor box or XConsole.
Always turn power off to the system when changing engines.
Operation
6-6 XConsole SF-902 Operator Manual
6.3 Capacity Valve
On SuperFlow SF-833 and SF-871 Water Brake absorbers, the dynamometer power absorption
capacity can be adjusted by a small valve on the rear of the blue absorption unit (see 6-2). The
absorption unit capacity should be adjusted so the engine uses the full operating range of the
absorption unit during tests.
From SuperFlow, the capacity valve should be set at three turns open (counterclockwise from the
fully clockwise position). After the engine is warmed, switch load control to engine speed mode
and select a desired lower engine speed set point. Slowly give the engine full throttle and observe
the Servo display object on a WinDyn screen. If the servo position is between 70% and 90%, then
the capacity valve is set correctly. If above 90%, the valve must be opened (turned
counterclockwise) to allow more water in the absorber. If below 70%, the valve must be closed
(turned clockwise) to reduce the amount of water in the absorber.
The purpose of the capacity valve is to provide
just enough water into the absorber to control
the engine speed under full throttle at the lower
set point. You should then have enough servo
valve rotation left to release enough water to
allow the engine to accelerate to the desired
upper test speed. If, for instance, the upper test
speed was set to 7000 rpm, but by 6800 rpm the
servo position was already at 0% (fully open),
then the engine cannot reach the upper test
speed because of the amount of water
remaining in the absorber.
Figure 6-2. Capacity Valve
In some applications, such as the use of nitrous injection systems, the initial setting of the capacity
valve should be set so the servo position is at 40-50% or perhaps lower. This allows plenty of water
into the absorber, and gives the servo valve room to close to catch the engine upon application
of the nitrous injection. Trial and error will determine the best position.
To adjust, loosen the capacity valve locking nut with a 3/4" (19 mm), open end wrench, change
the adjustment, and retighten the locking nut. When tests indicate proper position, note it down
for future reference. All engines of the same type will normally require the same setting for the
same maximum test speed. Most racing engines will fall between 1.0 and 5.0 turns open. For
small-block Chevrolet and Ford, try 3.0 turns open as a starting point. Small displacement, high
speed engines will require.5 to 1.5 turns open. For very small engines, the valve may be run with
as little as 1/16 turn open.
If the capacity is set too low, the engine cannot be loaded down to low speed at full throttle. If the
capacity valve is set for substantially too high capacity, the engine will not accelerate at the highest
rates (600, 1000, 2000) in the ACCEL test. Under slow acceleration, step tests, or steady speed, the
CAPACITY VALVE has no effect on measured power.
To operate in the maximum effective range of the servo valve, the valve position should be
between 70-90% when at wide open throttle at the lowest desired full power speed. At the upper
test speed, the value should not go below 20%.
Absorber Capacity Valve
Pressure Boost
SuperFlow Technologies Group 6-7
6.4 Pressure Boost
The pressure boost system aids the absorber in
loading the engine at lower speeds. It works by
injecting water directly into the inlet of the absorber
water pump. The absorption section fills more
completely with water when the servo control valve
is closed or near the closed position, resulting in a
higher load. To turn on the pressure boost, open the
ball valve located at the water inlet to the power
absorber. After the test is completed, the valve must
be turned off to conserve water. Pressure boost is
not required for most engine tests.
Figure 6-3. Pressure Boost
The minimum torque values will be 1015% higher during pressure boost due to a larger volume
of water going through the absorber. SuperFlow recommends installing a water filter in the
supply water line because the boost water line bypasses the inlet filter. Therefore, it will bypass
any particles in the water system through the absorber, and may jam the servo valve. SuperFlow
has filter kits available through Customer Service (Filter kit with bags, 1200A-0983; or a Y-strainer
filter kit, 4900P-20080).
6.5 Test Preparation
Prior to the start of dynamometer testing, the entire system should be checked to ensure
everything is ready. Some of the items to check are:
Ensure:
The water supply and cooling systems are operational. Top off the water supply tank if
necessary.
The water pressure to the system is set at 35psi (230kpa) when flowing.
You have an adequate supply of fuel.
You have an adequate supply of engine oil.
Verify the computer is communicating with the system. If the WinDyn real-time display
appears, it is working.
Operation
6-8 XConsole SF-902 Operator Manual
6.5.1 Preparing the Engine
If using a docking cart setup, the engine can be mounted on the cart before installing the adapter
plates, housings, and drive shafts.
6.5.1.1 Dyno Shaft Connection
The dynamometer absorption unit is driven by one of several interchangeable splined adaptor
shafts (6-4). The shafts are driven by the engine in the same manner that a standard shift
transmission connects to the engine.
First install a standard 1-1/8" (28.6 mm) or 1-3/8" (34.9 mm) O.
D. 10 tooth splined adapter plate to the flywheel or flex plate.
Engine Adapter Plates for many engines are available from
SuperFlow.
It is very important that the adapter plate be perfectly centered
on the flywheel to minimize vibration and damage to the
engine and absorber. You may want to remove the absorber
input shaft and use it to assist in aligning the adapter plate.
Figure 6-4. Input Shafts
After the adapter plate is aligned, reinstall the splined adaptor shaft onto the absorption unit hub
and torque the bolts to 25 ft-lb (3.5 kg-m). Install the 3/8 inch, (9mm), OD bar through the cross
hole in the shaft to prevent shaft rotation while torquing the bolts (6-5). Do not use lock-washers
under the bolt heads.
Figure 6-5. Input Shaft Installation
Test Preparation
SuperFlow Technologies Group 6-9
6.5.1.2 Pilot Bushing Adapters
The dynamometer splined adaptor shafts have a 0.588" (14.94 mm) diameter pilot on the end for
aligning the shaft in the end of the engine crankshaft (6-5). This is the diameter of the standard
General Motors pilot bushing. A 0.668" (16.97 mm) and a 0.749" (19.03 mm) diameter sleeve are
supplied for use with Ford and Chrysler engines. If the engine does not have a pilot bushing, one
must be installed. Special diameters will have to be fabricated for some engines.
6.5.1.3 Bell Housing Adapter Rings
The bell-housing adaptor ring aligns the engine bell-housing with the dynamometer absorption
unit (Figure 6-5). The SF-833 dynamometer comes with a 4.680" (118.87 mm) diameter adaptor
disk for the most common bell-housing used on Chevrolet V-8 engines. Other adapter rings for
Ford (4.849) and Chrysler (4.804 and 4.354) are available as well as a 5.187 blank ring that can
be drilled and/or machined as needed.
The SF-871 requires a special adapter to mount a standard bell-housing to the trunnion plate.
Other adapters that can be used include spacer boxes to allow extra clearance behind the engine
and spacer boxes with a starter option.
Contact SuperFlow Sales or Customer Service for additional information.
6.5.1.4 Bell Housing Bolts
The dynamometer mounting plate is drilled for the most commonly used bell-housing bolt
patterns. Only the upper two bolts are required to attach the bell-housing to the dynamometer.
The engine support plate may be drilled for additional bolt patterns if required.
6.5.2 Mounting the Front Engine
Mount the engine to the engine stand as you would
in the vehicle. If the engine stand front mounts do
not mate with your engine, you must fabricate your
own mounting attachments. The engine should be
level (parallel to the floor) once mounted. Anything
other than a standard V-8 automotive engine may
require special mounting plates or brackets.
SuperFlow does not supply such devices.
Operation
6-10 XConsole SF-902 Operator Manual
6.5.2.1 Mounting the Engine
It is usually easier to mount the engine on the stand before the headers are installed. Refer to 6-6
when following this procedure.
1. Support the engine from a lift at the angle it will be mounted on the XCart. Rotate the front
engine mounting pedestals out to each side of the stand.
2. Position the rear of the engine about 4" (10cm) from the rear of the XCart so that any engine
rear oil leaks will fall in the drip pan.
3. Raise the rear support jack to contact the bottom of the oil pan and position the rear engine
center line at the same height of the dyno shaft.
4. Attach the front engine mounts and carefully position the engine center line with the XCart
center line as the engine is lowered from the hoist.
5. Tighten the front XCart bolts at the frame.
6. Roll the XCart into the test cell and dock it with the XDyno absorber stand. Use the foot brake
to secure the cart.
Figure 6-6. XCart Engine Stand
NOTE: The Racers Pack SF-1 stand is similar to the XCart.
Engine Water Cooling System
SuperFlow Technologies Group 6-11
6.6 Engine Water Cooling System
After positioning the cooling tower:
1. The thermostat should be removed from the engine. The thermostat on the cooling tower will
perform the temperature control function.
2. Connect the tower supply hoses to the engine (6-7). Typically on SuperFlow cooling towers,
coolant is supplied to the engine from the lower connection. Coolant from the engine enters
the cooling tower at the top connection (other cooling towers may vary).
Figure 6-7. CT600 Unpressurized Cooling Tower
3. Close the drain valve and open the inlet valve to fill the system. Air is purged automatically.
Observe the sight tube to determine the cooling tower fill level. Close the inlet valve when the
tower is full. After the engine is started it may be required to open the inlet valve and let in
more water to compensate for air purging out of the engine. Both valves must be closed for
normal operation.
SuperFlow CT300P, CT700P, and CT1001
The coolant chamber is filled through the radiator type cap at the top of the tower. Once the
engine is started and the air purged, replace the cap to pressurize the system.
See section 5.11, Cooling Towers, on page 5-22 for more information.
4. Once the engine and cooling tower are full, the engine can be started and warmed up.
Adjustment for temperature control can be made on the control valve located at the bottom of
the tower.
5. When the test is completed and before disconnecting the hoses, open the outlet valve to drain
the water from the tower and the engine. A small amount of water is always left in the engine
and hose.
Operation
6-12 XConsole SF-902 Operator Manual
6.7 Engine Oil Cooling System
External Oil Cooling systems can be mounted on the side of the XCart or to the XDyno absorber
stand (6-8).
Ensure all connections are correct and tight. The oil and water flow should always follow the
arrows stamped on the cooler body and filter housing. Fill the engine with oil and purge the
system.
Figure 6-8. Engine Oil Cooler
6-8 shows how the oil cooler will look on a NSCR system with automatic temperature controllers
which require two thermocouples. On a standard system without temperature control there will
be only one thermocouple for reading oil temperature on WinDyn.
Throttle System
SuperFlow Technologies Group 6-13
6.8 Throttle System
Several styles of throttle control systems are available. The standard system uses a hydraulic
actuator. Morse cable and electric throttle actuators are also available. Due to the variety of fuel
supply systems used on todays engines, special adapters may require fabrication to work with
any of the throttle systems described below.
6.8.1 Hydraulic Throttle Actuator
The standard engine throttle system consists of a hydraulic cylinder at the console and another on
the engine stand. The cylinders are connected by 3/8" diameter tubing, and the system is filled
with water for the working fluid. The console cylinder is connected to a self-locking throttle
handle. The engine stand cylinder activates an adjustable stroke arm and throttle linkage.
The photos shown are for an SF-902 XDyno stand but the procedure is similar for a Racers Pack
SF-1 stand or for a NSCR stand if equipped with the hydraulic throttle.
The console throttle actuator is connected to the XDyno stand with a quick connect fitting at the
rear of the absorber stand. Water can be added to the throttle hydraulic system by opening the
small supply valve on the XDyno hydraulic cylinder when the water supply is on. Water can be
removed from the system by opening the bleed valves on the back of the console and engine stand
hydraulic cylinders.
NOTE: If the absorber stand is fixed mounted and the hydraulic throttle lines are not disconnected,
bleeding the lines before every test session may not be necessary unless leakage occurs.
Refer to section 5.10, Throttle Controller, on page 5-20 for instructions on bleeding the throttle
system.
6.8.2 Electric Throttle Control System
The electric throttle control System consists of an SF-1805 control box and a Jordan DC servo
motor actuator mounted on the XDyno stand. The actuator is attached to the engine throttle
through an adjustable throttle linkage using rods or cable. The throttle is controlled by a panel on
the console or an electrically connected throttle handle on the console.
On the side of the SF-1805 box is a slide switch that switches the throttle response time constants,
between normal and boost. Normal is for use when the absorber is operated in the normal self-
pumping mode. Boost is used when the absorber is pressure-boosted for more torque.
6.8.2.1 Throttle Electrical Connections
See the instructions in INST-1843, Relay Box Enclosure, for the cable connections.
Operation
6-14 XConsole SF-902 Operator Manual
6.8.2.2 Operation
The electric throttle is operated in either manual mode or in servo mode. Select the mode on the
console control panel by pressing the appropriate button on the touch screen. Then using the
controller knob, dial in the desired set point. A control mode and set point can also be
programmed in an automatic test profile.
Figure 6-9. Throttle Controller Panel
In manual mode the system controller provides a signal to the SF-1805 that correlates to 0-100% of
the actuator movement. This may not be the same as 0100% of the engine throttle if the travel
adjustment is not set properly.
In servo mode the controller output responds to a desired set point entered using the console
control panel or in a test profile. Typical servo control modes are throttle position, engine speed,
or engine torque. When in servo mode, the system controller will move the throttle so as to make
the actual reading of the servo control channel match the desired set point. For example, if an
input from a throttle position sensor is used as a control mode, the system will adjust the throttle
controller until the reading from the position sensor matches the set point.
SuperFlow suggests experimenting a bit to become familiar with the servo systems and how they
react.
IMPORTANT: Keep this in mind at all times when using two controllers (load and throttle): always
set the controller that controls the speed to servo first, then switch the other controller to servo
mode. If this is not done, you can end up with an engine with serious problems after it tries to race
away as fast as it can. If the throttle is controlling torque and is switched to servo first, the speed
will go as high as the engine will operate to try to reach that torque. The same thing will happen if
you set the throttle controlling position (either in manual or servo mode) to wide open without first
setting the load controller to a speed that will hold the engine at a desired rpm.
Throttle System
SuperFlow Technologies Group 6-15
6.8.2.3 Adjustment
With the throttle controller in manual mode on the XConsole and the throttle actuator connected
to the engine, use the position control to move the throttle arm from idle to wide open throttle.
Note the distance of travel. The scale on the controller arm indicates the travel in inches at the
pivot point of the controller rod (6-10). Check the travel of the throttle from idle end stop to full
throttle end stop.
Figure 6-10. Electric Throttle Travel Adjustment
At minimum throttle, adjust the linkage to its idle position. At maximum throttle, adjust the arm
adjustment screw so that full throttle occurs just at the maximum position of the actuator. Repeat
as necessary until maximum and minimum throttle openings exactly correspond to maximum
and minimum settings of the Manual control knob. It is important to never allow the motor to
reach a maximum or minimum throttle position before the Manual throttle knob reaches its
respective maximum or minimum position.
If this adjustment can not be obtained with the arm adjustment screw, raise or lower either throttle
rod by utilizing one of the other mounting holes provided in the engine stand throttle lever.
Ensure that the throttle rods do not contact each other throughout their entire range of movement.
Operation
6-16 XConsole SF-902 Operator Manual
6.8.3 Throttle Rod
Before connecting the throttle rod to the engine throttle positioner, remove all throttle/injector
return springs from the linkage and throttle. The throttle system will not work well if the fully
open lever force is much in excess of 15 pounds (70 newtons). The spring on the throttle arm
should be sufficient to close the throttle positioner if the linkage moves freely.
Attach the rod ball-joint to the throttle linkage at about 1" (25 mm) out from the center of the
throttle shaft and 45 degrees to 60 degrees from the vertical in the direction away from the
dynamometer throttle arm. Install the throttle rod clamp in the throttle arm, four holes up from
the bottom (Figure 6-11). If the ball joint is more or less than a 1" (25 mm) radius from the throttle
positioner shaft center, move the rod clamp up or down from the fourth hole.
With the engine throttle positioner and the console throttle controller both at idle, tighten the
throttle rod clamp on the rod. Now check to see that the engine throttle begins to open when the
console handle moves no more than 1/4" (6 mm). If it doesnt, open the supply valve momentarily
to add water to the system then repeat the test.
Open the console throttle fully and check to make sure the engine throttle positioner is fully open.
For less stroke or more stroke, move the throttle rod clamp higher or lower on the throttle arm.
This completes the throttle adjustment.
Figure 6-11. Adjustable Throttle Arm
Throttle System
SuperFlow Technologies Group 6-17
6.8.4 Throttle Cable
The cable should be routed in the straightest manner possible. However, it is better to have slow
gradual corners rather than sharp bends for better wear resistance. The cable requires a return
spring but a strong one may not be necessary.
With the engine throttle positioner and the console throttle both at idle, connect the throttle cable
to the engine throttle positioner. The brackets and mounts can be adjusted to ensure proper
operation. The hydraulic actuator may require bleeding or more water to ensure the throttle
begins to open when the console handle moves no more than 1/4" (6mm).
Open the console throttle fully and check to make sure the engine throttle positioner is fully open.
For less stroke or more stroke, move the throttle rod clamp higher or lower on the throttle arm
(Figure 6-11). This completes the throttle adjustment.
6.8.5 Push-pull Cable Throttle
The push-pull cable connects directly to the engine throttle positioner using the supplied bracket
(Figure 6-12). With both the throttle lever on the console and the engine throttle positioner in the
midpoint position, adjust the connecting link length so that the bell crank is set to a horizontal
position as shown. Lock in place by tightening the two jam-nuts.
Figure 6-12. Push-pull Throttle Cable
Operation
6-18 XConsole SF-902 Operator Manual
6.9 Sensor Connections
The sensor connections on the Data Acquisition System (sensor box) inputs are covered in Chapter
5, sections 5.12, 5.13, and 5.15).
If the XDyno Absorber Stand is fixed in place and depending on how the test cell is setup, some of
these sensors may be always connected. The Battery cable, Air Temperature Sensor, Servo Valve,
Load Cell, Dyno Speed Pickup, Fuel Pump, Fuel Turbines, and Throttle Actuator are examples of
some of the sensors that can be left connected.
Stand Connections
1. Place the Air Temperature and Humidity sensor in a location close to or in the airflow to the
engine air intake. Do not put too close to the engine as heat from the engine could affect the
readings or a backfire from the engine air inlet could damage it. As a rule, put the sensor in the
same general location for every test. The data from this sensor is used to apply power
correction factors, so its repeatability is critical to your dyno testing results.
2. Connect the DC Power In cable to the connector labeled DC Input on the engine control panel.
The other end of the cable is connected to the 12VDC battery source.
3. Connect the Servo Valve, Load Cell, and Dyno Speed Pickup to the proper connectors on the
Interconnect panel.
4. Connect the Fuel Turbine connectors to the proper plug on the sensor box interconnect panel.
5. Connect the Fuel Pump power connector to the proper plug on the sensor box engine control
panel.
6. Connect the cooling tower thermocouple (if used) to the sensor box water temperature
channel (The channel may need to be defined.
Refer to section 9.3, Channel Functions, on page 9-4 for information on the thermocouple
channels).
Engine Connections
1. Attach thermocouples to the engine and connect them to the proper plugs on the sensor box
temperature panel.
2. Attach pressure lines to the engine and connect them to the proper transducers on the sensor
box pressure panel.
3. Install an air turbine(s) on the engine air intake and connect it to the proper plug on the sensor
box interconnect panel.
NOTE: To prevent damage to the air turbine propeller due to engine backfire, SuperFlow suggests
performing initial start and ignition timing without the air turbine mounted to the intake.
4. Connect the ignition and starter to the engine and to the proper plugs on the sensor box
engine control panel.
Refer to section A.10, Noise Interference, on page A-12 of Appendix A, General Testing.
Sensor Connections
SuperFlow Technologies Group 6-19
6.10 Running an Automated Test
Follow this procedure for running each test. Repeatable and accurate test results are obtained by
consistent test methods. Quick reference instructions are provided with this manual as a stand
alone document that can be placed near the console for easy viewing.
6.10.1 Pre-test Checks
1. Verify the engine installation and all connections to the engine.
2. Ensure:
That the connection between engine and dynamometer is aligned and secure and that all
guards are properly installed
No tools are left on the engine or dynamometer
3. Verify:
Oil and water levels in the engine and heat exchanger(s)
Fuel connections
Electrical connections to the engine
Battery hook-ups and battery charge condition
Throttle connections and adjust throttle end stops
That proper sensors are connected as required for the test
4. Ensure no sensor cables, electrical wires, or pressure lines interfere with the engine exhaust
system or other hot or rotating parts.
5. Verify that water valves are in the test position.
6. Secure all objects that might move due to the ventilation fans.
7. Verify that:
The fuel supply is adequate for the test
The power is on at the console, sensor box, computer, printer, and any additional control
equipment
WinDyn on the computer is communicating with the sensor box
8. Open ventilation air shutters in the test cell.
9. Turn on the battery switch and open fuel supply valves.
Operation
6-20 XConsole SF-902 Operator Manual
6.10.2 WinDyn Setup
WinDyn preferences can be set up to quickly prepare the system for testing. A Test Group can
ensure the proper configuration files are loaded into the system. WinDyn can receive data from
the data acquisition system and save it into a data file with a filename and location determined
prior to running the test. Notes can also be entered and saved with the data, Specifications can be
set, and other preferences selected using one WinDyn dialog screen.
Preparing WinDyn to accept data and store it in a specific location with a filename helps identify
the stored data files. Specifications are channels used to set up calculations with different variables
for different engines. Test Description Notes will help in recognizing the customer, engine, and
purpose for the test.
For more detailed information on setting up WinDyn for testing, see Chapters 2 and 3 in the
WinDyn Users Guide.
1. Select and load the proper test group file (SF-902.tgp or other customer designed test group)
via the Install Test Group icon on the WinDyn tool bar or by pressing the F2 function key on
the computer keyboard.
IMPORTANT: This procedure assumes a calibration file is included in the test group design. If
not, manually install the correct calibration file via the System>>Install>>System Calibration
menu option. Otherwise, you may have to re-calibrate the dyno or manually load a saved
calibration file every time the test group is installed. This is especially true if the test group
installs a configuration file and not a calibration file. Loading a CFA without following it with
a Calibration file (CAL) will always return the dynos calibration to the default
(uncalibrated) state.
2. Check screen number 2 (press #2 on the computer keyboard) for the correct weather readings
(Air Temperature, Humidity, and Barometric Pressure. Check the Trq1 channel to see if it
indicates 0.0, +/ 1.5 lb/ft. If any of these are incorrect, the dyno is not calibrated. A calibration
must be performed or a calibration file installed that contains the correct calibration
coefficients (See Appendix A in the WinDyn Users Guide for more information on calibration
coefficients and Chapter 10 in this manual for the calibration procedures).
Sensor Connections
SuperFlow Technologies Group 6-21
3. Press S on the computer keyboard to access the WinDyn Test Setup dialog box. Use this dialog
box to set all the preferences for WinDyn to ensure proper test results.
4. Set up the file name sequence for this series by entering a file path in the Test Data Location
drop-down list. Use a name that identifies the engine. Do not end the name with a number
because WinDyn assigns a sequence number to the file.
5. Using the drop-down list at the right, set the Start At number to 1.
NOTE: If the Start At number is set to 1 and saved tests with the same name are in the same
folder, WinDyn automatically increments to the next available number in the folder and adds it to the
file name. WinDyn never overwrites an existing file.
6. Set up the correct folder to store the data files by entering a file path in the Test Data Location
drop-down list. Use a folder name that identifies the engine owner or customer. The drop-
down list shows the previous 10 folders used. Click the Browse button to search for a folder.
The folder location can be anywhere on the computer hard drive, but it is best to keep the data
files together with other WinDyn files.
Operation
6-22 XConsole SF-902 Operator Manual
7. Check for the correct engine and test specifications. To enter the correct specifications, select
the channel and press ENTER (or click the channel name). Specifications can also be saved and
installed with a saved specification file.
See Chapter 9, Configuration File Description for specific details on each specification
channel and how it is used by the system. See Chapter 3 in the WinDyn Users Guide for
more information on the Test Setup feature and how to save specifications.
8. In the Test Notes area, enter test engine details, owner contact information, reasons for testing
the engine, test results, and so on. The entered information is saved with the stored test data
files (*.SFD). After storing the data, press F10 to add more information using the Stored Data
Viewer program.
See Chapter 4 in the WinDyn Users Guide for more information on test description notes
and data analysis.
9. Press F2 or click the Activate button (top left) to install the new test settings
10. Select the desired WinDyn screen to view during the test. Ten screen groups are available.
Screen #1 is the default and is most commonly used.
11. Move to the console to run the test.
6.10.3 Specifications
Specifications are values specific to the engine, system, or test and are used to calculate other
values or to set the parameters for running a test. It is very critical that these values are correct or
the results from testing may be inaccurate. The WinDyn software allows you to customize the
defined specification for the type of dynamometer or for the system application.
The following descriptions are for the standard SF-902 specification channel definitions. The
channel names are in bold type.
EngBor, EngStr, EngCyc, EngCyl
The engine specifications (Bore, Stroke, 2- or 4-cycle, and number of cylinders) are used in
the formulas for the correction factors, engine displacement, Volumetric Efficiency (VE),
and other calculations. It is important that these values are correct or the corrected torque,
corrected horsepower, and other channels using these numbers will not be correct.
OvrRat
If a transmission or gearbox is between the engine and absorber, the system must know the
engine-to-dynamometer ratio to properly calculate the engine speed and torque. The Over
All ratio channel holds the value used for this calculation. The default value is 1.000. If an
incorrect value is used with a gearbox, the resultant values for engine torque and speed will
be incorrect.
Pul/Rv
The standard SuperFlow dynamometer measures engine speed from the signal generated
by a magnetic sensor on a gear attached to the main shaft of the absorber. The frequency (in
Hertz) from the magnetic sensor is multiplied by 60 (number of seconds in a minute) and
then divided by the value in this Pul/Rv Specification channel to get the true RPM of the
absorber (hence the engine). The standard for most absorbers is a 60-tooth gear, therefore
the default value in this channel is 60. If a gear with a different tooth count is used, or a
different type of sensor is used, enter the correct pulses-per-revolution value here.
Sensor Connections
SuperFlow Technologies Group 6-23
FuelSG
The fuel flow measurement turbines initially produce a volume flow value, then the system
calculates the flow as a mass amount using the fuel-specific gravity in the calculation. Thus,
it is critical to use the proper specific gravity value. The Specific Gravity channel is used to
input the correct value.
You can obtain specific gravity in several ways:
Get the value from the fuel supplier.
Use a hydrometer.
Weigh 100cc of fuel in a container. Whatever the fuel weighs in grams, place a decimal
point in front of that value for the correct fuel-specific gravity.
Inrtia
All engines have a mass that requires some amount of power to accelerate. In most
situations this power is too insignificant to be concerned about. The Inertia channel allows
for the entry of an inertia value. It is used to calculate the torque used during acceleration
which is then combined with the measured engine power to compute total power (TotPwr).
Theoretically, this value will provide a brake horsepower estimate negating the inertia
effect due to the acceleration of the engine in a test. The value in the Total Power channel is
not included in the corrected horsepower results so the value in this Specification will not
affect the standard readings.
4_inch, 6_inch, 9_inch
SuperFlow has three different sizes of air turbines, each with its own unique calibration. For
the system to know which calibration table to use, it must know which air turbine is being
used. It does this by scanning the values in the three air turbine channels. The desired air
turbine channel should have 1.000 entered while the other two have 0.000 even if using two
9 air turbines.
Recpcl
ProFilter is a special feature of WinDyn that converts data recorded in an acceleration test at
a high rate (100 times per second) into a more user friendly format, usually in 100-rpm
increments. The value in the Reciprocal channel is used by ProFilter to properly calculate
the engine speed increments and is automatically determined by the test profile. Changing
this value before running a test has no effect on the test results.
Cycle
This channel is used for entering a cycle time for the Break-in test profile. It is not used by
any other test profile or for any other purpose.
Lower, Upper, StepTm, StepSz, Return
These channels set the test parameters for the start and stop speeds, time rate, step sizes,
and return speed. The values entered can be overwritten by the control knobs and buttons
on the SF-902 or XConsole operator interface panels.
NOTE: The system does not always read these values and set the test parameters accordingly.
The console knobs and buttons determine the final settings; always check them before starting
any test profile. On systems using a handheld controller, the test will prompt for these settings.
Operation
6-24 XConsole SF-902 Operator Manual
6.10.4 Startup
IMPORTANT: Before starting an engine attached to the absorber, ensure that the absorber is
filled with water so the seals are wet and lubricated. Failure to do so may damage the seals and
cause them to fail. On SF-902 and NSCR systems, turning the ignition on will open an electric
valve on the water supply allowing water to flow through the seal feed line on the absorber. After
20 or 30 seconds, water can be observed draining from the bottom of the absorber through the
servo valve.
1. Set the load and throttle control knobs to zero (or close the throttle if manually operated) and
select medium controller sensitivity.
2. Evacuate all personnel from the test area and close the doors.
3. Activate water pumps to the dynamometer and cooling systems.
4. Activate test cell ventilation.
5. Activate engine exhaust evacuation systems.
6. Auto-zero the sensors only if necessary and only with no pressure in any of the lines (engine
and fuel pump are off). On the console, press Calibrate, then Zero. Zeroing is required only
when pressure and torque channels do not read zero. Zeroing of these channels is normally
handled in the calibration process. See chapter 10 for calibration instructions.
7. Switch on the Ignition. Wait for the absorbers to prime with water (not applicable for eddy
current systems).
NOTE: On SuperFlow high-performance hydraulic dynamometers, wait at least 20 seconds before
proceeding to allow the dyno prime circuit to fill the absorber pump.
8. Switch on the fuel pumps
9. Start the engine.
10. Verify proper throttle response.
11. While the engine is warming up, enter the test cell and inspect for any water, fuel, or oil leaks.
Also verify that water is pumping through the absorber by observing the outlet of the servo
valve. If water is not pouring out of the valve, crack open the pressure boost valve to prime
the absorber pump. Close the boost valve if it not going to be used in the test.
Sensor Connections
SuperFlow Technologies Group 6-25
6.10.5 Running a Test
Automated tests are selected and run from the console touch screen displays.
Figure 6-13. Console Left Display Screen
1. Press the K (Test) button to select the test. There are several tests available. A description of
each of them can be found in Chapter 8, Theory of Testing.
2. Press the L (Rate) button to select the acceleration rate for Accel tests or the step size for Step
tests.
3. Press the M (Time) button to select the hold time for Step tests or the cycle time for Break-In
tests.
4. Press the N (Limits Setup) button to select a Safety Limits file if one is available. Limits files
can also be installed directly from WinDyn or by a Test Group. Buttons under the right
display screen can be used to turn Limits on and off.
5. Press the X (Clr MsgLog) button to clear any messages that may be on the screen.
6. Set the Upper Speed to the desired ending rpm for the test. This value is stored in
Specification channel #96 once the test is started. Changing this value during the test will have
no effect.
Zero
Sensors
Set
Specifications
Erase Data
Manual
data record
Control
Setup
F G H I J
K L M N X
Accel902
Break_in
Steadyst
Steptest
Valvrmp
50
100
200
250
300
400
500
600
1000
1
2
3
|
|
10
|
|
60
Select
files
Clear
screen
Operation
6-26 XConsole SF-902 Operator Manual
7. Set the Lower Speed to the desired starting rpm for the test. This value is stored in
Specification channel #95 once the test is started. Changing this value during the test will have
no effect.
8. Set the Return Speed to the desired rpm after the test run is complete. Typically this is set to
the same value as the Lower speed but can be set higher if desired. This value is stored in
Specification channel #99 once the test is started. Changing this value during the test will have
no effect.
9. Press the A (Start Test) button below the right-hand screen to begin the test. Follow the
instructions on the left screen. The test is automatic. Press Pause or Stop only if necessary
(Figure 6-14).
10. Select Repeat Test or Stop Test as desired after each test. Continue to follow the instructions
on the left screen. Test Profile execution commands display while a test is running:
Stop (F key): Press to stop the
autotest currently in progress
and return the system to the state
it was in when the test was
started.
Pause (G key): Press to pause the
autotest in progress at the
current step. The system will
hold at that step until the resume
button is pressed.
Resume (H key): Press to restart
the test from the point at which it
was paused.
Figure 6-14. Test Commands
6.10.6 Post Test
Each test can be viewed after it is saved. Current data is stored in memory in the Data Acquisition
sensor box. Saved data is on the computer in the location and with the filename specified in the
Test Setup screen. Press Shift + F3 to select and view the saved test data.
6.10.7 Shutdown
Let the engine cool down as necessary in idle mode, then turn off fuel and ignition. When the test
cell ambient temperature and the engine coolant temperature are normal, shut down the test cell
pumps and fans.
Sensor Connections
SuperFlow Technologies Group 6-27
6.11 Analyzing the Test Results
All automated tests provided by SuperFlow will save the test data automatically on the computer.
The recorded data can be viewed, plotted, and printed using the WinDyn Stored Data Viewer.
A utility program (SuperFlow Explorer) is available on the WinDyn Tools menu to assist in
locating data files.
Refer to the chapter 3 of the WinDyn Users Guide manual for more information on the
SuperFlow Explorer.
Select Analyze>>Saved Test>>View on the Windyn main menu to start the Stored Data Analysis
program of WinDyn and display the results of the test in tabular format. Use the numeric keys or
the mouse to select any of ten available screens.
Click the Plot Test button (with the graph) or the F11 key to display the results in graphical
format. Press the F12 key for a side-by-side view of the tabular and graphical display. Use the
numeric keys or the mouse to select any of 10 available screens.
Click the Print Test button (with printer icon) to print the tabular data or select File>>Print Plot to
print the graph.
Refer to the WinDyn Help screens or chapter 5 of the WinDyn Users Guide manual for more
information on how to use the test analysis features of WinDyn.
Operation
6-28 XConsole SF-902 Operator Manual
Overview
LCD Touch-screen Panel Controls
Touch-screen Controls
Other Panel Controls
System Functions
Setup
Revolution Accumulator
Control Setup
CHAPTER 7, PART A
XCONSOLE OPERATOR
CONTROLS
Overview
SuperFlow Technologies Group 7A-3
7.1A Overview
Figure 7-1. XConsole Classic
The compact design of the XConsole fits in a wide variety of test environments. Three different
configurations are available:
The standard SuperFlow free-standing console (Figure 7-1.)
A full-size tabletop model (Figure 7-2.)
A compact tabletop model (Figure 7-3.)
Figure 7-2. XConsole Pro Panel
XConsole Operator Controls
7A-4 XConsole SF-902 Operator Manual
The operator panel has an upper and a lower section. The upper section provides the interface to
the Data Acquisition and Control (DAC) system. This includes messaging, system configuration,
calibration controls, data input, and operator interaction with tests. Two screens display data and
provide operator interface with the dyno system. Large analog-style meters on the Classic and Pro
consoles allow operators to quickly view important test data.
Additional panels provide the interface to the throttle and load controllers and to the engine/relay
box functions. Touch-screen controllers and digital encoder knobs set test parameters. Pushbutton
and rocker switches control engine and room functions. A power switch with a removable key
and an Emergency Stop (ES) pushbutton switch are also provided.
Figure 7-3. XConsole Compact
Operation of the remote handheld controller is covered in the Racers Pack Operator Manual.
Operation of the wireless handheld is covered in its own operator manual.
LCD Touch-screen Panel Controls
SuperFlow Technologies Group 7A-5
7.2A LCD Touch-screen Panel Controls
Figure 7-4. XConsole Operators Panel
7.2.1A Screens and Buttons
The 240x320 color Liquid Crystal Display (LCD) touch-pad screens show system information or
data. Enter information using the touch-screen pads on the displays when prompted. The buttons
above and below the LCDs are called soft keys. The functions assigned to these keys are defined
by the system software and vary depending on the system mode. Keys AE below the right LCD
screen can also be defined by autotest commands.
When a soft key is pressed, a menu appears on the screen. Pressing the appropriate button directly
on the touch pad executes the menu item function. When exiting a menu, always be sure to exit
the active menu first (the top window).
XConsole Operator Controls
7A-6 XConsole SF-902 Operator Manual
System Buttons
The red and blue keys above the right-hand LCD screen are called hard keys because their
functions are fixed and do not change. See Table 7-2.
7.2.2A Keypad
Use the numeric keypad to switch between display screens and to enter numerical values into the
system. Nine display screens are available to select. The channel selection on the displays are
programmed through the configuration file (CFA/CFD).
Table 7-1. System Button Functions
Graphic Key Function Description
Red Hand Stop Returns to the main menu, stops running tests,
removes the absorber load, and aborts the
current action without saving any data.
Printer Print Sends a print command to the computer to print
current data as specified in the WinDyn Print
Setup dialog box. If the Prompt for Print option is
not selected, the system prints directly.
Otherwise, the Print Setup dialog box appears on
WinDyn.
Disk Save Saves the current data to WinDyn (not required
when automatic tests save the data).
Trash Can Erase Erases all data recorded in system memory (not
required when automatic tests erase the data).
Curved
Arrow
Toggle Updates the console with current information
loaded in the sensor box to synchronize the
console and sensor box.
Table 7-2. Keypad Functions
Graphic Key Function Description
Numbers 19 Selects a screen number on the right-hand LCD.
Also enters test values called for in test profile.
Number 0 Enters test values called for in test profile.
PLUS and
MINUS keys
Polarity Enters the respective polarity (+ sign normally not
required).
Back Arrow Clear Backspaces and clears the last-entered digit.
Box Decimal Places a decimal point at the cursor position.
Bent Arrow Return Enters the value or information into the system.
Touch-screen Controls
SuperFlow Technologies Group 7A-7
7.2.3A Test Speed Controllers
The three digital encoder knobs between the LCD
displays are used to set the upper (1), lower (2), and
return (3) test speeds. The values display on the left LCD
screen. To change the step values, access the Setup menu
and select the Encoder Config option (see section 7.6.3A,
Encoder Config, on page 7-18).
The typical use for these controls are to set the rpm
parameters for an autotest. The lower value is for the
starting speed, the upper for the ending speed, and
return is for the speed the engine returns to at the end of
the test.
Figure 7-5. Test Speed Controllers
7.3A Touch-screen Controls
7.3.1A Right Screen
The right screen (Figure 7-6) displays real-time data from the sensor box. Nine display screens are
available to select using the numeric keypad.
The channel selection on the displays are programmed through the configuration file (CFA/CFD).
Figure 7-6. Right-hand LCD Touch Screen
Start Test (A key): Starts the autotest selected from those currently installed in the system
memory.
Limits On (B key): Turns on the safety limits if a file was installed from WinDyn or selected
from system memory.
Limits Off (C key): Turns off the safety limits.
See Chapter 5, Safety Limits in the WinDyn Users Guide for information on how to
create and use a Limits file.
XConsole Operator Controls
7A-8 XConsole SF-902 Operator Manual
Setup (D Key): Displays the System Setup menu. After setting up the system, do not use
this button in normal operation.
See section 7.6A, Setup, on page 7-17 for details.
Cal Touch (E key): Displays the touch calibration on all the touch screens to calibrate.
Calibration ensures the touch screens respond properly when pressed. Follow the
instructions displayed on the screens. Pressing the Stop key (red hand) exits from this
function without affecting the current calibration.
NOTE: Do not use this function if the touch screens are working properly. When calibrating the
touch screens, they must all must be calibrated before exiting the program. Use this feature only
when the touch screen response is so far off that none of the buttons react to the touch.
7.3.2A Left Screen
The left screen (Figure 7-7) is called the main screen because it accesses the primary system
functions.
Figure 7-7. Left-hand LCD Touch Screen
System Data: The current number of recorded data lines displays along with the number of
lines available in memory. The current date and time download from the computer when
communication is established with WinDyn. The currently installed Limits file and the
status display (whether it is on or off). This display changes and shows different
information during other system activities.
System Messages: Displays information generated by the system software.
Test Information: Displays information and instructions generated by the automatic test
profile while it is running.
Encoder Control Knobs: The values displayed along the right side of the screen are the
current settings for the test set points. To change these values, use the encoder control knobs
next to them, or set them using the Lower, Upper, and Return specification channels.
Touch-screen Controls
SuperFlow Technologies Group 7A-9
The display along the top and bottom of the screen correspond with the buttons arranged above
or below them. Press these buttons to open a dialog box on the display or select an action. During
automatic tests, the upper row of buttons changes to provide other actions.
The function of each dialog boxes is explained in section 7.5A, System Functions, on page 7-
12, section 7.6A, Setup, on page 7-17, section 7.7A, Revolution Accumulator, on page 7-20,
and section 7.8A, Control Setup, on page 7-21).
Calibrate Sensors (F key): Displays the sensor zero and calibration screen.
Specs (G key): Displays the specification (constant) channels selection screen to change
values in the specification channels.
Erase Data (H key): Erases any data recorded in the system memory.
Record Data (I key): Records one line of data into the system memory.
CTRL Setup (J key): Displays the Proportional, Integral, and Derivative (PID) Closed Loop
Servo Control setup dialog box where you can make changes to the method the system
controls in servo mode.
Test (K key): Selects an autotest profile from the system memory. The current test displays
on the screen above the button.
Rate (L key): Selects an acceleration rate (rpm/second for acceleration tests). Combined
with the lower and upper test speed, rate calculates the ramp time of an acceleration test.
For step tests it sets the step size (rpm/step).
Time (M key): Selects a hold time for step tests or the record rate for steady-state tests.
Limits (N key): Displays a dialog box where you can select a Limits profile from the system
memory.
Clear Msg (X Key): Clears the message log area of any displayed messages.
XConsole Operator Controls
7A-10 XConsole SF-902 Operator Manual
7.4A Other Panel Controls
Figure 7-8. Power, Emergency Stop, and Relay Switches
7.4.1A Power
This key switch is the main power switch for the operator panel. The sensor box has its own power
switch but should be switched on/off by the console power switch (normally the sensor box
power switch is disabled at the factory).
IMPORTANT: Two keys are provided with the system. Store the spare key in a secure location in
case the first one is lost. Do not leave both keys on the system.
7.4.2A Emergency Stop
The large, red, locking pushbutton switch causes a system-wide Emergency Stop (ES) command
that:
Resets all controller set points to zero
Drops all engine functions and relays controlled by the console/relay box electronics (does
not affect the rocker switches unless they are wired into the ES circuit)
Displays an ES warning and prompts the operator for acknowledgement
Saves a Post Mortem Data file in WinDyn.
See more information on post mortem in Chapter 6, WinDyn Safety Limits in the
WinDyn Users Guide.
After resolving the emergency condition, reset the ES button by turning it slightly clockwise until it
pops out. Press the Acknowledge button on the right-hand LCD screen to re-initialize the system.
7.4.3A Rocker Switches
Depending on the installation, rocker switches on the console can be wired to control test cell
equipment and accessories. These switches are designed to connect to separate relays that control
the external devices. The switches are completely independent of the sensor and test system but
can be wired into the Emergency Stop button if desired.
See section 5.15, Console Auxiliary Switches, on page 5-37 for details.
Other Panel Controls
SuperFlow Technologies Group 7A-11
7.4.4A Engine Control Function Keys
These keys control the relays for engine ignition, starter,
fuel pump, and one auxiliary through the engine control
panel on the sensor box. They can also be controlled by
test profile, limits, and Emergency Stop functions.
Figure 7-9. Engine Control Switches
Additional panels can be installed and programmed to control relays in a SuperFlow relay box
(see section 2.4, Accessories and Options, on page 2-18 and INST-1843, Relay Box
Enclosure, for details on the relay box functions.
7.4.5A Set Point Controllers
The LCD touch-screen controller and digital encoder knob (Figure 7-10) provide load set point
control (and throttle if installed) to the operator. In manual control mode, the knob controls to a
percentage of (0100%) range. In servo control mode, they control to a measured variable such as
engine speed, torque, or throttle position. The system configuration defines the panel function.
Up to four set point controllers can be installed in an XConsole. However, only two can operate in
closed-loop servo mode where the connected device (dyno load, electric throttle) is automatically
controlled to varying input signals such as engine speed or torque. The other two controllers
provide a variable 010 VDC signal to drive external devices.
Press the appropriate button directly on the touch pad to execute the item function.
Figure 7-10. Set Point Controller
Mode Selection Touch Pad
These switches determine the control mode for each system controller (dyno and engine)
independently. Servo control modes listed on the left side of the panel are defined in the
Configuration file. Manual control is based on 0100% of the load controller (valve position or
eddy current load). Servo control is to the units of the channel selected (rpm, lb/ft, etc.).
Sensitivity Selection Touch Pad
These switches determine the rate of change of the encoder output as a function of knob rotation.
Three sensitivity levels are available: fine, medium, and coarse. The sensitivity of the knobs is
determined by the setup selection
See section 7.6.4A, Ctrl Panel Config, on page 7-18).
Encoder
Knob
Mode
Selection
Sensitivity
XConsole Operator Controls
7A-12 XConsole SF-902 Operator Manual
7.5A System Functions
This section describes the menus that appear by pressing the Calibration, Specification, and
Limits buttons on the left-hand touch-screen panel.
NOTE: These functions duplicate WinDyn actions. SuperFlow recommends performing calibration and
specification actions through WinDyn because it is easier.
7.5.1A Calibration
Press the Calibrate Sensors button above the LCD screen to display the Sensor Calibration menu.
Every channel defined in the configuration file (CFA/CFD) as a calibrated channel is shown.
zero: Sets the reading in each channel defined as zeroed by command to zero. A prompt
appears to confirm the action. Zeroing compensates for atmospheric condition changes or
sets the proper zero reference in channels that do not have the correct offset in the
calibration file.
<<prev: Displays channels listed on the previous page.
Exit: Exits from the calibration menu and return to the main operating screen.
next>>: Displays the channels listed on the next page.
For more information on calibration and calibration coefficients, see Chapter 10, Service &
Calibration. See Appendix A, WinDyn Calibration Files in the WinDyn Users Guide for an
explanation of the calibration coefficients and zero offsets.
Press the channel button to display the calibration for that channel. It displays the current reading
from the sensor and the calibration coefficient for the channel.
System Functions
SuperFlow Technologies Group 7A-13
Press Change to access the calibration mode options. Press Exit to close the sensor screen and
return to the previous screen.
The Cal mode menu are zero the channel, enter a current value or a coefficient value, or set the
calibration to the default value as defined in the configuration file.
Zero: Sets the current reading of the selected channel to zero (0). An option appears to
confirm the action or cancel zeroing the channel.
Autozeroing a single channel does not affect the zero setting on any other channel.
Curr value: Accesses a screen where you enter the value of the signal to apply to the sensor.
CAUTION: Always be sure to apply a known input to the sensor before entering a current
value. Zero (0) is not a valid calibration value and will corrupt the sensor calibration.
Coefficient: Accesses a screen where you enter the channels coefficient value. Entering a
coefficient other than one obtained from an actual calibration will result in erroneous
readings.
For more information on calibration coefficients, see section 10.2, Calibration, on page
10-5 and the Calibration Files section in Appendix A, WinDyn Calibration Files in the
WinDyn Users Guide.
Default: Resets the calibration for the selected channel to the default value as defined in the
system configuration. A screen appears to confirm the action.
Chapter 9, Configuration File Description details the default values for sensor channels
in a standard system configuration. Use the Configuration Utility tool in WinDyn for
default values of specific channels in your system. Refer to Appendix A, WinDyn
Calibration Files in the WinDyn Users Guide for information on how calibration
coefficients are generated.
Exit: Closes this screen and returns to the previous screen.
XConsole Operator Controls
7A-14 XConsole SF-902 Operator Manual
Use the Calibration screen to input calibration values (current value and coefficients) into the
system. The selected channel is shown at the top of the screen. Entering values here only affects
the current data and does not change the saved values in WinDyn. Restarting WinDyn or
installing a test group will overwrite the values entered through this screen unless they are first
saved in WinDyn.
Numeric keypad buttons: Select a value to display it on the screen.
+/- button: Sets a negative value.
. button: Sets a decimal point.
Del button: Deletes the displayed value.
<- button: Backspaces one digit.
Cancel: Exits the screen and returns to the previous screen without saving any changes.
OK: Enters the displays into the system and exits the screen. A screen appears to confirm
the action.
Zero: Sets the current reading of the selected channel to zero (0).
<<Prev: Changes the selected channel to the previous channel on the list.
Exit: Exits the screen and returns to the previous screen without saving any changes.
Next>>: Changes the selected channel to the next channel on the list.
System Functions
SuperFlow Technologies Group 7A-15
7.5.2A Specifications
Specification channels (constants) are used to define values that will remain constant throughout a
test. These values are typically associated with a particular engine, vehicle, or test setup. The
specification channels are defined in the Configuration file but can be easily modified in WinDyn
or on the Console. Values specific to a vehicle or test can also be stored in a specification (CST) file
on the computer and loaded into the system when required.
1. Press the Specs button above the left LCD screen to access the Specification Channels menu.
A list of the specification channels defined in the installed configuration file displays.
2. Press a channel button to edit that particular specification channel.
NOTE: Press Exit to close the dialog box and return to the previous screen without making any
changes.
3. A screen appears displaying the current value of the selected channel.
Numeric keypad buttons: Select a value to display it on the screen.
+/- button: Sets a negative value.
Del: Deletes the displayed value.
<- button: Backspaces one digit.
Cancel: Exits the screen and returns to the previous screen without saving any changes.
OK: Enters the displays into the system and exits the screen. A screen appears to confirm
the action.
TIP: After entering new values, use WinDyn to save them to a specification file (CST) on the
computer.
XConsole Operator Controls
7A-16 XConsole SF-902 Operator Manual
7.5.3A Limits Setup
Use the Limits Setup screen to select available Limit files and turn Limits on or off. Limit files are
created with the Limits Profile editor and embedded into a Set file. The Set file then stores the
Limit files in flash memory and makes them available in this screen.

TIP: You can also install Limit files through a test group or directly from the WinDyn System
Install menu.
Select a Limit file from the list, then select Limits On to enable the safeties.
IMPORTANT: If using this feature, the Limits file must be included in a Set file and installed into
the system memory. If the desired Limit file is modified and not updated in the Set file, those
changes are not affected in the Limits actions. Install the new Limits file through WinDyn or in a
test group to ensure the changes are implemented.
Setup
SuperFlow Technologies Group 7A-17
7.6A Setup
Press the Setup button under the right-hand LCD screen (the D button) to access the system
configuration and primary system setup options or customize the console panels.
CAUTION: Many of these functions apply to system setup features. Be aware it is difficult to reset
these options to factory settings, so be careful when making changes. Do not make changes in
these menus without a thorough understanding of how the system functions.
7.6.1A Screen Config
Use the Screen Config menu to set options and preferences for the
two large LCD touch-pad screens. Press Set Colors to access a
menu to change the colors of different areas on both screens (both
screens are set the same). Press Cal Touch Screen to access the
touch-pad calibration menu (this is the same as pressing the Cal
Touch E button under the right-hand screen). Press Set Contrast to
adjust the contrast on each screen individually.
7.6.2A Meter Config
Press the Meter Config button to access the
Panel Meter Setup screen where you can
change the configuration of the large analog
meters on the console. Two meters are the
standard option with the XConsole, but the
system can handle four. The compact console
does not have any meters.
Select a channel and scale for each meter. A
limited variety of meter faces are available.
XConsole Operator Controls
7A-18 XConsole SF-902 Operator Manual
7.6.3A Encoder Config
The Encoder Config feature sets the configuration of the three encoder between the two large LCD
screens (Upper, Lower, and Return). Each encoder can be set individually.
Press the respective button to accesses the Speed Knob settings menu.
Min value: The lowest number the encoder knob can be set to (the default value is zero).
Max value: The highest value the encoder can be set to. Typically this value is referenced to
engine rpm and should be set to the maximum rpm capability of the dyno (the default is
9000).
Knob Increment: The value the setting changes with each click of the encoder.
OK: Saves the settings to the system memory.
CANCEL: Exits the screen without saving any changes.
7.6.4A Ctrl Panel Config
Use the Controller Panel Knob settings menu to adjust the
coarse sensitivity setting of each mode on the two primary
set point controllers (controller is typically dyno load). The
medium setting the sensitivity is increased by a factor of
two from coarse, and by a factor of ten from coarse to fine.
As an example, if the control range for Engine Speed
(Mode 1) is 0 to 10000 rpm with increments of 100, then the
coarse selection will step by 100 rpm to change the control
set point from 0 to 10000 rpm, the medium selection will
step by 50 rpm, and the fine selection will step by 10 rpm.
The sensitivity can be selected individually for each
encoder and for each mode.
Setup
SuperFlow Technologies Group 7A-19
7.6.5A System Config
The System Setups menu provides access to various system functions and options.
Version Info: Shows the current program file version information installed in the system.
SuperFlow Customer Service sometimes needs the information to determine the system
status.
System Info: Displays the current configuration files installed in the system.
Config Settings: Accesses the low-level configuration (requires a code key). This function is
restricted to SuperFlow personnel only.
Rev Accumulator Config: Accesses the Revolution Accumulator configuration.
See section 7.7A, Revolution Accumulator, on page 7-20.
Reset System: Sends a command to the main processor in the Data Acquisition and Control
(DAC) system (sensor box) to perform a system-wide reset. This is very similar to turning
the power off and back on without actually affecting the power. This function only works if
communication between the console and sensor box is intact.
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7A-20 XConsole SF-902 Operator Manual
7.7A Revolution Accumulator
The revolution accumulator counts the number of dyno revolutions and stores the incrementing
value in system memory. The accumulator can be used as a revolution counter for each engine
running on the dyno or for a total revolution counter for the dynamometer. Then use this
information to determine how long the engine was running on the dyno or determine how long
the dyno has run between maintenance periods.
The counter is available as a WinDyn channel for display and printouts. You must define a
calculated channel to reference memory channel 228 and multiply it by 1000 (C228*1000). This was
done on most XConsole systems before they were shipped.
7.7.1A Setup
1. Press the Setup (D) button under the right-hand LCD screen to access the System
Configuration menu.
2. Press the System Config button on the touch pad to access the System Setup menu.
3. Press the Rev Accumulator Config button on the touch pad to access the Rev Accumulator
Setup menu.
Enable (Yes/No): Turns the accumulator on or off.
Rev Channel: Designates the measurement channel for the dynamometer speed. This is
normally channel 10.
Counts per Rev: Determines the count increment number per revolution. This value should
represent the number of pulses per revolution of the dynamometer. On SuperFlow engine
dyno absorbers this is normally 60. On chassis dynamometers it varies with the system type.
Memory Channel: Designates the channel number in the system configuration for recording
and displaying the revolutions. The default is channel 228 (Memory 8).
Control Setup
SuperFlow Technologies Group 7A-21
7.7.2A Reset
Reset the rev accumulator at any time.)
1. Press the Setup (D) button under the right-hand
LCD screen to access the System Configuration
menu.
2. Press the System Info button on the touch pad
to access the System Status Information menu.
3. Press Reset Rev Count to set the Revolution
Accumulator back to zero.
7.8A Control Setup
SuperFlow dynamometer systems provide closed-loop servo control to maintain a desired set
point. The normal type of control is by digital PID parameters, but analog control on the load
circuit can also be selected.
PID control is further explained in Chapter 11, Control Modes.
Press CTRL+Setup to access the Control Setup menu.
Select the Control Type.
Analog: Enables the hardware circuity control method. Analog control uses feedback
circuits on the Central Processing Unit (CPU) to establish and maintain dyno load control.
This analog control is identical to what the SuperFlow SF-901 used.
Digital: Enables the software PID control method and proceeds to the Controller select
screen.
CAUTION: Only a trained and experienced technician should set and tune the digital PID values.
Therefore, the remainder of this procedure is omitted from this manual.
If it is necessary for an untrained operator to adjust the PID values, contact SuperFlow Customer
Service for assistance.
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7A-22 XConsole SF-902 Operator Manual
Operator Interface Controls
Operator Interface Display Menus
System Power-up
System Configuration
Start Menu
CHAPTER 7, PART B
RACERS PACK OPERATOR
INTERFACE
Handheld Controls
SuperFlow Technologies Group 7B-3
7.1B Handheld Controls
The SF-1853 remote handheld controller is the main operator interface when conducting a test on
a SuperFlow chassis dynamometer. Current data and other status information also displays on the
handheld.
The SF-1853 is encased in a rubberized housing with a Lexon plastic cover over the Liquid Crystal
Display (LCD) to protect it. Two rubber bumpers on the back allow the handheld to be placed on
the steering wheel without it falling off. The bumpers can be removed if desired. The buttons are
hard plastic. The LEMO connector for the sensor box is color-coded and keyed.
The handheld is sealed for protection from moisture, but the seal is not sufficient for submersion.
The cable strain relief protects the cable; however, take care to not wrap the cable tightly around
the housing.
IMPORTANT: Do NOT not leave the handheld unit in or on the vehicle while driving it off the
dynamometer.
NOTE: This section of the Racers Pack Operator Manual only covers the use of the wired handheld
controller. The description and operation of the wireless handheld is covered in a separate document.
7.2B Keypad
The handheld panel is divided into three areas: the hard keys (numerical) on the right, the display,
and the soft keys surrounding the display. The hard keys are labeled because their function is
always the same. The software determines the function of the soft keys.
Figure 7-1. Handheld Keypad
Softkeys (A-J)
Control mode key
Stop key
Numerical keys
(0-9 and decimal)
Enter key
Backspace key
8 x 40 character display
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7B-4 Racers Pack Operator Manual
The numeric keypad is used to switch between display screens (19) and to enter numerical values
into the system.
The other hard keys perform the following functions as listed in Table 7-1..
Table 7-1. Handheld Key Functions
Graphic Key
Functio
n
Description
Red Hand Stop Returns to the main menu, stops running
tests, removes load from the absorber, and
aborts the current action without saving any
data.
Pencil Record Records one data line each time it is
pressed.
123... Display Alternates the current data screens display
of units, channel number, measured values.
Printer Print Sends a print command to the computer to
print current data as specified in the
WinDyn Print Setup dialog box. If the
Prompt for Print option is not selected, the
system will print directly. Otherwise, the
Print Setup dialog box appears on WinDyn.
Curved Arrow Toggle Cycles between normal operation and the
load control command line.
+ and keys Polarity Enters the respective polarity (+ sign
normally not required).
Back Arrow Clear Backspaces and clears the last entered
digit.
Box Decimal Enters a decimal point at the cursor.
Bent Arrow Return Installs the entered value into the system.
System Power-up Screen
SuperFlow Technologies Group 7B-5
7.3B System Power-up Screen
Figure 7-2 shows the system at power-up. The displays show the current date and time. The
screen also displays whenever the soft key sequence F-A-D-E is pressed.
Figure 7-2. Power-up Display
Start Menu: Displays the main operation screen for the system.
Set Time and Date: Display the time/date entry screen and make changes if necessary. The
time and date are normally downloaded from the computer when communication with
WinDyn is established. Changing the time or date here is rarely necessary.
System Status: This screen provides information pertaining to the system such as the
system type, installed hardware file, Operating System (OS) version, program versions, and
number of nodes connected to the system network. Submenus display the B-processor
version, the names of the connected nodes, and information on the control system types.
System Check: This screen performs quick diagnostics on the Random Access Memory
(RAM) and displays the amount of memory available. The screen also displays the installed
OS version and program code (PRG or PGM) versions.
Reset System: Performs a complete system restart. Make sure the system is in a safe mode
prior to performing this restart (no engine, vehicle, or other devices running).
Node Names: Displays the list of network node names connected to the system.
Screen color: Select normal or reverse mode for the operator interface (black on white or
white on black).
The Start Menu screen is the main operating screen providing access to other system functions.
The screen displays whenever you press Start Menu on the Power Up screen or the red Stop key.
NOTE: Press the Red Hand button at any time to return to the main start screen.
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7B-6 Racers Pack Operator Manual
7.4B Dynamometer Control Commands
This section describes the functions of the bottom row of buttons on the main operation display.
Engine Manual: Displays the servo mode select screen.
Ignition on/off: Turns on the ignition control on either the engine control panel (on the
sensor box) or the relay box (or both). The brackets indicate the status of the ignition.
Fuel on/off: Turns on the fuel pump control on either the engine control panel (on the
sensor box) or the relay box (or both). The brackets indicate the status of the pump.
Starter: Turns on the starter control on either the engine control panel (on the sensor box)
or the relay box (or both). This a momentary contact switch that turns off when the button is
released.
ServoV Manual: This button is not active at this time.
7.5B System Controls
This section describes the functions of the top row of buttons on the handheld display. The display
changes, and a menu displays on the handheld after each button is pressed. Further action of the
display buttons is dictated by the label above or below the display.
7.5.1B Autozero
The Autozero function zeros all configured sensors to be zeroed by command.
Autozero all channels (timed message): Pressing All channels (B) zeros each channel
defined in the configuration file (CFA) to be zeroed by command. After the action is
complete (which may take several seconds), the display returns to the main operation
screen (Figure 7-3).
Autozero single channel screen: A single channel can be zeroed without affecting the
others. Press Select, then press the channel number on the number keypad to select the
desired channel. Pressing ENTER will zero that channel only.
NOTE: You do not have to use the Select command to access the channel number entry. Pressing the
channel number directly will select the channel. This applies to all functions that use the Select key.
System Controls
SuperFlow Technologies Group 7B-7
7.5.2B Test
Select Test: Press Select Test (A) to display the available test profiles. If more tests are
available that cannot fit on the screen, use the Page Up or Page Down to scroll through the
tests. Test names shown between [brackets] indicate a test loaded into the system within a
SET file. Test names shown between <brackets> indicate a test available in a designated
location on the dynamometer computer.
Press Select, then press the test number on the number keypad to select a test. Press ENTER
to load that test into the system. The test name appears at the top of the screen. If for some
reason the test profiles are not available, an error message appears (see section 7.8B, Error
Messages, on page 7-18).
Start Test: Pressing Start Test (B) begin the test. A typical test displays instructions and
information on the screen. Pressing Start Test with no test loaded in system displays an
error message (see section 7.8B, Error Messages, on page 7-18).
NOTE: Data displays may be overwritten by test messages, and softkeys AE are labeled by
the test to perform specific functions within the test script.
Manual Test: Press C to display the mode select screen.
Refer to Figure 7.6, Manual Control, on page 7-8 for operation instructions.
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7B-8 Racers Pack Operator Manual
7.6B Manual Control
Figure 7-3. Main Operation Display
Engine Manual: Press this button to display the servo mode select screen. The B key shows
the current selected mode for controller #1 (typically the load control). Press the A or B soft
key to scroll through the control modes. If two controllers are defined in the system
configuration, the D key shows the current selected mode for controller #2 (typically the
throttle control). Press the C or D soft key to scroll through the control modes. Press Done to
activate the mode or Exit to cancel and return to the previous screen.
NOTE: The name of the control mode (in this example: Engine and ServoV) is determined by
the control mode definition in the configuration file. If the configuration file only has one controller
defined, the name shown above the A button is Ctrl#2 and no mode selection for this controller
displays.
Refer to Manual Control on page 7-8 for details on using the manual control feature.
Refer to the Configuration Editor chapter in the WinDyn Users Guide for details on
defining the control modes.
After selecting the control mode, the Manual Control screen displays. The bottom row of
buttons is for controller #1 (typically the load control). The upper row of buttons is for
controller #2 (typically the throttle control).
Control Mode Select
Manual Control
SuperFlow Technologies Group 7B-9
Press the A or F key to enter a direct control value (set point) using the number keys. Then
press the ENTER key.
Press the B or G key to decrement the set point by the value indicated.
Press the C or H key to increment the set point by the value indicated.
Press the D or I key to change the step values on the B and C keys. Three choices are
available:
Coarse
Medium
Fine
These step values can be changed through the Configure menu.
See section 7.6.2B, Configure, on page 7-10).
Press Exit (E) to return the controllers to zero state (no load/no throttle) and return to the
previous screen.
Press Modes (J) to display the Mode Select screen.
For a description of the screen functions, refer to Figure 7.4, Dynamometer Control
Commands, on page 7-6.
7.6.1B Data
Pressing the data command button (H) displays data recorded in the Data Acquisition system
memory (Figure 7-4). This data is referred to as current data and can be analyzed on the handheld
before looking at it on the computer.
Figure 7-4. Data Screen
First/Last: Displays the first/last recorded line of data.
Up/Down: Displays the next/previous line of recorded data.
Screen: Press the J key to scroll through data display screens 19. Or press a direct keypad
number entry to access a screen.
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7B-10 Racers Pack Operator Manual
Save Data: Sends the data to the computer where WinDyn will save it to a SuperFlow Data
(SFD) file. The data will be saved under a file name as specified in the Auto Increment File
name dialog box as an Autotest Saves Data entry.
Erase Data: Clears the memory in the Data Acquisition system of any recorded data. It will
prompt to confirm the action before erasing the data.
Records: Displays total lines of data in test. This button does not have a command
function.
Number: Displays the current line number.
Exit: Returns to the main operating screen or the previous command screen.
7.6.2B Configure
The Configure screen provides access to system functions. Most of these functions are handled by
the WinDyn software automatically or with operator interface. Some functions are easier to use
with the WinDyn software and are provided on the handheld as a secondary access method.
Manual Control
SuperFlow Technologies Group 7B-11
7.6.2.1 Filter
It is possible to select automatic filtering for individual data channels when building a
configuration file. In that case, the filter that will be applied to those data channels is determined
by the system filter setting. Press the J button to change the data filter rate on those channels.
For more information, see section 9.3.1, Sensor Channels, on page 9-4.
To change the filter rate, enter a value from 0 to 7 (zero is no filter, and seven is maximum filter).
Press Exit to return to the main operator screen.
When designing automated tests, it is possible to modify the system filter at any time during the
test. SuperFlow recommends selecting the suggested filter rate for each type of test or for each test
section.
Use the following screen to select the system filter:
Table 7-2. Data Filter Rates
Filter Value Frequency Recommended for...
Auto Variable
Changing conditions
*
* Automatic filtering is selected on individual data channels when building a configuration file. The filter applied
to these data channels is determined by the System Filter setting. The system filter is set during an autotest.
0 No filter Not recommended
1 20 hz/50 ms 2000 rpm/sec acceleration tests
2 10 hz/100 ms 1000 rpm/sec acceleration tests
3 5 hz/200 ms 600 rpm/sec acceleration tests step changes during step
tests
4 2.5 hz/400 ms 300 rpm/sec acceleration tests
5 1.25 hz/800 ms 100 rpm/sec acceleration tests (system default setting for
most sensors) or for sensors with a slow response time
6 0.625 hz/1600 ms Steady-state tests wait time during step tests
7 0.3125 hz/3200 ms Steady-state tests wait time during step tests (system
default setting for weather sensors) or for sensors with
readings that do not typically change
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7B-12 Racers Pack Operator Manual
7.6.2.2 Specifications
Specification channels (constants) are used to define values that will remain constant throughout a
test. These values are typically associated with a particular engine, vehicle, or test setup. The
specifications channels are defined in the configuration file but can be easily modified in WinDyn
or on the handheld.
Values specific to a vehicle or test can also be stored in a specification (CST) file on the computer
and loaded into the system when required. It usually is easier and quicker to change the
specification values on the WinDyn Test Setup screen, but sometimes (especially on a chassis
dyno) it helps to have access through the handheld.
Press the A button to display the Specifications screen.
Select New File: Accesses the stored specification files. If specification files are stored on the
computer they will display on the screen. To select a specification file, enter the number.
NOTE: It is not necessary to use the Select command first. Press Exit to return to the main
operator screen. An error message appears if are no files are available or if the computer is not
communicating with the handheld unit.
Save File: Sends the new values to WinDyn where they will be stored in a specification file
(CST) using the file name of the currently installed file (the original file will be overwritten).
If a CST file was not installed, the file will be given the same name as the installed
Configuration file (CFA). An existing CST file with that name will be overwritten.
Edit: Press to display a list of the defined specification channels. Enter the channel number
to modify the channel value.
Edit specification channel: ChName (ChName is the defined name of the specification
channel)
Current value: xxxx.xx (Current Value is the existing number entered in the channel)
Enter new value: [xxxx.xx] Changes the number in the channeluse the numeric keypad
to enter a new value.
Exit: Press to return to the previous command screen.
Manual Control
SuperFlow Technologies Group 7B-13
7.6.2.3 Calibration
Sensors (measured channels) can be calibrated on the handheld unit or directly from WinDyn.
Press Calib (B) on the Configure screen to access the calibration screen.
Press Sensors (A) to select the sensor calibration function.
Select from following options:
Reload file: Press the A button to load the calibration file last saved on the computer into
the test system.
Save file: Press the B button to save the current calibration data of the system onto the
computer. It will save with the same name as the currently installed configuration file
(CFA) and overwrite an existing calibration file (CAL) with that name.
Edit: Press the C button to display the channels available for calibration as defined in the
configuration file.
Press Select to calibrate the channel to calibrate, then enter the channel number using the
numeric keypad and ENTER button. The channel method selection screen will appear.
Enter Channel Number: [0]
Calibrate by:
Default CurrVal. Coeff. Exit
Default: Calibrate by default resets the sensor calibration to the default values specified in
the configuration (CFA) file.
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CurrVal: Calibration by Current Value requires a known, accurate input to the sensor. For
example, a pressure channel needs a pressure applied, or the torque channel needs a load.
Zero (0) is not a valid calibration value and will corrupt the system causing it to stop
operating.
Coef: Press this button to display the calibration coefficient for the sensor channel. The
coefficient is the conversion factor to change the output voltage or frequency from the
sensor into the desired reading. Knowing this value can be beneficial in tracking the
stability of the sensor over a long period time.
After entering a value, follow the prompts to exit the menu.
7.6.2.4 PID Control System:
The control screen allows you to access various features.
PID: Accesses the control parameter. SuperFlow suggests avoiding this function unless
properly trained in tuning closed-loop servo control parameters.
Step Values: Change the Coarse, Medium, and Fine step values for each control mode
defined in the configuration.
Save Settings: Saves the current PID setting to a control file in the designated WinDyn
directory. It saves under the same file name as the configuration (CFA) file but with a CCP
extension.
Exit: Returns to the previous displayed screen.
Manual Control
SuperFlow Technologies Group 7B-15
Limits: Use the Limits Setup screen to select from the available limits files and to turn Limits
on or off. Limit files are created with the Limits Profile editor and embedded into a Set file
which then stores the Limits files in flash memory making them available in this screen.
Limits Files can also be installed through a test group or directly from the WinDyn
System>>Install menu.
The current installed Limits file displays at the top of the screen. If a Limits file is not
installed, the display shows None.
Select from the following options:
Select File: Accesses the stored Limits files. If files are stored on the computer or in a Set
file, they will display on the screen. Press Select and enter the number for the desired file
to select it. Press Exit to return to the main operator screen. An error message appears if
are no files are available or if the computer is not communicating with the handheld unit.
On[Off]: Press the B button to toggle the Limits on and off. The brackets show the current
state.
Status: Press the C button to display a screen showing the current status of the Limits
protection.
Exit: Returns to the previous command screen.
7.6.2.5 Exit
Press the Exit (E) button to exit the Configure mode and return to the main operation screen.
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7.7B Handheld Expressions
This section describes the symbols and expressions used on the handheld display.
( ) round brackets: Round brackets with a file name indicate the file was found in the
default specified WinDyn directory in the computer.
< > angle brackets: Angle brackets with a file name indicate the file was found in the RAM
memory of the test system. These files were installed in the system memory wiht a SET file.
* (asterisk): An asterisk behind a test file name indicates a Hill Simulation test type is
loaded. No asterisk indicates a normal advanced test profile.
Abort: Stops the current action and cancels any selections, calibrations, or configurations
that were not previously saved.
All channels: The selected operation (such as Autozero) is performed on all measured
(sensor) channels
Autozero: Calibrates the zero point on the selected measured (sensor) channels. All sensor
inputs must be in a zero state prior to performing this function.
BProc: Displays the software versions for the second (B) microprocessor on the CPU (only
used on 1942/2060 board sets)
Cal/Calibrate/Calibr.: Accesses the calibration functions
Calibrate by default: Calibrates the selected measured (sensor) channel to the default value
provided in the configuration file (*.cfa)
Coeff.: Coefficient used for calibration, in engineering units per electrical units. Calibrate by
coefficient if the sensor has a known output for a given input.
Configure: Accesses common system configurations such as the specification file used, the
calibration, and the control system settings.
Continue: Displayed during an autotest, this command resumes a test which was paused
using the Pause command.
Control: Accesses the control system settings.
CTRL Setup: Accesses the controller scaling configurations.
CTRLSys: Provides a list of the controller board configuration installed in the sensor box.
Current Test: Displays the current automated test loaded in the system.
Current value: Displays the current value measured by the selected sensor channel (prior to
performing the new calibration).
CurrVal.: Accesses sensor calibration by current value.
Data: Accesses the screens displaying the data recorded in the test system.
Default: Selects default configuration or calibration information for the displayed function.
Done: Confirms control mode selections, exits the selection screen, and activates the
controller(s).
Down: Scrolls down recorded data lines.
Dyno: Refers to the dynamometer.
Edit: Accesses an editing screen for the selected function.
Edit channel: Accesses an editing screen for the selected channel.
Handheld Expressions
SuperFlow Technologies Group 7B-17
Engine: Refers to the engine controllerusually the throttle control actuator.
Enter new value: Enters a new value for calibration of a sensor or specification channel.
Erase data: Erases all recorded data from test system memory. A warning and request for
confirmation will display.
Exit: Returns to the previous screen.
Filter: Displays the current system filter setting (07). This setting will affect the filtering of
all sensor channels defined as auto filter in the configuration file (*.cfa).
First: Returns to the first data line of the recorded data file.
Last: Returns to the last data line of the recorded data file.
Manual test: Accesses the control mode selection for manual control of the test system.
Next chan.: Scrolls down the list of available channels.
Node: A node is a device communicating over the Ethernet network. Every node has its
unique identifier.
Number X: Displays the line number (X) of the recorded data line currently displayed. Press
this key to enter a data line number to display the corresponding recorded data line.
PageDn: Scrolls down the list of channels by page (screen).
PageUp: Scrolls up the list of channels by page (screen).
Parms: Refers to parameters, as in control system parameters.
Pause: Displayed during an autotest, this command temporarily halts the test and
maintains the current control set points until Continue is pressed.
Perform calibr.: Edit the calibration of the channel displayed.
PID: Accesses the settings for Proportional, Integrative, and Derivative (PID) control
parameters used by the control system software.
Prev. chan: Scrolls up the list of available channels.
Records X: Displays the total number of data lines (X) in the recorded data file.
Reload file: Loads the last saved calibration file from the computer into the test system. Use
this function if the calibration data presently in the test system is erroneous, damaged, or
corrupted.
Remote: Refers to the computer system where the WinDyn files used by the test system
reside.
Reset system: A system restart command equivalent to power-up. Must be executed after
system type configurations. No engine, vehicle, or other device may be controlled by the
test system when activating a reset.
Return to list: Displays the channel list.
Save data: Saves the recorded data on the WinDyn computer system, using the automatic
(sequential) file name defined in WinDyn.
Save file: Saves a modified calibration, limits, or specification file to the WinDyn computer,
overwriting the existing file.
Save settings: Saves the modified configuration settings to the WinDyn computer and in
the test system memory.
ScreenX: Scrolls between the 19 data display screens defined by the configuration file
(*.cfa).
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Select channel: Selects a channel from the displayed list.
Select new file: Selects a file from the displayed list.
Sensors: Any measured sensor channel.
Single channel: Autozeroes a single channel. The sensor input must be in a zero state prior
to performing this function.
SortList: Sorts the displayed list of channels or files alphabetically or numerically
(alternating)
Spec's: Accesses the specifications selection and editing functions.
Start menu: The Start Menu is the main system menu. Pressing the Stop key (red hand
symbol) on the operator interface returns the system to the Start menu.
Start test: Starts execution of the automated test loaded in the test system.
Step values: Determines the incremental steps for coarse, medium, and fine adjustment of
the set point controllers.
Stop: Displayed during an autotest, this command stops the test in progress and returns the
system to the start menu.
Test: Provides access to the test command menus.
Up: Scrolls up recorded data lines.
7.8B Error Messages
This section describes some of the error messages that might appear on the handheld display.
Warning! no computer nodes connected. The system cannot perform the requested
function.
The sensor box and computer are not communicating. Check the network cables and make sure
WinDyn is running. If necessary, restart the system.
No Files Found
No files were found in the specified directory on the computer. Check the system file path in the
WinDyn Preferences to make sure the proper path is designated.
Warning! No Valid Test profile found. Cannot perform requested function.
No test profile is loaded. Press Select Test and load a test.
Test Types
Test Profile Descriptions
Acceleration Effects
Correcting Power Measurements
Engine Testing Errors
Limit Monitoring
Environmental Monitoring
CHAPTER 8
THEORY OF TESTING
Test Types
SuperFlow Technologies Group 8-3
8.1 Test Types
8.1.1 Manual Testing
In manual testing, the operator controls the test. The operator manually adjusts the speed, load, or
throttle to obtain and maintain the desired operating point and then records the data.
8.1.2 Controlled Testing
If system intelligence takes over the adjustment of the test system, the system is capable of
automated control (commonly called closed-loop control or servo-control). Once a set point or
ramp is defined, the test system will automatically maintain it, continuously adjusting for
variations. Controlled testing significantly enhances the accuracy and repeatability of tests.
8.1.3 Automated Testing
Test automation generally consists of a programmed test sequence which combines automated set
point control and automated data acquisition. Advanced automation adds control over the test
environment and may include features and safeguards that eliminate the need for human
assistance or supervision.
Why Automated Testing?
The four important benefits to automated testing are:
Simulation: To accurately reproduce real-life conditions on an engine or vehicle
dynamometer, it is necessary to be able to perform transient testing. Transient testing means
the test consists of one or more constant operating points (called steady-state) and
includes speed, torque, and throttle transitions. Transient tests usually involve too many
variables to be controlled by an operator and can only be run under computer control for
repeatability.
Standardization: After an automated test procedure is defined and developed, it can be
applied to a wide variety of test objects, in different test environments, and by different
people while producing comparable results. Automation ensures test results which are
independent of interpretation of the test procedure by the operator. Most industries have
developed standard test procedures for their products to ensure a level playing field and
avoid unfair competition. In many cases, government or other regulatory agencies impose
test standards and procedures. A typical example is the approval procedure for a new
engine or vehicle.
Repeatability: An automated test can be performed repeatedly in exactly the same manner,
eliminating (or at least reducing) the potential for human error. The sequence of events,
timing, data acquisition parameters, monitoring of test conditions, and the messaging are
the same from test to test. It is useless to perform highly accurate data acquisition and
compare test results if the test procedure is subject to variability.
Productivity: Predetermined test procedures can be called up as required to greatly
increase the speed with which tests can be set up and performed. This reduces test time and
increases the potential Return On Investment (ROI) of the test system. In most cases, the test
procedures are defined and developed on a different computer than the one controlling the
test system, freeing up the test system for additional revenue generation.
Theory of Testing
8-4 XConsole SF-902 Operator Manual
The types of automated tests commonly used on engine or vehicle dynamometers are as follows:
Steady-State Test
The test is kept at a constant operating point (e.g. rpm, torque, manifold pressure) until the
desired conditions are met and then data is recorded. The set point is then automatically changed
to the next desired operating condition, stabilized, and data is recorded, and so on. There isnt
necessarily any mathematical relationship to the sequence of operating points. The common
motivation for using a steady-state test is it brings the benefits of automated testing to a test
sequence that was originally designed for operator control, without requiring the definition of a
new test procedure. It is the most basic form of automated testing.
Step Test
A step test is a transient test defined by a starting point, end-point, a step size, and a step time. The
test will initiate at the starting point, stabilize for the step time, then add one step size to the set
point, ramp up and stabilize at this new set point, and so on. This sequence can be ascending
(common on gasoline engines) or descending (common on Diesel engines). Descending tests put a
somewhat lower thermal stress on the engine. Data is recorded after sufficient stabilization time
for the test (at 37 seconds for gasoline engines and 1015 seconds for heavy Diesel engines. A
graphical example of a step test is shown in Figure 8-1.
Figure 8-1. Automated Step Test
The step test is typically used at Wide-Open Throttle (WOT) to record maximum engine torque
and power data as a baseline and for comparisons. Research has shown that the results of
relatively fast step tests (with less than 120 seconds stabilization time per step) are comparable to
those of steady-state tests with long stabilization times, provided several tests are run back to back
and averaged. This means the fast step test is an accurate yet time-effective way to test. The actual
test will not perfectly follow the theoretical test sequence because of system response and settling
times.
Test Types
SuperFlow Technologies Group 8-5
Acceleration Test
An acceleration test is a true transient test defined by a starting point, an end-point, and a ramp
time. The test will initiate at the starting point and continuously ramp to the end-point at a
controlled rate, defined by the formula (Stop-Start)/Ramp Time. The test can theoretically be
ascending or descending; if descending, it is obviously called a deceleration test. The most
common application for the acceleration test is the simulation of vehicle acceleration to identify
transient data for air and fuel flow, ignition, valve events, temperatures, or emissions.
The acceleration test is a great tool to fine-tune engines for optimized performance under transient
conditions such as on a racetrack. In that case, the acceleration rate most representative of that
particular track should be used for final adjustments on the engine to achieve maximum
performance. During an acceleration test, the test system will normally record lower power
output than during a step test.
See section 8.5, Engine Testing Errors, on page 8-16 for an explanation of this phenomenon.
Figure 8-2 shows a graphical example of an acceleration test from 40 to 120 mph in 16 seconds.
Acceleration rate equals (12040)/16=5 mph/s.
Figure 8-2. Automated Acceleration Test
Theory of Testing
8-6 XConsole SF-902 Operator Manual
Cyclical/Life Test
Cyclical tests are transient tests characterized by a repetitive pattern. The test consists of a certain
number of discrete and transient steps which are executed within a loop; the loop is repeated as
many times as required by the test program. Cyclical tests are commonly used for endurance
testing and mileage accumulation. Because they usually operate with varying torque and speed,
cyclical tests are also well suited as basic engine break-in cycles. Some SuperFlow systems include
life cycle tests which will repeat a basic test pattern continuously (until the engine breaks, runs
out of fuel, or the operator stops the test). A graphical example of a cyclical test (with four cycles)
is shown in Figure 8-3.
Figure 8-3. Automated Cyclical Test
Complex/Custom/Branched Test
With programmable test software, it is possible to build any type of test imaginable. Any sequence
of steady-state and transient test points can be defined; conditional steps and decision criteria can
be added as desired. Such test programs are normally unique to the customer and built for a very
specific purpose. Their primary goal is the automation of a complex series of events. These tests
are called complex tests, custom tests, or branched tests. Typical applications are automated
warm-up cycles, progressive break-in cycles, production quality control tests, and track
simulations.
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Test Types
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Standardized Test
Standardized tests are complex tests defined by a government, regulatory agency, or other
standards authority. They exist in the realm of vehicle type approval (emissions, fuel
consumption), oil and fuel production (quality tests), engine component manufacturing (gasket,
piston and ring testing), and more. Such tests can often only be performed on special test systems
in special environments, and they sometimes require special engines. In many cases, the test
system needs prior certification by the standards authority. A graphical example of an IM240
vehicle emissions test for a chassis dynamometer is shown in Figure 8-4.
Figure 8-4. Automated Standardized Test
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Theory of Testing
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8.2 Test Profile Descriptions
The following tests are provided as standard tests for SuperFlow engine dyno products.
8.2.1 Acceleration Tests
This type of test is conducted at WOT from a starting engine speed to an ending speed. Although
typically used to ramp upwards, a downward ramp may also be used in which case the test would
actually be a deceleration test.
Power is calculated from the torque applied to the load cell on the absorber and from the engine
speed in rpm. The rate of acceleration is controlled during the entire test by the control system and
the absorber.
The engine accelerates at the same rate throughout the test. This test is far more accurate than
variable rate acceleration tests for tuning the engine, especially when observing air/fuel ratio
data.
The rate of acceleration should be chosen to closely match the vehicles typical usage rate of
acceleration. This is particularly important for calibrating air/fuel ratios. Choosing an acceleration
rate that is different than the vehicles common usage may result in a too rich or too lean air/fuel
ratio during normal vehicle operation off the dyno.
These tests record data at a rate of 100 times per second. The SuperFlow ProFilter software lets
you select the actual format of saved data in any even increment desired (50, 100, 200, 250 rpm,
etc.).
Accel902.tpf
1. Select this test by pressing the Select Test key under the left display on the console. These tests
read the upper, lower, and return values from the control knobs on the console and sets those
values as the test set points. They also read the rate function from the lower left display
keypad to determine the ramp rate. The test profile uses these values to determine the
operating parameters for the test.
2. After selecting all parameters, start the test by pressing the key on the lower right display
keypad.
3. Follow the instructions displayed on the left display window on the console.
4. Accelerate the engine to the starting rpm. The absorber loads and holds the engine at the
lower set point value. The operator should maintain WOT and press the Accel selection on the
lower right display to begin the acceleration test.
5. The engine will accelerate at a constant rate toward the upper test speed. At the end of the test,
the absorber is loaded to return the engine to the Return engine speed.
6. To run another identical test, press the Repeat selection, or press Stop to stop the test.
Data is automatically saved at the end of each test run to an SFD file on the computer hard drive.
Test Profile Descriptions
SuperFlow Technologies Group 8-9
ValvRmp.tpf
This is a variation of the ACCEL902 test profile. It allows the engine to accelerate at its own rate
based on a constant servo valve opening rate so the operator can gauge various aspects of the
engines acceleration ability. Some operators prefer this method of testing over a constant
acceleration rate (which is how the ACCEL902 test functions).
SuperFlow recommends first running the ACCEL902 test to determine servo position values and
length of ramp time for the test range desired.
1. Select this test by pressing the Select Test key under the left display on the console. After
selecting a test, press the Start key under the right display. Follow the instructions on the
console left display window.
2. This test prompts for the:
Starting servo valve position percentage. Use the numeric keypad to enter the information.
This value is placed into the lower control knob setting.
Ending servo valve position percentage (also entered using the numeric keypad). This value
is placed into the upper control knob setting.
Valve ramp time in seconds. This value determines the ramp length.
3. Accelerate the engine to Wide Open Throttle (WOT). The absorber will hold the engine at a
speed corresponding to the lower servo valve position set point value.
4. Maintain WOT and press the Accel selection on the lower right display keypad to begin the
acceleration test. The engine will accelerate as the valve opens at a constant rate toward the
upper servo valve position. Generally, a varying rate of acceleration follows the engines
torque and power curves. At the end of the test, the absorber is loaded and returns to the
engine speed set by the lower servo valve position.
5. To run another identical test, press the Repeat selection, or press Stop to stop the test.
Data is automatically saved at the end of each test run to an SFD file on the computer hard drive.
It may be more valuable to view this data in raw, un-ProFiltered form. Thus, you may choose to
disable the ProFilter feature prior to running this type of test.
8.2.2 Step Tests
The step test uses the absorber to hold the engine at a constant speed for a desired length of time
and then samples one data point. This test may be run at any throttle setting, but WOT is the
recommended mode of operation.
Power is calculated from the torque measured by the absorber strain gauge and the engine speed
(in rpm) during the test.
The engine is allowed to stabilize at each rpm point before collecting data. This test is the most
accurate for tuning the engine, especially when observing air/fuel ratio, temperature, and
pressure data.
Power numbers for this type test may differ slightly from those observed under acceleration
conditions. However, these numbers are perhaps the most accurate representation of the actual
power at a specific engine speed under fully loaded conditions.
For 250-rpm step tests, SuperFlow recommends a minimum of 5.5 seconds and a maximum of 9
seconds to reach a stable data point (the nine-second window can be extended, if desired). Data is
recorded, and the test moves to the next step. SuperFlow engineers selected this time as the
minimum time for achieving stable fuel flow and torque data.
Theory of Testing
8-10 XConsole SF-902 Operator Manual
For a 500-rpm step test, SuperFlow recommends taking data after 3.5 to 5.5 seconds; otherwise, the
engine cannot normally produce stable fuel flow readings because of the float action of the
carburetor system. A 500-rpm step test is used primarily for extremely rapid power tests in
minimum time. It should not be used for fuel flow measurements.
Steptest.tpf
1. Select this test by pressing the Select Test key under the left display on the console. This test
reads the upper, lower, and return values from the control knobs on the console and sets those
values as the set points for the test.
The test also reads the rate function from the lower left display keypad to determine the
rpm increments for the step size. It reads the time function from the lower left keypad to
determine the length of time between each step point. SuperFlow recommends 5 to 7
seconds. The test profile uses these values to determine the test operating parameters.
The ProFilter feature must be turned off during this type of test. It only works during
acceleration type testing.
2. After selecting all parameters, start the test by pressing the key on the lower right display
keypad. Follow the instructions displayed on the left display window on the console.
3. Accelerate the engine to WOT. The absorber loads and holds the engine at the lower set point
value.
4. Maintain WOT and press the Step selection on the lower right display keypad to begin the
step test.
The test begins automatically, holding the engine speed constant, sampling a data point, then
moving to the next engine speed set point determined by the engine speed increment size. At
the end of the test, the absorber is loaded to return the engine to the Return engine speed.
5. To run another identical test, press the Repeat selection, or press Stop to stop the test.
Data is automatically saved at the end of each test run to an SFD file on the computer hard drive.
An option is provided for recording 100 points per second at each step point. This method can be
used to review settling times or to average data at a single rpm point over a period of time.
8.2.3 Steady-state Tests
SteadySt.tpf
The steady-state test uses the absorber to hold the engine at a constant speed indefinitely and
perform data sampling at a specific rate. This test may be run at any throttle setting and is
particularly useful for fuel injection calibration work if data collection is desired. The engine is
stabilized at an operator-selected rpm point while collecting data. The steady-state test is very
accurate for tuning the engine, especially when observing air/fuel ratio, temperature, and
pressure data.
1. Select this test by pressing the Select Test key under the left display on the console, then press
the Start test key under the right display to begin. Follow the instructions displayed on the left
display window on the console. The ProFilter feature must be turned off during this type of
test. It only works during acceleration type testing.
2. This test prompts for the recording rate desired: 100, 10, or 1 time per second. Use the lower
right keypad to make a selection.
Test Profile Descriptions
SuperFlow Technologies Group 8-11
3. The test prompts for the engine speed control point in rpm. This value is placed into the lower
control knob setting.
4. Accelerate the engine to the designed throttle position. The absorber loads and holds the
engine at the lower set point value.
5. Maintain throttle position and press the Start selection on the lower right display keypad to
begin recording data. The test begins automatically, holding the engine speed constant and
samples data points at the selected rate.
6. To end the data sampling, press the NewRPM or Stop key on the lower right display keypad.
The data sampling will end. The absorber load is not changed.
Pressing NewRPM will stop recording, maintain the load, and allow the operator to change
the rpm setting. Basically, the test repeats starting with step 3.
Pressing Stop will stop recording, maintain the load, and prompt the operator to either run
another test from the beginning or end the test. Data is automatically saved to an SFD file on
the computer hard drive.
7. To run another identical test, press the Repeat selection, or press Quit to stop the test.
Break_In.tpf
The Break In test will ramp the engine rpm between two rpm points in a specified length of time
for a specified number of cycles. Use this test to warm up the engine prior to other testing or be
used as an endurance test. The engine can be run at any throttle setting.
1. Select this test by pressing the Select Test key under the left display on the console, then press
the Start test key under the right display to begin. Follow the instructions displayed on the left
display window on the console. The ProFilter feature must be turned off during this type of
test. It only works during acceleration type testing.
2. When the test prompts for the lower engine speed control point in rpm, type the value which
is then placed into the lower control knob setting.
3. When the test prompts for the upper engine speed control point, type the value which is then
placed into the upper specification channel. Systems with electric throttle have a prompt for
the throttle position.
NOTE: These values can be preset using the encoder knobs on the console or with the
Specifications editor.
4. When the test prompts for a cycle time, type the amount of time which is then divided in half
and used for each side of the ramp.
Example:
If a cycle time of 60 seconds was entered, the system will accelerate the engine for 30 seconds
and decelerate for 30 seconds.
5. When the test prompts for the number of cycles, type the number. A cycle starts at the
beginning of the acceleration and completes at the end of the deceleration.
6. If applicable, increase the throttle to the desired setting (electric throttle is automatically
controlled). Systems with manual throttle can change the throttle at any time during the test.
The dynamometer control loads and holds the engine at the lower set point value. Press the
Start Test selection on the lower right display keypad to begin the ramp and data recording.
Theory of Testing
8-12 XConsole SF-902 Operator Manual
The test accelerates and decelerates the engine automatically and records one line of data at the
lower and upper ends of each cycle. Stop the any time by pressing the Quit button, or the test will
complete at the end of the last cycle. Data is automatically saved at the end of each test run to an
SFD file on the computer hard drive.
8.3 Acceleration Effects
The SuperFlow dynamometer can successfully perform acceleration testing. Acceleration or
deceleration tests can be executed at speeds up to 2,000 rpm/second.
While acceleration testing saves time and illustrates how your engine behaves under actual
operating conditions, it also has its own unique operational characteristics. It is important to
understand that an engines torque output is reduced by inertia from the acceleration of both the
engine and the dynamometer system. The more rapid the speed change, the greater the torque
changes. These changes follow this guideline:
Torque decreases when the engine is accelerating, and torque increases when the engine is
decelerating.
Using a Chevrolet V8 engine as an example, torque will increase approximately 3 lb-ft for each 100
rpm/second that the engine is decelerated. Conversely, torque will decrease approximately 3 lb-ft
for each 100 rpm/second acceleration. Therefore, this engine will produce approximately 18 lb-ft of
torque less during a 600 rpm/second acceleration than it would during a constant speed test.
For this reason, if the engine is not accelerated at a constant rate, the torque will vary due to the
variable rate of acceleration. If a test begins at 400 rpm/second and ends at 800 rpm/second and
another test begins at 500 rpm/second and ends at 700 rpm/second, the difference in torque
readings will be significant even if the average acceleration is the same. To produce the best
results for comparisons, it is necessary to accelerate at exactly the same rate during both tests.
The Servo Position channel in WinDyn shows how smoothly the speed is changing during the
test. If you observe erratic speed changes, you can expect to obtain erratic torque data. You can use
WinDyn to plot time versus speed for evaluation.
This example estimates the inertia of the engine and absorber:
Example:
The inertia number is between 0.020 and 0.035 for automotive V8 engines. It can be determined by
running a test at 100 rpm/sec and then at 400 rpm/sec. Then take the average difference in torque
in the flat range of the torque curve to eliminate the filter delay. Divide the difference by 300 to get
the number to use for the inertia factor (channel 89).
Torque average at 100 RPM/sec 515
Torque average at 400 RPM/sec 508
Difference = 7
Divide 7/300 = 0.0233
For the inertia torque at 200 RPM/sec:
Accel * 0.0233 = 4.66 lb-ft.
Add this to the measured test torque to obtain the steady speed equivalent torque.
This procedure removes the inertia effect from the variable acceleration rate results for the valve
ramp tests. WinDyn can be configured to make this correction automatically.
Correcting Power Measurements
SuperFlow Technologies Group 8-13
8.4 Correcting Power Measurements
SuperFlow Customer Service receives many questions about power correction. A typical question
is, I tested this engine on one day and got 500 hp corrected, and the next day I tested it at 30
degrees cooler air temperature, and my horsepower was 485 corrected. Shouldn't I get the same
answer both times? The answer is: Probably not.
The correction factor is actually misnamed. It is really an estimate of what the power would be
under different conditions. The power correction procedure used in the SF-902 dynamometer was
not developed by SuperFlow, but rather by the Society of Automotive Engineers (SAE) so test data
under varying conditions can be compared. It was intended for use with normal automotive
engines and only for pressure and temperature differences of 7% or less. It is, at best, only an
approximation of what the power would be if you actually tested under those conditions.
The problems arise from the fact that power correction fails to address anything except the
change in air density. For example, the engine may have the same cylinder block temperature on a
cold and a hot day. This means air entering through the head will be heated more on a cold day
than it will on a hot day. The correction factor does not take this into consideration. It also ignores
coolant temperature and oil temperature which have repeatedly proven to have a substantial
effect on the measured power. Humidity also has a variable effect on power because it affects the
rate of combustion and the point at which detonation occurs. It also affects the speed of
combustion and displaces air that could normally be ingested by the engine.
In addition, you must optimize the engine's state of tune for each day's atmospheric conditions,
just as you would do if at the track. The correction factor can only make up the power difference if
the engine is in its best state of tune for the atmospheric conditions during the test.
While corrected power will probably give you better numbers than uncorrected power, there is
still no substitute for testing under the same conditions when making close comparisons. For the
best results, try to maintain constant air temperature, fuel temperature, oil temperature, coolant
temperature, humidity, and barometric pressure. For many reasons, this cannot be maintained
completely, but sometimes you can design your test cell to minimize the change.
8.4.1 Correction Factors
The power output of an internal combustion engine is significantly influenced by barometric
pressure, ambient air temperature, and air humidity.
Lower ambient barometric pressure reduces the air density, thus reducing the amount of
oxygen filling the cylinder for each cycle, resulting in lower power output. Conversely,
higher barometric pressure increases power.
Lower ambient air temperature results in increased air density, thus increasing the amount
of oxygen filling the cylinder for each cycle, resulting in higher power output. Conversely,
higher air temperature reduces power output.
Lower air humidity (= less water vapor) leaves more room for oxygen per cubic foot of air,
thus increasing the amount of oxygen filling the cylinder for each cycle, resulting in higher
power output. Conversely, higher air humidity reduces power output.
Theory of Testing
8-14 XConsole SF-902 Operator Manual
Several standards organizations determined methods for estimating engine power under
reference conditions. The best-known are:
International Standards Organization (ISO), worldwide
Society of Automotive Engineers (SAE), USA
European Community (ECE), Europe
Japanese Institute for Standardization (JIS), Japan
Deutsche Industrie Norm (DIN), Germany
Power correction standards for gasoline and diesel engines are available, along with applications
in road vehicles, stationary engines, or marine engines, etc. Hybrid or forced-induction engines
also have different correction factors.
Power correction standards are used to estimate what the engine power would be under reference
conditions; they cannot actually calculate exact power output. The greater the difference between
the ambient conditions during the test and the reference conditions, the greater the error in the
estimate. Most power correction standards include limits on their applicability. This limit is
typically +/7% which means if the correction factor is greater than (>) 1.07 or less than (<) 0.93,
the corrected power numbers are not officially considered acceptable, and the test should be
performed again under conditions that are closer to the reference conditions.
For private applications this can be a problem; however, the corrected power numbers are still the
best basis for comparisons. Take this into consideration when comparing test results obtained
under considerably different test conditions.
Power corrections are only valid for Wide-Open Throttle (WOT) tests. You should disregard
corrected power numbers for any test performed under partial-throttle conditions.
The default configurations supplied with the SuperFlow system include power corrections to the
following standards: SAE, STP, ECE, DIN. However, any correction factor may be added to the
WinDyn configuration file to produce the desired results.
8.4.2 SAE Standard J1349
The SAE standard applied is a modified version of the SAE J1349 standard of June 1990. Power is
corrected to reference conditions of 29.23 inHg [99 kPa] of dry air and 77F [25C].
This SAE standard requires a correction for friction torque which can be determined by
measurements on special motoring dynamometers (only practical in research environments) or
can be estimated. When using estimates, the SAE standard uses a default Mechanical Efficiency
(ME) value of 85%. This is approximately correct at peak torque but not at other engine operating
speeds. Some dynamometer systems use the SAE correction factor for atmospheric conditions but
do not take mechanical efficiency into consideration at all (meaning they assume an ME of 100%).
This produces an erroneous correction estimate.
SuperFlow uses a more sophisticated algorithm for calculating friction torque, based on a
summary of thousands of friction power tests performed by the automotive industry. This
proprietary algorithm estimates friction torque as a function of piston speed and engine
displacement.
Correcting Power Measurements
SuperFlow Technologies Group 8-15
The SAE corrected power numbers indicated by your SuperFlow system are more accurate
estimates of engine power output under reference conditions than what other systems using no
ME correction or using a fixed ME of 85% provide. Furthermore, calculations that ignore friction
torque will actually distort the power curve at peak power. This distortion occurs because the
mechanical efficiency drops to about 70% at peak power as compared to 88% at peak torque.
Should you prefer to apply a fixed ME of 85%, you only need to modify the SAE correction factor
calculation using the Channel Configuration editor.
8.4.3 STP (SAE Standard J607)
The Standard Temperature and Pressure (STP) standard (sometimes called STD) is a power
correction standard. It is considered by the SAE to be obsolete but is still widely used in the
performance industry. Power is corrected to reference conditions of 29.92 inHg [101.3 kPa] of dry
air and 60F [15.5C]. Because the reference conditions include higher pressure and cooler air than
the SAE standard J1349, these corrected power numbers are always approximately 4% higher than
the SAE power numbers.
Friction torque is handled in the same way as in the SAE J1349 standard, meaning, the STP
corrected power displayed by your SuperFlow test system will be more accurate than power
numbers obtained using a default mechanical efficiency of 100% or 85%.
8.4.4 ECE
The ECE standard is based on the European Directives. Power is corrected to reference conditions
of 99 kPa [29.23 inHg] of dry air and 25C [77F]. Friction torque is not taken into consideration at
all. This correction factor is available in SuperFlows metric configurations.
8.4.5 DIN
The DIN standard is determined by the German automotive industry. Power is corrected to
reference conditions of 101.3 kPa [29.23 InHg] of dry air and 20C [68F]. With the advent of
European legislation and standards, national standards such as the DIN (formerly widely used)
are now less significant. This correction factor is available in our metric configurations.
NOTE: These standards tend to converge. The only worldwide power correction standards at this time
are those determined by the International Organization for Standardization (ISO). For internal
combustion engines in road vehicles, this is the ISO 1585 standard. The current SAE J 1349 and ECE
standards are nearly identical to the ISO 1585 standard.
Theory of Testing
8-16 XConsole SF-902 Operator Manual
8.5 Engine Testing Errors
While automated testing has provided many testing possibilities, be aware of the effects of certain
test procedures on the test results. This is particularly true for dynamic tests which may need
different interpretation than static tests. This section discusses several factors affecting the test and
its results.
8.5.1 Test Procedure and Conditions
When programming a test, you can select or enter any test command and control value available.
The test program has no way of verifying the validity of the test sequence and commands.
Ultimately, the constraints of the test are the (a) engine operating limits of the engine, (b) test
system operating limits and (c) test system resolution. Be aware of those limitations when
programming an automated test. For instance, do not:
Force a heavy Diesel engine to accelerate at 2000 rpm/sec (engine limitation)
Force a high-speed hydraulic dynamometer to hold full load at 500 rpm (test system
limitation)
Program throttle control set point changes to 0.1% accuracy (control resolution limitation)
Trigger actions based on a 0.1-degree change in a thermocouple temperature (measurement
resolution limitation)
Often, such test programming errors will not result in a clear, visible error condition during the
test; however, they will have a significant impact on the accuracy and test repeatability.
8.5.2 Measurement Delays
Be aware of the delays required to perform accurate measurements. When an internal combustion
engine is operated in a transient mode, many of the variables measured by the test system change
continuously. The test system will only record valid information if the operator is aware of the
following delays when programming a test.
Response Time
The engine has a response time to command inputs (delay between receiving the new set point
command and actually reaching it); all sensors must have a response time (the delay between a
change in the actual value and a corresponding change in the sensor output). If the test program
does not take these response times into consideration before moving on to the next set point or
before recording a measurement, significant errors can result.
For more information on the response times of sensors used in your test system, refer to the
sensor data sheets available from SuperFlow Sales or Customer Service.
Settling Time
Both the engine and the sensors may have a period of instability after the initial step response time
before reaching a stable operating mode or output. The test program should consider this.
Engine Testing Errors
SuperFlow Technologies Group 8-17
Transfer Time
In addition to response and settling times, a delay for the measured variable to reach the
measuring instrument (sensor) may occur. A typical example is the delay in exhaust emission
measurement because of the time required for the exhaust sample to travel down the sampling
tube into the instrument. This delay is called transfer time. Transfer time is also apparent in
pressure measurements, when the sensor is at the end of a long pressure line and in fuel
measurements when the fuel system is connected to the engine with a length of pipe. Again, the
test program should consider the transfer time. When transfer times are known, it is sometimes
possible to correct for them.
To eliminate errors caused by these delays as much as possible, only make measurements after
sufficient stabilization time. The greater the step changes, the longer the stabilization time should
be. Most tests are programmed for an acceptable compromise between total test duration and
minimum stabilization time.
When transient tests are performed (such as acceleration tests), it is not possible to stabilize the
engine at each operating point. This results in a phase shift between the actual engine data and the
measured values. The operator should be aware of this when interpreting test results. To
minimize phase shift, use sensors with low response times, and keep transfer times short by
mounting the sensors on the engine or as close as possible.
8.5.3 System Inertia in Transient Tests
Of particular interest during transient tests is the mechanical inertia of the engine (drivetrain) and
of the test system itself. When an engine (vehicle) is accelerating, the net power produced by the
engine is partly used to overcome the inertia of the engine and of the test system (absorber,
dynamometer rolls); the remaining power (at the flywheel or at the wheels) is measured power.
The faster the transient, the more power is needed to overcome system inertia and the less power
is available as flywheel power.
When comparing step tests with acceleration tests, this phenomenon is visible as a drop in
measured power during the acceleration test. The drop is greater for faster acceleration rates.
If the inertia of the engine (drivetrain) is known, it is possible to correct for this phenomenon by
calculating inertia power (as a product of system inertia and acceleration rate). Adding this inertia
power back into the measured power should approximate the total power as measured in steady-
state conditions.
Theory of Testing
8-18 XConsole SF-902 Operator Manual
8.5.4 Test Cell Air Quality
An often overlooked factor in dynamometer testing is controlling the quality of the air in the
dynamometer cell. SuperFlow recommends exchanging the air within the test cell approximately
810 times per minute when the engine is running. The dynamometer cell airflow should flow
across the engine and then out of the cell without recirculation. It should never flow across the
exhaust system prior to reaching the engine air inlet because any leaks will cause the engine to
ingest carbon monoxide. Exhaust fumes quickly kill engine power in an erratic fashion.
One good test in the dynamometer cell is to smell the air in the vicinity of the engine air intake. If
you can smell exhaust gas, your exhaust system is leaking and the cell airflow is poor. You will
have difficulty producing good results until you fix both problems. It is not unusual for power to
be affected as much as 5% by a single exhaust gas leak in a cell with a recirculating air pattern.
You can investigate the airflow pattern in the cell by taping pieces of tissue paper to various walls
and parts within the cell, then watching the direction of airflow. If you see return swirls and the
air is circulating around the exhaust system and back to the engine air intake, try changing the
airflow pattern in your cell with deflectors on the air inlets, etc.
Another commonly used option is to duct in the intake system air from a controlled environment
outside the test cell. This is a good method to improve test repeatability. It eliminates any
contamination to the intake air from within the cell and tends to normalize the year-round air
conditions (temperature and humidity). However, pay attention to where you duct in the air
supply. Do not place the air duct over any source where the air may be contaminated from
cleaning activities or other activities that may spread fumes into the air supply.
8.5.5 Dynamic Carburetion Effects
The power produced by the engine will change somewhat in transient modes, mostly from
dynamic effects in the air/fuel supply. The response of the fuel supply to changing engine speed
and load conditions is different than the response of the air supply. The resulting change in air/
fuel ratio during transients will have an impact on the power output. The test system cannot
compensate for this: it is not a measurement error but an actual change in the engine operating
parameters. Note that temperature changes in the intake and exhaust system and local engine oil
and coolant temperature changes during transients also have an effect on power output. This
effect is usually much smaller than the effect caused by the air/fuel ratio.
Limit Monitoring
SuperFlow Technologies Group 8-19
8.6 Limit Monitoring
Programmed tests may provide a false sense of comfort. The operator is not directly in control of
the test and therefore may tend to pay less attention to the test. Never forget that an engine
(particularly a high-performance engine) can always develop a problem with possible disastrous
effects on the engine and/or test system. Even during automated tests, the operator should
continuously monitor all operating parameters and be ready to intervene in case of trouble.
SuperFlow systems include special safety-limit programs that can take over most of the
monitoring tasks. Even then, always pay attention to the test because some error conditions are
not measurable by the system (e.g., a small leak in a high-pressure fuel line will cause a fine fuel
spray that is not detectable by the test system but may quickly result in a catastrophic fire).
8.7 Environmental Monitoring
Test results are only valid and repeatable if the test is performed in controlled operating
conditions. Unless the automated test is programmed to verify these conditions, it is always up to
the operator to make sure the test is initiated at the same operating conditions from test to test.
For example, if two back-to-back, identical acceleration tests are performed, but the engine oil
temperature is 20 degrees higher at the start of the second test (due to the heat load of the first
test), then the results of the second test will not be directly comparable to the first test.
In general, these parameters should be monitored for repeatable test data:
Oil and coolant temperatures
Air inlet temperature
Fuel supply pressure and fuel temperature
Battery voltage
Exhaust back pressure and exhaust gas concentration in the test room
Aftercooler temperature (on turbocharged engines)
Again, it may be possible to program these parameters into the automated test; in most cases,
however, the operator is responsible for checking the environmental conditions.
Theory of Testing
8-20 XConsole SF-902 Operator Manual
Overview
Channel Types
Channel Functions
Sensor Channels
Specification Channels
Calculated Channels
Interpolation Tables
System Channels
Control Channels
Data Display Screens
CHAPTER 9
CONFIGURATION FILE DESCRIPTION
Overview
SuperFlow Technologies Group 9-3
9.1 Overview
The Configuration file is used to define the functions of WinDyn and the NGE Data Acquisition
System. The channel functions, control functions, and the console display are all set in the
Configuration file. Once established, the file is stored on the computer hard drive and
downloaded to the Data Acquisition System (memory). The Configuration file defines the basic
elements of WinDyn and is required for proper operation.
Refer to chapter 11 in the WinDyn Users Guide for more information on the configuration file and
how to modify it.
9.2 Channel Types
Five general channel types are available in the WinDyn system:
Sensor Channels: Receive data from sensors
Calculated Channels: Perform calculations using inputs from other channels
Specifications: Store constants associated with a particular engine, vehicle, or test
Interpolation Tables: Store nonlinear functions for calibration and calculation purposes
System Channels: Contain timers and system memories
Configuration File Description
9-4 XConsole SF-902 Operator Manual
9.3 Channel Functions
The channels listed in this section are in the standard default configuration file for an SF-902
dynamometer system. Actual configurations may vary based on the product and the customer
application. Gaps in the numbering are undefined channels or are sensor channels used as
calculated channels.
IMPORTANT:
The channel name and unit of measurement for each channel shown in the channel definition
tables is the default configuration as set by SuperFlow Technologies Group. The user can alter
the actual name and unit of measurement through the Configuration Editor (see chapter 11 in
the WinDyn Users Guide).
The unit of measurement used in calculated channels is based on the formula in the channel
definition. The unit of measurement for Specification channels is based on how it is used within
the system. Changing the format for the unit of measurement does not change how the channel
functions.
The full range value of each sensor channel as shown in Table 9-2 is based upon the normal
range of the sensor used in that channel and by the defined unit of measurement. The default
full -scale range value in the system can be overwritten by a current value calibration of the
channel.
Refer to Chapter 10, Service & Calibration for information regarding calibration of sensor
channels. Calibrating a channel in a unit type other than the defined unit does not change the
displayed unit type even though the displayed channel value will read in the calibrated units.
9.3.1 Sensor Channels
Sensor channels 1 through 76 input measured data and convert it to a reading. In some cases the
reading is a direct reflection of the input, such as volts in to volts out. In other cases the input is
converted to a different value, such as volts in to air/fuel (A/F) ratio out or frequency to rpm.
Temperature channel values are determined by the type of thermocouple used.
Channel Types
Four types of measured data channels are available in the SuperFlow Data Acquisition system for
sensor inputs:
Strain gauge (load cell) channels accept the differential voltage output signal from a strain
gauge or load cell.
Frequency channels can read any sensor device that provides a magnetic (mag) or
Transistor-Transistor Logic (TTL) output. These channels are typically used for fuel, air, and
fluid flow meters. Six frequency channels are available directly on the data acquisition, but
others can be added with a frequency-to-voltage converter on an analog voltage expansion
panel.
Channel Functions
SuperFlow Technologies Group 9-5
Analog voltage channels may be used to measure any sensor device outputting analog
voltage. These inputs are most commonly used for pressure transducers or other auxiliary
devices. Ten channels are located directly on the data acquisition system. Others are
available on expansion panels (pressure and voltage).
Thermocouple channels can be configured for several different types of thermocouples
(K, J, T, or E) and can be read in either Fahrenheit or Celsius degrees.
Any of these channels may be used for any display function, in a calculated channel, as a control
channel, or in a test profile.
Filters
Sensor channels have filters applied to the raw data. Table 9-1 shows the filter choices, their
corresponding corner frequencies, and the recommended applications.
The standard filter rate settings for the various types of inputs are:
Torque, engine speed, and vehicle speed: Automatic
Thermocouples: 5
Air and fuel turbines: Automatic
Wideband O2 sensors: 5
Air temperature, humidity, and barometric pressure: 7
Table 9-1. Data Filter Rates
Filter Value Frequency Recommended for...
Auto Variable
Changing conditions
*
* Automatic filtering is selected on individual data channels when building a configuration file. The filter applied
to these data channels is determined by the system filter setting. The system filter is set during an autotest.
0 No filter Not recommended
1 20hz/50 ms 2000 rpm/sec acceleration tests
2 10hz/100 ms 1000 rpm/sec acceleration tests
3 5hz/200 ms 600 rpm/sec acceleration tests or for the step changes
during step tests
4 2.5hz/400 ms 300 rpm/sec acceleration tests
5 1.25hz/800 ms 100 rpm/sec acceleration tests (system default setting for
most sensors) or for sensors with a slow response time
6 0.625hz/1600 ms Steady-state tests wait time during step tests
7 0.3125hz/3200 ms Steady-state tests wait time during step tests (system
default setting for weather sensors) or for sensors with
readings that do not typically change
Configuration File Description
9-6 XConsole SF-902 Operator Manual
Channel Definitions
On the following channel definitions, the first column after the channel description is the input
minimum and maximum values followed by the displayed values.
Table 9-2. Sensor Channels
Channel Input Output (English) Output (Metric)
1 AirSen 0.000 1.000 volts 0.000 1.000 volts 0.000 1.000 volts
Channel 1 is used to measure the voltage from the ambient air temperature sensor. The voltage
is used by channel 74 to determine the air temperature. This channel has a coefficient of 1.000,
no auto zero, and is filtered at 7. Changing the values for this channel is not recommended.
Changing the coefficient alters the values displayed by channel 74. This channel typically
requires no calibration.
2 Trq1 0.000 4.096 volts 0.000 2185 lb-ft 0.000 2962 Nm
Channel 2 is used to measure the torque from the strain gage mounted to the absorber. It senses
the voltage from the strain gauge and converts it into torque for calculations and power
measurement. The default strain gauge calibration coefficient is approximately 533.4510 lb-ft
(723.257 Nm) per volt (for 2000 lb-ft systems, the coefficient will be double this amount after
performing calibration). This coefficient will be changed through calibration. The channel is set
up for zeroing by command and is set for an automatic filter (allows changes through test
profiles). This channel is given parameters so it may be used as a control channel. It has a
minimum value set at 0 and maximum value set at +2500.
4 LamAF1
Gasoline
Methanol
0.000 5.000 volts
0.000 5.000 volts
9.000 19.00 A/F ratio
3.92 8.27 A/F ratio
9.00 19.00 A/F ratio
3.92 8.27 A/F ratio
Channel 4 is used for auxiliary voltages for expansion. It may be used for 010VDC sensors.
The channel default configuration is set to produce an air/fuel ratio value from a wideband O2
sensor using the calculation (V*2)+9. The channel does not require calibration. If using the O2
sensor to measure the methanol air/fuel ratio, the channel may be redefined to match the
calculation (V*0.871)+3.92. Usual values range from 919 for gasoline engines with typical best
performance achieved in the range of 1214. For methanol, values range from 3.92 to 8.27.
Filtering is set to 5, and the channel is not zeroed by command. The default coefficient for the
channel should be 2.000.
If using the AFM1000 lambda device, the channel is set to produce an air/fuel ratio value using
the calculation (V*2)+8 and does not require calibration. If using the AFM 1000 to measure
methanol air/fuel ratio, the channel may be redefined to match the calculation (V*0.888)+3.55.
Typical values range from 818 for gasoline engines, with typical best performance achieved in
the range of 1214. For methanol, values range from 3.55 to 7.99. Filtering is set to 5 and the
channel is not zeroed by command. The default coefficient for the channel should be 2.000.
Gasoline
Methanol
0.000 5.000 volts
0.000 5.000 volts
8.000 18.00 A/F ratio
3.55 7.99 A/F ratio
8.00 18.00 A/F ratio
3.55 7.99 A/F ratio
5 LamAF2
Channel 5 is used to input auxiliary voltages for expansion. It may be used for 0-10 VDC
sensors. Its default defined operation is identical to channel 4.
Channel Functions
SuperFlow Technologies Group 9-7
6 HumSen 0.000 1.000 volts 0.000 1.000 volts 0.000 1.000 volts
Channel 6 is the input for the humidity sensor used to measure the humidity of the air. It is
used by channel 120 to calculate relative humidity. This channel has a coefficient of 1.000, no
autozero, and is filtered at 7. Changing the values for this channel is not recommended.
Changing the coefficient alters the values displayed by channel 120. This channel typically
requires no calibration.
7 Air1hz 0.000 5000 hz 0.000 5000 hz 0.000 5000 hz
Channel 7 is used to measure the frequency from air turbine #1. The coefficient for this channel
is 1.000, with a maximum input frequency of 5000 hz. It is used by channel 53 to calculate
airflow volume. It is set for automatic filtering to allow changes through a test profile and is set
for no zeroing. Changing the coefficient alters the values displayed.
8 Ful1hz 0.000 5000 hz 0.000 5000 hz 0.000 5000 hz
Channel 8 is used to measure the frequency from fuel turbine #1. The coefficient for this
channel is 1.000, with a maximum input frequency of 5000 hz. It is used by channel 127 to
calculate fuel mass flow and in channel 29 to calculate volume flow. It is set for automatic
filtering to allow changes through a test profile and is set for auto zero. Changing the
coefficient alters the values displayed.
9 Ful2hz 0.000 5000 hz 0.000 5000 hz 0.000 5000 hz
Channel 9 is used to measure the frequency from fuel turbine #2. The coefficient for this
channel is 1.000, with a maximum input frequency of 5000 hz. It is used by channel 128 to
calculate fuel mass flow and in channel 30 to calculate volume flow. It is set for automatic
filtering to allow changes through a test profile and is set for no zeroing. Changing the
coefficient alters the values displayed.
10 DynSpd 0.000 1.000 hz 0.000 1.000 hz 0.000 1.000 hz
Channel 10 is used to measure the frequency of the absorber from a magnetic pickup. It is used
by channel 125 to calculate engine speed. It is set for automatic filtering to allow changes
through a test profile and is set for no zeroing. Changing the coefficient alters the values
displayed and severely alters the dynamometer calibration. Changing the values for this
channel is not recommended. The default coefficient for the channel should be 1.000.
11 EngFrq 0.000 5000 hz 0.000 5000 hz 0.000 5000 hz
Channel 11 is used to measure the frequency from an ignition tachometer pickup. Either
inductive clips, direct connection pickups, or optical sensors may be used. The coefficient for
this channel is 1.000, with a maximum input frequency of 5000 hz. It is set for automatic
filtering to allow changes through a test profile and is set for no zeroing. Changing the
coefficient alters the values displayed. This channel is not currently used by default in any
calculations or displays on an engine dynamometer.
12 Air2hz 0.000 5000 hz 0.000 5000 hz 0.000 5000 hz
Channel 12 is used to measure the frequency from air turbine #2. The coefficient for this
channel is 1.000, with a maximum input frequency of 5000 hz. It is used by channel 54 to
calculate airflow volume. It is set for automatic filtering to allow changes through a test profile
and is set for no zeroing. Changing the coefficient alters the values displayed.
Table 9-2. Sensor Channels
Channel Input Output (English) Output (Metric)
Configuration File Description
9-8 XConsole SF-902 Operator Manual
13 to 20 Thermocouple
Inputs 1 through 8
Channels 13 through 20 are defined as standard thermocouple inputs. They were each given
default names but may be renamed to fit specific functions by using the Configuration Editor
Program. These channels are normally set up for Type K thermocouples. Type J and Type T
thermocouples can be used but require different hardware. The maximum range is 2000F
(1100C). These channels require no zeroing and are set with a filter rate of 5.
21 to 28 Exhaust
temperatures 1 through 8
Channels 21 through 28 are defined for measuring exhaust gas temperature thermocouples.
They may also be used for other temperature measurements if desired. These channels are
normally set up for Type K thermocouples. Type J and Type T thermocouples can be used but
require different hardware. The maximum range is 2,000F (1100C). These channels require no
zeroing and are set with a filter rate of 5.
29 through 44 Unused
Channels 29 through 44 are not currently used in the standard version of an engine
dynamometer as sensor channels. Sixteen expansion sensors may be added in this channel slot
with optional, additional hardware. The additional inputs could be thermocouples, pressures,
or analog voltages. These channels may be renamed to fit specific functions by using the
Configuration Editor Program. They may also be used for additional calculated channels.
45 to 52 Analog
voltages 1 through 8
Channels 45-51:
0.000 10.00 VDC
Channels 52:
0.000 20.00 VDC
Channels 45 through 52 are used for measuring DC voltage inputs. They are currently defined
for 010 VDC inputs on channels 4551. Channel 52 is normally defined for 020 VDC. Each
channel may be configured through hardware modifications and software for 01, 05, 010, or
020 VDC. Each channel may be recalibrated if required through the calibration menu or
through changes in the Configuration file. These channels are set for zeroing by command and
are set with a filter rate of 5. The default coefficient for the channels should be 1.000.
61 Fuel 1 0.000 3.636 volts 0.000 150.00 psi 0.000 1034.0 kPa
Channel 61 is for measuring fuel pressure. The transducer has a range of 0150 psi [1034kPa].
This is typically a metal can type transducer, so it may be used with liquids. If required, it may
be recalibrated through the calibration menu or through changes in the Configuration file.
Filtering is set to 5, and zeroing is by command. The default coefficient for the English
definition of the channel should be 41.2541.
62 Fuel 2 0.000 3.636 volts 0.000 150.00 psi 0.000 1034.0 kPa
Channel 62 is for measuring fuel pressure. The transducer has a range of 0150 psi [1034kPa].
This is typically a metal can type transducer, so it may be used with liquids. It may be
recalibrated if required through the calibration menu or through changes in the Configuration
file. Filtering is set to 5, and zeroing is by command. The default coefficient for the English
definition of the channel should be 41.2536.
Table 9-2. Sensor Channels
Channel Input Output (English) Output (Metric)
Channel Functions
SuperFlow Technologies Group 9-9
63 Man_P 0.000 3.636 volts 0.000 407.00 in.Hg 0.000 1379.0 kPa
Channel 63 is used to measure the manifold inlet pressure or vacuum. It has a range of 30.5 to
+173.1in/hg [103.3 to +586.2 kPa]. This is typically a plastic board mount type differential
transducer with one side blocked off. Thus, even though the full range of the transducer is 407
InHg (200 psi), it will only provide a reading of no less than 30 InHg and up to +173 InHg, and
its resolution will be based on the full-scale value. It should not be used with liquids. If
required, it may be recalibrated through the calibration menu or through changes in the
Configuration file. Filtering is set to 5 and zeroing is by command. The default coefficient for
the English definition of the channel should be 111.9352
64 Aux 4 0.000 3.636 volts 0.000 60.000 psi 0.000 413.7 kPa
Channel 64 is an auxiliary pressure input and can be used as desired. The channel may be
renamed to fit specific functions by using the Configuration Editor Program. The transducer
has a range of 030 psi [206.8 kPa]. This is typically a plastic board mount type differential
transducer with one side blocked off. Thus, even though the full range of the transducer is 60
psi, it will only provide a reading up to 30 psig, and its resolution will be based on the full scale
value. It should not be used with liquids. If required, it may be recalibrated through the
calibration menu or through changes in the Configuration file. Filtering is set to 5, and zeroing
is by command. The default coefficient for the English definition of the channel should be
16.5016.
65 Aux 5 0.000 3.636 volts 0.000 60.000 psi 0.000 413.7 kPa
Channel 65 is an auxiliary pressure input and can be used as desired. The channel may be
renamed to fit specific functions by using the Configuration Editor Program. The transducer
has a range of 060 psi [413.7 kPa]. This is typically a plastic board mount type differential
transducer with one side blocked off. Thus, even though the full range of the transducer is 60
psi, it will only provide a reading up to 30 psig, and its resolution will be based on the full scale
value. It should not be used with liquids. It may be recalibrated if required through the
calibration menu or through changes in the Configuration file. Filtering is set to 5, and zeroing
is by command. The default coefficient for the English definition of the channel should be
16.5016.
66 Fuel_P 0.000 3.636 volts 0.000 150.00 psi 0.000 1034.0 kPa
Channel 66 is used to measure fuel system pressure. It has a range of 0150 psi [1034kPa]. This
is typically a metal can type transducer, so it may be used with liquids. If required, it may be
recalibrated through the calibration menu or through changes in the Configuration file.
Filtering is set to 5, and zeroing is by command. The default coefficient for the English
definition of the channel should be 41.2541.
67 Oil_P 0.000 3.636 volts 0.000 150.00 psi 0.000 1034 kPa
Channel 67 is for measuring oil pressure. The transducer has a range of 0150 psi [1034 kPa].
This is typically a metal can type transducer, so it may be used with liquids. If required, it may
be recalibrated through the calibration menu or through changes in the Configuration file.
Filtering is set to 5, and zeroing is by command. The default coefficient for the English
definition of the channel should be 41.2536.
Table 9-2. Sensor Channels
Channel Input Output (English) Output (Metric)
Configuration File Description
9-10 XConsole SF-902 Operator Manual
68 Aux 8 0.000 3.636 volts 0.000 200.00 psi 0.000 1379.0 kPa
Channel 68 is an auxiliary pressure input and can be used as desired. The channel may be
renamed to fit specific functions by using the Configuration Editor Program. It is typically used
for reading boost pressure. It has a range of 30.5 to +173.1 inches of mercury [103.3 to +586.2
kPa]. This is typically a plastic board mount type differential transducer with one side blocked
off. Thus, even though the full range of the transducer is 200 psi, it will only provide a reading
up to 100 psig, and its resolution will be based on the full scale value. It should not be used
with liquids. If required, it may be recalibrated through the calibration menu or through
changes in the Configuration file. Filtering is set to 5, and zeroing is by command. The default
coefficient for the English definition of the channel should be 55.0055.
69 InletP 0.000 3.636 volts 0.000 276.00 InH
2
O 0.000 68.7 kPa
Channel 69 is for measuring the air inlet pressure in the intake system. This is typically a plastic
board mount type differential transducer with a range of 5 psi. It should not be used with
liquids. The transducer has a range of 138.4 to +138.4 InH
2
O [-34.47 to + 34.47 kPa]. If required,
it may be recalibrated through the calibration menu or through changes in the Configuration
file. Filtering is set to 5, and zeroing is by command. The default coefficient for the English
definition of the channel should be 75.9065.
70 ExhstP 0.000 3.636 volts 0.000 276.00 inH
2
O 0.000 68.7 kPa
Channel 70 is for measuring exhaust air pressure in the exhaust system. This is typically a
plastic board mount type differential transducer with a range of 5 psi. It should not be used
with liquids. The transducer has a range of 138.4 to +138.4 inH
2
O [-34.47 to +34.47 kPa]. If
required, it may be recalibrated through the calibration menu or through changes in the
Configuration file. Filtering is set to 5, and zeroing is by command. The default coefficient for
the English definition of the channel should be 75.9065.
71 Unused1 0.000 10.000 volts 0.000 10.000 volts 0.000 10.000 volts
Channel 71 is currently unused. Filtering is set to automatic so it may be controlled by a test
profile, and no zeroing is required. Coefficients should not be altered.
72 Unused2 0.000 10.000 volts 0.000 10.000 volts 0.000 10.000 volts
Channel 72 is currently unused. Filtering is set to automatic so it may be controlled by a test
profile, and no zeroing is required. Coefficients should not be altered.
73 ServoV 0.000 4.096 volts 100.00 0.000 % 100.00 0.000 %
Channel 73 is used to measure the voltage from the servo valve. It is then converted to a
position percentage from 0-100% (+/1%) to provide an indication of the servo valve position.
Filtering is set to automatic so it may be controlled by a test profile, and no zeroing is required.
Coefficients should not be altered. The value displays as percentage from 0100%, where 100%
is a fully closed valve (maximum load) and 0% is a fully open valve (minimum load). The
default coefficient for the channel is 24.4142 and should not be altered.
Table 9-2. Sensor Channels
Channel Input Output (English) Output (Metric)
Channel Functions
SuperFlow Technologies Group 9-11
75 BattV 0.000 4.096 volts 0.000 20.000 volts 0.000 20.000 volts
Channel 75 is used to measure the voltage of the battery on the absorber stand. It uses circuitry
internal to the sensor box to connect the voltage on the engine control panel to the sensor input.
A voltage divider is utilized so the voltage signal on the channel does not exceed 4.096 volts.
The channel may be recalibrated if required through the calibration menu or through changes
in the Configuration file. Filtering is set to 6, and no zeroing is required. The default coefficient
for the channel should be 4.8828.
76 BaroP
Channel 76 is used to measure the uncorrected or station barometric pressure. The barometric
pressure transducer is located on the circuit board installed in the sensor box. If an accurate
mercury barometer is available, SuperFlow recommends calibrating the barometric pressure
sensor to exactly agree with the mercury barometer. If an accurate barometric pressure
measurement device is not available, use the default calibration or obtain an absolute
barometric pressure reading locally. Filtering is set to 7, and no zeroing is required. The default
coefficient for the channel should be 8.0391.
For more information on barometric pressure, see section A.9, Barometric Pressure, on
page A-12 of Appendix A.
Table 9-2. Sensor Channels
Channel Input Output (English) Output (Metric)
Configuration File Description
9-12 XConsole SF-902 Operator Manual
9.3.2 Specification Channels
Channels 77 through 99 are all specifications or constants. The values shown here are defaults, and
many will change for each variety of test engine. SuperFlow recommends that after you determine
a set of specifications for a particular test, save the data to a file. Before beginning the next test,
load the previously recorded set of specifications, and the test system will be automatically
configured for the test. You normally do not need to change these specifications manually if they
were entered correctly the first time and stored under the name of the engine.
Table 9-3. Specification Channels
Channel Default Value (English) Default Value (Metric)
77 EngBor 4.06 in 103.1 mm
Channel 77 is for entering the bore size of the engine. Channel 77 is used by channel 126 to
determine displacement.
78 EngStr 3.45 87.6 mm
Channel 78 is for entering the stroke size of the engine. Channel 78 is used by channel 126 to
determine displacement. It is also used by channel 107 to determine spark friction torque which
will be used in the corrected torque calculations.
79 EngCyl 8 in 8
Channel 79 is for entering the number of cylinders of the engine. Channel 79 is used by channel
126 to determine displacement.
80 EngCyc 4 in 4
Channel 80 is for entering the cycle type of the engine, either two-stroke or four-stroke. Channel
80 is used by the calculations for volumetric efficiency in channel 109 and brake mean effective
pressure in channel 111.
81 OvrRat 1.000 1.000
Channel 81 is used to input the ratio between the engine and the absorber. Channel 80 is used
by channel 125 to calculation engine speed and by channel 121 to calculate engine torque.
82 Not Used
Channel 82 is not currently used in the default configuration.
83 Pul/Rv 60.000 60.000
Channel 83 is used to enter the number of pulses per revolution for the engine rpm
measurement. The absorber frequency, channel 10, is combined with the pulses per revolution
number in channel 83 to make the appropriate engine speed calculation in channel 125.
SuperFlows standard water brake absorbers use a 60-tooth gear on their main shaft; thus, 60
pulses per shaft revolution is standard.
84 Not Used
Channel 84 is not currently used in the default configuration.
85 FuelSG 0.750 0.750
Channel 85 is used to input the correct fuel-specific gravity. This value is used by the mass flow
fuel calculations in channels 127 and 128. This value can be obtained through measurement or
from the fuel supplier.
Channel Functions
SuperFlow Technologies Group 9-13
86 Not Used
Channel 86 is not currently used in the default configuration.
87 Not Used
Channel 87 is not currently used in the default configuration.
88 Not Used
Channel 88 is not currently used in the default configuration.
89 Inrtia 0.027 0.027
Channel 89 is defined as an inertia value. This is an estimated value of the engine (typical
American V-8) and the standard SuperFlow water brake absorber combined. This value
typically ranges from 0.020 to 0.035 and may be modified by the user. It is used with the
acceleration channel 122 to compute the inertia torque value in channel 108 and is then used in
channel 124 to compute total power. Theoretically, this value will provide a corrected power
figure estimate negating the inertia affect due to rate of acceleration chosen for the test.
90 4_inch 0 0
Channel 90 is used to tell the system the 4-inch air turbine is in use. It is a logical selection
option where a value of 1 indicates a yes and a value of 0 indicates a no. It is used in
conjunction with channels 91 and 92. Only one of these channels should ever have a 1 value. It
is used in channel 53 to select the appropriate calibration interpolation table, 131, for use with
the 4-inch air turbine.
91 6_inch 0 0
Channel 91 is used to tell the system the 6-inch air turbine is in use. It is a logical selection
option where a value of 1 indicates a yes and a value of 0 indicates a no. It is used in
conjunction with channels 90 and 92. Only one of these channels should ever have a 1 value. It
is used in channel 53 to select the appropriate calibration interpolation table, 132, for use with
the 6-inch air turbine.
92 9_inch 1 1
Channel 92 is used to tell the system the 9-inch air turbine is in use. It is a logical selection
option where a value of 1 indicates a yes and a value of 0 indicates a no. It is used in
conjunction with channels 90 and 91. Only one of these channels should ever have a 1 value. It
is used in channel 53 to select the appropriate calibration interpolation table, 133, for use with
the 9-inch air turbine. This is the default air turbine selection.
93 Recpcl 1.000 1.000
Channel 93 is a reciprocal value used by the ProFilter feature to properly calculate engine speed
increments when in ratio mode. This value is controlled by the test profile. This channel is used
when setting up the ProFilter rev counter channel. The user should not alter it.
94 Cycle 30 30
Channel 94 is for entering a cycle time for the Break In test profile. The default value is 30
seconds for a complete cycle. This channel is not used by any other test profile.
Table 9-3. Specification Channels
Channel Default Value (English) Default Value (Metric)
Configuration File Description
9-14 XConsole SF-902 Operator Manual
95 Lower 3000 3000
Channel 95 is for entering the start engine speed to use in various automated tests. It may be
changed from the lower speed control on the console before starting the automated test. It is
then restored in channel 95 by the automated test.
96 Upper 6000 6000
Channel 96 is for entering the stop engine speed to use in various automated tests. It may be
altered by the upper speed control on the console before starting the automated test and is then
restored in channel 96 by the automated test.
97 StepTm 5.0 5.0
Channel 97 is used to enter the step time for the step type automated tests. The step time may be
modified from the console selection option before starting the test. The new value is then
entered into channel 97 automatically.
98 StpSiz 300 300
Channel 98 is used to enter the requested step size or ramp increment in rpm for automated test
profiles. The value may be modified from the console before the test begins, and the new value
is entered into channel 98 automatically.
99 Return 3000 3000
Channel 99 is for entering the return engine speed to use in various automated tests. It may be
altered by the return speed control on the console before starting the automated test. It is then
restored in channel 99 by the automated test.
Table 9-3. Specification Channels
Channel Default Value (English) Default Value (Metric)
Channel Functions
SuperFlow Technologies Group 9-15
9.3.3 Calculated Channels
The calculated channel is one of the most powerful features of the WinDyn software. Sensor data,
specifications, interpolation tables, other calculations, or any direct constant value can be
combined into a mathematical calculation to produce real-time data that displays and records
along with the rest of the test data. Channels 100 through 129 are dedicated calculated channels.
Additionally, any unused measured channel may be configured as a calculated channel, although
SuperFlow does not recommend creating them in channel blocks used for installed measured
channels.
For instance, if a thermocouple module is installed in channels 1328, do not make channel 25 a
calculated channel. However, if the thermocouple module was not installed, any or all of channels
1328 could be used for additional calculated channels. Any predefined calculated channel may
easily be modified using the configuration editor supplied with WinDyn.
The calculation formula as it is in the configuration is shown next to the channel name in
Table 9-4. The top line is the English values and the bottom line is metric. If only one line is
displays, no metric version is available.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
3 WetAir lb-cft C76*C114/21.85/(460+C74)
Channel 3 is used in the density altitude calculation, channel 103. It is an intermediate
calculation which computes the density of the wet air in pounds per cubic foot. It uses channel
76, barometric pressure, and channel 114, an intermediate calculation which computes the air
molecular weight for current atmospheric conditions. The constant 21.85 is a gas law constant.
The constant 460 is the Rankin value for converting degrees Fahrenheit.
29 Fuel1G gallons per hour
liters per hour
(C8T138)/60
((C8T138)/60)*3.785
Channel 29 is used to calculate fuel flow from the #1 fuel flow turbine. The fuel turbine
frequency from channel 8 is used along with FlowScan calibration values from interpolation
table 138. The result is a volume flow value, either in gallons per hour or liters per hour.
30 Fuel2G gallons per hour
liters per hour
(C9T139)/60
((C9T139)/60)*3.785
Channel 29 is used to calculate fuel flow from the #1 fuel flow turbine. The fuel turbine
frequency from channel 8 is used along with FlowScan calibration values from interpolation
table 138. The result is a volume flow value, either in gallons per hour or liters per hour.
31 Ful1+2 gallons per hour
liters per hour
C127+C128
C127+C128
Channel 31 is used to calculate the combined fuel volume flow from channels 29 and 30. This
channel is for reference only and not used in any other calculations.
53 Air_1c CFM
liters per second
(C7T131*C90)+(C7T132*C91)+ (C7T133*C92)
((C7T131*C90)+(C7T132*C91)+(C7T133*C92))*0.4719
Channel 53 is used to calculate airflow for air turbine #1 in cubic feet per minute (cfm). The air
turbines frequency output (channel 7) is looked up in the appropriate interpolation table (131,
132, or 133) to determine the value in cfm. Channels 90, 91, and 92 are selectors for the size air
turbine in use.
Configuration File Description
9-16 XConsole SF-902 Operator Manual
54 Air_2c CFM
liters per second
(C12T134)
(C12T134)*0.4719
Channel 54 is used to calculate airflow for air turbine #2 in cfm. The air turbines frequency
output (channel 12) is looked up in interpolation table 134 to determine the value in cfm. It
assumes the only time a second air turbine is used, it is a 9-inch air turbine.
55 AirVol CFM
liters per second
C53+C54
C53+C54
Channel 55 calculates the airflow value in cfm for both air 1 and air 2 channels.
56 Air_1s SCFM C53*C119/0.0763
Channel 56 calculates the airflow value in standard cubic feet per minute (scfm). It uses the cfm
value from channel 53 and multiplies it by the current air density (channel 119). The constant
0.0763 is the lbs/cubic foot of air at sea level.
57 Air_2s SCFM C54*C119/0.0763
Channel 57 calculates the airflow value in scfm. It uses the cfm value from channel 54,and
multiplies it by the current air density (channel 119). The constant 0.0763 is the lbs/cubic foot of
air at sea level.
58 Air1+2 SCFM C56+C57
Channel 58 calculates the airflow value in scfm for both air 1 and air 2 channels.
59 SpcTrq TQ/CID
NM/Ltr
C116/C126
C116/(C126/1000)
Channel 59 is used to compute the specific torque per cubic inch [cubic centimeter]
displacement. It divides the Standard Corrected Torque value from channel 116 by the engine's
displacement value from channel 126. This number can be useful for comparing engines of
different displacement or for comparing how well a specific displacement engine is performing
versus other engines of the same displacement.
60 SpcPwr SpcPwr
KW/Ltr
C113/C126
C113/(C126/1000)
Channel 56 is used to compute the specific power per cubic inch [cubic centimeter] displacement.
It divides the Standard Corrected Power value from channel 113 by the engine's displacement
value from channel 126. This number can be useful for comparing engines of different
displacement or for comparing how well a specific displacement engine is performing versus
other engines of the same displacement.
71 RevCnt revs C228*1000
Channel 71 displays the number of revolutions the dynamometer has made since the last time
the revolution counter was reset. It multiples the value in system channel 228 by 1000 to give
the correct number of revolutions. It may be used to track the amount of engine revolutions on
a specific engine for rebuild or break-in purposes. It is reset through the console or through a
test profile command.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Channel Functions
SuperFlow Technologies Group 9-17
74 AirInT degF
degC
C1T136
C1T136
Channel 74 displays the air inlet temperature from the thermistor used for ambient air
temperature measurement. The thermistor is located inside the humidity probe and should be
positioned near the intake air for the engine. The voltage is measured by Channel 1. The T136
command then retrieves the temperature for that voltage from the channel 136 interpolation
table. The air temperature data is used to determine power correction factors and air density.
100 EngPwr hp
kW
C121*C125/5252.113
C121*C125/9549
Channel 100 is used to calculate the measured engine power delivered to the absorber. Channel
121, the engine torque channel, is multiplied by channel 125, engine speed in revolutions per
minute (rpm) and divided by the constant 5252.113. This is a standard horsepower equation.
NOTE: The correction factors listed below are the default formulas provided by Superflow.
WinDyn is capable of generating performance data corrected to any standard. All that is
required is to change the name and formula in one of these channels. The channel names of
the referenced channels (xxxPwr and xxxTrq) should also be changed to reflect the proper
correction standard.
101 SAEC
k ECE
factor
factor
((459.7+C74)/536.7)^0.5*(29.23/ (C76-C118))
((273+C74)/298)^0.5*(99/(C76-C118))
Channel 101 is used to calculate the Society of Automotive Engineers (SAE) or Economic
Commission for Europe [ECE] power correction factor for the engine under test. It combines the
ambient air temperature from channel 74 and the barometric pressure from channel 76 with the
vapor pressure of the moisture of the air from channel 118. The ^0.5 value indicates a square
root function. This factor estimates what the measured torque and power would be at 77
Fahrenheit [25C] and 29.23 inches of mercury [99 kPa] air pressure. The SAE [ECE] correction
factor is used by channel 115, SAE Torque [ECE Torque], to correct the engine torque in channel
121.
102 STPC
k DIN
factor
factor
((459.7+C74)/519.7^0.5*(29.92/C76-C118))
((276+C74)/293)^0.5*(101.3/(C76-C118))
Channel 102 is used to calculate the Standard Temperature and Pressure (STP) or Deutsche
Institute fr Normung [DIN] power correction factor for the engine under test. It uses the
ambient air temperature from channel 74, the barometric pressure from channel 76, and the
vapor pressure from channel 118 to calculate a power correction factor. This factor estimates
what the measured torque and power would be at 60

Fahrenheit and 29.92 inches of mercury
barometric pressure [15.5C and 101.3 kPa]. Channel 102 is used by channel 116, STP Torque
[DIN Torque], to correct the engine torque in channel 121.
103 DenAlt feet
meters
(11346-(148300*C3))/(0.37921-C3)
((11346-(148300*C3))/(0.37921-C3))*.03048
Channel 103 is used to compute an approximate density altitude in feet [meters] based on
current atmospheric conditions. This value is often useful for determining jetting requirements
for the engine under test. The values 11346, 148300, and 0.37921 are constants used for this
calculation and when combined with the wet air density from channel 3, provide a final result
in feet. The resultant number is an estimate and should not be used as the only reference for
determining jetting requirements.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Configuration File Description
9-18 XConsole SF-902 Operator Manual
104 A/F ratio (C55*C119*60)/C129
Channel 104 is used to calculate the air/fuel ratio. It uses the air volume from channel 55 and
converts it to a mass using the air density from channel 119. The constant 60 converts the air
mass value into lbs-hr. This is then divided by the total fuel mass in channel 129. Typical values
for gasoline powered engines range from 8-18, with best performance typically achieved in the
range 12-14.
105 BSFC lb/hph
g/kWh
C129/C100
C129/C100*3600
Channel 105 is used to calculate the Brake Specific Fuel Consumption (BSFC) value. This is an
efficiency rating showing the amount of fuel consumed in pounds per horsepower hour [grams
per kilowatt hour]. It uses the mass fuel flow value from channel 129 and divides it by the
measured (uncorrected) horsepower number from channel 100. Typical values range from an
inefficient 0.60 to a very efficient 0.35. The lower the number, the better. Although many believe
this number indicates a rich or lean fuel condition, it does not.
106 BSAC lb/hph
g/kWh
(C55*C119*60)/C100
((C55*C119)/C100)*3600
Channel 106 is used to calculate the Brake Specific Air Consumption (BSAC) value. This is an
efficiency rating showing the amount of air consumed in pounds per horsepower hour [grams
per kilowatt hour]. It uses the air volume from channel 55 and converts it to a mass using the air
density from channel 119. The constant 60 converts the air mass value into lbs-hr. It then
divides the air mass by the measured (uncorrected) horsepower number from channel 100.
Typical values range from an inefficient 6.5 to a very efficient 5.0. The lower the number, the
better.
107 SpFrTq lb-ft
Nm
((C125*(C78)/6)T130)*C126
((C125/60*C78/500)T130)*C126/1000
Channel 107 is used to calculate the spark engine friction torque value for the engine being
tested. This estimated value equates to the torque required to spin the engine at a given engine
speed. The value is computed using engine speed, channel 125, the engines stroke, channel 78,
and the engines displacement, channel 126. A lookup table, 130, is used to determine the piston
speed in feet per minute and an approximate friction torque factor for the given speed. These
factors were derived from manufacturer testing. SuperFlow uses the friction torque value in
corrected torque calculations instead of assigning a fixed mechanical loss percentage as is done
by most correction factor equations. SuperFlow engineers believe the friction torque method
provides greater accuracy in the final corrected power results.
108 InrTq lb-ft
Nm
C122*C89
(C122*C89)*1.35582
Channel 108 calculates the inertia torque value from the estimated engine inertia, plus the
absorber inertia (channel 89) multiplied by the rate of acceleration from channel 122. This value
is typically quite small. It is used in channel 124 to create a total power estimate. Theoretically,
this value provides a corrected power figure estimate negating the inertia affect due to rate of
acceleration chosen for the test.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Channel Functions
SuperFlow Technologies Group 9-19
109 VolEff %
%
(C80/2)*(1728*C55)/(C126*C125)*100
C55/1000*(C80/2)/(C126*C125/60)*100
Channel 109 calculates the volumetric efficiency (VE) of the engine. It first determines the
number of cycles in the engine power cycle, using channel 80. Then it converts the total volume
of air, channel 55, into cubic inches per minute (the conversion factor 1728 which is the number
of cubic inches in a cubic foot). Engine displacement times engine speed is then used to
determine the resultant efficiency. The value 100 converts the value to a percentage. A typical
stock engine might achieve 8090% efficiency. However, performance engines can achieve
greater than 125% without turbo- or supercharging the engine. Beware of high VE numbers and
high BSAC. This could indicate too much valve overlap or poor sealing valves.
110 MecEff % C121/(C121+C107)*100
Channel 110 calculates the mechanical efficiency (ME) of the engine. It divides the measured
engine torque, channel 121, with the theoretical total torque (engine plus friction torque,
channel 107) produced by the engine. The value 100 converts the value to a percentage. No
engine will achieve 100% mechanical efficiency.
111 ElpsTm seconds C211
Channel 111 uses timer 2, channel 211, to measure elapsed time in seconds during a test profile.
It allows decimal precision adjustments, if desired. It is defaulted to hundredths of a second
precision.
112 SAEPwr
ECEPwr
CHp
C kW
(C115*C125)/5252.113
(C115*C125)/9549
The standard horsepower equation is used with the SAE [ECE] corrected torque channel 115
and the engine speed channel 125 to calculate the corrected engine power for the test engine.
This channel is for estimating what the power would have been at 77F [25C] air temperature
and 29.23 in.Hg [99kPa] barometric pressure in dry air.
113 STPPwr
DINPwr
CHp
C kW
(C116*C125)/5252.113
(C116*C125)/9549
The standard horsepower equation is used with the STP [DIN] corrected torque channel 116
and the engine speed channel 125 to calculate the corrected engine power for the test engine.
This channel is for estimating what the power would have been at 60F [15.56C] air
temperature and 29.92 in.Hg [101.3kPa] barometric pressure in dry air.
114 AirMwt factor (((C76-C118)*29)+(C118*18))/C76
Channel 114 is an intermediate calculation used in determining the density altitude in channel
103. Channel 114 calculates the air molecular weight based on current atmospheric conditions
primarily the amount of water vapor in the air. It uses the barometric pressure from channel
76 and the vapor pressure from channel 118. The constant 29 represents the molecular weight of
dry air, and the constant 18 represents the molecular weight of water. The resultant value will
be between 29 and 18.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Configuration File Description
9-20 XConsole SF-902 Operator Manual
115 SAETrq
ECETrq
Clb-ft
CNm
(C121+C107)*C101-C107
(C121+C107)*C101-C107
Channel 115 derives a corrected torque value in lbs-ft from the engine torque channel 121 and
the estimated friction torque calculated in channel 107. These two values are added together to
compute the total torque produced by the engine; then the SAE correction factor from channel
101 is applied. Finally, the estimated friction torque is removed before the resultant corrected
engine torque value is produced. This value is then used to produce a corrected horsepower
figure for the engine.
116 STPTrq
DINTrq
Clb-ft
CNm
(C121+C107)*C102-C107
(C121+C107)*C102-C107
Channel 116 derives a corrected torque value in lbs-ft from the engine torque channel 121 and
the estimated friction torque calculated in channel 107. These two values are added together to
compute the total torque produced by the engine; then the STP correction factor from channel
102 is applied. Finally, the estimated friction torque is removed before the resultant corrected
engine torque value is produced. This value is then used to produce a corrected horsepower
figure for the engine.
117 AvgExT degF
degC
(C21+C22+C23+C24+C25+C26+C27+C28)/C79
(C21+C22+C23+C24+C25+C26+C27+C28)/C79
Channel 117 produces an average exhaust temperature value for all exhaust temperature
channels. It adds together all channels that are measured, then divides by the number of engine
cylinders, channel 79.
118 Vap P InHg
kPa
C74T137*C120/100
C74T137*C120/100
Channel 118 calculates the vapor pressure in the air under the current test conditions.
Interpolation table T137 contains the vapor pressure for 100% relative humidity at different air
temperatures. The formula C74T137 provides the vapor pressure from the table for the air
temperature measured in channel 74 (Air Temp). That number is multiplied by channel 120, the
percent relative humidity to obtain the actual vapor pressure. In channels 101 and 102, the
vapor pressure is subtracted from the barometric pressure to determine the net barometric
pressure to be used in the power correction factors. Vapor pressure is the true measure of water
vapor content of the air. Relative humidity cannot be used directly because it varies with air
temperature.
119 AirDen lb/cft
g/ltr
0.0763*C76/29.92*520/(460+C74)
1.293*C76/101.3*273/(273+C74)
Channel 119 is used to calculate the air density under the test conditions. Air density is
measured in pounds per cubic feet (grams per liter) of air. The constant 0.0763 [1.293] is the lbs/
cubic foot of air at sea level. Channel 119 uses the barometric pressure from channel 76 and the
air temperature from channel 74 to calculate the actual air density under test conditions.
120 Humidy %
%
((C6-0.655)/2.54*100)/(1.093-(0.0012*C74
((C6-0.655)*39.37)/(1.093-(0.00216*C74+0.0384))
Channel 120 takes the humidity sensor voltage input from channel 6 and combines it with the
air temperature to determine the percent relative humidity of the air during the test. This data
is then used by channel 118 to determine the vapor pressure in the air for power correction.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Channel Functions
SuperFlow Technologies Group 9-21
121 EngTrq lbs-ft
Nm
C2/C81
C2/C81
Channel 121 derives an uncorrected torque value in lbs-ft from the strain gauge measurement
in channel 2. If a ratio is used between the engine and the absorber, channel 2 is divided by the
ratio in channel 81 to produce the correct engine torque value.
122 Accel RPM/s C225
Channel 122 derives the rate of acceleration in rpm/second. This is an embedded series of
calculations performed by the firmware and recorded in memory channel 5. Channel 122 is
used to select the precision of the channel and to rename it. This value is used in channel 108 to
compute the inertia torque.
123 BMEP psi
kPa
C121/C126*C80/2*75.4
C121/C126*1000*C80/2*6.28
Channel 123 is used to calculate an estimated Brake Mean Effective Pressure (BMEP) for the
engine. The measured engine torque from channel 121 is divided by the engine displacement
and then multiplied by the engine type (cycles) from channel 80. The constant, 75.4, is then
applied to produce a result in pounds per square inch (psi). Typical values for race engines are
greater than 175 psi.
124 TotPwr Hp
kW
C100+(C108*C125/5252.113)
C100+(C108*C125/9549)
Channel 124 is used to calculate the engines total power. This is done by first obtaining the
engine power from channel 100. Then, a power figure derived from the inertia torque figure
from channel 108 is added to the engine power. This value will provide a consistent power
figure estimate regardless of rate of acceleration chosen for the test.
125 EngSpd RPM C10/C83*60*C81
Channel 125 is used to calculate the absorber speed in revolutions per minute (rpm). It uses the
frequency from the absorber magnetic pickup, channel 10, divided by the number of pulses per
revolution from channel 83. The result is multiplied by 60 to obtain an rpm value. This value is
then multiplied by a ratio, channel 81, if one is used between the engine and the absorber. This
channel is also defined as a control channel and is used in several test profiles and for engine
speed servo control. The minimum value is set to 0, and the maximum value is set to 20,000
rpm.
136 Displ ci
cc
(C77/2)^2*3.1416*C78*C79
(C77/2)^2*3.1416*C78*C79/1000
Channel 126 is used to calculate the displacement of the engine in cubic inches [cubic
centimeters]. It uses the engine bore, channel 77; the engine stroke, channel 78; and the number
of engine cylinders, channel 79; to do this. The ^2 value represents an exponential function, and
the constant 3.1416 is Pi. The engine displacement is used in calculating friction torque, BMEP,
and volumetric efficiency.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Configuration File Description
9-22 XConsole SF-902 Operator Manual
127 Fuel1M lbs/hr
g/sec
C8T138*8.3378*C85
(C8T138*8.3378*C85)*453.59/3600
Channel 127 is used to calculate fuel flow from the #1 fuel flow turbine. The fuel turbine
frequency from channel 8 is used along with FlowScan calibration values from interpolation
table 138. The result is a flow value in gallons per hour [grams per second]. This number is then
factored with the fuel-specific gravity from channel 85 to obtain a value in pounds per hour.
The constant 8.3378 is the weight of a gallon of water at 60 degrees F. A typical gasoline-
powered engine will consume between 0.4 and 0.6 pounds of fuel per horsepower hour.
128 Fuel2M lbs/hr
g/sec
C9T139*8.3378*C85
(C8T139*8.3378*C85)*453.59/3600
Channel 128 is used to calculate fuel flow from the #2 fuel flow turbine. The fuel turbine
frequency from channel 9 is used along with FlowScan calibration values from interpolation
table 139. The result is a flow value in gallons per hour [grams per second]. This number is then
factored with the fuel-specific gravity from channel 85 to obtain a value in pounds per hour.
The constant, 8.3378, is the weight of a gallon of water at 60 degrees F. A typical gasoline-
powered engine will consume between 0.4 and 0.6 pounds of fuel per horsepower hour.
129 Ful1+2 lbs/hr
g/sec
C127+C128
C127+C128
Channel 129 is used to calculate the combined fuel flow in pounds per hour from channels 127
and 128. This channel is used in the air/fuel ratio calculation in channel 104 and in the BSFC
calculation in channel 105.
Table 9-4. Calculated Channels
Channel
Units of
Measurement
Formula
Channel Functions
SuperFlow Technologies Group 9-23
9.3.4 Interpolation Tables
Interpolation tables store non-linear functions for calibration and calculation purposes. They are
typically used as calibration tables for air and fuel turbines, parasitic inertia tables for chassis dyno
rolls, and correction factor tables. This feature is used to linearize a sensor or basically perform
calculations from a set of arbitrary data. Tables can be defined with interval or variable interval
input values. The interpolation tables are located in channels 130 through 139.
Interpolation Channel 130 SpFrTq
Channel 130 is an interpolation look-up table to estimate friction torque. The value In(x) is piston
speed in feet per minute. The output value, Out f(x), is a torque factor used in the equation in
channel 107. Altering this table will affect the corrected torque calculations in channels 115 and
116.
Figure 9-1. Channel 130 U.S. Values
Figure 9-2. Channel 130 Metric Values
Configuration File Description
9-24 XConsole SF-902 Operator Manual
Interpolation Channel 131 4inchT
Channel 131 is an interpolation look-up table containing calibration values for the four-inch air
turbine. The values in the table are examples and must be replaced by those accompanying your
four-inch air turbine. The table is used in channel 53 to determine airflow in cfm when using the
four-inch turbine. The value In(x) is a frequency in hertz, and the Out f(x) value is in cubic feet per
minute (cfm).
Figure 9-3. Channel 131 U.S. Values
Interpolation Channel 132 6inchT
Channel 132 is an interpolation look-up table containing calibration values for the six-inch air
turbine. The values in the table are examples and must be replaced by those accompanying your
six-inch air turbine. The table is used in channel 53 to determine airflow in cfm when using the six-
inch turbine. The value In(x) is a frequency in hertz, and the Out f(x) value is in cubic feet per
minute (cfm).
Figure 9-4. Channel 132 U.S. Values
Channel Functions
SuperFlow Technologies Group 9-25
Interpolation Channel 133 9inch1
Channel 133 is an interpolation look-up table containing calibration values for the nine-inch air
turbine used as air turbine #1 (frequency channel 7). The values in the table are examples and
must be replaced by those accompanying your nine-inch air turbine. The table is used in channel
53 to determine airflow in cfm when using the nine-inch turbine. The value In(x) is a frequency in
hertz, and the Out f(x) value is in cubic feet per minute (cfm).
Figure 9-5. Channel 133 U.S. Values
Interpolation Channel 134 9inch2
Channel 134 is an interpolation look-up table containing calibration values for a second 9-inch air
turbine. The values in the table are examples and must be replaced by those accompanying your
second 9-inch air turbine. The table is used in channel 54 to determine airflow in cfm when using
two 9-inch turbines. The value In(x) is a frequency in hertz and the Out f(x) value is in cubic feet
per minute (cfm).
Figure 9-6. Channel 134 U.S. Values
Interpolation Channel 135 Not Used
Channel 135 is not used in the default configuration.
Configuration File Description
9-26 XConsole SF-902 Operator Manual
Interpolation Channel 136 AirTpT
Channel 136 is an interpolation look-up table to convert the voltage from the air temperature
sensor in channel 1 into actual temperature for channel 74. Do not modify this table unless you
have good calibration data.
Figure 9-7. Channel 136 U.S. Values
Figure 9-8. Channel 136 Metric Values
Channel Functions
SuperFlow Technologies Group 9-27
Interpolation Channel 137 VaporT
Channel 137 is an interpolation look-up table to determine the vapor pressure at 100% relative
humidity (saturation vapor pressure) for the dry bulb temperature.
Figure 9-9. Channel 137 U.S. Values
Figure 9-10. Channel 137 Metric Values
Configuration File Description
9-28 XConsole SF-902 Operator Manual
Interpolation Channel 138 Fuel1T
Channel 138 is an interpolation look-up table containing calibration values for fuel turbine #1. The
values in the table are examples and must be replaced by those accompanying your fuel turbine.
The table is used in channel 127 to determine fuel flow in lbs/hr. The value In(x) is in hertz from
the turbine, and the Out f(x) value is in gallons per hour.
Figure 9-11. Channel 138 U.S. Values
Interpolation Channel 139 Fuel2T
Channel 139 is an interpolation look-up table containing calibration values for fuel turbine #2. The
values in the table are examples and must be replaced by those accompanying your fuel turbine.
The table is used in channel 128 to determine fuel flow in lbs/hr. The value In(x) is in hertz from
the turbine, and the Out f(x) value is in gallons per hour.
Figure 9-12. Channel 139 U.S. Values
Channel Functions
SuperFlow Technologies Group 9-29
9.3.5 System Channels
System channels are pre-programmed channels that supply important information to WinDyn.
The following descriptions lists the system channels and their functions. System Channels can be
read and displayed in the same manner as data channels and can be used as operators in
calculated channels. System channels cannot be modified or used for closed loop control.
Table 9-5. System Channels
Channel Name Description
200 Time-H
Displays the current hour from the system clock
*
201 Time-M Displays the current minute from the system clock
202 Time-S Displays the current second from the system clock
203 SecDay Displays the number of seconds since midnight
204 TsTime Displays the number of seconds of an autotest. Resets to zero
when an autotest starts
205 RnTime Display total number of seconds since data acquisition system was
first turned on.
206 Fuel-M Not used in current SuperFlow systems
207 SetPt1 Channel 207 is the load set point used by the absorber control
system. A value is this channel indicates the control set point being
used. The value changes depending upon the control channel
being used. If control is manual, then the value represents a
percentage of load from 0-100%. If the control is to Engine Speed,
then the value indicates an rpm control point from 020,000 rpm. If
the control is to Trq1, then the value represents a control point
from 0 to 2500 lb-ft on the strain gauge.
208 SetPt2 Channel 208 is the throttle set point used by the optional electronic
throttle control system. A value is this channel indicates the
control set point being used. The value changes depending upon
the control channel being used. If control is manual, then the value
represents a percentage of throttle from 0-100%. If the control is to
Engine Speed, then the value indicates an rpm control point from
0-20,000 rpm. If the control is to Trq1, then the value represents a
control point from 0 to 2500 lb-ft on the strain gauge.
209 SpcGv1 Not used in current SuperFlow systems
210 Timer 1 Channel 210 is a system timer channel. This channel is typically
used in test profiles to indicate the total time a test is running. It
uses tenths precision.
211 Timer 2 Channel 211 is a system timer channel. This channel is typically
used in test profiles to indicate ramp time or the time during
which the data is collected during a test. It uses thousandths
precision.
Configuration File Description
9-30 XConsole SF-902 Operator Manual
212218 Timer 3 to
Timer 9
Used by the autotest to monitor timing functions. The timers are
not user accessible. See the Test Profile editor in the WinDyn Users
Guide for details
219 SpcGv2 Not used in current SuperFlow systems
220222 Memory 0 to
Memory 2
Not used in current SuperFlow engine dynamometer systems
223 Memory 3 Channel 223 is used to hold the total number of data lines
recorded.
224 Memory 4 Not used in current SuperFlow engine dynamometer systems
225 Memory 5 Channel 225 is acceleration in rpm/second. It is used by Channel
122 to calculate acceleration.
226227 Memory 6 to
Memory 7
Not used in current SuperFlow engine dynamometer systems
228 Memory 8 Channel 228 is recommended for use as the system revolution
counter (this is defined by the user via the system console
configuration settings). It may be used to track the amount of
engine revolutions on a specific engine for rebuild or break-in
purposes. It is reset via the console or via a test profile command.
229 Memory 9 Channel 229 is used by the automated tests to trigger the starting
and stopping of the real-time graphs in WinDyn. Do not use this
channel for other purposes or this triggering function will be lost.
230 Memory 10 Not used in current SuperFlow engine dynamometer systems
231 LineNo Channel 231 is a system channel which indicates the line number
of the data line recorded in a test data file (.sfd). It can also be used
when recording raw data at 100 times per second as a 1/100
th

second timer channel.
232 Year (yyyy) This channel specifies the year when the first data line is recorded
in a test. This information is a permanent record of the test
execution date and cannot be changed.
233 Month (mm) This channel specifies the month when the first data line is
recorded in a test. This information is a permanent record of the
test execution date and cannot be changed.
234 Day (dd) This channel specifies the date when the first data line is recorded
in a test. This information is a permanent record of the test
execution date and cannot be changed.
235 DayWk
Day of week
(0-7 = Sun-Sat)
This channel specifies the day of the week when the first data line
is recorded in a test. This information is a permanent record of the
test execution date and cannot be changed.
* WinDyn will synchronize the computer clock with the clock in the data acquisition system. The system time/
date channels (200-203 & 232-235) are linked to the computer clock when WinDyn connects with the system.
Table 9-5. System Channels
Channel Name Description
Control Channels
SuperFlow Technologies Group 9-31
9.4 Control Channels
Control channels are data channels that can function as closed-loop feedback channels which
allow the controllers to precisely operate a control device such as a motor controller to adjust the
test pressure or cfm on a flowbench. The control system uses the control channel to see the
current valuefor example the current test pressureand compares the current value to the
desired value. The control system continues to servo the controller (up or down depending upon
whether the current value is higher or lower than the desired value) until the current value (the
value of the control channel) matches the desired value. This process of read current value,
compare to desired value, and adjust continues until the control system is set into manual mode.
You may use up to five control channels for up to two controlled devices, such as a motor
controller or a throttle controller, allowing you to define five different controlled values for closed-
loop control. In other words, one or both controllers could be used to execute closed loop control
of up to two of five possible values simultaneously. The combination of a controller controlling a
specific value is called a mode. Up to ten different control modes can be used by combining the
five control channel values with the two available controllers.
It is not necessary to define all five channels. At a minimum, one channel must be defined if
closed-loop control is required. Many testing applications use two control channelsone for test
pressure and one for volume flow. This allows tests to be conducted that control closed-loop
speed or closed-loop torque. The standard SuperFlow SF-1020 SuperBench uses one controller
(SF-1020) and two control channels: test pressure (channel 100) and cfm flow (channel 104). A
second controller can be installed for closed-loop servo control if desired. Two additional
controllers can be added for direct set point control of devices such as temperature controllers.
Testing requirements vary considerably in terms of control requirements.
CAUTION: Adding control channels requires PID parameters to be created and tuned. This
process is very complicated and should not be attempted by anyone without experience and
understanding of PID closed-loop servo control methods.
Configuration File Description
9-32 XConsole SF-902 Operator Manual
9.5 Data Display Screens
The main display (right-hand) screen on the XConsole and SF902; or the display screen of the
remote handheld controller shows measured, specification, calculated, and system data channels.
The display channels are grouped onto nine separate screens for convenience. Each screen is
accessed by pressing a numeric key (19) on the control panel.
See the chapter on the Configuration Editor in the WinDyn Users Guide for more information on
changing the selected channels on the screens or designing new screens.
XConsole, SF-902, and SF-1853-05 Wireless Handheld
Screens 1 through 5 display nine channels; screens 6 through 9 display 18 channels. The screen
displays the channel name as well as the data. A typical screen could be configured as:
Figure 9-13. XConsole Data Screen
SF-1853-02 Wired Handheld Controller
The screen design of the SF-1853 wired remote handheld controller has nine screens with nine
channels on each screen.
Figure 9-14. Handheld Data Screen
Inspection and Maintenance
Maintenance Schedule
Preventive Maintenance
Calibration
Calibration Coefficients
Torque Sensor (Load Cell)
Barometric Pressure Sensor
Pressure Transducers
Temperature Channels
Air Temperature and Humidity
Ignition Spark Sensor
Maintenance
Water Filters
Automatic Water Fill Valve
Cleaning Fuel Filters
Oil Level
Magnetic Speed Pickup
Absorber Water Pump Seal
Throttle Diaphragm
LCDs and Computer Monitors
Airflow Turbine
Fuel Flow Turbine
CHAPTER 10
SERVICE & CALIBRATION
Inspection and Maintenance
SuperFlow Technologies Group 10-3
10.1 Inspection and Maintenance
The SF-902/XConsole should be periodically serviced according to the maintenance schedule
below.
Depending on the location, maintenance contracts may be available from SuperFlow. Contact
SuperFlow Customer Service for details.
10.1.1 Maintenance Schedule
Table 10-1 is a schedule of the routine service for a SuperFlow SF-902 dynamometer system. Some
items apply to other types of systems.
Consult the operator manual of other absorbers for service information.
Table 10-1. SF-902 Maintenance Chart
Component Interval Action Replace when/if ...
Fuel system Each use Verify condition and check for leaks If leaks cannot be stopped
Hydraulic throttle Check for water leaks Diaphragm leaks
Absorber oil Inspect level If low
System cables Inspect for wear or damage If worn or damaged
Pressure hoses &
fittings
Inspect for wear or damage If worn or damaged
Other sensors Inspect for wear or damage If worn or damaged
Fuel filters Every 50
hours of
operation
Clean per section section 10.3.3 Cannot clean
Water filters Clean per section 10.3.1
Absorber oil Replace per section 10.3.4
Load cell calibration Every 3
months
Calibrate as per section 10.2.2 Cannot calibrate
Servo valve Inspect for water leaks Gaskets and seals
Absorber Inspect for oil and water leaks Bearing and seal kit
Magnetic pickup Inspect as per section 10.3.5 If worn or damaged
Engine cart Lubricate castors
Barometric pressure
sensor
Calibrate per section 10.2.3 Sensor if inoperative
Emergency stop
console power
supply
Verify proper operation Switch if inoperative
Sensor box power
supply
Verify cooling fans are working Power supply if inoperative
Console, computer,
absorber, stand, and
sensor box
Clean
Service & Calibration
10-4 XConsole SF-902 Operator Manual
10.1.2 Preventive Maintenance
The SuperFlow 833 and 871 absorbers require very little maintenance. Follow the suggestions
below to increase the life and reliability of your absorber.
Oil Requirements
The oil capacity of the SuperFlow 833 absorber is 2 ounces (60 cc); the optional 871 absorber
requires four ounces or 120 cc. Because of the low oil capacity of an absorber, it is very important
to change the oil frequently. SuperFlow recommends changing the oil every 50 hours of operation
and using 10w-30 synthetic motor oil.
Water Temperature
High inlet temperatures increase the occurrence of cavitation, which destroys the internal
components of the absorber. High water inlet temperatures increase the possibility of unloading
because the water inside the absorber turns to steam. Keeping the inlet water temperature below
100 degrees F greatly reduces these risks.
Water Quality
Contaminated or hard water can reduce the life of an absorber and increase maintenance cost.
For optimum performance, refer to the recommended average water properties listed in Chapter
4, Room Requirements.
Leaks
Oil and water leaks indicate problems that may lead to failure if left unattended. Check for leaks
frequently, and repair as necessary.
Calibration
SuperFlow Technologies Group 10-5
10.2 Calibration
The sensors used with the XConsole should be periodically calibrated for highest measurement
accuracy. The calibration assigns coefficient values for the channels defined in the configuration
file (CFA/CFD) as calibrated channels. The coefficients are determined by the default values set in
the channel configuration or by the values entered during a calibration procedure.
Not all sensor channels require calibration. Some, such as thermocouples, are calibrated at the
factory and normally do not need re-calibration. Pressure transducers and analog voltages, have
the calibration set in the channel configuration based on the manufacturers specifications.
Technical specifications of some sensors are available in data sheets that can be obtained from
SuperFlow Customer Service or Sales.
Because calibration standards or known values are the basis for accurate test results, never guess
at the value of the standard. As a rule, the source used to calibrate a sensor should be 10% more
accurate than the sensor being calibrated. For example, if a sensor has an accuracy of +/1%, the
standard used to calibrate it should have an accuracy of +/0.1%.
To avoid accidental miscalibration, the calibration editor has a built-in safeguard. Calibration
entries exceeding +/ 10% change from the defined calibration value are rejected. If, for any
reason, the real error exceeds this 10% and the calibration must be adjusted by a greater value, the
safeguard can be overridden. Of course, apparent calibration drifts of more than 10% should be
investigated because they may point to a defective sensor or a problem with the electronics.
NOTE: When you save the calibration as a file, WinDyn can automatically reload this calibration file
each time a Test Group is installed, ensuring an accurate calibration.
10.2.1 Calibration Coefficients
A calibration printout with the coefficient values can be obtained and kept in a log which is useful
for documentation and tracking any drift trends in the sensors or changes in the channel
definitions.
Performing a current value calibration creates a new coefficient number for that channel or
channels. All other channel coefficients should remain the same. The offset value changes every
time the system is zeroed.
1. From the main WinDyn menu, select Tools>>View Sensor Calibration.
2. Using the Tutorial at the bottom of the window, follow the steps to open the file and print the
calibration values.
The Calibration Viewer program may not be installed on some systems. If interested, contact
obtain SuperFlow Customer Service for the program.
Service & Calibration
10-6 XConsole SF-902 Operator Manual
10.2.2 Torque Sensor (Load Cell)
Common SuperFlow Technical Support questions involve low torque readings and power
numbers obtained from the dyno. In many cases, proper attention to torque calibration will solve
the problem.
Basic calibration of the torque system is an important part of dyno repeatability. It should be a
regular part of the operational routine and must be performed any time a load cell is replaced.
This section provides a step-by-step procedure for calibrating the SuperFlow XConsole data
acquisition system. Torque is referred to in units of lb-ft as well as ft-lb. The two are
interchangeable, although the correct term is lb-ft. Carefully follow this procedure to accurately
calibrate the torque system.
For questions about this procedure, contact SuperFlow Customer Service.
Acquire calibration weights if none were sent with the system. It is absolutely imperative that the
weight be accurately known to one decimal place (20.5 lbs, not 20 lbs 8oz). Realize that the weight
hanging from the end of the calibration arm will be multiplied by a factor of the arm length in feet,
so any error in the measurement of the weights will also be amplified by that factor.
SuperFlow recommends using enough weight to equate to a torque reading in the range of the
engines tested on the dyno. To figure the amount of calibration weight required, use this equation:
Expected engine torque/3 = Calibration weight required
IMPORTANT: It is a known fact that the accuracy of horsepower measurements is a direct result
of the accuracy of the torque calibration which is dependent on the value of the calibration weights.
Know your weights.
SuperFlow suggests using multiple weights that can be removed individually during calibration.
This allows you to check the system calibration at different torque values and check linearity
throughout the torque circuit range.
10.2.2.1 Calibration Procedure
Calibration can be performed from the computer using WinDyn or from the XConsole.
1. Ensure WinDyn is started and the system is running.
2. Load the test group desired, or ensure the screen displays are active.
3. Cycle through the screens (press buttons numbered 0 through 9) until the channel
representing Torque (Trq1, channel 2) displays. This is the actual torque indication as
measured by the load cell.
Calibration
SuperFlow Technologies Group 10-7
From WinDyn
1. Install the calibration arm onto the dynamometer. If a device is used to hang the weight (rod
and pallet, chain and hook, etc.) and is not part of the calibration weight, install that, also.
Figure 10-1. Calibration Arm
2. From the main WinDyn menu, select System>>Calibrate, or press the letter C. The Calibrate
dialog box appears.
3. Scroll down the list and find Channel 2, Trq1 (it may have a different name). Click this channel
and a small torque value displays because of the weight of the arm.
4. Click Zero. This zeros the torque, removing the weight of the bar from the process.
NOTE: The strain gauge (load cell) is a voltage output device. In the calibration procedure, the
torque is zeroed with calibration arm on the absorber. This effectively removes the weight of the
arm according to the calculation. Calibrating with a known weight creates a coefficient for
converting the voltage to torque. After calibrating, the arm is removed and the torque channel
zeroed again. The zero offset factor does not affect the coefficient because the conversion factor
remains the same anywhere on the voltage scale.
5. A Confirm dialog box appears. Click OK.
SF-871 SF-833
Service & Calibration
10-8 XConsole SF-902 Operator Manual
6. Place the calibration weights onto the end of the calibration arm. Make sure they are secure
and steady.
7. Calculate the torque value of the weight by multiplying the weight value times the length of
the calibration arm (in feet). The SF-902 calibration arm is 3 feet long.
Example:
Weight = 150 lbs Arm Length = 3 ft
Torque is calculated by: 150 x 3 = 450 lb-ft
8. Check the torque reading on the display against the calculated value in step 7. If it is within
acceptable limits, skip to step 13. Additional calibration is unnecessary.
9. Click Calibrate. A Channel Calibrate dialog box appears. In the Enter new value for channel
___ in lb-ft text box, type the calibration torque value calculated in step 7.
10. Press the ENTER key on the keyboard, or click OK.
11. If using multiple weights, remove them one at a time. Recalculate the torque value, and verify
the reading on the screen display. If they are not within acceptable limits, recheck the zero
reading and repeat the calibration. When all weights are off, the torque reading should be
zero. If not, re-zero and repeat the calibration.
12. Remove all of the weights and the calibration arm. The display will show a negative torque
value which is the offset registered by the calibration arm.
13. Click the Zero All button and then OK.
14. To save the calibration, click Save. The calibration file is saved with the same name as the
currently loaded configuration (CFA). WinDyn prompts with this information.
15. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
16. Click Yes. A dialog box appears stating File received and saved OK.
17. Click OK. Click Done to exit the dialog box.
Torque calibration is now complete. If the readings do not correspond with the procedure or are
not within acceptable limits, contact SuperFlow Customer Service.
Calibration
SuperFlow Technologies Group 10-9
From the Console
1. Install the calibration arm onto the dynamometer. If a device is used to hang the weight (rod
and pallet, chain and hook, etc.) and is not part of the calibration weight, also install that.
2. Press Calibrate Sensors (the F key).
3. Press Zero on the touch screen. This zeroes the torque, effectively removing the weight of the
bar from the process.
4. Place the calibration weights onto the end of the calibration arm. Ensure they are secure and
steady.
5. Calculate the torque value of the weight by multiplying the weight value times the length of
the calibration arm (in feet). The SF-902 calibration arm is 3 feet long.
Example:
Weight = 150 lbs Arm Length = 3 ft
Torque is calculated by: 150 x 3 = 450 lb-ft
6. Locate and press the Trq1 button on the touch screen. The system displays the current torque
reading and coefficient (based on the installed calibration).
7. Check the torque reading on the display against the calculated value in step 5. If it is within
acceptable limits, press Exit twice. Additional calibration is unnecessary.
8. Press Change.
9. Press Current Value and enter the calibration torque value calculated in step 5.
10. Press OK.
11. If using multiple weights, remove them one at a time. Recalculate the torque value and verify
the reading on the screen display. If they are not within acceptable limits, recheck the zero
reading and repeat the calibration. When all weights are off the torque, the reading should be
zero. If not, re-zero and repeat the calibration.
12. Remove all the weights and the calibration arm.
13. Press the Exit key.
14. Press the Zero key followed by the Exit key.
15. To save the calibration, from the main WinDyn screen on the computer, select System>>
Save>>Sensor Calibration. The calibration file saves with the same name as the currently
loaded configuration (CFA). WinDyn prompts with this information.
16. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
17. Click Yes. A dialog box appears stating File received and saved OK.
18. Click OK. Click Done to exit the dialog box.
Torque Calibration is now complete. If the readings do not correspond with the procedure or are
not within acceptable limits, contact SuperFlow Customer Service.
Service & Calibration
10-10 XConsole SF-902 Operator Manual
10.2.3 Barometric Pressure Sensor
The barometric pressure sensor is installed on the Printed Circuit Board (PCB) inside the sensor
box. The configuration channel for Baro P has calibration values entered as per the manufacturers
specifications, but it can be calibrated to provide more accurate readings for the dyno location.
Obtain an accurate, uncorrected barometric pressure reading in inHg (for U.S. unit systems) or in
kPa (for metric unit systems) from a mercury barometer. If a mercury barometer is not available,
contact a local airport or weather service and ask for the station or uncorrected pressure. The
barometric pressure reading from a television station is corrected for local elevation and therefore
is not acceptable for calibrating the sensor.
Calibration can be performed from either the computer using WinDyn or from the XConsole. Both
methods are provided.
From WinDyn
1. From the WinDyn main menu, select System>>Calibrate or press the letter C. The Calibrate
dialog box appears.
2. Scroll down the list and find Channel 76 (Baro). Click this channel and the current barometric
reading displays.
3. Click Calibrate. A dialog box appears with the message Enter new value for channel ____ in
in/Hg. The value displayed is the current Baro value based on the existing calibration.
4. Enter the correct value obtained from a mercury barometer or weather service.
5. Press the keyboard ENTER key or click OK.
6. Click the Save button. The calibration file is saved with the same name as the currently loaded
configuration (CFA). WinDyn prompts with this information.
Calibration
SuperFlow Technologies Group 10-11
7. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
8. Click Yes. A dialog box appears stating File received and saved OK.
9. Click OK. The calibration is now complete.
10. Click Done to exit the calibration dialog box.
From the Console
1. Press Calibrate Sensors (the F key).
2. Locate and press the Baro P key on the touch screen. The system displays the current
barometric pressure reading and coefficient (based on the installed calibration).
3. Press Change.
4. Press Current Value and enter the correct value obtained from a mercury barometer or
weather service.
5. Press OK.
6. Press the Exit button.
7. To save the calibration, from the main WinDyn menu on the computer, select System>>
Save>>Sensor Calibration. The calibration file is saved with the same name as the currently
loaded configuration (CFA). WinDyn prompts with this information.
8. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
9. Click Yes. A dialog box appears stating File received and saved OK.
10. Click OK. The calibration is now complete.
11. Click Done to exit the calibration dialog box.
10.2.4 Pressure Transducers
NOTE: The standard configuration files were designed for the default XConsole pressure transducer
configurations. If different sensor ranges are used, first change the configuration files using the DEF
Configuration Editor before calibrating the sensors using the method described below.
Pressure transducers normally use the calibration provided by the transducer manufacturer. This
calibration is programmed in the DEF Configuration Editor program for each pressure channel
and provides an accuracy of better than 1% of full scale. If you modify the channel definition for
the transducer range or the units of measurement, you must adjust the calibration accordingly.
If you have pressure sources and calibrated pressure measurement equipment with a higher
accuracy than the transducer, it is possible to calibrate the pressure sensors using the procedures
below, or the calibration can be defaulted to the range defined in the channel definition.
IMPORTANT: A new calibration must be generated any time a new transducer is added
where one wasnt before or when an existing transducer is replaced with one of a different
range.
Service & Calibration
10-12 XConsole SF-902 Operator Manual
Default Calibration
1. From the console left-hand screen, press Calibrate Sensors (the F key).
2. Press Zero on the touch screen. This zeros the pressure channels.
3. Press OK to acknowledge.
4. Locate and press the desired channel button on the touch screen (they are listed alphabetically
by channel name). The system displays the current pressure reading and coefficient (based on
the installed calibration).
5. Press Change.
6. Press Default.
7. Press OK.
8. Press the Exit button.
9. To save the calibration, from the main WinDyn screen on the computer, select System>>
Save>>Sensor Calibration. The calibration file is saved with the same name as the currently
loaded configuration (CFA). WinDyn will prompt with this information.
10. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
11. Click Yes. A dialog box appears stating File received and saved OK.
12. Click OK. The calibration is now complete.
13. Click Done to exit the calibration dialog box.
Current Value Calibration
Verify that no actual or residual pressure is being applied to the sensor to calibrate.
From WinDyn
1. From the WinDyn main menu, select System>>Calibrate or press the letter C. The Calibrate
dialog box appears.
2. Scroll down the list and find a channel to select. Click the channel to display a current reading.
3. Click Zero to zero the pressure channel.
4. A Confirm dialog box appears. Click OK.
Calibration
SuperFlow Technologies Group 10-13
5. Apply a known pressure to the pressure sensor using a controlled (constant) pressure source.
Measure this pressure with an accurate device.
6. Click Calibrate. A dialog box appears with the message Enter new value for channel ____ in
in/Hg. The value displayed is the current reading based on the existing calibration.
7. Type the correct value in the text box.
8. Press the keyboard ENTER key or click OK.
9. Click the Save button. The calibration file is saved with the same name as the currently loaded
configuration (CFA). WinDyn will prompt with this information.
10. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
11. Click Yes. A dialog box appears stating File received and saved OK.
12. Click OK. The calibration is now complete.
13. Click Done to exit the calibration dialog box.
From the Console
1. Press Calibrate Sensors (the F key).
2. Press Zero on the touch screen. This zeros the pressure channels.
3. Locate and press the desired channel button on the touch screen. The system displays the
current pressure reading and coefficient (based on the installed calibration).
4. Apply a known pressure to the pressure sensor using a controlled (constant) pressure source.
Measure this pressure with an accurate device.
5. Press Change and enter the correct value.
6. Press OK.
7. Press the Exit button.
8. To save the calibration, from the main WinDyn screen on the computer, select System>>
Save>>Sensor Calibration. The calibration file is saved with the same name as the currently
loaded configuration (CFA). WinDyn will prompt with this information.
9. Click OK. If a calibration file already exists, a dialog box appears asking whether to overwrite
the file. Always overwrite the file when a new calibration is created.
10. Click Yes. A dialog box appears stating File received and saved OK.
11. Click OK. The calibration is now complete.
12. Click Done to exit the calibration dialog box.
Service & Calibration
10-14 XConsole SF-902 Operator Manual
10.2.5 Temperature Channels
The standard XConsole data acquisition uses type K thermocouples. The temperature channels do
not normally require field calibration. If temperatures appear to be incorrect, compare the
temperature readings of the XConsole to an accurate calibrated thermometer. If calibration is
necessary:
1. Obtain an accurate thermocouple calibrator (this is an instrument capable of simulating the
thermocouple sensor signal for a specific temperature).
2. Remove the thermocouple panel from the box, but make sure it is plugged into the NGE
sensor system.
3. Set switches 1 and 2 to the CALZ position
4. Using a precision Digital Multi Meter (DMM), measure amplifier output voltage between TP2
and TP3. Adjust R14 until the voltage reads zero.
5. Set the switches to RUN.
6. Set the thermocouple calibrator to room temperature, and plug it into one of the thermocouple
inputs. Adjust R9 until the temperature readout for this channel on the test console matches
the temperature on the calibrator.
7. Set the thermocouple calibrator to 1800F (US units) or to 1000C (metric units). Adjust R13
until the temperature readout for this channel on the test console matches the temperature on
the calibrator.
8. Set the thermocouple calibrator back to room temperature and verify that the room
temperature input reads correctly.
10.2.6 Air Temperature and Humidity
The air temperature and humidity sensors are built into a single probe. The sensors output a
voltage which is converted in WinDyn to air temperature and humidity readings. If necessary,
you can calibrate by adjusting the voltage output of each sensor is adjusted using the Calibration
menu.
Calibrate air temperature first because its reading is also used in the humidity calculation. Obtain
an accurate air temperature reading from a thermometer or other temperature reading device
located near the air temperature/humidity probe. Make sure you keep this device readily
available for future use because it is now your reference device for calibrating your system.
At the same time obtain a relative humidity reading from an accurate source such as a hygrometer
or psychrometer. Take the reading close to the air temperature/humidity probe. Again, keep this
device available for future use.
Perform calibration from the computer using WinDyn or from the XConsole operator's panel. Use
the same procedure as with the Barometric Pressure calibration (see "Barometric Pressure Sensor"
on page 10-10"). The air temperature sensor is channel number 1 (AirSen) and the humidity sensor
is channel number is 6 (HumSen).
The value displayed as the current value is the voltage reading from the sensor. While monitoring
the temperature or humidity readings on a WinDyn screen, change this voltage until the reading
matches the reading from the source device. You may need to increase or decrease the voltage
reading may also need to repeat the process several times to obtain the desired final result.
When calibration is complete, save a new calibration file.
Maintenance
SuperFlow Technologies Group 10-15
10.2.7 Ignition Spark Sensor
The ignition spark pickup does not require calibration, but you must enter the correct number of
pulses per revolution in the Specifications file. For the ignition spark pickup, use Specifications
channel 83. The default value is 0.5 pulse per revolution.
10.3 Maintenance
This section covers the service and maintenance on a SuperFlow SF-833 or SF-871 absorber.
For other absorbers, contact the manufacturer for service information.
10.3.1 Water Filters
Contaminated water can reduce the life of an absorber and increase maintenance cost. Clean the
filter on the input to the absorber after every 50 hours of operation and change when needed.
Signs of a clogged filter is if the absorber cannot hold a load at the upper end of an acceleration
test. A replacement filter can be ordered through SuperFlow Customer Service, part number
4500P-5060.
Change and clean filters on the water supply line to the dyno according to the manufacturers
recommendations. An indication of a defective supply filter is when the water supply cannot
maintain a full sump tank.
10.3.2 Automatic Water Fill Valve
The black plastic valve on the main inlet to the water tank controls the water flow to the
dynamometer tank. The tank level is set with the float valve inside the tank. The tank can possibly
overflow the first time it is filled but should not happen again after the automatic valve is primed.
The control valve rarely fails to work properly, but if it does, it is because debris is trapped under
the diaphragm in this valve or the float valve does not shut off properly.
The handle controls how fast water bleeds from one side of the diaphragm to the other and
therefore controls how fast the valve turns on and off. This is usually left wide open for the fastest
response and should not require adjustment, but it can be adjusted if necessary.
If the water does not shut off completely or almost completely (just a couple drops per second at
worst), check the float and the diaphragm before ordering a replacement valve because it is
unlikely the entire valve is faulty. Usually the float valve is not shutting off completely because of
debris in the orifice or the float is not set properly.
1. Check the float valve in the tank to make sure it is being pushed up far enough to close. If
necessary, bend the rod on the float until the valve shuts off.
2. If the valve still does not shut off, remove the eight bolts that secure the top of the black valve,
and remove the cover and the diaphragm from inside.
3. Make sure the rubber seals inside are not torn or damaged and that no debris is in the sealing
area. If everything checks out, reassemble it.
Replacing the valve requires removing many of the fittings from the aluminum coupler and then
removing the tank from the stand because the black valve cannot be spun off with the tank on the
floor. It is acceptable to let the water overflow the inside divider (as long as the excessive water
usage is not a problem) to allow the dyno to keep running until the replacement arrives.
Service & Calibration
10-16 XConsole SF-902 Operator Manual
10.3.3 Cleaning Fuel Filters
SuperFlows high-capacity fuel pump system also has high-sufficiency filtration capabilities. The
end result is that regularly cleaning the fuel filter is necessary to ensure consistent fuel delivery.
Signs of a clogged fuel filter are slow priming times for the pump and decreased fuel-handling
capacity during operation. The fuel systems filtration factor is determined by its 40-micron
(0.0015-inch) capacity filter. This high-capacity filter traps grit, rust, flakes, lint, animal hair, and
insect parts. If you are not testing with highly filtered fuel, your fuel system will catch a large
quantity of contaminants you may not realize are even present.
To clean the system, remove the filter screen assembly from its canister and wash it using a parts-
washing solvent. Never clean it with carburetor cleaner.
After cleaning the filter, blow the cleaning solution and any remaining particles off the screen
using an air hose. Hold the nozzle of the hose at a 45-degree angle and blow air from the outside
toward the inside of the filter element.
Depending on the source of your fuel, regular cleaning schedules will vary. At the outset,
SuperFlow recommends cleaning the filter weekly. After that it should be cleaned after every 50
hours of dynamometer operation or every 3 months, whichever comes first.
10.3.4 Oil level
It is easy to check the oil level by observing the level in the sight tube. However, if the bottom port
is blocked, the level in the tube will not change. Verify an unblocked port by draining the oil as
recommended.
The oil capacity of the SuperFlow SF-833 absorber is 2 ounces (60 cc); the SF-871 absorber requires
four ounces or 120 cc. Due to the low oil capacity of an absorber, it is very important to change the
oil frequently. SuperFlow recommends changing the oil after every 50 hours of operation and
using 10w-30 synthetic motor oil. To change the oil, remove the tubing from the top oil fitting and
drain the oil through the tubing. Refill the absorber through the tubing using a 60 cc syringe or a
small plastic bottle with a pointed tip. This process is expedited for the 871 because of an easy
access drainage hole.
10.3.5 Magnetic Speed Pickup
A magnetic pickup is used to measure the speed of the absorber. A damaged pickup can cause
erratic engine rpm readings and can cause the engine to run away during automatic testing. In
most cases no maintenance is required on the pickup. However, check it when experiencing
problems with rpm readings.
On an SF-833 absorber, the pickup is screwed into the hole until it sets firmly on the bottom. The
absorber is designed so the air gap is correct when the pickup is seated properly. On an SF-871 the
air gap between the pickup and the tach gear is set at 0.03 in (0.75 mm).
10.3.6 Absorber Water Pump Seal
A damaged water pump seal will usually cause significant instability problems. If speed
instability becomes evident (+ 20 rpm in manual valve control mode), SuperFlow recommends
this quick water seal test.
Maintenance
SuperFlow Technologies Group 10-17
10.3.6.1 Pump Seal Leak Test
1. Place the dynamometer's load controller to minimum load. This ensures that the servo valve is
wide open.
2. Fully loosen the lock nut on capacity valve.
3. Turn the capacity valve fully counterclockwise (open).
4. Remove the capacity valve from the back of the absorber pump housing.
5. Fashion a cork or rubber stopper to fit tightly into the seat of the stator housing. The cork or
stopper must be trimmed so that it does not protrude out of the seat more than 1/8".
6. Remove the seal bleed hose and compression fitting from the T fitting on the absorber.
Service & Calibration
10-18 XConsole SF-902 Operator Manual
7. Plug the open T fitting where the seal bleed line was removed.
8. Re-install the capacity valve with the valve still in the fully open position.
9. Close the capacity valve (clockwise) to just where the tip of the whole valve touches the plug.
10. Energize your water supply and return pumps.
11. Open any valves necessary to supply water to the dynamometer.
12. Open the pressure boost ball valve fully.
13. Observe water exiting the servo valve outlet.
Any water observed leaving the servo valve outlet must be water that is leaking past the
pump seal 3200P-0750.
If this amount is more than just a few drops, SuperFlow recommends replacing the pump
seal.
14. Remove the plug and restore the absorber to normal operation.
10.3.6.2 Pump Seal Replacement
All water brake absorbers manufactured by SuperFlow Technologies Group use the 3200P-0750
pump seal. The purpose of this seal is to prevent water from moving between the rotor and stator
area and the pump housing. Failure of this seal can lead to absorber controllability issues such as
reduced loading capacity, surging, and erratic changes in load.
This part is relatively inexpensive and easy to replace and should be considered a maintenance
item. SuperFlow recommends changing this seal at least once every year or after every 200 hours
of operation, whichever occurs first.
If you experience any of the above symptoms, first check for cleanliness, the overall integrity of
the foot valve, and the water filter attached to it. Also ensure that the load control valve (servo
valve) is properly indexed and that it operates smoothly. Realize that your water supply system
must be adequate to keep the water level in the sump tank above the filter at all times.
After confirming the above criteria are met, if you still experience absorber control issues, pump
seal replacement usually solves the problem.
Maintenance
SuperFlow Technologies Group 10-19
Use the following procedure to replace the pump seal. It is estimated that this procedure takes
between one half to two hours to complete.
Major parts and assemblies are referenced by number as shown in Figure 10-2, Absorber Pump
Assembly, on page 10-21.
1. Remove and set aside the:
Foot valve assembly
Water inlet adapter (15) and O-ring (39)
Capacity valve assembly (18)
Air vent elbow fitting (49)
Twelve -20 x 1-3/8 socket head cap screws (62) from around the perimeter of the pump
cover (2)
Pump cover (2)
NOTE: When removing the cover, use three of the socket head cap screws (62) as jack screws;
blind threaded holes in the pump cover can aid in the removal.
2. Remove and inspect the O-ring (36). If serviceable, set aside. If not, discard and replace it.
3. Remove the Nylock

nut (69) and Belleville washer (54) that secure the pump impeller (1) to
the main shaft.
NOTE: Note the orientation of the Belleville washer installation. This washer must be installed with
its convex surface to the rear so it contacts the Nylock nut (69) when re-assembling later in the
procedure.
4. Using a small steering wheel type puller, remove the pump impeller (1) from the main shaft. If
serviceable, set aside; if not serviceable, discard and replace it.
5. Remove and set aside the woodruff key (43) from the main shaft.
6. If installed, remove and discard the steel spacer ring from the main shaft.
NOTE: This part is included with your new pump seal.
7. Remove and set aside twelve -28 x 7/8 socket head cap screws (63) from the stator (3).
8. Remove the stator (3) and take it to your workshop bench.
9. Inspect the O-ring on the stator housing. Replace it if necessary (P/N 3200P-2274).
10. Carefully press out the old pump seal (33) from the stator (3).
11. Inspect the sealing surface of the stator. If necessary, clean this surface using a light emery
cloth.
12. Carefully press the new pump seal (33) into the stator, ensuring that it is fully seated against
the stator. A sealant such as Permatex

can be used as long as the sealant is applied to the

stator and not the pump seal. Sealant applied to the pump seal can build up and not allow the
pump seal to fully seat to the stator.
13. Return the stator to the absorber, taking care to properly seat the O-ring in its groove.
SuperFlow recommends using an O-ring lube.
14. Install the 12 socket head cap screws (63) that secure the stator to the absorber. Use a standard
torque pattern, and torque these screws to 5 ft-lb or 48 in-lb.
Service & Calibration
10-20 XConsole SF-902 Operator Manual
15. Clean the black plastic surface of the pump seal (33) and both surfaces of the steel spacer ring
(33) with isopropyl alcohol to remove all traces of oils that may have contaminated the
surfaces during handling.
16. Apply a water-based lubricant to the end of the main shaft. A small packet of lubricant is
provided in the pump seal packaging.
17. Install the:
Steel spacer ring (33) onto the main shaft so that side with the rubber washer is to the rear
and will contact the pump impeller (1).
Woodruff key (43) into the main shaft.
Pump impeller (1) onto the main shaft, using the washer (54) and Nylock nut (69).
NOTE: Remember that the Belleville washer must be oriented with the convex surface to the
rear so that it contacts the Nylock nut. Torque the Nylock nut to approximately 40 ft-lb.
Pump cover (2) to the absorber using the o ring (39) and 12 socket head cap screws (62).
Torque the screws using a standard torque pattern to 5 ft-lb or 48 in-lb.
Capacity valve assembly (18) to the pump cover using the O-ring (36) and two socket head
cap screws (61) using just enough torque to make the bolts snug (about 48 in-lb.)
CAUTION: The pump housing threads are very soft.
Water inlet adapter (15) using the O-ring (38) and four socket head cap screws (59). Do not
over tighten the screws because the pump housing threads are very soft.
18. Re-install the foot valve assembly to the water inlet adapter using the hose clamp on the foot
valve.
For a complete absorber assembly drawing and parts list, refer to Appendix C, Parts List in the
SF-902 XConsole Operator Manual.
Maintenance
SuperFlow Technologies Group 10-21
Figure 10-2. Absorber Pump Assembly
Table 10-2. SF-801 Absorption Unit 1200A-0833
Item Number
*
* Items marked with an asterisk (*) should be replaced when performing this procedure.
Description Part Number Quantity
1 Impeller, tapered pump 1300Z-0809 1
2 Cover, pump 1300Z-0835 1
3 Stator housing 1
15 Adapter, absorber inlet 2400Z-0830 1
16 Adapter, absorber air vent 2400Z-0833 1
18 Body, inlet adj. (capacity valve) 2400Z-0918 1
33 Seal, pump* 3200P-0750 1
35 O-ring, 2-113* 3200P-2113 1
36 O-ring, 2-214* 3200P-2214 2
38 O-ring, 2-222* 3200P-2222 1
39 O-ring, 2-267* 3200P-2267 1
43 Key, Woodruff 212 SST 3420P-0212 1
49 Elbow, 1/4 x1 /8 MTP 3500P-9692 1
51 Elbow, 3/4 MPT x #12 JIC 900 3500P-20241212 1
54 Washer, Belleville 1/2 SST 4300P-1050 1
57 Pin, dowel 3/16 x 1-1/4 9-05-1.25-27C 1
59 Socket Head Cap Screw (SHCS), 1/4-0 x 2 SST 9-13-2.00-08c 4
61 SHCS, 1/4-20 x 1 SST 9-33-1.00-08C 2
62 SHCS, 1/4-20 x 1-3/8 9-33-1.37-08C 12
63 SHCS, 1/4-28 x 7/8 SST 9-34-.875-08C 12
68 Nut, 1/2-13 Hex, PLTD 9-41-NOOO-14B 6
69 Nut, nylon insert, 1/2-20* 9-42-NOOO-18C 1
Service & Calibration
10-22 XConsole SF-902 Operator Manual
10.3.7 Throttle Diaphragm
It may be necessary to occasionally replace the rubber diaphragm in the dynamometer hydraulic
throttle actuator assembly. This diaphragm provides the seal on the console end and the engine
stand end of the hydraulic line which actuates the throttle. Proper installation procedure is
required to avoid damaging the diaphragm during operation. The hydraulic piston diaphragm,
part number 3200P-4112, can be ordered from the SuperFlow Customer Service department.
Diaphragm failure can be caused by disconnecting the throttle line at the engine stand when the
throttle is not in the idle position and then pulling back on the throttle handle. It can also be
caused by pumping the throttle handle so rapidly that the piston and diaphragm cannot keep up.
In both cases, the piston rod may cause the piston to cock in its bore during reinsertion. It may
work correctly for a while, but eventually it rubs a hole in the diaphragm.
The diaphragm is mesh covered with neoprene. Since the neoprene is applied to only one side of
the mesh, it is critical that the piece be installed correctly. If not, the neoprene will tear away from
the mesh and break the diaphragms seal.
1. To install the diaphragm, first ensure the O-ring is installed on the piston.
2. Turn the diaphragm inside out so the nipple is facing out.
3. Slightly depress the diaphragm to make a hat with the nipple at the top of the hat.
4. Insert the rounded end of the piston into the hat. It is not necessary to push it all the way in at
this time. A light coat of petroleum jelly might help.
5. Align the screw holes on the diaphragm with the housing block (the rubber side of the
diaphragm will be facing the liquid of the chamber) and reassemble the entire unit placing the
piston into the housing first. A small flat-tip screwdriver or similar tool can help ease the
diaphragm into the housing.
6. When the assembly is bolted together, insert a tool that is the same diameter as the throttle rod
into the actuator, and press the piston all the way into the diaphragm.
7. Re-install the actuator on the console or stand.
Figure 10-3. Throttle Diaphragm Replacement
Maintenance
SuperFlow Technologies Group 10-23
10.3.8 LCDs and Computer Monitors
Always consult your computer monitor manufacturer's recommendations for use and cleaning
instructions first.
Dirt, dust, and fingerprints can make displays difficult to read. Liquid Crystal Displays (LCDs)
and computer monitors are not made of glass; therefore, do not use typical glass treatment agents,
which have abrasive ingredients such as ammonia, on your LCDs or flat-screen monitor.
IMPORTANT: When cleaning the LCD screen or monitor, do not spray any liquids onto the LCD
directly. Do not use paper towels or tissues because their texture can scratch the surface.
LCD Touch Screens
LCD touch screens can accumulate dirt and oils from fingertips. SuperFlow recommends using a
stylus or blunt object to make selections.
To clean the LCD screen, use a soft cotton cloth; if a dry cloth does not completely clean the screen,
you can apply rubbing alcohol to the cloth and wipe the screen with the damp cloth; or use alchol-
based cleaning wipes.
Computer Monitors
Dust can quickly accumulate on computer monitor which can cause reading strain and distort
clarity. Clean the monitor regularly as needed.
IMPORTANT: Flat-panel computer monitors are not designed for touch. Be careful when
handling and cleaning your monitor. The tiny dots that make up images on the screen are separate
transistors/crystals. Pressure can easily crack pixels which become black spots on the monitor
when damaged. Pressing and poking with a dull object (including fingers) or a sharp object
damages far more than one individual pixel. Extensive damage will obliterate entire areas of
imaging.
If you need to point out text or image details to others, be sure to never touch the computer screen.
When possible, use the mouse pointer. You may alternately add a screen protector over the
surface which helps prevent accidental contact.
CAUTION: Do not use ordinary household glass cleaner on computer monitor screens (especially
cleaners with ammonia). They can remove anti-glare protection.
1. Turn power off or unplug the monitor before cleaning.
2. Be sure to use the correct materials when dusting your monitor. Use a soft cloth such as soft,
untreated eyeglass cloths or microfiber cleaning cloths. Make certain that any commercial
computer monitor cleanser you purchase specifically states it is safe for cleaning computer
monitors or screens. Some people make their own solution using 50% isopropyl alcohol and
50% distilled water (tap water can leave mineral spots).
3. Spray the cloth, not the monitor. Dampen the cloth slightly with the cleanser, then gently wipe
your screen in a consistent motion, such as counterclockwise, rather than haphazard motions.
Use cleaner sparingly.
Glare Filters
Placing a glare filter over your computer monitor provides added protection against dirt build-up
and against damage from touching the monitor. Many types of filters are available.
Service & Calibration
10-24 XConsole SF-902 Operator Manual
10.4 Airflow Turbines
Maintenance
No regular maintenance is required on the SuperFlow air turbines, but you must keep them clean
and store in a safe location to protect them from damage. Minor dents in the housing does not
affect the operation or calibration, but if the fan blades or the turbine itself is damaged, the reading
may not be accurate. The honeycomb panels in the housing are designed to straighten the
airflow as well as protect the turbine. If the panels are damaged, it does not affect the accuracy of
the readings but could affect the stability.
The fan blades and turbine are a vital part of calibration for the air turbine. If the fan blades are
visually broken, you must send the turbine to SuperFlow for repair and calibration.
IMPORTANT: Replacing the blades or turbine without calibration will result in inaccurate airflow
readings and any calculations using airflow (Air/Fuel, BSAC, VE).
Damaged bearings can also affect the air turbine operation. To quickly check them, hold the air
turbine with both hands and place it into a steady steam of air such as from a house fan. Listen
and feel for vibration or mechanical interference. The fan only needs to turn slowly for you to hear
a squeal or feel a vibration, indicating damaged bearings. Replace the bearings to avoid further
costly damage and downtime.
Calibration
The SuperFlow airflow turbines are individually calibrated and linearized at SuperFlow. The
calibration is tracked by the turbine serial number (engraved near the cable on the side of the
turbine). If your airflow turbine needs calibration, you must send it to SuperFlow Customer
Service.
Contact Customer Service with this serial number if you cannot locate the calibration information
for your sensor or if you wish to send the air turbine in for calibration.
The calibration values normally supplied with the air turbine consist of a table of frequencies vs.
flow. For each turbine, you must enter these values into an interpolation table using the DEF
Configuration Editor.
Refer to Chapter 11, Configuration Editor of the WinDyn Users Guide for details on setting up
the table. Refer to Chapter 9, Configuration File Descriptionof this manual to see the default
example.
After correctly entering these values into the interpolation table, further calibration is not needed.
Fuel Flow Turbines
SuperFlow Technologies Group 10-25
10.5 Fuel Flow Turbines
The volumetric fuel flow sensors from SuperFlow are individually calibrated by the manufacturer
and linearized by SuperFlow. Two types of fuel flow turbines are available: high flow and low
flow.
On SuperFlow SF-902 absorber stands, the turbines are located under the tool tray. Fuel flow
meters for other models of dynamometers are mounted differently. The following information
applies to SF-902 turbines only. Fuel flow meters from other sources must be maintained
according to the manufacturers instructions.
SuperFlow fuel turbines work by sending a beam of
infrared light through the turbine lens; the optical sensor
on the opposite side of the turbine then reads the beam.
A small propeller interrupts the beam of light when
fluid passes through the turbine and spins the propeller.
The system interprets those broken light beams as pulses
and computes the amount of fuel that passes through
the device by counting the number of pulses per second.
Figure 10-4. Fuel Turbine Cross Section
The turbines transmit their signals to the data acquisition system inputs through cables connected
to the sensor interconnect panel on the sensor box (Figure 10-5). The turbines, optics assemblies,
and sensor box cables are identical to each other so they can be interchanged for troubleshooting
purposes.
Figure 10-5. Fuel Flow Block Diagram
If you experience an incorrect flow reading, first check whether the proper fuel-specific gravity
was entered for the fuel you are using. Although the flow measurement turbines initially produce
a volume flow value, the system calculates the flow as a mass amount using the fuel-specific
gravity in the calculation. Thus, it is critical to use the proper specific gravity value.
Lens
Propeller
Service & Calibration
10-26 XConsole SF-902 Operator Manual
If the fuel-specific gravity is correct but the flow numbers still seem incorrect, check the fuel
turbine calibration values in the interpolation tables. Make sure those values are correct for your
system, using the configuration viewer on the WinDyn tools menu. The interpolation tables are
typically 138 and 139 for fuel channels 1 and 2. These calibration numbers are sent with every
dynamometer system and fuel turbine.
If you cannot locate the numbers, contact SuperFlow for assistance. You can also perform the
simple calibration check under Calibration on page 10-28.
Maintenance
Most fuel-measurement devices are completely ignored and receive no routine maintenance until
a problem occurs. Frequent inspection and general cleaning can significantly extend their usable
life and prevent problems from occurring during engine testing. If methanol or alcohol is used the
turbines should be flushed out with gasoline immediately after testing is complete. If not, the
optical windows in the turbine can become clouded and the turbine unusable.
IMPORTANT: Using high-pressure air to clear debris or clean the lens damages the turbine
propeller bearing.
If the optics or mechanical fuel turbines have failed, you must replace them because they are not
repairable. According to FloScan, if a turbine is stuck and debris cannot be removed, it is not
repairable. However, a more common failure is contamination of the window where the optical
sensor transmits and detects the infrared light beam. It becomes contaminated with a film from
fuels passing through it. FloScan recommends pouring (not spraying) carburetor cleaner in the
window with one end sealed; then seal the other end, shake it around, let it sit for hour to 1
hour, then shake it again and pour it out. This should remove anything covering the windows and
eliminate failed readings.
Troubleshooting
The SuperFlow fuel turbines have two parts: the turbine itself and the electronic optics. The two
fuel measurement circuits of the Data Acquisition System contain two separate electrical
connections for the two channels. This makes troubleshooting a failed fuel channel easy. You can
perform simple checks to determine if a problem is with the turbine, in the electronics, or
something in the data acquisition system.
Refer to Table 10-3 for the symptoms and causes.
1. Locate the displays for the fuel flow frequency channels on one of the WinDyn screens. The
default name for the frequency channels are Ful1hz and Ful2hz (channels 8 and 9). Your
system may have different names, but the channel numbers should be the same.
TIP: If necessary, use the View System Configuration utility program on the WinDyn Tools
menu to determine the names of channels 8 and 9.
2. Observe the frequency channels while flowing fuel through the turbines one at a time. It is not
necessary to run an engine to do thisjust run the fuel into a can or bucket. If one or both
channels do not display a reading, see Fault #1.
IMPORTANT: Never blow air through a Flow Tech fuel turbine to see if it works. The bearings in
the turbine use fluid for lubrication, and dry air can damage them.
Fuel Flow Turbines
SuperFlow Technologies Group 10-27
3. If one channel is working but not the other, connect the malfunctioning turbine to the cable
leading to the sensor box of the good turbine. If the channel shows a reading, see Fault #2. If
the turbine still does not display a reading, proceed to the next step.
4. Remove the electronics from the turbine by unscrewing the caps from each side of the turbine.
While observing the frequency channel, wave the turbine optics across each other and look
for a reading on the display. One of the optic devices is a light, and the other is a photo
sensor.
If no readings display, switch the optics to the other fuel sensor cable and repeat the test
observing the other frequency channel.
If the optics do not display a reading, see Fault #3.
If the optics appear to be good, see Fault #4.
If none of these steps isolates the problem, contact SuperFlow Technical Support for
assistance. You may be required to send the sensor box or the CPU card to SuperFlow for
repair.
Table 10-3. Fuel Turbine Troubleshooting
Fault # Symptom Cause
1 One or both channels does not
display a reading.
The calibration coefficient on the non-reading
channel(s) is set to zero. It should be set to 1.0.
Refer to the calibration menu section in chapter 7
for details on how to change it.
The turbines are defective. Go to step 4.
The optic electronics are defective. Go to step 4
The cables connecting the turbines to the sensor
box are defective.
The sensor box circuitry has a problem.
2 Frequency readings on one
channel are good, but not the
other using the same turbine.
The calibration coefficient on the non-reading
channel is set to zero. It should be set to 1.0. Refer
to the calibration menu section in chapter 7 for
details on how to change it.
The cable connecting the turbine to the sensor box
is defective. Check continuity on the cable, pin-to-
pin straight through.
3 No frequency readings display
on either channel with the
same optics (no turbine).
Optic electronics are defective. Check for broken
wires. Optics are not repairable.
Contact SuperFlow to order a replacement.
4 The optics electronics appear
to function properly without a
turbine but no readings display
with a turbine attached and
fuel flowing through them.
The mechanical turbine is defective. Remove and
inspect it. Often, debris will jam the turbine. You
can sometimes dislodge it through careful
examination and by pouring cleaning solvent
through it.
Another problem can be the lens is no longer
clear. The fuel turbines are not repairable, so if
one ceases to read properly or cannot be cleaned,
it must be replaced.
Service & Calibration
10-28 XConsole SF-902 Operator Manual
Calibration
The calibration of the fuel turbines is tracked by a serial number engraved on the body of the
turbine The optical electronics are universal and have no calibration.
Contact Customer Service with the turbine serial number if you cannot locate the calibration
information for your sensor.
The calibration values normally supplied with the air turbine consist of a table of frequencies vs.
flow. For each turbine, you must enter these values into an interpolation table using the DEF
Configuration Editor.
Refer to Chapter 11, Configuration Editor of the WinDyn Users Guide for details on setting up
the table. Refer to Chapter 9, Configuration File Descriptionof this manual to see an example.
The calibration of fuel flow turbines can be verified using a fixed orifice and flowing it for 1
minute into a container. By measuring the weight of only the fuel and multiplying it by 60, the
actual flow in pounds per hour can be determined. Comparing the weighed fuel amount to the
lbs/hr numbers from the console while flowing will corroborate the calibration values. If the two
do not match, you can adjust the calibration numbers so they do.
SuperFlow suggests flowing through a 0.060-0.100 orifice size, with fuel pressure set at 6 psi.
Such an orifice is easy to make, using a standard 6 line and a cap. Drill a hole in the end of the
cap, then put the cap on the end of the hose that normally attaches to the carburetor.
To calibrate each channel, you will need:
Two empty, clean 5-gallon containers
A scale capable of measuring to within a 10th of a pound
A stopwatch or a watch with a second hand
5 Erratic or unstable readings A steady flow of fluid passing through the turbine will
normally result in a stable reading. Any interruption
in the flow will cause erratic or unstable reading.
The most common cause of this is air slugs or
bubbles in the line causing the turbine to
overspin and surge. Make sure the fuel lines are
completly purged and that air is not being
introduced into the system at the supply tank.
Another source of erractic flow readings is when
the line pressure ahead of the turbine is too high
and causes the fuel pump to hammer the turbine.
The solution for this is to lower the line pressure.
Sometimes the hammering effect is caused by the
fuel pump being too close to the turbine, so
increasing the hose distance between the pump
and turbine can help. Increasing the output
pressure of the regulator can also help, but
sometimes this is not feasible as the pressure to
the engine fuel intake is critical.
Table 10-3. Fuel Turbine Troubleshooting
Fault # Symptom Cause
Fuel Flow Turbines
SuperFlow Technologies Group 10-29
A suitable length of 6 AN-type line to connect to the fuel outlet on the engine stand panel
(long enough to easily reach to one of the containers)
A 6 AN-type cap to place on the end of the line and any adapter needed to put the cap on
the line
A second 6 AN-type cap for the unused fuel channel
A 0.060" to 0.100" drill bit
A second person to assist
Calibration Procedure
1. Enter the correct fuel-specific gravity into the FuelSG Specification channel using the WinDyn
Test Setup dialog box.
2. Connect the 6 line to the fuel channel to test.
3. Place one of the 6 caps on the fuel channel not being tested to block its fuel flow.
4. Use the 0.060" to 0.100" drill bit to drill a hole in the end of the other 6 cap.
5. Place the cap and any required adapter on the end of the 6 line. This will be the flow orifice
(representing a jet in the carburetor).
6. Place one of the empty containers on the scale and zero the scale or note the weight of the
container.
7. Place both containers on the floor near the dyno.
8. Use the container that you did not place on the scale as a catch can. Place your 6 line with the
drilled cap on it into the catch can.
9. Have your assistant turn on the fuel pump and begin flowing fuel into the catch can. While
fuel is flowing, set the fuel regulator on the dynamometer stand to ~6 psi. Once set, turn off
the fuel flow.
10. If the catch can is almost full, empty the contents back into the fuel cell. You are now ready to
start a timed calibration check.
11. Select a WinDyn display that show the fuel channels.
12. Instruct your assistant to monitor fuel flow on the WinDyn screen.
13. Place your 6 line with the drilled cap into the catch can.
14. Turn the fuel pump on and begin flowing fuel into the catch can. Watch the fuel flow number
on the display. It will take approximately 1520 seconds for the flow number to stabilize (to
within a pound or two).
15. Once flow stabilizes, check your watch and start a countdown to begin a timed 60-second flow
into the container zeroed on the scale in step step 6.
16. At the end of the countdown, quickly move the flowing fuel line from the catch can to the
measurement container.
17. Flow fuel into the measurement container for exactly 60 seconds.
18. Monitor the fuel flow on the console or in WinDyn and make note of the value. Write it down.
You can also manually record lines of data while the fuel is flowing and then look at the data
after the test.
19. At the end of the 60 seconds, quickly move the flowing fuel line back to the catch can.
20. Turn off the fuel pump.
Service & Calibration
10-30 XConsole SF-902 Operator Manual
21. Place the measurement filled container with fuel on the scale and weigh it.
22. Multiply the amount weighed in pounds by 60 to get pounds per hour.
23. Compare this number to the number observed on the console while flowing fuel. If they are
the same or very close, your calibration coefficient is correct. If they are different, perform the
flow test again and see if your numbers repeat (to within a pound or two).
24. If the coefficient appears incorrect (fuel weighed does not match fuel flow displayed on the
console), make adjustments to the calculations as described below.
25. Repeat the flow test with the new calculation to verify the new coefficient produces a correct
flow value (to within 12 pounds per hour).
26. Repeat the procedure for the second fuel flow channel.
Correcting Calibrations
Because the NGE engine dynamometer systems use a six-point interpolation table, correcting
these six points can be more time consuming. It can be done by running the test with at least six
different size orifices and monitoring the frequency readings of the channels instead of the flow.
However, you can use the calibration procedure described above and then derive a simple offset
to adjust the fuel flow numbers.
Example:
Fuel displayed on the WinDyn Screen during flow test = 95 lbs/hour
Fuel measured in the measurement container = 100 lbs/hour
Edit the appropriate fuel flow equation (channel 127 or 128) using the WinDyn Configuration
Editor. Add the error factor value to the fuel flow equation to correct your fuel flow reading for
that channel.
Example:
Fuel1m = (Ful1hz T138 * 8.3378 * Fuel SG) * 1.053
TIP: Run the timed test several times and average the results to get the most accurate error
factor value.
Advanced Troubleshooting
The electronics on the turbines require +5 and +12 VDC supply voltages. These can be measured
on the 4-pin amp connectors where the optics connect or at the Fuel 1 and Fuel 2 connectors on the
sensor box. The pinout is:
Pin 1 = +12 VDC
Pin 2 = The output signal (must measure with an oscilloscope to see the pulses)
Pin 3 = +5 VDC
Pin 4 = GND (ground)
If the +5 VDC or +12 VDC are missing on the ends of the cable but are good at the panel, the cable
is bad. If the voltages are missing at the connectors on the sensor box panel, open the box.
ErrorFactor
100
95
---------- 1.053 = =
Fuel Flow Turbines
SuperFlow Technologies Group 10-31
Check the cables connecting the interconnect panel to the CPU circuit card.
Look for A1 and A2 on the interconnect panel. A jumper should be on one side or the other
depending on which type of turbine is used. For the standard high-flow turbines the
jumpers will be in the Normal Turbine position.
If the cables and jumpers are intact, the CPU board has a problem. You must send it to SuperFlow
Technical Support for repair.
Using the Air Turbine as a Frequency Generator
If you believe both turbines and both optics are defective and want to confirm it, you can use the
air turbine as a signal generator.
Parts Required
By building the cable shown above, you can connect your air turbine to your fuel flow turbine
cables and then blow through the air turbine to see if WinDyn or the console displays a fuel flow
reading.
This verifies the circuitry in the sensor box is functioning correctly and points to the fuel turbines,
the +12VDC circuit, a grounding problem on the fuel turbines, or the fuel turbine optics.
Part # Description Qty
E4230P-0061531 Connectors 2 ea
E4230P-661029 Pins 6 ea
E4230P-060621 Strain relief 2 ea
Red 18-gauge wire 6 1 ea
Black 18-gauge wire 6 1 ea
Green 18-gauge wire 6 1 ea
Blank 3/8 wide 2 long labels 2 ea
Service & Calibration
10-32 XConsole SF-902 Operator Manual
10.1 Troubleshooting
Before assuming anything is wrong with the XConsole, verify that all of the electrical connections
are intact. Then check the following:
Table 10-4. XConsole / SF902 Troubleshooting
Problem Solution
Console power switch does
not turn on the sensor box.
The Cat-5 cables between the sensor box and console are reversed.
When I turn my console on,
an immediate E-stop
notification appears on
screen.
Make sure the red ES button on the console is not pushed in.
Make sure the ES jumper (JP1) on the CPU board in the sensor box
is in the correct position for disabled use (NO). If in the external
position (EXT), make sure something is connected to it and is
closed.
Make sure the sensor box power is off before turning on the
console. A little green light in the upper corner of the sensor box
indicates when power is on. If the light is on when the console key
switch is off, push the white power switch on the front of the sensor
box so the light goes off. Then turn the console on. If this fixes the
problem, do not touch that button. SuperFlow technicians normally
unplug that switch inside the sensor box on XConsole systems.
Console engine control
push buttons do not
operate the Engine Control
Panel (ECP).
Do WinDyn display buttons work?
Yes:
Check the cable connections in the console.
Reload the hardware file.
No:
Check the cable connections in the sensor box, particularly the
small, 2-pin cable from the CPU to the ECP.
Probably U59 on the 2620 CPU. Not field repairable.
Fuel readings are high or
erratic while power
numbers are normal.
It could either be air or excessive line pressure in the turbines causing
them to jitter.
For air, run at least one test to bleed the lines. Excessive line
pressure could cause the turbines to hammer thereby producing
erroneous readings. The line pressure should be about double the
regulated pressure, or 1215 psi.
A restriction in the pump bypass line can cause the line pressure to
rise. Some of the MagnaFuel pumps have a tight spring in them
which sets the line pressure at about 25 psi. If this is the case,
change the spring and lower the pressure.
Fuel Flow Turbines
SuperFlow Technologies Group 10-33
Table 10-5. Common System Troubleshooting
Problem Solutions
The torque, baro, pressures,
temperatures, and other sensor
channels become unstable or
suddenly change displayed
readings.
These are generally sensor channels that use the EX+ sensor
excitation signal. The excitation signal or the sensor output can
be affected by other devices.
Unplug all of the sensor box panels from the CPU circuit board
and monitor Baro pressure on WinDyn (this is the only sensor
that is mounted directly on the CPU). Reconnect panels and
sensors until the problem returns.
Replace the defective sensor or panel.
Check for ignition noise or other RFI noise.
Verify system grounds.
On Eddy Current systems, this problem could be caused by
a defective EC controller.
An open load cell circuit could be the problem, closing the
circuit will make it go away. A resistor is missing in the
excitation circuit on 2620 boards shipped before July 2005.
See ECO2704 for the fix. Units currently in the field do not
need the mod unless this phenomenon occurs.
After the system is turned on, the
dynamometer will not control in
servo mode and some of the
sensor readings appear to be
wrong.
There is a battery on the CPU board in the sensor box that
retains the PID control paraments and the calibration
coefficients in RAM (Random Access Memory). If the battery is
dead the memory will reset to default values when the system
is turned off. Normally, the WinDyn Test Group installed prior to
running a test will re-install the control and calibration but there
are some circumstances when this will not happen. Replace
the battery, then install the Sensor Calibration and Control
Parameters through the >>System Install>> selection on
the main WinDyn menu.
Service & Calibration
10-34 XConsole SF-902 Operator Manual
Introduction
Control Modes
Manual (Position) Control Mode
Servo Control Mode
Digital Encoders
PID Control Setup
Control Mode Parameters
Actuator Phase
Controller Phase
Open and Close Rate
P-Gain
I-Gain
P-Threshold
I-Time
D-Gain
D-Time
Filter
Delay
Adjusting Control Mode Parameters
WinDyn Control File
CHAPTER 11
CONTROL MODES
Introduction
SuperFlow Technologies Group 11-3
11.1 Introduction
This chapter defines the adjustable control parameters in SuperFlow Dynamometers and provides
suggestions for tuning the control parameters to provide the best combination for stable, accurate
tracking and good step response to set point change.
Because the optimal set of control parameters may vary with engine types or vehicle types, it is
useful for the operator to have a good general understanding of how to quickly and effectively
tune the control parameters. However, keep in mind that no auto-tuning function is built into
the software. The best way to tune is through sustained trial and error methods.
The SuperFlow dynamometer systems use either digital or analog Proportional, Integral, and
Derivative (PID) control parameters to provide electrical control signals to the eddy current
absorber or AC motor. Default parameters are provided with the system to handle the majority of
engine applications. You may adjust these parameters as necessary to adapt to a specific engine or
power application.
Contact SuperFlow Customer Service for assistance.
The default PID parameters included with the system software were designed to work best with
that product. These parameters were optimized for use with typical engines or vehicles that are
tested on SuperFlow dynamometers.
Water brake absorbers with servo valves controlling the outlet flow of water work best
when the controller is operation between 85% and 25%.
The control parameters on eddy current absorbers will apply throughout the control range
(0 to 100%).
The default PID parameters should suffice for most situations but may require adjusting
depending on the application.
Control Modes
11-4 XConsole SF-902 Operator Manual
11.2 Control Modes
A control mode refers to the output signal the system is controlling to. This could be the position
of a load control valve or throttle actuator, or it could be measured dynamometer speed or torque.
Even calculated values such as engine power can be used as a control mode.
The System Configuration Editor defines control modes. Up to five control modes are available for
each controller. Up to four controllers are currently supported by the systemtwo primary and
two secondary. Only the primary controllers are closed-loop controlled. However, any two of the
four controllers can be selected as primary. When activating both primary controllers
simultaneously, each must be assigned a different control mode (e.g., both throttle and load
cannot control to dynamometer speed at the same time).
Typical combinations are:
Throttle controlling torque and Dyno (servo valve) controlling speed
Throttle controlling speed and Dyno (servo valve) controlling torque
In control theory, the following terms are commonly used:
Set point: The value of the desired control through a channel to, for example, engine speed
Feedback signal: The actual measured value of that channel
Error: The difference between the set point and the feedback signal
The two general types of control modes are manual and servo. The control system software was
designed to provide seamless mode switching. This means it is possible to switch from manual to
servo control mode or from one servo control mode to another while the engine is running. The
system will automatically determine the set point of the new control mode during the transition to
avoid abrupt changes in load or throttle position. This is a very effective way to troubleshoot a
control mode problem versus a water (or eddy current) system problem.
11.2.1 Manual (Position) Control Mode
Also called open loop control mode, this mode only sends a position signal to the corresponding
actuator (the load controller or the throttle controller). It does not take the feedback signal into
consideration and thus has no self-correcting effect. The manual (position) control mode is used
whenever the control signal is only determined as a % of full range of the controller actuator.
With the dynamometer load controller in the manual control mode, the load on the dynamometer
is determined by the position of the load control valve (or the electric current in the dynamometer
eddy current coils). The operator determines a % of load value which sets the valve (or current)
to a particular percentage of its full operating range. The resulting load on the dynamometer is
purely a function of water flow through the valve (or current through the coils) at that position,
which combines with the rotational speed of the absorber to create a resisting torque. The valve
position (or electric current) is not affected by any feedback signals.
The percent (%) of load setting does not correspond to any specific torque value but rather to a
torque curve as a function of speed. In this mode the operator can easily stall the engine by
applying excessive load.
The manual mode is typically used for diagnostic purposes or to warm up the engine although
this is only practical if the appropriate load position is known by experience.
If a throttle control option is installed, when it is in the manual control mode, the system will
control the engine throttle to a given percentage (%) of full travel. No actual throttle position
Control Modes
SuperFlow Technologies Group 11-5
feedback is provided; the percentage of full travel indicated by the control system corresponds to
the value at the throttle actuator, not the actual throttle position of the engine. If the linkage
between the throttle actuator and the throttle valve is not adjusted properly for end stops and
travel (or if it is nonlinear), it causes a difference between actuator position and actual throttle
position.
11.2.2 Servo Control Mode
Also called closed loop control mode, this mode sends a position signal to the corresponding
actuator (the load controller or the throttle controller), measures the resulting change in the
controlled variable, calculates the error, and refines the position signal until the desired set point
is reached and maintained. The servo control mode is used whenever the control signal is tied to a
measured variable.
Speed Control Mode
This is the most common dynamometer control mode used during automated tests. The load
control valve or eddy current is controlled by the system to maintain a desired dynamometer
speed (the set point). The control signal is modulated so the load applied by the absorber matches
the dynamometer speed to the desired setpoint. This typically results in speed control to better
than 0.5% of the set point.
Speed control is used in all automated tests that step through the engine rpm band while
recording data. Speed control can also be used to maintain the engine or vehicle at a constant
speed while the throttle is varied. The peed control mode is an example of a closed-loop control
system because the feedback signal and the error signal influence the control output.
If the throttle is not opened sufficiently for the dynamometer to reach the desired set point, load
control will never activate. Only when the speed is at or above the set point will the load controller
start to vary the load to match the feedback signal to the set point. This means a transition phase
usually occurs where the set point is exceeded before the feedback signal settles to the desired
value. This is called overshoot and is a normal phenomenon. The control parameters can be
adjusted for faster or slower system response and more or less overshoot.
The throttle controller can also be used in speed control mode. The throttle is then modulated to
reach the desired dynamometer speed independently of the dynamometer load applied. This test
mode can be used to simulate cruise control operation.
Torque Control Mode
This is the most common throttle control mode used during automated tests. The throttle actuator
is controlled by the system to maintain a specific dynamometer torque (the set point). The throttle
position modulates so the torque produced by the engine matches the set point. This typically
results in torque control to better than +/-1 lb-ft (Nm) of the set point.
A typical application for a combination of throttle controlling torque, load controlling speed is the
mapping of an engine. By stepping through the torque range for each speed point, the complete
engine map can be covered in the shortest possible time.
WARNING: Always turn the dynamometer load control on (in engine speed mode) before
you switch the throttle to torque mode. If no load is applied by the dynamometer, the
throttle controller will immediately open the throttle fully in an attempt to achieve the
desired torque. This will result in an immediate engine overspeed condition.
Control Modes
11-6 XConsole SF-902 Operator Manual
The load (servo valve) controller can also be used in torque control mode. The dynamometer load
then modulates to reach the desired torque independently of the throttle position. This test mode
is used to apply a constant torque to accessory belts or chain drives.
NOTE: On engine dynamometers the term torque in the control modes described above can be
interchanged with engine torque as long as there is no gear ratio between engine and dynamometer
speed. The standard configuration file supplied with your system supports a ratio between engine
speed and dynamometer speed. If you are using a ratio, the default control mode applies to
dynamometer torque only. You must then change the configuration file to reflect engine torque.
Other Control Modes
Additional control modes may have been defined for systems used in special applications. It is
also possible for dyno operators to define their own control modes. Examples are:
Engine speed
Vehicle speed
Horsepower
Throttle position
Manifold (boost) pressure
11.3 Digital Encoders
When system power is switched on, it defaults to the manual control mode (also called position
control mode). The operator can then select servo control mode for the dynamometer load control.
In each control mode, it is possible to modify the control output signal using the digital encoder.
The ranges for each control mode of the encoder can also be changed to suit the user's needs.
The digital encoder allows continuous adjustment of the set point. Three sensitivity selections are
available for each encoder control mode (fine, medium, coarse). The sensitivity selection
determines how many turns (or button pushes) of the encoder are required for a given set point
change. The selection from coarse to medium changes the encoder sensitivity by a factor of 2. A
change from coarse to fine changes the encoder sensitivity by a factor of 10.
Example:
If the total control output range is 0100, then each click of the dial or push of the button will change
the set point output as a function of sensitivity selection:
Table 11-1. Control Step Values
Control Mode Range Coarse Medium Fine
Manual 100% 10% 5% 1%
EngSpd 10,000 rpm 500 rpm 250 rpm 50 rpm
VehSpd 200 10 5 1
Trq1 2500 lbs-ft 100 lbs-ft 50 lbs-ft 10 lbs-ft
PID Control Setup
SuperFlow Technologies Group 11-7
11.4 PID Control Setup
The WinDyn control system requires operator interaction in two separate portions of the software.
First you must assign and define the desired control channels in the WinDyn Configuration file
(CFA). Then tune PID using the operator control console or handheld interface.
Current hardware limits the number of closed-loop control outputs to two controllers. Each
controller is given a name in the configuration file. Typically, names such as Load, Servo, Dyno, or
Throttle are used. However, you can change the name through the WinDyn Configuration file.
Typically, if Load or Servo is selected, the dynamometer load will control engine speed or engine
torque. If Throttle is selected, the engine throttle controls engine speed or engine torque.
However, the naming of the controller in the software is arbitrary, so misnaming is very possible.
Each controller can be assigned up to five control channels. Any measured or calculated channel
may be assigned as a control channel through the Configuration file. Typically, on chassis
dynamometers, dyno speed in mph and a calculated wheel torque is used. On an engine dyno,
engine speed in rpm and measured engine torque is used. After assigning a channel, you must
allocate minimum and maximum values to the channel to enable the control outputs.
Control Modes
11-8 XConsole SF-902 Operator Manual
11.5 Control Mode Parameters
SuperFlow systems utilize a Proportional, Integral, and Derivative (PID) gain method, hence the
term PID control. SuperFlow provides each system with an initial set of optimized control mode
parameters to provide adequate control for a wide variety of testing applications. The parameters
are:
Actuator phase
Controller phase
Open rate
Close rate
P-Gain
I-Gain
I-Threshold
I-Time
D-Gain
D-Time
Filter
Delay
11.5.1 Actuator Phase
The actuator phase (allowed values: 0 or 1) determines the actuator direction of travel as a
response to the controller output signal. A 1 inverts the signal. If the actuator phase is 0, the
actuator goes from 0 to 100% when the controller output signal goes from 0 to 100%. If the actuator
phase is 1, the actuator goes from 100 to 0% when the controller output signal goes from 0 to 100%.
The actuator phase must be correctly selected to properly drive the control mechanism on the
dyno system.
Table 11-2. Actuator Phase
Actuator Type Actuator Phase 0% 100%
Throttle 0 Idle WOT
Eddy Current 0 No Load Full Load
Servo Valve on Water Brake 1 No Load Full Load
Control Mode Parameters
SuperFlow Technologies Group 11-9
Examples
Throttle control with electric actuator
If the actuator phase is 0, and the manual throttle position control is varied from 0 to 100%
on the controller, the throttle actuator will move the throttle from fully closed (idle) to fully
opened (WOT) position.
If the actuator phase is 1, and the manual throttle position control is varied from 0 to 100%
on the controller, the throttle actuator will move the throttle from fully opened (WOT) to
fully closed (idle) position.
The throttle controller typically requires an actuator phase of 0.
Eddy current dynamometer load control
If the actuator phase is 0, and the manual load control is varied from 0 to 100% on the
controller, the coil excitation current will increase from 0 to 100% and the dynamometer
load will increase from zero load to full load.
If the actuator phase is 1, and the manual load control is varied from 0 to 100% on the
controller, the coil excitation current will decrease from 100 to 0% and the dynamometer
load will decrease from full load to zero load.
Eddy current dynamometer load controllers typically require an actuator phase of 0.
SuperFlow water brake load control
If the actuator phase is 0, and the manual load control is varied from 0 to 100% on the
controller, the servo valve position will change from 100% (fully closed) to 0% (fully open)
and the dynamometer load will decrease from full load to no load.
If the actuator phase is 1, and the manual load control is varied from 0 to 100% on the
controller, the servo valve position will change from 0% (fully open) to 100% (fully closed),
and the dynamometer load will increase from no load to full load.
SuperFlow servo valve dynamometer load controllers typically require an actuator phase of
1. The SuperFlow water brake is an outlet-controlled device.
Control Modes
11-10 XConsole SF-902 Operator Manual
11.5.2 Controller Phase
The controller phase (allowed values: 0 or 1) determines closed-loop control polarity, i.e., the
direction of movement of the controller output as a response to a change in the feedback signal
(the controlled parameter). If the controller phase is 1, when the feedback signal increases, the
controller output signal will increase. If the controller phase is 0, when the feedback signal
increases the controller output signal will decrease.
NOTE: The actuator phase must be properly determined before the controller phase is set because
the actuator phase also has an impact on the aggregate polarity of the closed-loop control system.
Example 1:
A typical throttle actuator controlling to engine speed (with actuator phase = 0):
If the controller phase is 1 and measured engine speed increases, the controller output will
increase, and the throttle actuator will open the throttle more, allowing the speed to increase further
still.
If the controller phase is 0 and measured engine speed increases, the controller output will
decrease, and the throttle actuator will close the throttle more, maintaining the desired engine
speed.
In this application, the controller phase should be 0.
Example 2:
A typical throttle actuator controlling to engine torque (with actuator phase = 0):
If the controller phase is 1 and measured engine torque increases, the controller output will
increase, and the throttle actuator will open the throttle more, allowing the torque to increase further
still.
If the controller phase is 0 and measured engine torque increases, the controller output will
decrease, and the throttle actuator will close the throttle more, maintaining the desired torque.
In this application, the controller phase should be 0.
Example 3:
An Eddy current dynamometer controlling engine speed (with actuator phase = 0):
If the controller phase is 1 and measured engine speed increases, the controller output will
increase, and the load will increase, maintaining the desired speed.
If the controller phase is 0 and measured engine speed increases, the controller output will
decrease, and the load will decrease, allowing the speed to increase even more.
In this application, the controller phase should be 1.
Control Mode Parameters
SuperFlow Technologies Group 11-11
Example 4:
An Eddy current dynamometer controlling engine torque (with actuator phase = 0):
If the controller phase is 1 and measured engine or roll torque increases, the controller output will
increase, and the load will increase, allowing the torque to increase even more.
If the controller phase is 0 and measured engine or roll torque increases, the controller output will
decrease, and the load will decrease, maintaining the desired torque.
In this application, the controller phase should be 0.
Example 5:
A SuperFlow water brake controlling to engine speed (with actuator phase = 1):
If the controller phase is 1 and measured engine speed increases, the controller output will
increase, and the load will increase, maintaining the desired speed.
If the controller phase is 0 and measured engine speed increases, the controller output will
decrease, and the load will decrease, allowing the speed to increase even more.
In this application, the controller phase should be 1.
Example 6:
A SuperFlow water brake controlling to engine torque (with actuator phase = 1):
If the controller phase is 1 and measured engine torque increases, the controller output will
increase, and the load will increase, allowing the torque to increase even more.
If the controller phase is 0 and measured engine torque increases, the controller output will
decrease, and the load will decrease, maintaining the desired torque.
In this application, the controller phase should be 0.
Table 11-3. Controller Phase
Control Device Actuator Phase Control Channel
Controller
Phase
Throttle 0 Engine Speed 0
0 Engine Torque 0
Eddy Current 0 Engine or Roll Speed 1
0 Engine or Roll Torque 0
Servo Valve 1 Engine Speed 1
1 Engine Torque 0
Control Modes
11-12 XConsole SF-902 Operator Manual
11.5.3 Open and Close Rate
Allowed Values: 07
These parameters apply a filter to the control system output signal to the control mechanism.
Suggested values: 0 (they are not generally used on anything except diesel engine dynos)
What it Does
The Open and Close Rate parameters provide the capability to control the valve open-versus-
close rate to compensate for a controller that acts differently while opening versus closing
(unloading versus loading). Because nearly all SuperFlow systems have these parameters set
to zero, this feature is not currently used.
11.5.4 P-Gain
P
term
= (Error * P
gain_value
*Phase) where Phase = 1
Allowed Values: Any floating point value
Suggested Value Range
0.4 to 2 for engine dynos controlling to engine speed
350 to 450 for CycleDyn controlling to vehicle speed
500 to 600 for AutoDyn controlling to vehicle speed
What it Does
Proportional Gain determines how rapidly error influences the control to the dyno or to the
throttle. The P-Gain is proportional to the difference between the desired set point valve and
the actual current value. Its effect is greatest when the actual reading is far away from the set
point. If the P-Gain is too high, the system could overshoot the set point. The system shows
instability by oscillating (alternately overshooting and undershooting the set point) or surging.
The oscillation (or surging) may slowly subside over time. If the P-Gain is too low, the system
will never be within the range where the I-Gain will start working (I-Gain threshold).
Consequently, the set point is never reached. When setting up the control system, it is better to
start on the low side (enter smaller gain numbers) and then increase the values slowly.
Suggested Adjustment Technique
First adjust the P-Gain parameter. When initially adjusting the P-Gain, SuperFlow
recommends setting all other parameters to 0. With the I-Gain at zero, the system will never
reach its set point, but the control channel (engine speed, throttle, vehicle speed, etc.) will
move toward the set point. The purpose of adjusting the P-Gain with the other parameters at
zero is to adjust the P-Gain so the system reacts reasonably quickly without exhibiting
instability. Observe the (engine or wheel) speed and the control valve position indicator
(where available) while the system is seeking the set point. Note how quickly the controller
responds and whether it overshoots and undershoots as it seeks to control to the set point.
The control system will not pull the engine (or wheel speed) all the way down to the selected
speed because the I-Gain and I-Threshold are not set up yet. On an engine dynamometer, the
engine speed may stabilize at 300 to 500 rpm above the set point.
Try a minimal value of P-Gain. Successively double it until step response improves. If you
notice high frequency (1-10 Hz) steady-state instability as a result of increasing P-Gain, use
half the current value of P-Gain. Since P-Gain may have other undesired effects on step
response, use the minimal amount necessary to improve step response.
Check for stability at a minimum of four different speed set points. If the system surges for 30
seconds or less and then settles down, thats okay. This is corrected when D-Gain is adjusted.
Control Mode Parameters
SuperFlow Technologies Group 11-13
11.5.5 I-Gain
I
term
= (Error * I
gain_value
)
Allowed Values: Any floating point value
Suggested Value Range
0.01 to 0.08 for engine dynos
0.01 to 1 for CycleDyn controlling to vehicle speed
0 to 2 for AutoDyn controlling to vehicle speed
Suggested setup prior to adjustment: 0.01
What it Does
The purpose of the integrator is to integrate the error to zero. The I-Gain (Integrator Gain)
keeps increasing controller output until the desired set point is reached. It sets the gain
applied to the integrated error and controls how fast the system responds to set point changes.
This process is much like the operator of a manual dyno who observes the current speed and
keeps adding load, a little at a time, until the set point is reached. It helps minimize time-
average deadband errors. If the I-Gain is too low, the engine or vehicle speed will take a long
time to achieve its set point. If the I-Gain is too high, the system may overshoot excessively
and take a long time to settle down or may never stabilize at the set point.
Suggested Adjustment Technique
Start with the minimal suggested value of I-Gain. Increase I-Gain by successively doubling it
until the rise time of the closed-loop step response of speed or torque is approximately 1 to 3
seconds. Since the I-term is an integrated value, integrator wind-up can occur if the I-term is
turned on over too wide a bandwidth. The I-Threshold parameter is used to adjust this
bandwidth and prevent the integration from creating too much gain due to a large error
signal. The I-Time parameter allows the system to integrate the error signal over a longer
period of time to create a smoother gain signal. You could use this parameter to force the
system to smooth through a random, erratic change in the error signal.
Usually it is easiest to start the PID adjustment with the integrator turned off (value = 0). After
refining the P- and D-Term, the system should respond properly and stabilize properly.
However, it may not actually reach the desired set point.
Control Modes
11-14 XConsole SF-902 Operator Manual
11.5.6 I-Threshold
Allowed Values: Any floating point value
This value is associated with the control channel, i.e., rpm or mph.
Determines bandwidth for integration of the error signal.
Suggested Value Range
At least large enough to capture the control channel offset due to the P-Term for engine
dynos (usually around 1000 rpm or less)
At least large enough to capture the control channel offset due to the P-Term for chassis
dynos controlling to vehicle speed (usually 5-10 mph)
Suggested setup prior to adjustment: must be some value other than zero, as a zero will turn
off the integrator completely.
What it Does
The I-Threshold parameter specifies the range from the set point where the I-Gain will
function. For example, with an I-Threshold of 300 rpm and a set point of 1500 rpm, the I-Gain
would be active from 1200 to 1800 rpm (the magnitude of the error must be 300). Further, if
the P-Gain does not bring the speed within this range, the I-Gain will not become active and
the speed will never reach the set point. In other words, the Integrator Threshold determines
the window within which the Integrator takes effect. This means the I-Term will only become
operational when the actual value enters a window of set point I-Threshold.
The integrator should take effect when the P-term and the D-term lower the error term as
much as possible. This is very useful for limiting the integrator output while the control
system is in a major transitional phase, i.e., a transition from no load to the first set point.
Furthermore, if the I-Threshold were set to zero, then in essence, the integrator would always
be turned off.
The integrator term tends to slow down the system response by stabilizing the control
algorithm as the set point approaches. On systems with lots of system inertia (slower
response) such as a chassis dynamometer, the integrator should only become active when the
control channel value is relatively close to the desired set point.
Suggested Adjustment Technique
To set the I-Threshold, observe the difference between set point and engine/vehicle speed
during the above P-Gain adjustment. Double this rpm (or mph) value and enter it as the
I-Threshold. This is not a critical adjustment; if this number is too small, all that happens is the
engine does not load down the final portion of the way to the desired rpm, and the system
will never reach its set point.
Control Mode Parameters
SuperFlow Technologies Group 11-15
11.5.7 I-Time
Allowed Values: 0256
Determines the number of control system cyclic loops to use to determine the I-Term.
Suggested Value Range
Typically a 0 or low value (less than 10) for all system types.
Increasing the value will cause the I-Term to delay its effect.
Suggested Setup Prior to Adjustment: 0
What it Does
The I-Time parameter determines the time base within which the error integrates. It is used to
define the rate in which the integrator is processed. This time determines how often the integrator
is operated during the controller update. For example, a setting of 5 would cause the integrator to
be updated every 5th time. This parameter is used to slow down the integrator. The wider this
time base, the slower the system response will be, making the system more stable but also
increasing overcompensation of the error. On systems with lots of system inertia (= slower
response) such as chassis dynamometer, the integrator should work within a fairly narrow time
band.
11.5.8 D-Gain
D
term
= ((Error
Current
Error
A_While_Ago
) * D
gain_value
)
Allowed Values: Any floating point value
Suggested Value Range
4 to 20 for engine dynos controlling to engine speed
0.025 to 5000 for a CycleDyn controlling to vehicle speed
0 to 5000 for an AutoDyn controlling to vehicle speed
Suggested Setup Prior to Adjustment
Engine Dyno controlling to engine speed: D-Gain = 1
Chassis Dyno controlling vehicle speed: D-Gain = 5000
Chassis Dyno controlling roll torque: D-Gain = 0.01
What it Does
The D-Gain helps stabilize the control channel to the set point. It helps reduce the ringing,
oscillations and instability associated with high P-Gain and high I-Gain. The D-Gain is
proportional to the rate of change of the engine rpm or wheel speed. The D-Gain determines
to what extent error rate of change influences control to the dyno or to the throttle. If the D-
Gain is too low, the control system will have excessive overshoot and will surge for a long
time before settling down. If D-Gain is too high, the system will take too long to reach the set
point and may be oversensitive to changing speed, thus making the system unstable.
Control Modes
11-16 XConsole SF-902 Operator Manual
Suggested Adjustment Technique
Use the minimum D-Gain possible to reach an acceptable reduction in ringing. Gradually
increase D-gain to damp oscillations and reduce overshoot. With a smaller I-Gain, the
overshoot of the set point will be minimal and can possibly can be eliminated. To check the
D-Gain adjustment, set the engine speed to midrange, then set the engine speed 100 rpm
higher (or set the wheel speed 5 mph higher). Check for surging, overshoot, and ringing at the
control valve position indicator (for a water brake).
11.5.9 D-Time
Allowed Values: 0-256
Determines the number of control system cyclic loops to use to determine the D-Term
(effectively creates a cumulative error based on control system cyclic time).
Suggested Value Range
Typically a 0 or low value (less than 10) for all system types.
Increasing the value will cause the D-Term to delay its effect.
Suggested Setup Prior to Adjustment: 0
What it Does
The D-Time parameter is used to control the size of the window over which the derivative is
measured. Since increasing or decreasing the window size also adjusts the resolution and
scale of the measurement, the D-Time cannot be adjusted without also affecting the D-Gain.
11.5.10 Filter
Allowed values: 07
Suggested Value Range: Usually set to zero
What it Does
This term is the filter rate applied to the feedback signal. If the feedback signal in the control
loop is noisy, set this value fairly high. However, the filter adds delay to the feedback, so it
will slow down the system response. The filter algorithm is the same as those used for the
Open and Close rate parameters. The larger the number, the more filtering and delay.
Suggested Adjustment Technique
Leave the filter at zero unless a noise problem is apparent and cannot be corrected. In that
case, start with the lowest filter value for that channel and gradually increase the filter until
the problem does not affect control stability. The step response performance may be affected.
Control Mode Parameters
SuperFlow Technologies Group 11-17
11.5.11 Delay
Allowed Values: Any integer value
Suggested Value Range: Usually set to zero
What it Does
This term applies a delay to the controller output signal. It provides a method in which a
delay can be introduced between the control system and the actual output of the control valve.
In essence, this parameter indicates the number of passes (cycles) that will occur through the
control system before the controller output signal will be updated.
Suggested Adjustment Technique
Leave the delay at zero for most applications. If you want to delay controller response to
smooth through sudden changes in the device under control, then increase the delay value
until the control system responds smoothly.
Control Modes
11-18 XConsole SF-902 Operator Manual
11.6 Adjusting Control Mode Parameters
It is useful to set up two speed set points or two torque set points that the operator may manually
toggle between to observe closed-loop system step response for the purpose of tuning the control
parameters. Determine these set points to prevent the engine from reaching excessive speed and
to ensure the engine throttle remains above idle.
It is helpful to create a strip chart display object on a WinDyn screen to allow real-time
observation of the control system while performing adjustments. WinDyn uses the channels
named SETPT1 and SETPT2 as its control channels. By displaying either of these channels and the
desired control channel on a strip chart at the same time, you can observe control system response
in real time.
It is best to tune by individually adjusting the control parameters in each of the control loop
modes. If you encounter a problem while running dual-mode, closed-loop control, the easiest
approach is to go back and individually tune each of the two single-mode control loops that
would otherwise be operating simultaneously.
For best results, in engine dynamometer applications, SuperFlow recommends using the load
controller to control the engine rpm. The engine controller (throttle) can be used in throttle
position (manual mode) or to control the engine torque (close-loop mode). In chassis
dynamometer applications, SuperFlow recommends using the absorber unit to control the vehicle
speed.
Figure 11-1. Closed-Loop Control
The SuperFlow control system functions shown in Figure 11-1 produces a cumulative gain
(P+I+D) to the control mechanism based on the error signal feedback. The control systems cycle at
a 400-hz (2.5-ms) rate.
This PID adjustment procedure assumes the test system and engine/vehicle are operating
properly and that the electrical or hydraulic supply to the test system is sufficient.
On the SuperFlow water brake it is necessary to determine whether the boost valve will be used
and the position of the capacity valve before making any adjustments on the control parameters.
Parameters not listed in this section are best left at the original value or zero.
Adjusting Control Mode Parameters
SuperFlow Technologies Group 11-19
Preliminary Steps
1. Turn off the I-Gain and the D-Gain by setting them to zero.
2. Start with a P-Gain term at the lower end of the suggested value range for your system.
Begin Adjustment
1. Successively double P-Gain until you reach satisfactory step response. If the P-Gain results in
continuous high-frequency, steady-state instability, lower it by half again.
2. Gradually increase P-Gain until instability reappears, then lower it by 20%.
3. Start with a D-Gain term at the lower end of the suggested value range for your system.
Gradually increase D-Gain (in small increments) until the overshoot is acceptable and steady-
state stability is good.
4. Note the difference between the set point and the actual value. Add 50% to this difference. Set
the I-threshold at this calculated number.
5. Start with an I-Gain term at the lower end of the suggested value range for your system.
Successively double I-Gain until the system settles onto the set point within 35 seconds. If
instability occurs, lower I-Gain by half again.
6. Gradually increase I-Gain until instability reappears, then lower it by 20%.
7. Continue adjustment until satisfied. You may need to alter the other parameters (I-Time,
D-Time, Filter, Delay, etc.) to achieve reach exact response desired.
Figure 11-2 illustrates the influence of various parameters on the system response. The
(exaggerated) example shows the effect of entering a new set point (of 2500 rpm) for engine speed
on the actual system response.
Figure 11-2. System Response Parameters
Control Modes
11-20 XConsole SF-902 Operator Manual
11.7 WinDyn Control File
The control parameter information is stored in a file with a *.CCP file extension. When a CCP file
is saved from the handheld controller or console it is always saved to a file with the same name as
the currently installed configuration file but with a CCP extension. The existing file is overwritten
without warning.
To save a CCP file to a different or new file name, from the WinDyn main menu, select System>>
Save>>Control Parameters. A dialog box appears where you can select or enter the name of the
file to save the current control parameters to.
You may load control parameters using the WinDyn Test Group function if the file is designated
when designing the test group.
Torque Capacity Rating
Fuel Flow when Accelerating
Airflow Measurement
Flowbench Correlation
Oil Temperature Control
Torque versus Speed
Fuel Injection Return Flow
Cleaning Fuel Filters
Thermocouples
Barometric Pressure
Noise Interference
Suggested Engine References
APPENDIX A
GENERAL TESTING
Torque Capacity Rating
SuperFlow Technologies Group A-3
A.1 Torque Capacity Rating
The SuperFlow hydraulic dynamometer carries a nominal capacity rating of 1000 lbs-ft (1350
N-m) of torque and 1000 hp (750kW). This can be upgraded to 2000 lbs-ft (2700 N-m) through an
optional strain gauge. Nevertheless, the endurance limit of the shaft is much less. While many
SuperFlow users have run numerous tests in the 800 to 1500 lb-ft (1100 to 2000 N-m) range, these
have typically been short in duration. When endurance tests are run for hundreds of hours, the
maximum torque limit is 430 lbs-ft (580 N-m) for 833 absorbers. If you run for a long period of
time at a level above 430 lbs-ft, the shaft will break eventually. SuperFlow 871 absorbers have
twice the endurance limit.
The maximum power is limited first by the maximum torque the absorber can resist at a given
speed and second by the maximum water flow rate through the dynamometer. The standard
straight-vaned absorber will not reach 1000 lbs-ft (1350 N-m) of torque until approximately 4000
rpm in pressure boost mode, and the optional angled vane absorber will not reach 1000 lbs-ft of
torque until approximately 2800 rpm in pressure boost mode.
As speed increases to the 6000 to 8000 rpm range, the outlet water temperature of the
dynamometer begins to rise to above the recommended limit. SuperFlow prefers to keep the
dynamometer outlet water under 160F (70C). The faster you run the engine, the hotter the water
becomes and at approximately 8000 rpm, the absorber may exceed the maximum operating
temperature.
Your dynamometer will not fail at that point, but it may begin to show some steam and have
difficulty in holding the load. One good solution to this is to run low temperature inlet water to
the dynamometer when you have a very high-power engine. The dynamometer capacity on 50F
(10C) inlet water is considerably greater than it is at 100F (38C) inlet water.
Exceeding 1000 hp (750 kW) does not necessarily damage the dynamometer. SuperFlow has
received documented reports of customers running as high as 2800 hp (2088 kW) through the
dynamometer for brief periods.
A.2 Fuel Flow when Accelerating
After running a few tests on an accelerating engine with your SuperFlow dynamometer system,
you will discover that the power output and the air/fuel ratio change with the speed of
acceleration. An understanding of fuel flow within the engine can shed light on these changes.
What happens to fuel delivery when the engine is accelerating? How does fuel flow differ when
the engine is running at a steady speed?
When an engine is running at a steady speed, fuel is mixed with air and travels down the port as
spray flow. Some of the fuel is vaporized and behaves exactly like air. Other fuel remains in
droplet form. These unvaporized fuel droplets partially coat the walls of the ports with a film of
liquid fuel as a result of turns and general turbulence. This film creates a slow-moving flow along
the wall which ranges from 0.010" to 0.020" (1.2 to 2.5 mm) thick. Moving much more slowly than
the spray flow, this fuel moves down the port and breaks off at the valve where it enters the
cylinder as additional spray droplets. When the engine is running at a steady speed, the wall flow
and spray flow reach a point of equilibrium, delivering the desired air/fuel ratio to the cylinder..
When the engine speed changes suddenly, as during acceleration from 4,000 rpm to 5,000 rpm, the
spray flow rushes to the new equilibrium point almost immediately, but the slow-moving wall
flow requires almost 100 engine cycles before it reaches the higher flow level. The net result is that
the engine cylinder receives insufficient fuel at the increased speed operating point for the first 100
General Testing
A-4 XConsole SF-902 Operator Manual
cycles. The engine runs lean and may stumble and miss. The traditional solution is to add an
accelerator pump that delivers extra fuel during the transition. This additional fuel travels down
the port primarily as spray flow and works to overcome the momentary lag in the wall flow fuel
delivery.
When the engine is already running at full throttle under rapid acceleration, the accelerator pump
has no effect. In this case the normal solution is to increase the jet size so the engine will run richer.
Unfortunately, the engine then always operates rich during full throttle, and the richness is greater
than necessary if the engine was running at a constant speed. That is why the engine may stutter
with a rich air/fuel ratio.
On the dynamometer, the engine generally must be one or two steps richer to reach maximum
power under acceleration tests than during steady-state tests at the same speed.
In a race car application, engines frequently accelerate at different speeds, rates, and times. First-
gear acceleration might exceed 2,000 rpm per second, while fifth-gear acceleration may be less
than 100 rpm per second as a vehicle reaches top speed. The same air/fuel delivery ratio will not
be correct in both situations. Currently, mechanical carburetor systems do not compensate for this
problem. Some fuel injection Engine Control Modules (ECMs) can be tuned to compensate for this
effect.
To determine how much enrichment is required for your particular engine, you must run a series
of tests at progressively richer settings at each of the acceleration rates your engine will experience
in its normal application. Usually the richest setting is required for the highest rate of acceleration
and the leanest setting for the best steady speed power. You cannot determine the correct mixture
by the air/fuel ratio, but only by the net power produced. For a performance engine application,
select the mixture for the acceleration rate that will be used the greatest portion of the time.
To determine how quickly air and fuel flow systems respond during acceleration testing, you can
perform a simple manual test by running the engine at a constant speed, such as 3,000 rpm at full
throttle. Manually record data by rapidly pushing the record button.
After 3 seconds, continue to record data rapidly, and increase the engine speed rapidly by
advancing the engine speed control knob upward approximately 500 rpm. Let the engine run
another 10 seconds at this point while you continue to record data manually as rapidly as possible.
If viewing this set of test data, you will see the actual air and fuel flow delivery readings: first at
3000 rpm and then at the higher test speed. By comparing the data changes over time, you can
determine how long it takes to reach a stable reading. Also examine the power. Power will
stabilize sooner than the fuel flow due to delays in fuel flow measurement.
This test should be the worst possible combination because you are making the most rapid step
change possible. It normally requires 5 to 7 seconds to reach a stable data point.
Production engines experience this problem to a lesser degree because of increased manifold heat
and the higher vapor pressure of typical pump gasoline. The extra manifold heat evaporates the
wall flow back into the airstream and promotes vaporization of the fuel droplets and spray flow.
Unfortunately, manifold heat also increases the air charge temperature and reduces the
volumetric efficiency at maximum power.
Airflow Measurement
SuperFlow Technologies Group A-5
A.3 Airflow Measurement
The SuperFlow airflow turbines used to measure air consumption of the engine on your dyno can
provide some very valuable information when evaluating the engines characteristics.
You are missing some critical information if you do not measure airflow. Volumetric efficiency,
airflow, air/fuel ratio, and Brake-Specific Air Consumption (BSAC) become critical missing links
in your engine test program.
The airflow turbine fan spins at a speed directly proportional to the volume flow rate. SuperFlow
air turbines are calibrated at six test points by comparison to standard orifices. This test is actually
performed on a flowbench, but the flowbench only compares the air turbine readings to the
standard orifice flows. A special mathematical formula correlates the orifice flow reading in cfm to
the airflow turbine frequency. The six flow orifice test data points are entered into the WinDyn
computer program.
The airflow volume is measured and transmitted to the data acquisition system. The data is
processed and calculated with the local barometer, vapor pressure and carburetor air temperature
to provide the displayed data in standard cubic feet per minute (scfm) or normalized liter per
second (Nl/s). The airflow would be in scfm if the atmospheric conditions were measured at
reference conditions, e.g., a barometric pressure of 29.92 inches of mercury, 60 degrees F, and no
water in the air (dry vapor pressure).
As a rule, an engine will consume approximately 1.25 scfm of air per horsepower (0.8 l/s per kW)
at peak torque while using approximately 1.4 scfm (0.9 l/s) at peak power.
Look at the Volumetric Efficiency (VE) and the BSAC columns. If the VE percentage is very high
(>100%) and the BSAC is substantial (>6.0 lbs/hp per hour or 3700 g/kWh), this indicates that
some of the air and fuel that could have generated more power went right through the engine and
was wasted. Therefore, check for a poor valve sealing or faulty camshaft design.
If the flowbench investigation indicated you have parts that should make strong power but the
dyno results are lower than expected, start by looking at the air related information the dyno
provides for the solution.
When measuring airflow, be aware that pulsations in the airflow or the fuel flow will cause errors
in the reading. Each engine induction cycle causes a pulse in airflow. Because the fan blades are
not symmetrical to airflow for forward direction versus backward, pulsating airflow will cause the
turbine to read consistently high or low, depending on the design and frequency. At higher
pulsation rates, this result tends to be very small. When running at lower speeds, pulsations can
cause significant errors.
For instance, a four-cylinder engine running at full throttle at 1500 rpm will have substantial
airflow pulsations. The frequency is low enough that the flow rate can be in error by as much as
15%. The solution is to add a dampening drum between the engine and the airflow sensor. The
damping drum should have a volume of 30 to 100 times the volume of the engine displacement. A
50-gallon (200-liter) barrel can be hung from the ceiling and connected to the engine with a 12-inch
(30-cm) diameter flex tube. The air turbine is attached to the end of the damping drum to
minimize the pulsation problem. This solution works well on a four-, six-, or eight-cylinder
engine.
NOTE: The readings from SuperFlow flowbenches cannot be used to directly calibrate the airflow
turbines. The flowbench compares the flow through an orifice to the flow through the test item. At sea-
level temperature and pressure, the air turbine and flowbench readings will be the same. At all other air
densities, the flowbench flow will differ from the air turbine flow by the square root of air density. For this
reason, SuperFlow recommends sending your air turbines to us for recalibration at least annually.
General Testing
A-6 XConsole SF-902 Operator Manual
A.4 Flowbench Correlation
It is widely known that the internal combustion engine is an air pump; therefore, modifying an
engine design to maximize its airflow will generate more power. Using your SuperFlow
flowbench and dynamometer in tandem will produce a reliable testing team in your ongoing
search for power.
When placing a cylinder head, intake manifold, or head and manifold together on the flowbench
for evaluation, resist the temptation to automatically make all the holes larger: airflow is more
dependent on the shape than it is on size. Airflow testing becomes mandatory in order to precisely
gauge the airflow capability of the components. What looks about right usually is not.
The entire intake system can be evaluated on the flowbench to indicate the level of power the
system will produce. The maximum airflow at a test pressure of 25 inches of water multiplied by
0.27 will estimate the horsepower (per cylinder) that the components can make. (When a test
pressure of 10 inches of water is used, the formula becomes the flowbench reading multiplied by
0.43). This number may shift slightly if the engine is not matched with the components or if the
engine is extremely efficient. This estimated power versus airflow number is a reliable indicator of
predicted performance.
Your flowbench can also produce a close estimate of the speed at which peak power will occur.
This determination is made by dividing 1266 by the displacement of one cylinder, then
multiplying the result by the maximum airflow measured at a test pressure of 25 inches of water.
This leads to one final calculation regarding torque: peak torque will be achieved at
approximately 75 to 76 percent of the engine speed for peak power.
For these estimates to be accurate, you must consider many factors. Key among them is assuming
the engines components are matched or will be tuned correctly for maximum airflow. If an
engine has components to effectively operate mechanically at 7,500 rpm, but has airflow capacity
to turn 10,000 rpm for peak power, it may never cross the finish line.
In addition, these formulas were derived for typical automotive four-cycle, V8-type gasoline
powered, normally aspirated engines. The formulas may not predict reasonable values for engines
of different configuration.
For additional information, refer to SuperFlow flowbench manuals.
Oil Temperature Control
SuperFlow Technologies Group A-7
A.5 Oil Temperature Control
Oil temperature affects engine power; therefore, an oil cooler is mandatory for any extended
testing. When using an oil cooler, it is important to note that the cooler can only control the
temperature of the oil entering the engine. The temperature of the oil exiting the engine is a
function of the oil flow rate and engine heat rejection.
The typical flow rate for an automotive engine is approximately 1 gallon (4 liters) of oil per minute
for each 1,000 rpm of engine speed. As oil passes through the engine, the oil temperature will rise
20 to 60F (11 to 33C), depending on power and speed. A rise of 60F is considered the maximum
for engine operation. A greater temperature difference means the oil is too thick or too thin at
some point in the engine lubrication cycle. Industrial and race engine designers try to limit the oil
temperature difference through the engine to approximately 20F (11C) for minimum wear and
block thermal distortions.
Keep the oil temperature constant during an engine test. A variation of 10F (6C) can change
measured power by 1%. SuperFlows optional oil cooling system works with both wet and dry
sump oil systems. It is important that the engine oil pass through a filter before entering the oil
cooler. If your engine should fail during testing, the oil cooler can become contaminated and will
be difficult to clean.
A.6 Torque versus Speed
All four-cycle engines running on gasoline without supercharging tend to develop approximately
the same maximum torque per cubic inch of displacement. This number is approximately 1.35 to
1.55 lbft of torque per cubic inch of displacement. This can also be expressed as a BMEP of 200 to
230 psi.
Despite the best efforts of engine builders over the years, nothing has improved this number
appreciably. (Again, this number is valid only for 4-cycle engines without supercharging running
on gasoline, no matter what the size.)
Engine stroke is a more important determinate of power. The stroke usually determines the speed
at which an engine develops its power. Typically, maximum power is developed when the
average piston speed is between 4,000 and 4,500 ft./minute (20 to 23 meters/second.)
Because power is equal to torque multiplied by speed divided by a constant ( )
and because the maximum torque for a given displacement is constant, the power per cubic inch is
directly proportional to engine speed. Since engine maximum speed is inversely proportional to
engine stroke, the shorter the stroke, the more power per cubic inch the engine can develop.
For example, an engine with a 3-inch stroke will develop maximum power at approximately 8,000
rpm, while an average engine with a 1.5-inch stroke will develop maximum power at
approximately 16,000 rpm. The maximum torque per cubic inch will be exactly the same for both
engines, but the maximum power per cubic inch will be twice as great for the shorter stroke
engine.
HP
Torque Speed
5 252.113 ,
--------------------------------------- =
General Testing
A-8 XConsole SF-902 Operator Manual
A.7 Fuel Injection Return Flow
Many new injected engines bypass part of the fuel and return it to the fuel tank. This introduces a
problem in measuring total fuel flow. While the SF-902 dynamometer can be configured to
subtract the fuel flow in one channel from the fuel flow in the other, this frequently produces
errors due to temperature difference, aeration, and pulsation problems. Refer to Figure A-2 on
page A-9.
A better way is to use an intermediate float system (Figure A-2). Fuel is delivered from the
SuperFlow engine stand front panel to a float can or canister (Figure A-1). With throttle body or
port injection systems, this can then provide the pressure pump that supplies the injection
systems. The bypass fuel is returned to the float can. Cooling coils may be added to the setup if the
return fuel is heated.
The engine dynamometer now measures only the makeup fuel flow to the system. The return fuel
flow causes no error. For typical production engines, fuel flow systems of this type are available
from SuperFlow.
Figure A-1. Fuel Canister

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.

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l

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i
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General Testing
A-10 XConsole SF-902 Operator Manual
A.8 Thermocouples
SuperFlow utilizes four kinds of type K thermocouples (yellow connector blocks, temperature
range from 01800 degrees F). Each thermocouple utilizes two wires to relay the temperature
signal.
SuperFlow switched to 0.125 thermocouples for the SF-902 systems because they provide faster
response times for improved data acquisition. Two types of 0.125" diameter thermocouples in a 4"
tube length feature either a closed or open end. Twenty-eight-gauge wire (0.020" diameter) is used
in both. If the open end version is employed for measuring air temperatures, you can expect a
response time of less than 0.18 seconds; the closed end thermocouple will require a 10-second
reaction time in an air stream. In liquids, their response time is less than 4 seconds.
The trade-off for faster response times is less longevity. The 0.125 open-tip probes will require
more frequent replacement if used for exhaust gas temperature measurement.
Figure A-3. Thermocouple Tips
A 0.25" diameter thermocouple tube is available in a 4" length with an open thermocouple end.
Utilizing 20-gauge wire (0.0285" diameter), it is ideally suited for measuring temperatures of air or
exhaust gases. Its response time to a step change in temperature is approximately 0.3 seconds.
This response time is a function of the thermocouple and not a limitation of software.
A second 0.25"-diameter thermocouple tube also has a 4" length and uses a closed end. Also fitted
with 20-gauge wire (0.0285" diameter), the closed-end model is specifically designed for
measuring fluid temperatures. The response time for temperature changes in fluid is
approximately 10 seconds. (While this closed-end version could be used to measure air
temperatures, the air response time is much greater).
Table A-1. Thermocouple Specifications
Use Diameter Length Wire Gauge Time Constant
Air, exhaust 0.25", 6.35 mm 5", 127 mm 20#, 0.028" dia < 0.3 sec
Fluids 0.25", 6.35 mm 5", 127 mm 20#, 0.028" dia <10 sec
Air, exhaust 0.125", 3.17 mm 5", 127 mm 28#, 0.020" dia < 0.18 sec
Fluids 0.125", 3.17 mm 5", 127 mm 28#, 0.020" dia < 4 sec
Closed Tip
Open Tip
Thermocouples
SuperFlow Technologies Group A-11
Proper placement of the thermocouples is critical to proper exhaust gas measurement. The
thermocouple must be placed in the high-velocity flow area of the exhaust pipe to obtain uniform
readings. As a rule, a protrusion of at least 0.31" (8 mm) into the gas stream is a minimum
placement figure. Most SuperFlow users report very good results at 0.37" (9 mm) protrusion. It is
also important to index the open end of the tip so gases flow evenly across both types of wire and
through the opening.
Thermocouple readings are affected by the radiation of heat from the surrounding pipe. Cast-iron
exhaust headers, for example, run hotter on the interior surface and radiate heat back to the
thermocouple. As a result, the thermocouple can read up to 150F (80C) hotter than with a thin-
walled steel header pipe. Conversely, pipes cooled with an air blower will register a lower
temperature reading than uncooled pipes, even though the gas temperature is actually the same.
Stainless pipes have a different heat reflection than mild steel.
Because the exhaust gases are only flowing over the thermocouples for about 40% of each engine
cycle, the temperature readings average 150 to 200F (80 to 110C) less than the true average
exhaust gas temperature.
Two final factors which induce fluctuations in thermocouple readings are contamination and
vibration.
Proper maintenance procedures for these thermocouples include cleaning the plug contacts
periodically. If you encounter erratic thermocouple readings at any time during a test, your first
troubleshooting procedure is to unplug and plug the thermocouples to regain contact lost through
vibration. You can normally spot a loose contact by lower-than-normal temperature readings. On
the other side of the spectrum, an erratically high temperature reading is often the result of
ignition noise.
Many thermocouple make specialty thermocouples for other categories of temperature
measurements. The only requirement of the SuperFlow dynamometer system is that the
thermocouples be type K (other types can be used if the system is configured for those types with
the proper electronic module).
SuperFlow recommends using ungrounded types because they induce less Radio Frequency
Interference (RFI) noise into the data acquisition and control system. A grounded thermocouple
will respond faster but will also introduce ignition noise into the system. Any thermocouple you
install should have a shielded wire cable if applying it to a spark ignition engine. You may also
use an ohmmeter to check if the thermocouple is shorted to ground or open.
General Testing
A-12 XConsole SF-902 Operator Manual
A.9 Barometric Pressure
The barometric pressure reading has the most influence on the correction factors used in
SuperFlow dynamometers. But what the dynamometer uses is "uncorrected" or "station"
atmospheric pressure. This would be the actual barometric pressure at your specific location.
Unless you live at sea level, the weather report broadcast on the local television channel is not the
station pressure because the weather service always "corrects" the local barometric pressure to
sea-level conditions for comparison purposes.
As a rule of thumb, for every 1000 foot elevation above sea level the barometric pressure will drop
approximately 1 inch of mercury. The standard sea-level pressure is about 30 inHg. So, if you are
at an elevation of 2,000 feet the actual station pressure should be close to 28.00 inHg.
SuperFlow dynamometer systems are equipped with a barometric pressure transducer and will
keep track of current barometric pressure conditions. However, just as you must calibrate the
torque system occasionally, you must also check and calibrate the barometric pressure transducer.
The first step is to obtain a valid barometric pressure reading.
In the past, dyno operators could call their local airport and get an uncorrected barometer reading.
Depending on how far away the airport was, this would generally work even if it wasn't precise.
Today, with the new technology and automated weather systems at most airports, you cannot get
an uncorrected barometer reading. To ensure accurate baro readings on the dyno, SuperFlow
recommends purchasing a mercurial barometer or a compact weather station that gives an
uncorrected baro reading and use it to regularly check the calibration of the dynamometer baro
sensor. VWR International (www.vwrsp.com) is a good source for weather instruments
commonly used by engine tuners at race tracks.
A.10 Noise Interference
Radio Frequency Interference (RFI) and Electromagnetic Interference (EMI) are always a problem
with electronics around high-output ignition systems and other high-energy devices. Both can
occur simultaneously. The radiated energy from a high-frequency section on a TIG welding
machine even can cause interference. The way SuperFlow isolates electronics suggests customers
address the phenomena specifically applies to SuperFlow equipment. SuperFlow has a high
success rate for these applications, and our customers typically work with all the various high-
output ignitions, including the high-energy, high-frequency plasma units.
Carefully separate all sensors and cables from close proximity with the ignition wires.
Do not run a sensor cable parallel with an ignition wire.
If a sensor must cross the path of an ignition wire, make it cross at 90 deg if possible (and
with space between).
Consider putting a Faraday cage (device for shielding electronic noise) around your ignition
amplifier.
The amplifier (ignition) case should be grounded to the dynamometer stand (check with the
ignition manufacturer).
Keep the coil wire (when used) to less than 18" in length.
Do not use solid-core spark plug wires.
Verify ground paths from spark return to battery (a very good filter in itself).
Do not leave a timing light connected while running tests.
Check all the above often.
Suggested Engine References
SuperFlow Technologies Group A-13
A.11 Suggested Engine References
It is good to have a number of engine reference books available. SuperFlow considers the
following list essential and recommends adding them to your own library or accessing the public
library.
Internal Combustion Engines in Theory and Practice, Volumes I & II, C. F. Taylor, 1966;
MIT Press, ISBN 0-262-70015-8.
Internal Combustion Engines and Air Pollution, Edward F. Obert, 1973; Harper & Row,
ISBN 0-352-04560-0.
Internal Combustion Engine Fundamentals, John B. Heywood, 1988; McGraw-Hill,
ISBN 0-07-028637-X.
Applied Combustion, Eugene Keating, 1993; Marcel Dekker, Inc., ISBN 0-8247-8127-9.
Engine Testing Theory and Practice, M. Plint and A. Martyr, 1995; Butterworth-Heinmann,
ISBN 0-7506-1668-7.
Experimental Methods for Engineers, J.P. Holman, 1966; McGraw-Hill, ISBN 0-07-029613-8.
General Testing
A-14 XConsole SF-902 Operator Manual
Introduction
The Dyno Cell
The Dynamometer
The Operator
The Engine
Tuning Tips
APPENDIX B
SUPERIOR REPEATABILITY
CONCEPTS
Introduction
SuperFlow Technologies Group B-3
B.1 Introduction
The following concepts were originally presented by Jim McKenzie of Hendrick Engines
Dynamometer Labs during the 1998 Advanced Engineering Technology Conference (AETC) .
These are intended as guidelines for using an engine dyno and obtaining maximum repeatability
in your results. Following these guidelines can result in +/ 0.1% repeatability. SuperFlow added
additional information to provide the necessary guidelines to get the most from your SuperFlow
product.
B.1.1 The Dyno Cell
Airflow across the engine is a must. It must be sufficient to evacuate the test cell at least 8 to
10 times per minute. Look for 1" to 1.75" water pressure drop in your test cell.
Engine intake air should be sealed off from the environment inside the test cell. The engine
should draw its air from the shop if possible or use outside shop air. Additionally, you may
add a fan to purge air in the plenum.
Use some type of exhaust system and keep it sealed as well as possible. Many times you will
be working in the test cell with the engine running. Hazardous fumes will be present unless
you use some type of exhaust. Also, consider noise abatement requirements for your area
and use mufflers where required. Critical-grade industrial mufflers are a good choice. You
also want little or no back pressure in your exhaust system.
Make sure your water system is adequate for your testing needs. You will use
approximately 10 gallons per minute for every 100 horsepower (56 gpm if you are not
running a cooling tower). To rapidly warm up engines, a separate pre-heated water system
can be employed, but we recommend using the dyno water system for engine cooling.
Pressurized cooling towers will increase repeatability to test the engine under more realistic
conditions.
B.1.2 The Dynamometer
Calibrate, calibrate, calibrate!!! Ensuring your dyno's torque measurement system is
correctly calibrated is critical to obtaining repeatable results. The Hendrick team calibrates
before and after each test. Other teams calibrate every morning and keep a log of calibration
results. All use precision weights. Also, ensure you have loaded correct calibration values
for your fuel and air turbines.
Keep your dyno in good operating condition and follow the proper maintenance
procedures. Change the absorber oil at least every 60100 hours of operation with 10w30
synthetic oil (60 cc for standard absorber, 120 cc for 871 absorber). Keep your dyno and test
cell clean. Preciseness comes from cleanliness!
Keep spare parts available. SuperFlow recommends a zero-downtime kit consisting of servo
valves, engine speed pickups, water filters and absorber pump seals. Those parts and a few
others are essential to have on hand during crunch time.
Contact SuperFlow Customer Service for details and ordering.
Oil and water temperature management is absolutely essential for repeatability. SuperFlow
sells a pressurized cooling tower and an oil cooling heat exchanger. Invest in both.
Superior Repeatability Concepts
B-4 XConsole SF-902 Operator Manual
Fuel system management is also critical. Fuel flow and pressure rates should be consistent.
Fuel temperature must also be maintained to get repeatable Brake-Specific Fuel
Consumption (BSFC) and Air/Fuel (A/F) ratio numbers. Fuel temp is also critical to power
repeatability.
Airflow measurement is crucial. It provides Brake-Specific Air Consumption (BSAC) and
volumetric efficiency numbers. Make sure your air turbines are calibrated. Send them back
to SuperFlow yearly to have them checked. Keep your calibration numbers handy so you
can verify the proper ones are loaded in your software.
Buy a mercury barometer to obtain the correct barometric pressure reading for calibrating
the dyno. Correct the reading for temperature and gravity.
B.1.3 The Operator
Be smooth and consistent.
Start every test of record with the same oil and water temperatures.
Develop appropriate test methodologies and routines specific for your application. For
instance, Hendrick Engines tests from 54008700 on open motors and 49007300 on
restrictor plate motors. They use 100 rpm accel rates and critically monitor oil and water
temps. Allow the engine to stabilize at an rpm before pressing START to begin the test.
Average your test data before attempting to analyze it. The WinDyn software allows
multiple tests to be averaged together. Use a minimum of three tests. Engines do not repeat
well, so by averaging the tests, you'll get a much more realistic picture of what the engine is
doing. You can also average columns of data in WinDyn.
Always optimize the engine after any changes. Try to return to the same A/F ratio setting
before determining if the change made an improvement or not.
Also, optimize the A/F ratio for atmospheric conditions. Hendrick Engines uses O2 sensors
in each cylinder and one in each collector. We believe O2 sensors are crucial for
repeatability.
Try to minimize the correction factor, if possible. Don't dyno on bad air days.
Systematically return to the baseline configuration during the course of your testing. This
helps ensure the improvements you saw were indeed from the changes you made.
As atmospheric conditions change, re-establish the correct A/F ratio.
B.1.4 The Engine
The engine must be properly broken in using your established break-in procedure.
The engine's state of tune is critical for good repeatability. A badly running engine will not
repeat.
Introduction
SuperFlow Technologies Group B-5
B.1.5 Tuning Tips
Remember, G-forces cannot be duplicated on the dyno, so jetting on the dyno will be
different than jetting required on the track.
Jet for maximum power, and let BSFC fall where it may.
Use step testing to jet and to work on BSFC. Step testing is far more accurate than accel tests
for jetting work.
Typically, for every 100 rpm change in acceleration rate, you lose approximately 2 to 3 lb-ft
of torque. Most circle track teams test at 100 rpm acceleration rates. Drag racers use 300 or
600 rpm rates.
The best way to measure A/F ratio is through the use of O2 sensors. Hendrick Engines uses
10one in each header tube and one in each collector.
The air turbine must be on straight and sealed to get repeatable results.
Superior Repeatability Concepts
B-6 XConsole SF-902 Operator Manual
Critical Spares
Frequently Ordered Parts
Cables
Console, Sensor Box, Relay Box
Pressures, Temperatures
Analog Voltage Panel, Engine Control Panel
Dyno Absorber Stand, Engine Cart, SF-1
Engine Absorber Stand
Water System
Servo Valve, Throttle, Fuel System
Air Turbines
Engine Cooling Systems
Coolant and Oil Turbines
Lambda
Miscellaneous
Absorbers
Calibration
Magnetic Speed Sensors (Mag Pickups)
Drive Accessories and Input Shafts
SF-833 and SF-871 Absorber
Miscellaneous
Racers Pack Engine/Absorber Stand
APPENDIX C
PARTS LIST
Critical Spares
SuperFlow Technologies Group C-3
C.1 Critical Spares
Description Part Number
Qty
*
* Quantities listed are the recommended number to have on hand. They may not reflect the actual number of
pieces used in the system.
Application
Power supply, ATX switcher E4190P-0235 1 Console and sensor box
Throttle diaphragm 3200P-4112 2 Both console and stand
Servo valve, dyno control 1200A-0839 1 Load control
Gasket, round servo 3200P-0001 2 Servo valve
Gasket, square servo 3200P-0002 4 Two required for valve
Sub-assembly, foot valve 1200A-0840 1 Dyno intake
Filter, water 4500P-5060 1 Dyno intake
Seal, pump 3200P-0750 1 SF-833 and SF-871
SF-MP1 Mag tach pickup 1200A-0836 1 SF-833 speed sensor
Tach pickup assembly 1200A-1277 1 SF-871 speed sensor
Thermocouple, 1/4 X 4, open tip 1510P-2500 2 Gases
Thermocouple, 1/4 X 4, closed tip 1510P-2501 2 Liquids
Thermocouple, 1/8 X 4, open tip 1510P-1800 2 Gases
Thermocouple, 1/8 X 4, closed tip 1510P-1801 2 Liquids
Cable, type K TC extension 1200A-1591-x 2 X indicates length
Fitting, 1/8T X 1/8 MPT 3500P-2012 2 Thermocouple compression
Fitting, 1/4T X 1/4 MPT 3500P-2013 2 Thermocouple compression
Parts List
C-4 XConsole SF-902 Operator Manual
C.2 Frequently Ordered Parts
This list contains a portion of frequently ordered parts and accessory parts for an SF-902,
XConsole, NSCR, or Racers Pack dynamometer system.
C.2.1 Cables
Description Length Part Number Application
Cable, Cat-5 Shielded 35-ft E4330P-04504 Sensor box to console (2 ea)
Sensor box to computer
Sensor box to relay box
Cable, Cat-5 Shielded 50-ft E4330P-04505
Cable, Air 1 15-ft 1200A-2044 Airflow turbine or meter
Cable, Air 2 15-ft 1200A-2045 Airflow turbine or meter
Cable, Fuel 1 15-ft 1200A-2046 Fuel flow turbine or meter
Cable, Fuel 1 3.5-ft 1200A-2046-01 Fuel flow turbine or meter
Cable, Fuel 2 15-ft 1200A-2047 Fuel flow turbine or meter
Cable, Fuel 2 4-ft 1200A-2047-01 Fuel flow turbine or meter
Cable, Load Cell 15-ft 1200A-2048 Strain gauge
Cable, Load Cell 4.5-ft 1200A-2048-01 Strain gauge
Cable, Tach 15-ft 1200A-2049 rpm speed pickup
Cable, Tach 5-ft 1200A-2049-01 rpm speed pickup
Cable, Tach 15-ft 1200A-2049-EC Use with 3010 mag pickups
Cable, Servo 15-ft 1200A-2050 Servo valve
Cable, Servo 5-ft 1200A-2050-01 Servo valve
Cable, Aux 1 & Aux 2 1-ft 1200A-2052-01 Lambda or voltage input
Cable, eddy current control 35-ft 1200A-2059 EC and E-stop
Cable, coolant flow turbine 15-ft 1200A-2057-CLNT Requires mag pickup
Cable, oil flow turbine 15-ft 1200A-2057-OIL Requires mag pickup
Cable, Blowby meter 15-ft 1200A-2045-902 Connects to Air 2 channel
Cable, universal battery voltage 15-ft 1200A-2861 Connects to 1200A-2052-01
Cable, temp/switch control 35-ft 1200A-2815 Console to relay box
Cable, toggle switch control 35-ft 1200A-2830 Console, unterminated
Cable, 4-20mA Control 10-ft 1200A2827 Controls 3, 4
Cable, 4-20mA Control 15-ft 1200A2066 Controls 3, 4
Frequently Ordered Parts
SuperFlow Technologies Group C-5
C.2.2 Console
Description Part Number Application
Panel, controller 1200A-2932 Load and throttle
Power supply, ATX switcher E4190P-0235
Assembly, Power Switch 1200A-2813 Power switch with keys
Panel, switch assembly, 4 1200A-2933 Push-button switches
Label, switch, blank 2430Z-0915-0 Push-button switches
Label, switch, Ign/fuel/starter/fan 2430Z-0915-1 Push-button switches
Label, switch, pump/sump/heat/char 2430Z-0915-2 Push-button switches
Label, switch, 1/2/3/4 2430Z-0915-3 Push-button switches
Label, switch, 5/6/7/8 2430Z-0915-4 Push-button switches
Label, ign/fuel pump/start/aux1 2430Z-0915-9 Push-button switches
Panel assy, 3 rocker switch 1200A-2934 Toggle switches
Kit, 3 relays, with cable 1200A-2831 Toggle switches
Label 1, switch, oil/supply/battery 2430Z-0914-1 Toggle switches
Label 2, switch, eng/boost/light 2430Z-0914-2 Toggle switches
Label 3, switch, water/sump/fan 2430Z-0914-3 Toggle switches
Label 4, switch, Ign/pump/starter 2430Z-0914-4 Toggle switches
Label 5, switch, 1/2/3 2430Z-0914-5 Toggle switches
Gauge, manifold 30 in/Hg to 20 psi 4600P-4403
Gauge, oil pressure 0100 Ultra-lite 4600P-4421
Meter, panel, torque 01000
*
* Large style analog meters are no longer available. Faceplates for those meters are still available.
E4600P-1001-01 SF-902 console, 6
Meter, panel, speed 010000* E4600P-1002-01 SF-902 console, 6
Meter faceplate, 01000 TQ/PWR E4600P-0001 SF-902 console, large
Meter faceplate, 010000 rpm E4600P-0002 SF-902 console, large
Meter faceplate, 020000 rpm E4600P-0008 SF-902 console, large
Meter faceplate, 0300 TRQ E4600P-0009 SF-902 console, large
Meter, panel, 010000 rpm E4600P-214833 XConsole Pro
Meter, panel, 01000 TRQ E4600Z-214833-T XConsole Pro
Meter faceplate, 02000 TRQ E4600Z-2000 XConsole Pro
Meter faceplate, 020000 rpm E4600Z-20000 XConsole Pro
Parts List
C-6 XConsole SF-902 Operator Manual
C.2.3 Console to Dyno Stand Hoses
The SF-902 console normally has two mechanical gauges installed, oil pressure and manifold air
pressure. Most SuperFlow engine dynamometers typically have a hydraulic (water) throttle
controller mounted on the operators console. The gauges and the throttle require nylon hoses
connecting the console to the dynamometer stand.
The following are the parts necessary to assemble the throttle, manifold air pressure, and oil
pressure hoses with the required fittings. The standard hose lengths for a typical system is 30 feet.
Specific lengths can be ordered as needed.
The fittings mounted on the console gauges contain the compression sleeve and nut when
originally installed. SuperFlow does not stock loose compression sleeves or nuts. Therefore, we
ship the entire fitting with the hose kit. Use the sleeve and nut from the new fitting to attach the
hoses to the console gauges. Throw the unused pieces in your spare parts bin.
NOTE: Do not use anything other than nylon tubing or reinforced rubber hose to minimize swelling
when pressurized, especially for the throttle hoses.
Description Part Number Quantity Application
Throttle
Tubing, Black Nylon NSR 3/8 2500P-6638 Console to stand
Quick Disconnect, 1/4 Female 3500P-2216 1 Throttle, stand actuator
Fitting, 3/8 tube x 1/8 MPT 3500P-9683 1 Throttle, console actuator
Fitting, 3/8 tube x 1/4 MPT 3500P-9684 1 Throttle, stand actuator
Manifold Air Pressure
Tubing, Black Nylon, NF 3/16 2500P-3316 Console to stand
Quick Disconnect, 1/8 Male 3500P-1111 1 MAP, stand
Insert, Hose, 3/16 3500P-9673 2 MAP
Elbow, 3/16 tube x 1/8 MPT 3500P-9691 1 MAP, stand
Elbow, 3/16 tube x 1/8 FPT 3500P-9700 1 MAP, console gauge
Oil Pressure
Tubing, Black Nylon NF 1/4 2500P-4404 Console to stand
Quick Disconnect, 1/8 Female 3500P-2111 1 Oil Pressure, stand
Insert, Hose, 1/4 3500P-9674 2 Oil Pressure
Fitting, 1/4 tube x 1/8 MPT 3500P-9682 1 Oil Pressure, stand
Elbow, 1/4 tube x 1/8 FPT 3500P-9701 1 Oil Pressure, console gauge
Frequently Ordered Parts
SuperFlow Technologies Group C-7
C.2.4 Sensor Box
C.2.5 Pressures
Description Part Number Application
SF1853 handheld controller 1200A-1853-02 Racers Pack
Key, sensor box 3430P-3515
LCD display (2 displays per panel) 1200A-2470-x X indicates # of displays
Power supply, ATX switcher E4190P-0235 Console and sensor box
Power supply, AT switcher E4190P-4145 Old style sensor box
Fuse, 2A, 5x20 mm, slow blow E4320P-213002 115/120VAC
Fuse. 4A, 5x20 mm, slow blow E4320P-213004 208/240VAC
Cable assembly, power switch 1200A-2260-01
Kit, pedestal mount w/ 15-ft cables 1200A-2471-01
Kit, wall mount 1200A-2472 Cables not included
Kit, absorber stand mount w/ 4-ft cables 1200A-2474
Kit, ceiling mount 1200A-2948 Cables not included
Description Part Number Application
Hose, 3x-3 10ft SST 3600P-623120
Hose, 4x-4 10ft SST 3600P-641120
Adapter, 1/8 X # 3 fitting 3500P-20210203
Adapter, 1/8 X # 4 fitting 3500P-20210204
Kit, transducer, 5 psi, board mount 1200A-PS0505 Gases
Kit, transducer, 100 psi, board mount 1200A-PS0100 Gases
Kit, transducer, 150 psi, board mount 1200A-PS0150 Gases
Kit, transducer, -5/+5 psi, board mount 1200A-PS5005 Gases
Kit, transducer, -30/+30 psi, board mount 1200A-PS3030 Gases
Kit, transducer, -100/+100 psi, board mount 1200A-PS100100 Gases
Kit, transducer, 150psi, metal can 1200A-PR0150 Liquids
Kit, transducer, 300psi, metal can 1200A-PR0300 Liquids
Replacement transducers, use 1200A-Pxxxxx pressure kits for adding transducers
Transducer, 5/+5 psi, board mount E1510P-40021 Inlet air, exhaust
Transducer, 5 psi, board mount E1510P-4005
Transducer, 30/+30 psi, board mount E1510P-40151 Aux 4, Aux 5
Transducer, 100/+100 psi, board mount E1510P-41001 Manifold, Aux 8
Transducer, 150 psi, board mount E1510P-4150
Transducer, 150 psi, metal can E1510P-5150 Oil, fuel
Transducer, 300 psi, metal can E1510P-5300
Parts List
C-8 XConsole SF-902 Operator Manual
C.2.6 Temperatures
C.2.7 Analog Voltage Panel
Description Part Number Application
Temp/humidity probe, 15-ft cable 1200A-0245-15
Temp/humidity probe, 40-ft cable 1200A-0245-40
Temp/humidity probe, 50-ft cable 1200A-0245-50
TC, 1/8 X 2, closed tip 1510P-1202 Oil and coolant systems
TC, 1/8 X 4, open tip 1510P-1800 Gases
TC, 1/8 X 4, closed tip 1510P-1801 Liquids
TC, 1/4 X 4, open tip 1510P-2500 Gases
TC, 1/4 X 4, closed tip 1510P-2501 Liquids
Cable, type K TC extension 1200A-1591-x X indicates length (5, 10, 15, &
35 feet)
Collar, 1/4 shaft F3110P-0250 Weld on
Fitting, 1/8t X 1/8 MPT thermocouple 3500P-2012 Swaglok compression
Fitting, 1/4t X 1/4 MPT thermocouple 3500P-2013 Swaglok compression
Psychrometer 5100P-1330 Wet/dry temperature
Description Part Number Application
Cable, analog input, BNC 1200A-2462-01-x 25-ft cable (X indicates LEMO color)
Cable, analog input, unterminated 1200A-2462-x 25-ft cable (X indicates LEMO color)
Kit, analog cables, unterminated 1200A-2462-KIT Eight cables, 25-ft, all LEMO colors
Freq to volt adapter, mag 1 Khz 1200A-2431-01 15-ft cable (specify connector type
and LEMO color)
Freq to volt adapter, mag 5 Khz 1200A-2431-05 15-ft cable (specify connector type
and LEMO color)
Cable, battery input 1200A-2860
1200A-2188
Requires both cables, used with 20V
input channel, black LEMO, 15-ft
Cable, remote pressure transducer 1200A-2469-0x 15-ft cable (X indicates LEMO color);
use with metal can transducers
Transducer, 30 psi, metal can E1510P-5030
Transducer, 50 psi, metal can E1510P-5050
Transducer, 150 psi, metal can E1510P-5150
Transducer, 300 psi, metal can E1510P-5300
Transducer, 2000 psi, metal can E1510P-5320
Frequently Ordered Parts
SuperFlow Technologies Group C-9
C.2.8 Engine Control Panel
C.2.9 Relay Box
Description Part Number Application
Cable set, engine control panel 1200A-2916 Ign, fuel, start, aux, mag
Cable, auxiliary (15-ft) 1200A-2916-AUX to auxiliary device
Cable, battery (15-ft) 1200A-2916-BAT to battery
Cable, fuel (15-ft) 1200A-2916-FUEL to fuel pump
Cable, ignition (15-ft) 1200A-2916-IGN to ignition
Cable, magneto kill (15-ft) 1200A-2916-FUEL to mag kill
Cable, starter (15-ft) 1200A-2916-STR to starter
Cable, dual starter (15-ft) 1200A-2916-DS with high-current relay
Cable, remote starter, free (4-ft) 1200A-2924 Handheld switch
Cable, remote starter, stand mt (15-ft) 1200A-2823 2 mounted on absorber stand
Circuit breaker, 50-amp E4200P-1550 Internal, DC in
Fuse,10A/3AG slo blo 32V E4320P-313010 Unswitched DC out
Description Part Number Application
PCB, relay control 1200A-1724
PCB, relay backplane 1200A-1737
Cable, battery input 1200A-1601
Cable, switch/temp control 1200A-2815 To console (switch control)
Cable, CAT-5 shielded E4330P-04504 To sensor box (communication)
DB9/RJ45 serial adapter 1200A-2056 Requires Cat-5 cable
Power supply, 12 V E4190P-17612
Relay, SPDT 12 VDC E4295P-20112 240V 10A contact rating
Relay, DPDT 12 VDC E4295P-1012 240V 10A contact rating
Relay, Bosch, SPST 12 VDC E4295P-4113 Low voltage/high current
Terminal, push-on, 14ga, blue E4340P-5187
Terminal, push-on, 18ga, red E4340P-5759
Fuse, 1.5A/3AG Slo Blo E4320P-3130015 110VAC
Fuse, 30A/3AG Slo Blo E4320P-313030 12VDC
Power cord E4330P-31201 Standard IE power cord
Parts List
C-10 XConsole SF-902 Operator Manual
C.2.10 SF-902 and NSCR Absorber Stand
Description Part Number Application
Battery switch T4310P-0826
Cable, remote start assembly 1200A-2823 Complete with 2 switches & cable
Switch, SPST, NO, pushbutton E4310P-4001
Dyno Prime Assembly
SF-902, complete 1200A-0825X with valves, tubing, & fittings
NSCR, complete 1200A-0825-1 with valves, tubing, & fittings
Solenoid valve, 12V 4100P-1383 XDyno & NSCR
Check valve 4100P-0101 XDyno & NSCR
Tubing, black nylon 1/4 440nf 2500P-4404 Dyno prime, seal feed, throttle
Float switch kit 1200A-FS01 Return water pump control
Float switch 4310P-0280
Bulkhead, float switch E4340P-1250
Foot valve assembly, SF-902 1200A-0980X Longer length
Valve sub-assembly 1200A-0840 Foot valve
Filter, water 4500P-5060 Dyno intake
Gauge, fuel pressure, 015 psi 4600P-5411
Gauge, oil pressure, 0100 psi 4600P-4421
Ground strap assy, XDyno stand 1200A-0824-1 2 flat-braid straps, 14 & 30
Heat shield, rear 2300Z-2967
Heat shield, left 2300Z-2967L
Heat shield, right 2300Z-2967R
Pressure boost assembly, SF-902 1200A-1126-1 Complete w/ valve, hose, & fittings
Pressure boost assembly, NSCR 1200A-1126-2 Complete w/ valve, hose, & fittings
Valve, 3/4 FPT ball 4100P-0075 Pressure boost
Water tank assembly 1200A-2952 Complete w/ valves
Valve, hydraulic 10-150psi 4100P-3116 Regulator valve
Valve, Pilot XDyno 4100P-3166 Float valve in tank
Frequently Ordered Parts
SuperFlow Technologies Group C-11
C.2.11 SF-1 Engine/Absorber Stand
The following parts are used in the engine/absorber stand for a Racers Pack system and for an
upgraded SF-901 dynamometer system.
Description Part Number Quantity
Stand, complete 1200A-1477 1 Racers Pack
Support, Engine mount, Adj. 2300Z-0845 2
Support, Engine Mount Base 2300Z-0844 2
Support, Narrow Up-right 2300Z-7872-1 1 clears exhaust pipe
Support, Rear Cross member 2300Z-0843 1
Casters, kit w/ hardware 1200A-0872L 1
Caster, fixed 5 3430P-0904 2
Caster, swivel 5, w/ brake 3430P-0905 2
Check valve, 1/8 ball 3500P-2634 1 SF-1 Dyno prime & seal feed
Coupler, female Camlok, 3 FPT 3500P-8917 1 Water tank outlet
Coupler, female Camlok, 1- Hose T3500P-9014 1 Water tank inlet
Dyno prime assembly 1200A-0825 1 SF-901 stands only
Valve, check 1/8 MPT 4100P-0101 1
Valve, solenoid 4100P-1383 1
Switch, pressure 4310P-0515 2
Foot valve assembly, SF-1 1200A-0980 1 Complete w/ hardware
Valve sub-assembly 1200A-0840 1 Foot valve
Filter, water 4500P-5060 1 Dyno intake
Pressure boost Assembly 1200A-1126 1 Complete w/ valve, hose, &
fittings
Valve, 3/4 FPT ball 4100P-0075 Pressure boost
Switch assembly, remote start 1200A-2823-01 1 With 2 switches & cable
Switch, SPST, NO, pushbutton E4310P-4001 2
Throttle actuator assembly 1200A-0805 1
Throttle arm assembly 1200A-0822 1
Tubing, black nylon, 440NF 2500P-4404 Dyno prime & vent, throttle
Water tank assembly 1200A-0801-1 1 Complete w/ float valve
Valve, float 4100P-0610 1
Float, ball 4100P-0448 1
Parts List
C-12 XConsole SF-902 Operator Manual
C.2.12 Docking Engine Cart
C.2.13 Servo Valve
Description Part Number
Engine cart, SF-902 complete 1200A-2900
Caster, swivel 3430P-0910
Caster, rigid 3430P-0911
Tube, motor mount, 9 2400Z-2900
Tube, motor mount, 14 2400Z-2901
Motor mount, single 2300Z-2902
Motor mount, double 2400Z-2903
Drip tray 2430Z-2900
Description Part Number Application
Servo valve, dyno control 1200A-0839 Complete assembly
Servo valve rebuild kit, Level 1 1200A-2600 Standard rebuild kit
Servo/pot assembly 1200A-0814
Servo valve adapter kit 1200A-0880
90
o
servo adapter kit
1200A-0880-1
Coupling, rubber servo 3300P-1211
Gasket, round servo 3200P-0001
Gasket, square servo (2 required) 3200P-0002
HHCS, -20 x 4 SST 9.33-4.50-10C Valve mount, coarse thread
HHCD, -28 x 4 PLTD grade 8 9.34-4.50-10G Valve mount, fine thread
Washer, split lock 9-07-W000-25C Valve mount bolts
Socket set screw, 10-24x3/16 SST 9-29-.187-11C Shaft coupling, 2 required
Frequently Ordered Parts
SuperFlow Technologies Group C-13
C.2.14 Throttle
Description Part Number Application
Adapter, Holly carburetor 3420P-71705
Adapter, Holly carburetor, Dominator 3420P-71708
Cable, sensor box to SF-1805 1200A-2340 Electric throttle, all models
Cable, SF-1805 to actuator 1200A-0967 Jordan actuator
Diaphragm, rubber 3200P-4112 for hydraulic actuator
Diaphragm upgrade kit 1200A-801 Piston w/ O-ring & diaphragm
Hydraulic actuator assembly 1200A-0805 SF-1 stand
Hydraulic actuator assembly 1200A-0805-1 SF-902 stand
Hydraulic actuator assembly, generic 1200A-0806 Console, SF-902 & NSCR stand
Throttle arm assy, engine stand 1200A-0822 XDyno, NSCR, SF-1
Ball end, 1/4-28 F3430P-0107 Throttle rod, large swivel
Bushing, throttle spring 2400Z-0838
Hairspring 4330P-0115
Rod end, 1/4 x 28 male 3100P-0341
Throttle cable, kit 4330P-80100 3 ft Terry cable
Throttle cable, kit 4330P-80101 5 ft Terry cable
Throttle, electric control system 1200A-THW Woodward ProACT actuator
Driver / Power Supply 1200A-1805-W
Cable, SF-1805-W to actuator 1200A-0967-W
Actuator, Woodward ProACT III E4190P-8404-213
XConsole panel controller 1200A-2932
Throttle, Morse cable 1200A-2511 upgrade kit
Throttle rod assembly, 24 1200A-0859 Rod & 1/4-28 ball end
Throttle rod assembly, 36 1200A-0859-36 Rod & 1/4-28 ball end
Throttle rod assembly, 48 1200A-0859-48 Rod & 1/4-28 ball end
Throttle, swivel, damper control 3430P-1107 Throttle arm, large fixed
Parts List
C-14 XConsole SF-902 Operator Manual
C.2.15 Fuel System
C.2.16 Air Turbines
Description Part Number Application
Fuel pump assembly, MagnaFuel 1200A-0816-1 XDyno, NSCR
Fuel pump, MagnaFuel 4450 3820P-4450 Pump/filter assembly
Rebuild kit, MagnaFuel 4450 Pump 3820P-4450-SK
Regulator, MagnaFuel 3820P-2901
Diaphragm, MagnaFuel Regulator 3820P-9400
Fuel pump assembly, Holley 1200A-0820-01
Fuel pump, Holley 3820P-2802
Fuel filter 4500P-0001 For Holley fuel system
Fuel turbine, standard 100CS 1510P-0001
Fuel turbine electronics assembly 1200A-0901-3
Low flow turbine (.3-30 GPH) 1200A-FF109 Requires 1200A-2046 cable
Gauge, fuel pressure 015 4600P-5411 XDyno stand
Graduated cylinder 5100P-0069
Hydrometer 5100P-0106
Description Part Number Application
Adapter, carb/air duct Holley 1200A-2965 See Figure C-1 on page C-15
Ceiling-mounted 9" air turbine assembly 1200A-2954 See Figure C-2 on page C-16
4 inch air turbine, 4-150 cfm 1200A-0850 With 4 guide
6 inch air turbine, 10-800 cfm 1200A-0855
9 inch air turbine, 20-1200 cfm 1200A-0856 With 7.25 adapter
Guide, air turbine, 4 2300Z-0877
Adapter, air turbine, 4 to 2.625 2300Z-0878
Adapter, air turbine, 9 to 5.02 2300Z-0879
Adapter, air turbine, 9 to 7.25 2300Z-0876
Adapter, air turbine, 9 to 12 2300Z-0880 Used w/ 2954 ceiling mt assy
Adapter, air turbine, 12 to 9 2300Z-0881 Used w/ 2954 ceiling mt assy
Cable, 2-ft air turbine extension 1200A-0868
Cable, 5-ft air turbine extension 1200A-0868-060
Cable, 10-ft air turbine extension 1200A-0868-120
Cable, 25-ft air turbine extension 1200A-0868-300
Frequently Ordered Parts
SuperFlow Technologies Group C-15
Figure C-1. Holley Air Duct Adapter
1
5
7
2
3
4
6
2x
2x
2x
2x
2x
2x
8
Match drill 2 x .213 holes
in 2300Z-0879 Adaptor
(shown for reference only)
Place 2300Z-0879 flush with step in Item 1
and screw Item 8 from the inside. While
holding Item 8 from rotating, tighten Item 7.
Repeat on other side of adaptor.
1 1 2400Z-2952 Adapter, Holley Carb
2 2 2400Z-2953 Bracket, Air turbine Retainer
3 2 2400Z-2954 Bracket, Carb Retainer
4 2 4300P-0031 SPRING, FUEL TURBINE
5 2 9-30-.500-02B PHMS,10-32 X 1/2 PHIL PLTD
6 1 3200P-2252 O-RING,2-252
7 2 9-30-N000-44B NUT,NYLOCK 10-32 PLTD
8 2 E9-30-1.00-02B PHMS,10-32 X 1 PHIL PLTD
9 1 2300Z-0879 Adapter, 12-5
Parts List
ITEM QTY PART NUMBER DESCRIPTION

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Frequently Ordered Parts

SuperFlow Technologies Group C-17
C.2.17 Engine Cooling Systems
Description Part Number Application
Thermometer, 4 Marshalltown 5100P-0240 All towers
CT600 Engine Cooling Tower
Cooling tower, mobile 1200A-0826-1 Roll-around stand
Cooling tower, cart mount 1200A-2986 Mounts on engine cart
Plumbing sub-assembly 1200A-0848 Inlet/outlet valves w/ fittings
Valve, 1/2 gate 3510P-7075 Inlet and outlet
Valve, 3/4, temp 115/180 deg F 4100P-4734 Standard
Valve, 3/4, temp 160/230 deg F 4100P-4735 Hi-temp optional
Vacuum breaker 4100P-0851 Top of tower
CT300P Pressurized Cooling System
Cooling tower, stand mount 1200A-1185-1 Mounts on engine cart
Cooling tower, mobile 1200A-1185-2 Roll-around stand
Cap, radiator 1-1/2 4400P-0002
Gauge, pressure 15 psi 4600P-9523
Valve, 1 temp 160/230 deg F 4100P-4705
Valve, 3/8 FPT ball 4100P-0375
CT700P Pressurized Cooling System
Cooling tower, mobile 1200A-CT700P Roll-around stand
Cap, radiator 1-1/2 4400P-0002
Gauge, pressure 15 psi 4600P-9523
Valve, 1 in, temp 160/230 deg F 4100P-4705 Temperature control valve
Valve, 3/8 FPT ball 4100P-0375 Relief valve
Valve, check T4100P-0010
CT1001P Pressurized Cooling System
Cooling tower, mobile 1200A-CT1001P Roll-around stand
Cap, radiator 1-1/2 4400P-0002
Gauge, pressure 15 psi 4600P-9523
Valve, 2.5 in, temp 160/230 deg F 4100P-4707 Temperature control valve
Valve, 3/8 FPT ball 4100P-0375 Relief valve
Valve, check T4100P-0010
Parts List
C-18 XConsole SF-902 Operator Manual
C.2.18 NSCR Engine Water and Oil Cooling System
C.2.19 Oil Coolers
The following parts are used with a NSCR cooling system or with a stand-alone oil cooling
system.
Description Part Number Application
Electric temperature control system 1200A-2961 Automatic oil and coolant temp
control (requires SF-1843 Relay Box)
Heat exchanger, water 4400P-6044
Sight tube assy 1200A-2960-01
Bubble tube, gasket style T2600P-3143-02 Sight tube
Gasket, bubble tube 3200Z-2960 Quantity: 2
Gauge, 60 PSI 4600P-251260
Vacuum Breaker 4100P-0851
Valve, air vent 4100P-49284
Sight tube assy, early style 1200A-2960-01
Tube, poly 2.75x3.25x9.375 T2600P-3143 Early style sight tube
Vacuum Breaker 4100P-0851
Valve, air vent 4100P-49284
Gauge, 60 PSI 4600P-251260
O-ring, 2-152 T3200P-2152 Early style sight tube
Valve, 1" ball 4100P-8501 Water valves (3)
Valve, 1 temp 160/230 deg F 4100P-4705
Valve, 3/4 temp 160/230 deg F 4100P-4735
Valve, pressure relief 4100P-2900
Description Part Number Application
Heat exchanger, oil 4400P-3024
Base, Oil Filter 3820P-4722R
Valve, 1/2 temp 160/230 deg F 4100P-4704
Frequently Ordered Parts
SuperFlow Technologies Group C-19
C.2.20 Coolant and Oil Turbines
C.2.21 Lambda
Description Part Number Application
Oil turbine, 220 gpm (7.6-76 lpm), 0.75"
1510P-0750-1
*
* Magnetic pickup is included with the turbines
Oil turbine, 220 gpm (7.676 lpm), AN-12 1510P-1003-1*
Coolant turbine, 15150 gpm (57570 lpm), 1.5" 1510P-1500-1*
Coolant turbine, 550 gpm (19190 lpm), 1" 1510P-1002-1*
Coolant turbine, 990 gpm (34340 lpm), AN-20 1510P-1501-1*
Cable, coolant turbine 1200A-2057-CLNT Frequency input
Cable, oil turbine 1200A-2057-OIL Frequency input
Mag p/u to volt input, coolant turbine
1200A-2431-CLNT

Requires the 1200A-2307 analog voltage expansion panel

Voltage input
Mag p/u to volt input, oil turbine
1200A-2431-OIL

Voltage input
Mag pickup replacement 1510P-30330 Above turbines
Mag pickup replacement T1510P-3010 Old style turbines
Description Part Number Application
Lambda, Air/Fuel ratio, O2 sensor 1200A-NGE1000-021 ECM model AFM1000
Cable, AFM1000 analog input 1200A-2826 To Aux1/Aux2
Cable, AFM1000 analog input 1200A-2462-01-X LEMO (X indicates color)
O2 sensor, AFM1000 4000P-1000A-2 Replacement sensor
O2 sensor, LM-1 4000P-2010 Replacement sensor
Weld-in bung, oxygen sensor 1400P-0063 Exhaust gas analyzers
Meter, LM-2, air/fuel 1200A-LM-2 Innovate LM2
Meter, LM-1, air/fuel 1200A-LM-1 Innovate LM2
Cable, LM-1 1200A-2465 Lemo
Cable, LM-2 1200A-2467 Aux1/Aux2
Power supply, 12VDC 4000P-16146 LM-1/LM-2
Parts List
C-20 XConsole SF-902 Operator Manual
C.3 Absorbers
These parts are for a standard SuperFlow SF-833 or SF-871 power absorption unit.
C.3.1 Calibration
C.3.2 Magnetic Speed Sensors (Mag Pickups)
Description Part Number Application
SF-833 calibration arm 2300Z-2945 SF-902
SF-833 calibration am 2400Z-0913 SF-1/Racers Pack
Kit, SF-871 arm, pallet, & weights 1200A-1236 All SF-871
Calibration arm, SF-871 2300Z-7121 All SF-871
Calibration weight, 50 lb 4000P-0050 All
Clevis, calibration support 3420P-2704 All
Rod, calibration weight support 4000Z-0871 All
Pallet, calibration weight 4000Z-0872 All
Nut, 3/8-24 jam, PLTD (2 ea) 9-38-N000-15B Secure pallet & clevis
Description Part Number Application
SF-833 Mag tach pickup 1200A-0836
SF-871 Mag tach pickup 1200A-1277
Absorbers
SuperFlow Technologies Group C-21
C.3.3 Drive Accessories
The following parts are standard accessories. Other pieces for special applications are available
from SuperFlow Sales or Customer Service.
C.3.4 Input Shafts
Input Shafts for SF-833
Input Shaft for SF-871 Absorber
Description Part Number Application
SuperStart dyno start package 1200A-6032 SF-833 & SF-871
Bell housing assembly, multi-fit 4000P-610076 SF-833
Adapter ring, blank 5.187 [131.75 mm] 2400Z-0827-05 SF-833
Adapter ring, Chrysler 4.354 [110.59 mm] 2400Z-0827-04 SF-833
Adapter ring, Chrysler 4.804 [122.02 mm] 2400Z-0827-03 SF-833
Adapter ring, Ford, 4.849 [123.16 mm] 2400Z-0827-02 SF-833
Adapter ring, GM, 4.680 [118.87 mm] 2400Z-0827-01 SF-833
Adapter ring, for use with spacer box 4000P-6054 SF-871
Bushing, Pilot adapter, Chrysler 2400Z-0826 0.749 [19.02 mm]
Bushing, Pilot adapter, Ford 2400Z-0825 0.668 [16.97 mm]
Drive Plate Assembly, Standard 4000P-5070 1-3/8 x 10-spline
Drive Plate Assembly, Standard 4000P-5080 1-1/8 x 26-spline
Drive Plate Assembly, Standard 4000P-5086 1-1/8 x 10-spline
Description Part Number Application
1.100 (27.94 cm) spacer for Mopar applications 1200A-0858
1.125 (28.575 mm) x 10-spline, tapered 5.65 overall length 2410Z-0954-5 Used with
6022 spacer
1.125 (28.575 mm) x 10-spline, tapered 6.90 overall length 2410Z-0954-1
1.125 (28.575 mm) x 26-spline, tapered 5.65 overall length 2410Z-0954-7
1.125 (28.575 mm) x 26-spline, tapered 6.90 overall length 2410Z-0954-6
1.375 (33.655 mm) x 10-spline, tapered 5.65 overall length 2410Z-0954-4
1.375 (33.655 mm) x 10-spline, tapered 6.90 overall length 2410Z-0954-2
Description Part Number Application
1.125 (28.575 mm) x 10-spline, tapered 6.41 overall length 2410Z-7110
1.375 (33.655 mm) x 10-spline, tapered 6.41 overall length 2410Z-7109
Parts List
C-22 XConsole SF-902 Operator Manual
C.3.5 SF-833 Absorber
Load Cells
Description Part Number Application
Magnetic tach pickup 1200A-0836
Valve assy, capacity 1200A-0835
Seal kit, 833 1200A-807
Bearing & seal kit, 833 1200A-805
Crate, absorber 833T 5200Z-0833 For shipping absorber
Minimum downtime kit, 833 AC-DK-07
Description Part Number Application
1000 lb Dog bone, clevis mount 1200A-0837-100A New absorbers
1000 lb Dog bone, non-clevis mount 1200A-0837-10A SF-900 and early SF-901
2000 lb Dog bone, clevis mount 1200A-0837-20A Upgrade
1000 lb Interface S-style, clevis mount 1200A-0900 Standard for new systems
Absorbers
SuperFlow Technologies Group C-23
Table C-1. SF-833 Absorption Unit
(see Figure C-3 on page C-25)
Item
Number
Description
*
Part Number Quantity
1 Impeller, tapered pump 1300Z-0809 1
2 Cover, pump 1300Z-0835 1
3 Stator housing, straight vane 1300Z-0811 1
-3 (Optional) Stator housing, angle vane 1300Z-0909 1
4 Rotor, straight vane 1300Z-0812 1
-4 (Optional) Rotor, angle vane 1300Z-0908 1
5 Bell housing adapter see list 1
6 Engine support (hanger) plate, 2 shock mounts 2300Z-0832
-6 Engine support (hanger) plate, 1 shock mount 2300Z-0831 1
7 Hub, trunnion 2400Z-0803-1 1
8 Outer bearing spacer 2400Z-0804 1
9 Housing, trunnion 2400Z-0805-1 1
10 Fitting, banjo oil 2400Z-0808 2
11 Fitting, oil 2400Z-0809 2
12 Tach gear 2400Z-0810 1
13 Drive hub 2400Z-0811 1
-13 Drive hub, absorbers w/ splined main shaft 1200A-0813 1
14 Key, main shaft 2400Z-0812 1
15 Adapter, absorber inlet 2400Z-0830 1
16 Adapter, absorber air vent 2400Z-0833 1
17 Spacer, inner bearing 2400Z-0901 1
18 Body, inlet adj. (capacity valve) 2400Z-0918 1
19 Adjuster, Inlet (capacity) 2400Z-0919 1
20 Shaft, tapered main 2410Z-0804 1
21 Input shaft see list 1
22 Tubing, SST 3/16x1/8 2500P-3168 6
23 Tubing, black nylon 2500P-4404 18
24 Tubing, urethane 1/8* 2500P-5450 11
25 Bearing, shaft* 3100P-0207 2
26 Bearing, trunnion 3100P-6017 2
27 Nut, bearing, N07 3110P-0007 1
28 Lock washer, bearing WO7 PLTD* 3110P-0008 1
29 Ring, retaining 3110P-0287 1
30 Ring, retaining 3110P-1025 2
31 Ring, retaining 3110P-1334 1
32 Seal, main shaft* 3200P-0150 1
33 Seal, pump* 3200P-0750 1
34 O-ring, 2-010* 3200P-2010 6
35 O-ring, 2-113* 3200P-2113 1
36 O-ring, 2-214* 3200P-2214 2
37 O-ring, 2-220* 3200P-2220 1
38 O-ring, 2-222* 3200P-2222 1
Parts List
C-24 XConsole SF-902 Operator Manual
39 O-ring, 2-267* 3200P-2267 1
40 O-ring, 2-274* 3200P-2274-SQ 1
41 Oil seal, outer* 3200P-2924 1
42 Oil seal, inner* 3200P-3228 1
43 Key, Woodruff 212 SST 3420P-0212 1
44 Wave washer, bearing spacer 3420P-0284 1
45 Mount, shock 3430P-1280 2
46 Eyebolt, 5/16-18 PLTD 3430P-8502 1
47 Valve, petcock 1/8 3500P-0135 1
48 Fitting, 1/8 x 10-32 BARB 3500P-7521 2
49 Elbow, 1/4 x1 /8 MTP 3500P-9692 1
50 Tee, street, 1/8 NPT 3500P-1278 1
Elbow, 3/16 x 1/8 MTP 3500P-9691 1
Ball check, 1/8 3500P-2634 1
51 Elbow, 3/4 MPT x #12 JIC 900 (old style absorbers) 3500P-20241212 1
51 Nipple, 3/4 hex steel (new style absorbers) 3500P-20831212 1
52 Insert, 1/4 3500Z-9674 1
53 Nut, castle 3900P-167411 1
54 Washer, Belleville 1/2 SST 4300P-1050 1
55 Roll pin, 3/32 x 3/16 SST 9-02-.187-26C 1
56 Cotter key, 1/8 X 1-3/4* 9-03-1.75-31A 1
57 Pin, dowel 3/16 X 1-1/4 9-05-1.25-27C 1
58 Washer, 5/16 flat 9-08-NOOO-21B 1
59 Socket Head Cap Screw (SHCS), 1/4-0 x 20 SST 9-33-2.00-08C 4
60 Flat Head Cap Screw (FHCS), 10-32 x 3/8, PLTD 9-30-.375-04B 2
61 SHCS, 1/4-20 x 1 SST 9-33-1.00-08C 2
62 SHCS, 1/4-20 x 1-3/8 SST* 9-33-1.37-08C 12
63 SHCS, 1/4-28 x 7/8 SST* 9-34-.875-08C 12
64 Hex Head Cap Screw (HHCS), 1/4-28 x 1.0 PLTD 9-34-1.00-10B 3
65 HHCS, 1/2-20 x 1.0 PLTD 9-42-1.00-10B 4
66 Nut, 5/16-18 x hex PLTD 9-35-NOOO-14B 1
67 SHCS, 5/16-24 x 1.0 PLTD 9-36-1.00-08B 4
68 Nut, 1/2-13 hex, PLTD 9-41-NOOO-14B 6
69 Nut, nylon insert, 1/2-20* 9-42-NOOO-18C 1
70 HHCS, AN6-12A (3/8-24) 9-38-1.33-38G 2
71 Washer, flat 1/2 1.062 x 0.095, PLTD, SAE T9-11-WOOO-21B 4
72 Mag tach pickup 1200A-0836 1
SHCS, 3/8-24 x 1 1/4 SST 9-38-1.25-08C 6
* Items marked with an asterisk (*) should be replaced when performing this procedure and are included in a
bearing and seal kit.
Table C-1. SF-833 Absorption Unit
(see Figure C-3 on page C-25)
Item
Number
Description
*
Part Number Quantity

F
i
g
u
r
e

C
-
3
.

1
2
0
0
A
-
0
8
3
3
T

S
F
-
8
3
3

A
b
s
o
r
b
e
r

A
s
s
e
m
b
l
y
Parts List
C-26 XConsole SF-902 Operator Manual
C.3.6 SF-871 Absorber
Common Accessories
Load Cells
Description Part Number
Magnetic tach pickup assy 1200A-1277
Valve assy, capacity 1200A-0835
Seal Kit, SF-871 1200A-808
Bearing & seal kit, SF-871 1200A-806
Bearing, shaft 15k rpm 207 (high speed) 3100P-0207H
Crate, absorber SF-871 5200Z-0871
Minimum downtime kit, SF-871 AC-DK-08
Description Part Number Application
1000 lb Interface beam style 1500P-2500 Requires connector
2000 lb Interface beam style T1500P-0011 Requires connector
Plug, AMP, 9-pin E4230P-067081 1 each
Strain relief, AMP E4230P-069661 1 each
Socket, AMP, series 1, 20G E4230P-661049 5 each
Absorbers
SuperFlow Technologies Group C-27
Table C-2. Absorber Assembly, SF-871 Straight Vane
Item
Number
Description
*
Part Number Qty Application
1 Oil fitting assy 1200A-0834-1 2
O-ring, 2-010* 3200P-2010 6 Oil fitting assembly
Hose fitting, 1/8 x 10-32 barb 3500P-7521 2 Oil fitting assembly
2 Adjuster, Inlet 2400Z-0919 1 Capacity valve
3 Impeller, tapered pump 1300Z-0809 1
4 Stator 1300Z-0909 1 Angle vane
-4 Stator 1300Z-0811 1 Straight vane
5 Rotor 1300Z-0908-1 1 Angle vane
-5 Rotor 1300Z-0812-1 1 Straight vane
6 Cover, pump 1300Z-0835 1
7 Adapter, absorber inlet 2400Z-0830 1
8 Adapter, air vent 2400Z-0833 1
9 Key, 871 main shaft 2400Z-0871-01 1
10 Body, inlet water valve 2400Z-0918 1 Capacity valve
11 Seal ring SF-871 2400Z-7105 1
12 Spacer, inner bearing SF-871 2400Z-7106 1
13 Hub, speed signal gear 2400Z-7107 1
14 Hub, trunnion SF-871 2400Z-7110 1
15 Housing, trunnion SF-871 2400Z-7111 1
16 Ring, spacer SF-871 2400Z-7112 1
Spacer, Outer Bearing Race 2400Z-7116 1 High speed option
17 Shaft, SF-871 tapered rotor 2410Z-7108 1
Bearing set, 14K RPM Shaft 3100P-2090 1 High speed option
18 Bearing, trunnion SF-871 3100P-6020 2
19 Bearing, shaft SF-871* 3100P-6209 2
20 Nut, bearing 3110P-0091 1
21 Washer, bearing lock* 3110P-0092 1
22 Ring, retaining 3110P-0334 1
23 Ring, retaining 3110P-1393 1
24 Seal, pump* 3200P-0750 1
25 Seal, SF-871 main shaft* 3200P-2000 1
26 O-ring, 2-132* 3200P-2132 1 Main shaft bearing
27 O-ring, 2-214* 3200P-2214 1 Capacity valve
28 O-ring, 2-222* 3200P-2222 1 Inlet housing
29 O-ring, 2-267* 3200P-2267 1 Pump housing
30 O-ring, 2-274* 3200P-2274-SQ 1 Stator housing
Parts List
C-28 XConsole SF-902 Operator Manual
31 Oil seal, outer SF-871* 3200P-2849 1
32 Oil seal, outer* 3200P-2924 1
33 Castle nut, modified 3400Z-0001 1
34 Key, Woodruff, 212 SST 3420P-0212 1 Pump impeller
35 Mount, shock 3430P-1282 2
36 Valve, petcock 1/8 3500P-0135 1
37 Elbow, 1/4 x 1/8 MTP 3500P-9692 1 Air vent adapter
38 Tee, street 1/8 NPT 3500P-1278 1 Seal feed
Ball check, 1/8 3500P-2634 1
Fitting, 1/4 X 1/8 MTP 3500P-9682 1
39 Nut, 1 1/4-18, castle 3900P-207411 1 Main shaft
Cotter key, 5/32 x 1 3/4* 9-04-1.75-31A 1 Main shaft nut
40 Cotter key, 1/8 X 1 SST* 9-03-1.00-31C
41 Washer, Belleville 9/16 SST 9-12-W000-22C 1 Pump impeller
42 SHCS, 1/4-28 x 7/8 SST* 9-34-.875-08C 12 Stator housing
43 SHCS, 1/4-20 x 1 SST 9-33-1.00-08C 2 ea. Capacity valve
44 SHCS,1/4-20 X 1 3/8 SST* 9-33-1.37-08C 12 Pump cover
45 SHCS, 1/4-20 x 2 SST 9-33-2.00-08C 4 ea. Inlet housing
46 FHSCS, 1/4-28 x 3/4 PLTD 9-34-.750-09B 4 ea. Shock mounts
47 SHCS, 3/8-24 x 1 1/4 SST* 9-38-1.25-08C 6 ea. Rotor
Tubing, SST 3/16 X 1/8 2500P-3168 2.5 Seal feed
Tubing, black nylon 1/4 440nf 2500P-4404 14 Seal feed
Tubing, 1/8 x 1/16 Clear* 2500P-5450 7.2 Oil level
O-ring, 2-113* 3200P-2113 1 Capacity valve
Insert, 1/4 3500Z-9674 1 Seal feed
BHCS, 5/16-24 x 3/8 PLTD 9-36-.500-43B 1 ea. Oil drain plug
SHCS, 5/16-24 x 1 1/2 PLTD 9-36-1.50-08B 8 Input shaft
BHCS, Allen 1/2-13 x 1/2 PLTD 9-41-.500-43B 1 Plug for lift hole on
top of hanger plate
Bolt, Eye 1/2-13 x 1 PLTD T9-41-1.00-33B 1 Lifting eye bolt
HHCS, 1/2-13 X 1 1/4 GR 5
PLTD
9-41-1.25-10E 4 Bell housing or
starter
Nut, 1/2-13 Hex PLTD 9-41-N000-14B 1 Eye bolt jam nut
* Items marked with an asterisk (*) should be replaced when performing this procedure and are included in
a bearing and seal kit.
Table C-2. Absorber Assembly, SF-871 Straight Vane
Item
Number
Description
*
Part Number Qty Application

F
i
g
u
r
e

C
-
4
.

1
2
0
0
A
-
8
7
1
-
S

M
a
i
n

8
7
1

A
b
s
o
r
b
e
r

A
s
s
e
m
b
l
y
16
13
39
23
18
15
1
35
46
18

F
i
g
u
r
e

C
-
5
.

1
2
0
0
A
-
8
7
1
-
S

M
a
i
n

8
7
1

A
b
s
o
r
b
e
r

A
s
s
e
m
b
l
y

P
a
r
t
s
22
14
30
4
42
29
24 3
40
41
33
36
38
6
44
27
8
28
37 7
45
2
10
27
43
20
21
31
11
26 19
12
19 32 25
5
9
17
47
34
Absorbers
SuperFlow Technologies Group C-31
Item # Description Part Number Qty
1 Absorber, SF-871
2 Load cell See list 1
3 Block, 871 interface 2400Z-0834 1
4 Dowel, modified 5/8 pull 2400Z-0836 1
5 Rod end, 1/2 female RH 3100P-0421 1
6 Washer, SAE flat 1/2 Gr 8 1.062 X 9-11-W000-21G 2
7 Washer, split jock 1/2 Gr 8 9-11-W000-25G 2
8 HHCS, 1/2-13 X 2 1/2 GR8 PLTD 9-41-2.50-10G 2
9 SHCS, 1/2-13 X 2 3/4 PLTD 9-41-2.75-08B 2
10 Nut, 1/2-13 Esna PLTD 9-41-N000-18B 2
11 Nut, 1/2-20 Acorn PLTD 9-42-N000-39B 1
13 PHMS,10-32 X 3/8 PHIL PLTD E9-30-.375-02B 1
14 Washer, flat #10 0.500 X 0.049 PLTD F9-25-W000-21B 1
15 Rod, Threaded 1/2-20 X 36 PLTD T9-42-36.0-37B 0.14
16 Nut, 1/2-20 Jam PLTD T9-42-N000-15B 1
17 Nut, 1/2-20 Esna PLTD T9-42-N000-18C 2
18 Washer set, spherical 1/2 T3420P-0141 1
3
1
4
9
16
5
10
6
7
8
11
17
14 13
15
17
18
2
C
.
4
M
i
s
c
e
l
l
a
n
e
o
u
s

F
i
g
u
r
e

C
-
6
.

S
F
-
9
0
2

S
y
s
t
e
m

S
h
o
w
n

w
i
t
h

O
p
t
i
o
n
a
l

8
7
1

A
b
s
o
r
b
e
r
1
8
15
7
5
2
6
4
3 (optional)
8
15
8
14
9
12
1 1 1200A-2900 Engine Cart
2 1 1200A-XXXX 902 Dyno Stand
3 1 2300Z-2986 Cooling Tower Mount, X-Cart
4 1 2300Z-2987L Adapter, Dyno Stand to X-Cart, Left
5 1 2300Z-2987R Adapter, Dyno Stand to X-Cart, Right
6 1 2400Z-2983 Water Tank Tray
7 2 3430P-0911 Castor, Engine Cart
8 16 9-09-W000-21B Flat Washer, 3/8 Plated
9 8 9-11-W000-21G Flat Washer, 1/2 GR8 Plated
11 4 9-38-3.75-10B HHCS, 3/8-24 x 3.75
12 4 9-38-N000-44B 3/8-24 Std Nylock Nut
13 4 9-42-1.50-10B HHCS, 1/2-20 x 1.50
14 4 9-42-N000-44B 1/2-20 Std Nylock Nut
15 8 T9-09-W000-25B Split lock washer, 3/8 Plated
29 8 9-37-0.75-10B HHCS, 3/8-16 x 0.75
Parts List
ITEM QT PART NUMBER DESCRIPTION
Miscellaneous
SuperFlow Technologies Group C-33
C.4.1 2621 Amp Connector Panel
Dynamometer
SYNC+
SYNC-
DRV+
DRV-
DI1
DO7
DO6
DO5
DO4
DO3
DO2
DO1
EX+
EX+
EX+
LC2+
LC2-
LC1+
LC1-
REST_POS
AUX4
MAG4+
+5
+12
+5
J5
CON37
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
Fuel 1
J7
CON4
1
2
3
4
Fuel 2
J8
CON4
1
2
3
4
+12
Load Cell 1
LC1+
EX+
LC1-
J2
CON9
1
2
3
4
5
6
7
8
9
Throttle/Control 2
DAC2V
+12
J3
CON9
1
2
3
4
5
6
7
8
9
Digital Outputs
Servo/Control 1
DO0
DO1
DO2
DO3
DO4
DO5
DO7
DO6
STEPC
VALVE+
DAC1V
STEPB
VALVE-
VALVEw
CT2
CT1
STEPD
STEPA
J4
CON9
1
2
3
4
5
6
7
8
9
J1
CON14
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Tach (Roll or Absorber)
Aux and Digital Inputs
MAG4+
Aux1
Aux2
DI1
DI2
DI3
DI4
J6
CON4
1
2
3
4
J11
CON9
1
2
3
4
5
6
7
8
9
Control 4
DAC4I
DAC4V
+12
+5
+12
J10
CON9
1
2
3
4
5
6
7
8
9
+5
SIG
GND
+12
+5
SIG
GND
Parts List
C-34 XConsole SF-902 Operator Manual
Racers Pack Engine/Absorber Stand
Description Part Number Quantity Application
Caster, Fixed 5in 3430P-0904 2
Caster, Swivel 5in, w/Brake 3430P-0905 2
Dyno prime assembly 1200A-0825 1
Valve, check 1/8 MPT 4100P-0101 1
Valve, solenoid 4100P-1383 1
Switch, pressure 4310P-0515 2
Filter, water SF901 4500P-5060 1 Absorber inlet
Frame, Dyno test stand 2300Z-7871 1
Fuel Gauge, 15psi Pressure 4600P-9523 2
Fuel Regulator, Holley 3820P-2803 2
Fuel Switch, 4psi Pressure 4310P-0362 1
Fuse, 30A 3AG 32V E4320P-311030 1 Engine box
Fuse, 1A 3AG E4320P-312001 1 Engine box
Ground strap assembly (3 ea = 1 ea) 1200A-0824 1
Sump Tank Assembly 1200A-0801-1 1
Float, 8 Poly 4100P-0448 1
Valve, float 4100P-0610 1
Support, Engine mount, Adjustable 2300Z-0845 2
Support, Engine Mount Base 2300Z-0844 2
Support, Narrow Up-right 2300Z-7872-1 1 clears exhaust pipe
Support, Rear Cross member 2300Z-0843 1
Thermocouple receptacle E4230P-000002 8 EGT
Throttle arm assembly 1200A-0822 1 Throttle
Bushing, throttle spring 2400Z-0838 1
Lever, throttle 2400Z-0861 1
Rod end, 1/4-28 female, RH 3100P-0341 1
Swivel, damper control 3430P-1107 1
Hairspring, throttle 4300P-0115 1
Throttle actuator assembly 1200A-0805 1 Throttle
Piston, throttle actuator 2400Z-0853 1
O-ring 3200P-2211 1
Diaphragm 3200P-4112 1
Valve, needle 1/4 x 1/8 MPT 3200P-4112 2
Valve assy, complete with filter 1200A-0980 1 Absorber inlet
Valve assy, XDyno (longer length) 1200A-0980X 1 Absorber inlet
Valve assy, foot sub-assy 1200A-0840 1 Absorber inlet
ACRONYMS &
ABBREVIATIONS
Acronyms/Abbreviations A/A-3
4WD
Four-Wheel Drive
A
acfm
actual cubic feet per minute
ADC
Analog-to-Digital Converter
ATX
Advanced Technology Extended
AWD
All-Wheel Drive
B
BDC
Bottom Dead Center
BMEP
Brake Mean Effective Pressure
BPS
bits per second
BSAC
Brake Specific Air Consumption
BSFC
Brake Specific Fuel Consumption
BTDC
Before Top Dead Center (TDC)
BTU
British Thermal Unit
C
C
Celsius
Cat-5
Category 5
cfm
cubic feet per minute
CID
Cubic Inch Displacement
cm
centimeter (cm)
cmH
2
O
centimeter of water
CPU
Central Processing Unit
CSV
Comma-Separated Value
D
D
diameter
DAC
Data Acquisition and Control
Digital-to-Analog Converter
DACS
Data Acquisition Control System
DBMS
Database Management System
DIN
Deutsches Institut fr Normung
Acronyms/Abbreviations A/A-4
DLL
Data Link Library
DPDT
Double-Pole, Double-Throw
DRAM
Dynamic Random Access Memory
E
EC
eddy current
ECE
Economic Commission for Europe
e.g.
for example
EMS
Emergency Stop
EPROM
Erasable Programmable Read-Only Memory
etc.
and so on
F
F
Fahrenheit
fax
facsimile
ft-lb
foot-pound
ft
3
/sec
cubic feet per second (also cfs and ft/s)
G
GB
gigabyte
GPF
General Protection Fault
gpm
gallons per minute
GUI
Graphical User Interface
H
H
2
O
Water (Hydrogen/Oxygen)
hp
horsepower
HTML
HyperText Markup Language
I
icfm
inlet cubic feet per minute
ID
identification or identifier
IDE
Integrated Drive Electronics
i.e.
that is; meaning
IIS
Internet Information Server
Acronyms/Abbreviations A/A-5
inH
2
O
inches of water
in/Hg)
inches of mercury
ISA
Industry Standard Architecture
K
KB
kilobyte
KBps
kilobytes per second
KHz
kilohertz
km
kilometer
kPa
Kilo Pascal
kW
kilowatt
L
LAN
Local Area Network
lb-ft
pound-foot
LCD
Liquid Crystal Display
L/D ratio
Length-to-diameter ratio
LED
Light-Emitting Diode
l/s
liters per second
lpm
liters per minute
M
m
meter
m
3
/sec
cubic meters per second
mag/TTL
magnetic/Transistor-Transistor Logic
MB
megabytes
Mbps
megabits per second
MDI-X
Medium Dependent Interface-X (crossed)
MDX
Multi-channel Data Exchange
MHz
megahertz
mm
millimeter
m/s
milliliters per second
Acronyms/Abbreviations A/A-6
N
N-m
Newton-meter
NetBEUI
Network Basic Input/Output System (NetBIOS)
Extended User Interface
NetBIOS
Network Basic Input/Output System
NGE
New Generation Electronics
NIC
Network Interface Card
O
O.D.
Outside Diameter
OEM
Original Equipment Manufacturer
P
Pa
Pascal
PC
personal computer
PCB
Printed Circuit Boards
PCI
Peripheral Component Interconnect
PDF
Portable Document Format
PID
Proportional, Integral, and Derivative
psi
pounds per square inch
R
RAM
Random Access Memory
RJ-45
Registered Jack-45
ROM
Read-Only Memory
rpm
revolutions per minute.
S
SAE
Society of Automotive Engineers
SIMM
Single In-line Memory Module
SRAM
Static Random-Access Memory
STP
Standard Temperature and Pressure (STP) ;
sometimes called STD
SWED
SWitch EDitor
Acronyms/Abbreviations A/A-7
T
TCP/IP
Transmission Control Protocol/Internet Protocol
TDC
Top Dead Center
TPF
Test Profile (also referred to as an autotest)
TPS
Throttle Position Sensor
TTL
Transistor-Transistor Logic
U
UI
User Interface
URL
Uniform Resource Locator (URL), formerly
known as Universal Resource Locator
USB
Universal Serial Bus
UPS
Uninterruptible Power Supply
V
VAC
Volts Alternating Current
VDC
Volts Direct Current
VFD
Vacuum Fluorescent Display
W
WAN
Wide Area Network
WYSIWYG
What You See Is What You Get
Acronyms/Abbreviations A/A-8
GLOSSARY
Glossary G-3
Num/Sym
10-Base-TX Ethernet Converter
The TC3105 UTP-to-Fiber Optic Converter
replaces or extends 10Base-T segments with
multimode (850/1300nm) or single mode (1300/
1550nm) fiber-optic cable and is frequently used
to link Ethernet switches or workstations.
Typical applications include extending full
duplex LAN segments up to 80km or connecting
two Ethernet segments through fiber optic cable.
A
acfm
actual cubic feet per minute (see cfm on page 5)
acceleration
In physics or physical science, acceleration (a) is
defined as the rate of change (or derivative with
respect to time) of velocity. It is thus a vector
quantity with dimension length/time.
accuracy
A measurement that is referenced to a known
standard.
ADC
An Analog-to-Digital Converter (abbreviated
ADC, A/D or A to D) is an electronic circuit that
converts continuous signals to discrete digital
numbers. The reverse operation is performed by
a digital-to-analog converter (DAC).
See also: DAC on page 6.
airflow
The amount of air used at each data point.
Typically displays as cubic feet per minute (cfm)
or standard cubic feet per minute (scfm).
ATX
Advanced Technology Extended (ATX) refers to
a computer-industry standard for a type of
power supply.
auto-install
Install a file automatically on a specific condition
(for example, install a test group upon launching
WinDyn).
autotest
A scripted procedure or sequence of steps
instructing the SuperFlow dynamometer to
perform various commands. Usually executed
and controlled automatically by the test system.
Also known as a test profile.
average
The sum of a data set divided by the number of
items in the set (also know as Mean).
AWD
Four-Wheel Drive (4WD, 4x4, four by four) and
All-Wheel Drive (AWD) is a four-wheeled
vehicle with a drivetrain that allows all four
wheels to receive power from the engine
simultaneously.
B
barometric pressure
The local barometric pressure at the time of the
test or at the data point. Mercury barometers are
preferable for a local reference.
BDC
Bottom Dead Center (BDC) is the position of a
piston where it is closest to the crankshaft.
See also: BTDC on page 4 and TDC on page
15.
bell housing
The bell housing is part of the transmission
system on a gasoline (also known as petrol) or
diesel powered vehicle. It is bolted to the engine
block and contains the flywheel and torque
converter or clutch of the transmission. A starter
motor is usually mounted on the bell housing
using a ring gear on the flywheel.
Glossary G-4
best fit line
The closest straight line fit to a given set of data
points. Calculated from a least-squares
approximation of the data set.
blow-by
A mechanical or electric sensor that measures the
volumetric gas flow by means of vortex sensing.
This is used to verify ring and system sealing.
BMEP
The Mean Effective Pressure (MEP) is an estimate
of the pressure exerted into the combustion
chamber of an internal combustion engine. Brake
MEP (BMEP) denotes dynamometer testing.
It is calculated by taking the torque exerted by
the engine over one revolution for a two-stroke
engine and two revolutions for a four-stroke
engine and dividing it by its displacement.
BMEP is a useful comparison tool between
different engines and is a good indicator of
engine performance. It is important to remember
that the values produced by the formula are for
theoretical analysis only and do not reflect the
actual pressures inside an individual combustion
chamber.
BSAC
Brake-Specific Air Consumption (BSAC) is an
efficiency rating showing the amount of air
consumed in pounds per horsepower hour.
BSFC
Brake-Specific Fuel Consumption (BSFC) is an
efficiency rating showing the amount of fuel
consumed in pounds per horsepower hour.
BTDC
Before Top Dead Center. Top Dead Center (TDC)
is the datum point from which engine timing
measurements are made. For example, ignition
system timing is normally specified as degrees
Before Top Dead Center (BTDC), although a very
few small and fast-burning engines require a
spark just After Top Dead Center (ATDC) such as
the Nissan MA engine with hemispherical
combustion chambers or hydrogen engines.
See also: TDC on page 15.
BTU
A British Thermal Unit (BTU) is a unit used to
measure quantity of heat, defined as the quantity
of energy necessary to raise the temperature of 1
lb. of water 1 Fahrenheit.
C
calibration
Calibration refers to the process of determining
the relation between the output (or response) of a
measuring instrument and the value of the input
quantity or attributea measurement standard.
In non-specialized use, calibration is often
regarded as including the process of adjusting
the output or indication on a measurement
instrument to agree with the value of the applied
standard within a specified accuracy.
CAN
A Controller Area Network (CAN) is a broadcast,
differential serial bus standard for connecting
Electronic Control Units (ECUs). Specifically
designed to be robust in electromagnetically
noisy environments such as automotive, but is
now used in industrial environments that may be
subject to noise.
See also: LAN on page 10 and WAN on page
16.
Cat-5
Category 5 Unshielded Twisted Pair (UTP)
cabling used for connecting computer networks.
CBT
Corrected Brake Torque, meaning, corrected to a
condition other than what conditions were at the
time of testing.
CBHp
Corrected Brake Horsepower, meaning,
corrected to a condition other than what
conditions were at the time of testing.
Glossary G-5
Celsius (C)
Celsius: Of or relating to a temperature scale that
registers the freezing point of water as 0 and the
boiling point as 100 under normal atmospheric
pressure.
See also: F (Fahrenheit) on page 8.
CFA/CFD configuration file
WinDyn software configuration file. The .cfa file
is the binary file that is sent to the data
acquisition for use; the .cfd file is the editable
(non-compiled) file.
See also: configuration file on page 5 and
DEFTool on page 6.
cfm
When manufacturers list performance for
blowers and compressors, it is stated as
Capacity in cfm (cubic feet per minute). This
refers to the volume of air at the inlet to the unit;
therefore, it is often referred to as inlet cfm (icfm)
or actual cfm (acfm). The terms cfm, acfm, and
icfm are used interchangeably and mean
basically the same thing.
channel order
Defines which data channels (out of all available
channels) WinDyn will display and plot when
viewing stored test data.
chassis dynamometer
A test system which uses a set of rolls (that are
driven by the wheels of a vehicle under test),
connected to a type of power absorber capable of
controlling the load applied to the rolls.
These dynos do not account for power losses in
the drivetrain such as the gearbox, transmission,
or differential, etc.
See also: dynamometer on page 7 and engine
dynamometer on page 7.
CID
Cubic Inch Displacement. Engine displacement is
defined as the total volume of air/fuel mixture
an engine can draw in during one complete
engine cycle; it is normally stated in cubic
centimeters, liters or cubic inches. In a piston
engine, this is the volume that is swept as the
pistons are moved from Top Dead Center (TDC)
to Bottom Dead Center (BDC).
cm
A centimeter (cm) is a unit of length equal to one
hundredth of a meter, the current International
System of Units (SI) base unit of length.
See also: m (meter) on page 10 and mm on
page 11.
cmH
2
O
A centimeter of water or cmH
2
O is used to
determine pressures during mechanical
ventilation.
It is defined as the pressure exerted by a column
of water of 1 cm in height at 4 C (temperature of
maximum density) at the standard acceleration
of gravity.
1 cmH
2
O = 98.0638 pascals
See also: H2O on page 8, inH2O on page 9,
and Pascal on page 12.
Column Averages
A WinDyn window that shows the column
averages, minimums, or maximums for a
particular data range. The information shown is
for the currently displayed page of test data. The
values can be printed by selecting the
appropriate item in the Print Setup dialog box.
configuration file
The configuration file is the master file for all
SuperFlow data acquisition systems which
utilize the WinDyn program.
The configuration file exists in two formats:
*.CFD and *.CFA. The CFD format is the editing
format used as data is entered and modified. The
CFA format is the absolute compiled version of
the CFD format and is the actual file installed in
the data acquisition system.
See also: CFA/CFD configuration file on page 5.
Control
Configures the Proportional, Integral, and
Derivative (PID) closed-loop control system for
SuperFlow data acquisition systems. The file
extension is .ccp.
See also: PID on page 13.
Glossary G-6
conversion factor
A number used to convert units to a different
reference of units such as converting inches to
feet, feet to miles, or hours to seconds.
correction factor
A number used to arithmetically correct data to a
recognized and defined standard.
CPU
The Central Processing Unit (CPU) is the
component in a digital computer that interprets
computer program instructions and processes
data. Sometimes referred to as the processor or
central processor, the CPU is where most
calculations take place. In terms of computing
power, the CPU is the most important element of
a computer system.
On large machines, CPUs require one or more
printed circuit boards. On personal computers
and small workstations, the CPU is housed in a
single chip called a microprocessor.
CSV
The Comma-Separated Value (CSV) file is a
common file format that stores tabular data (like
in a Microsoft

Excel

spreadsheet). The format is

old, dating back to the days of mainframe
computing. For this reason, CSV files are
common on all computer platforms. For more
information, refer to Microsoft online Help.
CT
Corrected Torque is used for chassis dynos.
Corrected Wheel Power is the torque at the tire
patch corrected to conditions other than test
conditions.
current test
Test data currently recorded in the data
acquisition system's memory. Data is temporary
and is erased when a new test is started or when
power is turned off.
See also: saved test on page 13.
D
D (diameter)
In geometry, a diameter (D) of a circle is any
straight line segment that passes through the
center and whose endpoints are on the circular
boundary, or, in more modern usage, the length
of such a line segment.
DAC
Data Acquisition and Control: Gathering and
analyzing information, making a decision based
upon that analysis, and then acting accordingly
(See also: DACS on page 6).
Digital-to-Analog Converter: In electronics, a
DAC is a device for converting a digital (usually
binary) code to an analog signal (current,
voltage or electric charge). Digital-to-analog
converters are interfaces between the abstract
digital world and analog real life.
The reverse operation is performed by an
analog-to-digital converter (ADC).
See also: ADC on page 3.
DACS
A Data Acquisition Control System is a network
of sensors and actuators governed by a
controlling application. On SuperFlow systems,
this application is often referred to as the sensor
box.
decibel (dB)
A dimensionless, logarithmic unit of measurement
used for expressing ratios. Decibels are useful for
measurements in acoustics, physics, electronics,
and other disciplines. A decibel is one tenth of a
bel (B).
DEF
A SuperFlow WinDyn configuration (channel
DEFinition).
DEFTool
The SuperFlow WinDyn Configuration Utility
program used to view the CFD file.
See also: CFA/CFD configuration file on page 5.
Glossary G-7
DIN
Deutsches Institut fr Normung (DIN; in
English, the German Institute for
Standardization) is the German national
organization for standardization.
DIN and mini-DIN connectors, as well as DIN
rails, are several examples of older DIN
standards used around the world today.
displacement
A change of position.
See also: CID on page 5 and VE% on page 16.
display file
A WinDyn file that configures real-time current
data displays on the computer monitor. Each
display consists of one or more screens; each
screen consists of one or more instruments.
See also: screen group on page 14.
DPDT/DPST
Double-Pole, Double-Throw (DPDT) or Double-
Pole, Single-Throw (DPST) describes a switch or
relay that can throw or make electrical contact
with two separate stationary contacts.
DRAM
Dynamic Random Access Memory (DRAM) is a
type of memory used in most computers.
See also: EPROM on page 7, RAM on page 13,
ROM on page 13, and SRAM on page 14.
dynamometer
A dynamometer (dyno) is a machine used to
measure torque and rotational speed (rpm) from
which power produced by an engine, motor, or
other rotating prime mover can be calculated.
See also: chassis dynamometer on page 5 and
engine dynamometer on page 7.
E
EC (eddy current)
An eddy current is caused by a moving magnetic
field intersecting a conductor or vice-versa.
ECE
The Economic Commission for Europe (ECE)
was established to encourage economic
cooperation among its member States.
EGT
Exhaust Gas Temperature. EGT numbers are a
good way to diagnose intake manifold
distribution problems.
EMS
Emergency Stop (EMS) is a SuperFlow feature
that disables an engine from running.
engine dynamometer
An engine dynamometer measures power and
torque directly from the engine's crankshaft (or
flywheel), when the engine is removed from the
vehicle.
See also: dynamometer on page 7 and chassis
dynamometer on page 5.
EPROM
An Erasable Programmable Read-Only Memory
(EPROM) is a type of nonvolatile computer
memory chip that retains its data when its power
supply is switched off. It is an array of floating
gate transistors individually programmed by an
electronic device that supplies higher voltages
than those normally used in electronic circuits.
See also: DRAM on page 7, RAM on page 13
and ROM on page 13, and SRAM on page 14.
Ethernet
Ethernet is a large and diverse family of frame-
based computer networking technologies for
Local Area Networks (LANs). It defines a
number of wiring and signaling standards for the
physical layer, two means of network access at
the Media Access Control (MAC)/Data Link
Layer, and a common addressing format.
See also: LAN on page 10.
Glossary G-8
F
F (Fahrenheit)
Fahrenheit (measured in degrees) is a
temperature scale where the freezing point of
water is 32 degrees Fahrenheit (32F) and the
boiling point is 212 degrees, placing the boiling
and freezing points of water exactly 180 degrees
apart. Negative 40 degrees Fahrenheit (-40 F) is
equal to negative 40 degrees Celsius (-40 C).
See also: calibration on page 4.
force
In physics, force is an influence that may cause a
body to accelerate. Force may be experienced as a
lift, a push, or a pull and has a magnitude and a
direction. The actual acceleration of the body is
determined by the vector sum of all forces acting
on it (known as net force or resultant force). In an
extended body, it may also cause rotation or
deformation of the body. Rotational effects and
deformation are determined respectively by the
torques and stresses that the forces create.
See also: torque on page 15, and work on
page 17.
friction power
The horsepower it takes to spin all the engine
parts to a particular rpm. Data can come from
motoring the engine or from a look-up table in
the software.
ft-lb
The foot-pound force (ft-lb
f
) is an English unit of
work or energy (frequently abbreviated to foot-
pounds). Foot-pound force is the name given as
the unit of measure for kinetic energy
equation.
When using torque setting for a torque wrench,
such as a specification for tightening a fastener,
use the engineering units of ft-lb.
See also: torque on page 15 and lb-ft on page
10.
ft
3
/sec
A cubic feet per second (also cfs and ft/s) is an
Imperial unit/U.S. customary unit volumetric
flow rate, which is equivalent to a volume of 1
cubic foot flowing every second.
fuel flow
The amount of fuel used at each data point.
Typically measured as pounds per hour
(lbs./hr.).
G
gpm
gallons per minute
group name
Network name used to designate several devices
on the network as part of a common group. Each
device that shares the common name is part of
the same group.
See also: node name on page 12.
H
H
2
O
Water (Hydrogen and Oxygen)
Freezing point 0C (32F); boiling point 100C
(212F); specific gravity (4C) 1.0000; weight per
gallon (15C) 8.338 pounds (3.782 kilograms).
H
2
O temp
The water temperature that flows in and out of
the engine.
hardware
Hardware is the general term that is used to
describe physical artifacts of a technology.
It can be equipment such as fasteners, keys, locks,
hinges, latches, corners, handles, wire, chains,
plumbing supplies, tools, utensils, cutlery and
machine parts.
In the computer industry, hardware refers to
computer equipment such as Central Processing
Units (CPUs), disks, disk drives, display screens,
keyboards, printers, boards, and chips.
See also: software on page 14.
Glossary G-9
Help file
Instructions and other information accessed on a
computer. The file extension is .hlp.
Many programs come with the instruction
manual or a portion of the manual integrated
into the program. To access online
documentation in most programs using
Microsoft Windows

, press the F1 function key.

hill simulation
A special autotest used to simulate hill
conditions while driving on a flat test track.
Typically used in towing dynamometer
applications.
horsepower
Horsepower (hp) is a non-metric unit of power
listing the maximum rate of power application of
internal-combustion engines.
The English horsepower is defined in terms of ft-
pound force.
1 watt (W) = 44.253 728 96 ftlbf/min
1 horsepower (hp) (Imperial mechanical) =
33000 ftlbf/min = 550 ftlbf/s
See also: lb-ft on page 10.
I
icfm
inlet cubic feet per minute
See also: cfm on page 5.
IDE
An Integrated Drive Electronics (IDE) interface is
an interface for mass storage devices in which the
controller is integrated into the disk or CD-ROM
drive.
in/Hg)
Inches of mercury (inHg, in/Hg, or Hg) is a unit
for pressure. It is defined as the pressure exerted
by a column of mercury of 1 inch in height at
32 F (0 C) at the standard acceleration of
gravity.
1 inHg = 3,386.389 pascals at 0C
See also: calibration on page 4 and Pascal on
page 12.
inertia
The property of matter which requires a force to
be exerted upon it to change either its position or
motion.
inH
2
O
Inches of water is a unit of measurement for
pressure. It is expressed as the pressure required
to displace a quantity of liquid in a fixed or given
area, i.e., a tube or manometer.
See also: H2O on page 8 and inH2O on page 9.
inlet air temperature
The CAT or carburetor air temperature.
install
Load a file into the test system to use.
install, save, exit
Install a file into the test system, save changes,
and exit the current program editor.
instrument
A virtual measurement device (such as an analog
meter or bar graph) that displays on the
computer monitor and shows data in real-time.
Also called a screen object.
ISA
Industry Standard Architecture (ISA) was a
computer bus standard for IBM

-compatible
computers.
K
km
A kilometer (km) is a unit of length that is equal
to 1,000 meters, the current International System
of Units (SI) base unit of length.
kPa
Kilo Pascal is a unit of pressure: 1 kPa is
approximately the pressure exerted by a 10-g
mass resting on a 1-cm
2
area. 101.3 kPa = 1 atm.
There are 1000 pascals in 1 kilo pascal.
See also: Pascal on page 12.
Glossary G-10
kW
A kilowatt (kW) is a unit of power equal to 1,000
watts. A watt (W) is the International System of
Units (SI) derived unit of power, equal to one
joule per second. One joule is the work done or
energy required to exert a force of one newton for
a distance of one meter.
See also: N-m on page 11 and newton on page
12.
L
lambda
A sensor that measures air-fuel (A/F) ratio.
LAN
A Local Area Network (LAN) is a computer
network that spans a relatively small area. Most
LANs are confined to a single building or group
of buildings and connect workstations and
computers. However, one LAN can be connected
to other LANs over any distance through
telephone lines and radio waves. A system of
LANs connected in this way is called a Wide-
Area Network (WAN).
See also: Ethernet on page 7, NetBEUI on
page 11, NetBIOS on page 11, CAN on page
4, and WAN on page 16.
lb-ft
When torque is generated by an engine and
absorbed and measured by SuperFlow
dynamometer systems, the engineering units are
in lb-ft (pound-feet).
See also: force on page 8, ft-lb on page 8, and
N-m on page 11.
LCD
A Liquid Crystal Display (LCD) is a thin, flat
display device made up of any number of color
or monochrome pixels arrayed in front of a light
source or reflector.
L/D ratio
Length-to-diameter (L/D) ratio is a frequently
used engineering relationship.
In aerodynamics, the lift-to-drag (L/D) ratio is the
amount of lift generated by a wing, compared to
the drag it creates by moving through the air.
Both concepts can be applied when referring to
lift-to-valve-diameter ratio.
LED
A Light-Emitting Diode (LED) is a
semiconductor device that emits incoherent
narrow-spectrum light when electrically biased
in the forward direction.
l/s
Liters per second is a type of flow measurement
used to quantify bulk fluid or gas movement.
Limits or Safety Limits
A WinDyn program that monitors selected
channels and reacts to trip values on those
channels.
linearize
To associate a non-linear function (such as
temperature) with a measured linear parameter
(such as voltage).
lpm
Liters per minute is a type of flow measurement
used to quantify bulk fluid or gas movement.
M
m (meter)
The meter (m) is a measure of length. It is the
basic unit of length in the metric system and in
the International System of Units (SI) used
around the world for general and scientific
purposes. This is approximately the distance
from floor to hip on the average barefoot man.
See also: cm on page 5 and mm on page 11.
Glossary G-11
m
3
/sec
A cubic meter per second (m3/sec, m3s-1, m3/s)
is a derived International System of Units (SI)
unit of flow rate equal to that of a cube with sides
of one meter (1000 mm; 39.37 in) in length
exchanged or moving each second. It is
popularly used for water flow, especially in
rivers and streams, and fractions for Heating,
Ventilation, Air Conditioning (HVAC) values
measuring air flow.
mag/TTL
The term magnetic/Transistor-Transistor Logic
(mag/TTL) refers to a low-level signal typical of
magnetic sensors. The TTL signal is optimum 05
VDC. Mag and TTL are two different types of
low-level signals.
manifold pressure
Manifold pressure is typically for reading the
pressure inside the intake manifold.
margin of error
A specific index that is beyond or less than the
minimum acceptable number.
MDI-X
Medium Dependent Interface-X (crossed):
crossover 10Base-Tx Ethernet interface
connector.
MDX
Multi-channel Data Exchange: normal 10Base-Tx
Ethernet interface connector.
ME%
Mechanical Efficiency. To calculate, divide the
brake horsepower by the indicated horsepower
(IHp).
mean
The sum of a data set divided by the number of
items in the set (also know as average).
micron or micrometer (m)
One millionth of a meter
mm
A millimeter (mm) is one thousandth of a meter,
the International System of Units (SI) base unit of
length.
See also: cm on page 5, m (meter) on page 10,
and micron or micrometer (mm) on page 11.
m/s
Milliliters per second is a type of flow
measurement used to quantify bulk fluid or gas
movement.
N
N-m
A Newton-meter (N-m) is a compound unit of
torque corresponding to the torque from a force
of one newton applied over a distance arm of one
meter.
(A newton is the amount of force required to
accelerate a body with a mass of one kilogram at
a rate of one meter per second squared).
See also: lb-ft on page 10.
NetBEUI
Pronounced net-boo'-ee, NetBIOS Extended User
Interface (NetBEUI) is an enhanced version of the
NetBios protocol used by Microsoft Windows
networking.
It is a non-routable protocol, which means
computers not located on the same network
segment or subnet cannot communicate.
See also: Ethernet on page 7, LAN on page 10,
and NetBIOS on page 11.
NetBIOS
Network Basic Input/Output System. An
application-programming interface used to
implement data exchange between computer
nodes usually connected through a Local Area
Network (LAN.
See also: Ethernet on page 7, LAN on page 10,
and NetBEUI on page 11.
Glossary G-12
newton
A newton (N) is the amount of force required to
accelerate a mass of one kilogram (Kg) at a rate of
one meter per second squared.
1 N = 1 Kg X m/s
2
See also: N-m on page 11 and Pascal on page
12.
NGE
New Generation Electronics: a SuperFlow data
acquisition and control system for
dynamometers.
See also: chassis dynamometer on page 5,
dynamometer on page 7, and engine
dynamometer on page 7.
NIC
Network Interface Card. Provides the required
hardware support for network communications.
Typically inserted into one of the computer card
slots or CCAlptop slots.
node name
Network name of an individual device.
See also: group name on page 8.
O
O.D.
Outside Diameter
OEM
Original Equipment Manufacturer
ohm
The ohm (symbol: ) is the SI unit of electrical
impedance or, in the direct current case, electrical
resistance.
oil temp
Temperature of the oil that flows in and out of
the engine.
oil pressure
Typically shown in psi, oil pressure indicates the
pressure in the oiling system just prior to
lubricating the engine bearings.
overlay
Graphically compare two or more sets of test
data.
P
Pascal
The Pascal (Pa) is the International System of
Units (SI) derived unit of pressure or stress. It is
equivalent to one newton per square meter.
See also: newton on page 12.
PCB
In electronics, Printed Circuit Boards (PCBs) are
used to mechanically support and electrically
connect electronic components using conductive
pathways, or traces, etched from copper sheets
laminated onto a non-conductive substrate.
Alternative names are printed wiring board
(PWB), etched wiring board, and switchboard.
After populating the board with electronic
components, a printed circuit assembly (PCA) is
formed.
PCI
The Peripheral Component Interconnect, or PCI
Standard, specifies a computer bus for attaching
peripheral devices to a computer motherboard.
These devices can take any of the following
forms:
An integrated circuit fitted onto the motherboard
itself, called a planar device in the PCI
specification.
An expansion card that fits in sockets.
The PCI bus is common in modern computers,
where it has displaced ISA and VESA Local Bus
as the standard expansion bus, but it also appears
in many other computer types. The bus will
eventually be succeeded by PCI Express, which is
standard in most new computers and other
technologies.
Glossary G-13
percentage of error
The theoretical value minus the actual value
divided by the actual value times 100.
PID
A Proportional, Integral, and Derivative (PID)
controller is a common feedback loop component
in industrial control systems.
See also: Control on page 5.
probable error
A term that can be defined with mathematics and
is directly related to the number of samples
taken.
psi
The pound-force per square inch (lbf/in
2
) is a
unit of pressure based on avoirdupois units. In
casual English language use, it is rendered as
pounds per square inch (psi) with little
distinction between mass and force.
R
RAM
Random Access Memory (RAM) is a type of
volatile computer memory in the form of
integrated circuits that can be accessed randomly
in any order. RAM is the most common type of
memory found in computers and other devices
such as printers.
See also: DRAM on page 7, EPROM on page
7, ROM on page 13, and SRAM on page 14.
receive
Retrieve (download) a file from the test system
and save it to a computer disk.
real-time data
Data displayed as it occurs.
repeatability
A test that readily duplicates another test under
the same conditions.
RJ-45
Registered Jack-45. An eight-wire connector used
in networking) when Cat-5 (Category 5)
Unshielded Twisted Pair (UTP) cables are used.
ROM
Read-Only Memory (ROM) is prerecorded
nonvolatile computer memory. Once data is
written onto a ROM chip, it cannot be removed
and can only be read.
Unlike RAM, ROM retains its contents even
when the computer is turned off.
See also: DRAM on page 7, EPROM on page
7, RAM on page 13, and SRAM on page 14.
rpm
Revolutions per minute (rpm) is a unit of
frequency commonly used to measure rotational
speedparticularly in the case of rotation
around a fixed axis. It represents the number of
full rotations an object makes in one minute.
S
SAE
SAE International is the Society of Automotive
Engineers (SAE), a professional organization for
mobility engineering professionals in aerospace,
automotive, and the commercial vehicle
industries. The Society is a standards
development organization for engineering
powered vehicles of all kinds, including cars,
trucks, boats, aircraft, and others.
saved test
Test data saved in a file on a computer disk.
See also: current test on page 6.
scfm
standard cubic feet per minute (see cfm on
page 5)
screen
One of the available windows in a single
WinDyn screen group.
Glossary G-14
screen group
A WinDyn file that configures real-time current
data displays on the computer monitor. Each
screen group consists of one to ten screens; each
screen consists of one or more instruments.
Screen groups have a CDF extension.
screen object
A virtual measurement indicator (for example,
meter, bar graph, strip chart, etc.) located on a
WinDyn screen. Also called an instrument.
serial port
In computing, a serial port is a serial
communication physical interface through which
information transfers in or out one bit at a time
(contrast parallel port).
While such interfaces as Ethernet, FireWire, and
USB all send data as a serial stream, the term
serial port usually identifies hardware more or
less compliant to the RS-232 standard, intended
to interface with a modem or with a similar
communication device.
For the most part, the USB interface has replaced
the serial port.
See also: USB on page 16.
servo
A servomechanism, usually shortened to servo, is
a power-driven mechanism that automatically
controls the performance of a machine.
set point
A value to which a controller attempts to
maintain.
SIMM
Single In-line Memory Module is a small circuit
board that can hold a group of memory chips.
Typically, SIMMs hold up to eight (MacIntosh) or
nine (PC) RAM chips. SIMMs are measured in
bytes rather than bits.
See also: DRAM on page 7, EPROM on page
7, RAM on page 13, ROM on page 13, and
SRAM on page 14.
software
Software (or a software program) enables a
computer to perform specific tasks, as opposed to
the physical components of the system
(hardware). This includes application software
such as a word processor, which enables a user to
perform a task, and system software, such as an
operating system, which enables other software
to run properly by interfacing with hardware
and with other software or custom software
made to user specifications.
See also: hardware on page 8.
specification
Specifications (also known as constants) are set
values associated with a particular engine,
vehicle, or test. For example, engine bore and
stroke are parameters associated with an engine
and are used to calculate other values. Another
example are Lower and Upper speeds used in
an automated test. A specification file is used to
enter all the specifications simultaneously.
Specification files have a .cst extension.
A technical description of the construction or
requirements for a product or device. In general,
specifications are in the form of written
descriptions, drawings, prints, commercial
designations, industry standards, and other
descriptive references.
SRAM
Static Random-Access Memory (SRAM) is a type
of memory that is faster and more reliable than
the more common DRAM (Dynamic RAM). The
term static is derived from the fact that it doesn't
need to be refreshed like DRAM.
See also: DRAM on page 7, EPROM on page
7, RAM on page 13, and ROM on page 13.
STP
The Standard Temperature and Pressure (STP)
standard (sometimes called STD) is a power
correction standard considered by the SAE to be
obsolete but is still widely used in the
performance industry.
SWED
The SWitch EDitor (SWED) file configures the
front panel switches for SuperFlow data
acquisition systems that include a relay box.
Glossary G-15
switch configuration
Specifies the function of a system's switches,
relays, and digital input/output (I/O). Switch
files have .sca (editable) and .scf (compiled) file
name extensions. The program that defines a
switch configuration is called SWED.
T
T/in3
Torque per cubic inch is a way to rate engine
efficiency. Torque is the brake torque divided by
the displacement in cubic inches.
TCP/IP
TCP/IP (Transmission Control Protocol/Internet
Protocol) is the basic communication language or
protocol of the Internet. It can also be used as a
communications protocol in a private network
(either an intranet or an extranet).
TDC
Top Dead Center (TDC) is the position of a piston
where it is furthest from the crankshaft.
See also: BDC on page 3 and BTDC on page 4.
test averaging
WinDyn can mathematically average the data
from multiple tests into a single data file. The
averaged data may then be displayed, plotted,
and printed like any other data file.
test data
The recorded information from an AutoTest
saved to memory or a computer disk.
test description
User notes describing a test and saved with the
test data.
test group
Comprises a set of system files including a
configuration, screen group, channel order, etc.
Used to quickly configure the system for a
specific application or series of tests. Test group
files have a .tgp extension.
test system
A test system normally consists of a data
acquisition and control system, a dynamometer,
and a number of sensors. The test system is
responsible for controlling and measuring the
vehicle or engine under test.
thermocouple
A thermocouple is a sensor for measuring
temperature. It consists of two dissimilar metals,
joined together at one end. When the junction of
the two metals is heated or cooled, a voltage is
produced that can be correlated to the
temperature. Thermocouple alloys are
commonly available as wire.
torque
A twisting force, expressed in pounds-feet (lbs-
ft). In physics, torque (or often called a moment)
can informally be thought of as rotational force
or angular force which causes a change in
rotational motion.
See also: force on page 8 and work on page
17.
towing dynamometer
A trailer- type test system towed behind a
vehicle. The dynamometer installed in the trailer
loads the engine by applying a measured pulling
force to the draw bar of the vehicle. The draw bar
pull is often programmed as a hill simulation
while driving on a flat test track.
TPF
Test Profile. Also referred to as an autotest.
TPS
A Throttle Position Sensor (TPS) is a sensor used
to monitor the position of the throttle in an
internal combustion engine. The sensor is usually
located on the butterfly spindle so it can directly
monitor the position of the butterfly throttle
valve.
The sensor is usually a potentiometer and
therefore provides a variable resistance
dependent upon the position of the butterfly
valve (and hence throttle position).
Glossary G-16
TTL
Transistor-Transistor Logic (TTL) is a class of
digital circuits built from Bipolar Junction
Transistors (BJTs) and resistors. It is called
transistor-transistor logic because both the logic
gating function (e.g., AND) and the amplifying
function are performed by transistors.
U
m (micron or micrometer)
One millionth of a meter
undefined channel
A configuration channel that has not been
assigned a purpose. Initially, all configuration
channels are undefined. Deleting any channel
from a configuration causes it to become
undefined.
unique name
A network name that uniquely identifies a device
on the network.
See also: node name on page 12.
USB
Universal Serial Bus (USB) is an external bus
standard that supports data transfer rates of 12
Mbps. A single USB can be used to connect up to
127 peripheral devices such as mice, modems,
and keyboards. USB also supports plug-and-play
installation and hot plugging.
See also: serial port on page 14.
UPS
Uninterruptible Power Supply. A UPS
(sometimes called a battery backup) is a device
which maintains a continuous supply of electric
power to connected equipment by supplying
power from a separate source when utility power
is not available
V
vapor pressure
The pressure exerted by water vapor in the
atmosphere. Vapor pressure is typically listed in
inches of mercury (Hg). A system data sensor
normally provides the vapor pressure reading.
VDC/VAC
VDC is a three-letter abbreviation with multiple
meanings; the most common is Volts (V) of
continuous current (Direct CurrentDC). VAC
stands for Volts of Alternating Current.
VE%
Volumetric Efficiency. It is normally calculated
from the swept volume of the engine versus the
amount of airflow the engine has consumed.
velocity
The velocity of an object is its speed in a
particular direction. Velocity can also be defined
as rate of change of displacement or just as the
rate of displacement. It is a vector physical
quantity with dimension LT
(-1)
.
See also: displacement on page 7.
VFD
A Vacuum Fluorescent Display (VFD) is a type of
display used primarily on consumer-electronics
equipment such as video cassette recorders and
microwave ovens. Unlike Liquid Crystal
Displays (LCDs), a VFD emits a very bright light
with clear contrast and can easily support display
elements of various colors.
W
WAN
A Wide Area Network (WAN) is used to connect
Local Area Networks (LANs) and other types of
networks together so users and computers in one
location can communicate with users and
computers in other locations.
See also: LAN on page 10 and CAN on page
4.
Glossary G-17
WinDyn
SuperFlow Technologies Groups dynamometer
software package.
work
Work is the quantity of energy transferred from
one system to another. In a typical measurement
system, work is gauged in joules. The rate at
which work is performed is power.
See also: force on page 8 and torque on page
15.
Glossary G-18
Symbols
1200A-0833T SF-833 absorber assembly, C-25
1200A-871-S main 871 absorber assembly
parts, C-29
2621 amp connector panel, C-33
A
A/F ratios
calculating, 9-18
Absorber stand
Racers Pack parts list, C-34
Absorbers
bearing seal feed water supply line, 5-8
eddy current, 2-18
input shaft parts list, C-21
maintenance, 10-15
measuring speed of, 9-7
oil level, 10-16
pump seal, 10-16
SF-833
accessories parts list, C-22
SF-871
accessories parts list, C-26
stands
description, 2-13
installation, 5-6
NSCR assembly, 5-11
parts list, C-10, C-32
torque calibration accessories, C-20
water brake, 2-15
Accel902.tpf, 8-8
Acceleration
calculation, 9-21
effects of, 8-12
system channel, 9-30
test
defined, 8-5
types, 8-8
Accessories
airflow sensors, 2-19
automated
temperature controllers, 2-22
description, 2-18
electric throttle, 5-39
controllers, 2-23
engine
cooling towers, 2-20
oil coolers, 2-21
fuel system, 2-18
Lambda
sensors, 2-23
push-pull throttle cable, 5-40
relay enclosures, 2-24
SuperStart, 2-22
temperature and humidity sensors, 2-19
Accumulator
revolution, 7A-20
Actuator phase
PID, 11-8
Adapters
bell housing, 6-9
pilot bushing, 6-9
Additives
water, 4-26
Adjusting
control mode parameters, 11-18
controller panel sensitivity, 7A-18
delay control mode, 11-17
dynamometer capacity, 6-6
filter control mode, 11-16
PID, 11-18
Air
ceiling mount duct assembly, 5-18
conditioning and filters
test cell ventilation, 4-19
density
sensor, 9-20
ducts
adapter diagram, C-15
ventilation, 4-32
filters
ventilation, 4-32
intake box
for mounting air turbines, 5-18
quality
in test cell, 8-18
shutters, 4-32
temperature
calculated channel, 9-17
calibrating, 10-14
calibration table, 9-26
sensor channel definition, 9-6
Index
Index I-2
turbines
calibration table, 9-24
duct assembly, C-16
duct mounted, 5-18
electrical connection, 5-28
installation, 5-17
mounting on an air box, 5-18
parts list, C-14
selecting, 6-23
sensor box connection, 5-28
sensor channel definition, 9-7
specifications, 9-13
Air/fuel ratio
calculating, 9-18
Airflow
calibrating, 10-24
calibration tables, 9-24, 9-25
channel definition, 9-15, 9-16
channels, 9-16
pulsations, A-5
sensor channel definition, 9-7
sensors, 2-19
test
test cell ventilation, 4-19
Amp connector panel, C-33
Analog
servo control mode, 7A-21
voltage expansion module
excitation voltages, 2-11
voltage expansion panel
description of, 2-11
voltage panel
parts list, C-8
Analyzing
test data, 6-27
Anticorrosives
water additive, 4-27
Antifreeze
water additive, 4-26
Antifungus
water additive, 4-27
Automated tests
acceleration, 8-8
test, 8-5
break-in or life test, 8-11
custom, 8-6
cyclical (cycle), 8-6
description and benefits, 8-3
running, 6-19, 6-25
standardized test, 8-7
steady-state, 8-4, 8-10
step test, 8-4, 8-9
valve ramp test, 8-9
WinDyn graphs, 9-30
Autotest
setting parameters for, 7A-7
Autozero
handheld command, 7B-6
Aux and digital inputs panel, C-33
Auxiliary
controllers
sensor box connections, 5-32
inputs
sensor box connection, 5-31
Axial fans
ventilation, 4-31
B
Barometric pressure
calibrating, 10-10
sensor channel definition, 9-11
Battery
charger, 5-15
grounding, 5-15
installation, 5-15
voltage
sensor channel definition, 9-11
Bell housing
adapter rings, 6-9
BMEP
calculating, 9-21
Brake-Specific Air Consumption
See BSAC
Brake-Specific Fuel Consumption
See BSFC
Break_In.tpf, 8-11
Break-in test
defined, 8-11
entering cycle time, 6-23, 9-13
BSAC
calculating, 9-18
BSFC
calculating, 9-18
Buttons
emergency stop, 6-4
touch-pad screens, 7A-5
C
Cables
Morse throttle, 5-40
parts list, C-4
push-pull throttle, 6-17
shipping checklist, 3-6
Calculated channels, 9-17
description, 9-15
Calculating
air temperature, 9-17
air/fuel ratio, 9-18
airflow, 9-15, 9-16
BSAC, 9-18
BSFC, 9-18
density altitude, 9-15, 9-17
Index I-3
elapsed time, 9-19
engine horsepower, 9-17
fuel flow, 9-15, 9-22
inertia torque, 9-18
mechanical efficiency, 9-19
SAE corrected horsepower, 9-19
spark friction torque, 8-14, 9-18
STP corrected horsepower, 9-19
Calculations, 9-15
Calibrating
air temperature and humidity, 10-14
airflow, 10-24
barometric pressure, 10-10
from WinDyn, 10-10
fuel flow, 10-25
ignition spark sensor, 10-15
load cell, 10-9
pressure transducers, 10-11
sensors, 10-5
temperature (thermocouples), 10-14
Calibration
coefficients, 10-5
console buttons, 7A-12
load cell, 10-6
torque
accessories parts list, C-20
touch-screen buttons, 7A-17
with handheld controller, 7B-13
Capacity valve
using, 6-6
Carbon monoxide warnings
safety, 1-5
Carburetion
effects in testing, 8-18
Cells
test, 4-4
Channel definition sensors, 9-4
Channels
acceleration, 9-30
automated tests, 9-30
calculated, 9-15
control, 9-31
defined in the configuration file, 9-4
line number, 9-30
load set point, 9-29
memory, 9-30
revolution counter, 9-30
sensor definitions, 9-5
specification, 9-12
system, 9-29
throttle set point, 9-29
timers, 9-29
types
measured data, 9-4
Checklist
pre-test, 6-19
shipping, 3-4
test preparation, 6-7
Cleaning
computer monitors and LCDs, 10-23
Closed system
test cell water system, 4-9
Closed-loop
control
adjusting parameters, 11-18
controller phase, 11-10
feedback
control channels, 9-31
Coefficients
calibration, 10-5
Communication
computer, 5-24
Computers
and electronics
test cell, 4-24
as part of the data acquisition system, 2-6
connection to sensor box, 5-28
installation, 5-24
monitors and LCDs
maintenance and cleaning, 10-23
network communication, 5-24
shipping checklist, 3-6
systems
test cell, 4-25
Configuration
file
channel definitions, 9-4
purpose of, 9-3
system setup, 7A-19
Configure
console meters, 7A-17
handheld command, 7B-10
Connections, 5-28
auxiliary, 5-29
computer, 5-30
sensor, 6-18
Console
auxiliary switches, 5-37
calibrating
load cell, 10-9
description, 7A-4
emergency stop, 6-4
meter configuration, 7A-17
number keypad, 7A-6
operators, 2-5
parts list, C-5
push buttons, 7A-12
rocker switches, 7A-10
screen configuration, 7A-17
setup menu, 7A-17
Index I-4
Console switch does not power sensor box
troubleshooting, 10-32
Constants
engine specifications, 9-12
Control
channels
defined, 9-31
files
WinDyn, 11-20
modes
adjusting parameters, 11-18
defining, 11-4
manual, 11-4
parameters, 11-8
servo, 11-5
parameters
delay, 11-17
D-Gain, 11-15
D-Time, 11-16
explanation, 11-3
filter, 11-16
I-Gain, 11-13
I-Threshold, 11-14
I-Time, 11-15
open and close rate, 11-12
P-Gain, 11-12
Control 4 panel, C-33
Controlled tests
description, 8-3
Controller
panel
sensitivity, 7A-18
phase
closed-loop control, 11-10
Controllers
automated temperature, 2-22
auxiliary, 5-32
dyno load and throttle, 7A-11
setup, 7A-21
test speed, 7A-7
Controls
console rocker switches, 7A-10
emergency stop, 7A-10
engine, 7A-11
mode selection, 7A-11
system power switch, 7A-10
touch-screen, 7A-5, 7A-7
Coolant turbines
parts list, C-19
Cooling
systems
engine, 2-20, 6-11
oil, 6-12
parts list, C-17
water supply, 4-12
towers
installation, 5-22
on SF-1, 5-11
shipping checklist, 3-5
Correction factors
calculated channels, 9-17
description, 8-13
DIN, 8-15
ECE, 8-15
SAE standard J1349, 8-14, 9-17
Standards organizations, 8-14
STP Standard J607, 8-15, 9-17
CPU
sensor box, 2-4
Critical spares
parts list, C-3
Cycle time
specification, 6-23, 9-13
Cyclical (Cycle) tests
defined, 8-6
D
Dangers
non-observance of safety, 1-3
Data
acquisition
AC power requirements, 2-9
components, 2-4
computer system, 2-6
measurement delays, 8-16
operator console, 2-5
sampling rate, 2-8
sensor box, 2-4
specifications, 2-7
analysis, 6-27
display screens
right-hand screen, 9-32
filtering
data acquisition specifications, 2-8
handheld command, 7B-9
screens
handheld controller, 9-32
DC voltage
sensor channel definition, 9-8
Delays
control parameter, 11-17
Density altitude
calculation, 9-17, 9-19
sensor channel definition, 9-15
Designing
test cell, 4-4
D-Gain
control parameter, 11-15
Diaphragms
throttle, 10-22
Index I-5
Digital
encoders
adjusting set point, 11-6
inputs
sensor box, 5-31
outputs
panel, C-33
sensor box, 5-32
servo control mode, 7A-21
Dimensions
and weights, 3-3
test cell, 4-5
DIN
corrected horsepower, 9-19
correction factor, 8-15
Displacement
calculation, 9-21
Drains
water, 4-15
Drawings
1200A-871-S main 871 absorber assembly
parts, C-29
air turbine duct assembly, C-16
amp connector panel, C-33
Holley air duct adapter, C-15
SF-833 absorber assembly, C-25
SF-902 system with 871 absorber, C-32
Drive accessories
input shaft parts list, C-21
parts list, C-21
D-Time
control parameter, 11-16
Dynamometer panel, C-33
Dynamometers
data acquisition, 2-4
description, 2-13
initial checkout, 5-38
load control, 11-9
revolution counter, 7A-20
safety, 6-3
set point controllers, 7A-11
system overview, 2-3
test cells, 4-4
Dyno
prime
supply line, 5-8
speed
sensor channel definition, 9-7
stand
shipping checklist, 3-5
E
ECE
corrected horsepower, 9-19
correction factor, 8-15
Eddy current
absorbers
description, 2-18
dynamometer load control, 11-9
Elapsed time
calculating, 9-19
Electric
actuator
throttle control, 11-9
throttle
operation, 6-13
Electrical
and lighting
test cell specifications, 4-7
safety, 6-4
Electronics and computers
test cell, 4-24
Emergency stop
console button, 6-4, 7A-10
Encoders
digital, 11-6
Engine
air
test cell ventilation, 4-20
bore specification, 6-22, 9-12
cart
assembly, 5-5
parts list, C-12
Racers Pack shipping checklist, 3-8
shipping checklist, 3-5
combustion air
intake duct, 5-18
control panel, 2-12
connecting, 5-33
electrical connections, 5-33
fuse protection, 5-34
part list, C-9
controls
function keys, 7A-11
cooling
system, 6-11
parts list, C-17
towers, 2-20
cycle type specification, 6-22, 9-12
displacement calculation, 9-21
dynamometers
description, 2-13
test cells, 4-4
exhaust system, 4-21
fuel system, 4-22
horsepower
based on engine displacement, 9-16
calculation, 9-17
mounting to stand, 6-9
number of cylinders specification, 6-22, 9-12
Index I-6
Engine (continued)
oil
coolers, 2-21
cooling system, 6-12
possible testing errors, 8-16
preparing for testing, 6-8
ratio specification, 9-12
revolution counter, 9-16
sensors, 6-18
shutdown after test, 6-26
specifications, 6-22, 9-12
speed
calculation, 9-21
sensor box connection, 5-31
sensor channel definition, 9-7
sensors, 10-16
connection to sensor box, 5-29
servo control mode, 11-5
stand
Racers Pack
assembly, 5-10
parts list, C-34
SF-1 parts list, C-11
starting for test, 6-24
stroke specification, 6-22, 9-12
suggested references, A-13
test cell
equipment sources, 4-28
SF-902 diagram, 4-6
specifications drawing, 4-6
water recirculating
supply system, 4-8
system diagram, 4-10
torque
based on engine displacement, 9-16
Engine control buttons do not operate
troubleshooting, 10-32
Environmental controls
testing, 8-19
Equipment
sources
engine test cell, 4-28
test cell
recommendations, 4-29
ventilation, 4-18
Errors
control mode, 11-4
E-stop notification
troubleshooting, 10-32
Ethernet
network connection, 5-24
Excitation sources
analog voltage panel, 2-11
Exhaust
engine, 4-21
gas
extraction, 4-16
temperature thermocouples, 9-8
heat shields, 5-9
pressure
sensor channel definition, 9-10
temperature
sensor, 9-20
Expansion panels
analog voltage, 5-35
description, 2-9
pressure, 5-34
temperature, 5-35
F
Feedback signal
control mode, 11-4
Filters
air, 4-32
and air conditioning
test cell ventilation, 4-19
control parameter, 11-16
data
handheld command, 7B-11
dyno inlet
installing, 5-7
fuel, 10-16
measured channels, 9-5
water, 4-15, 4-31, 10-15
Fire suppression
test cell, 4-26
Foot valves
installing, 5-7
return tank
equipment recommendations, 4-30
Freezing
dynamometer water system, 4-13
Fuel
cleaning filters, 10-16
flow
calculation, 9-22
calibration, 10-25
table, 9-28
channel definition, 9-15
sensor channel definition, 9-7
pressure
sensor channel definition, 9-8, 9-9
pump
engine control panel, 5-33
readings high or erratic, 10-32
specific gravity specification, 6-23, 9-12
Index I-7
system
description, 2-18
design, 4-22
installation, 5-16
parts list, C-14
turbines
calibration, 10-25
electrical connection, 5-30
sensor box connection, 5-31
Fuel 1 & 2 panels, C-33
Fuses
electrical safety, 6-4
engine control panel, 5-34
G
General safety procedures, 1-4
Grounding battery, 5-15
H
Handheld
autozero, 7B-6
commands
calibration, 7B-13
configure, 7B-10
data, 7B-9
filter, 7B-11
limits, 7B-15
PID control, 7B-14
specifications, 7B-12
test, 7B-7
controller
connection, 5-28
data screens, 9-32
controls
Racers Pack, 7B-3
key functions, 7B-4
keypad
Racers Pack, 7B-3
Handling
shipping, 3-3
Hazardous noise
safety, 1-4
Heat shields
exhaust, 5-9
Horsepower
based on engine displacement, 9-16
calculating, 9-17
SAE corrected, 9-19
STP corrected, 9-19
Humidity
calculating, 9-20
calibration, 10-14
parts list, C-8
probe
connecting, 5-28
sensor
channel definition, 9-7
description, 2-19
Hydraulic throttle
operation, 6-13
I
I-Gain
control parameter, 11-13
Ignition
engine control panel, 5-33
spark sensor
calibration, 10-15
Inertia
in transient testing, 8-17
specification, 6-23, 9-13
torque
calculating, 9-18
Inlet
air pressure
sensor channel definition, 9-10
water
filter, 4-30
Input shafts, 6-8
parts list, C-21
Input/output
data acquisition specifications, 2-8
Inspection
and maintenance, 10-3
Installing
absorber stands, 5-6
air turbines, 5-17, 5-28
auxiliary inputs, 5-31
battery, 5-15
computer, 5-24
cooling towers, 5-22
on SF-1, 5-11
electric throttle, 5-39
fuel
system, 5-16
hydraulic throttle controller, 5-20
Morse throttle cable, 5-40
operators console, 5-4
sensor box, 5-12
SF-1 stand, 5-10
SF-902 absorber stand, 5-6
system cables, 5-25
WinDyn, 5-24
Interconnect panel
connector pin-out drawing, C-33
Interpolation tables, 9-23
air
temperature, 9-26
turbines, 9-24
airflow, 9-24
calibrating, 9-25
Index I-8
Interpolation tables (continued)
fuel flow, 9-28
purpose, 9-23
spark friction torque, 9-23
vapor pressure, 9-27
I-Threshold
control parameter, 11-14
I-Time
control parameter, 11-15
K
Keypad
functions, 7A-6
Racers Pack NGE interface, 7B-3
Keys
engine control, 7A-11
L
Lambda
02 sensors, 2-23
electrical connection, 5-30
sensors
channel definition, 9-6
parts list, C-19
LCD touch screen
left-screen controls, 7A-8
right-screen controls, 7A-7
set point controllers, 11-4
LCDs and computer monitors
maintenance and cleaning, 10-23
Leak test
absorber pump seal, 10-17
Leaks
preventive maintenance, 10-4
Left screen
touch-screen controls, 7A-8
Lighting and electrical
test cell specifications, 4-7
Limits
console buttons, 7A-16
handheld command, 7B-15
monitoring in programmed tests, 8-19
Line number
system channel, 9-30
Load cell 1 panel, C-33
Load cells
calibrating from
console, 10-9
WinDyn, 10-7
calibration, 10-6
electrical connection, 5-30
parts list
SF-833, C-22
SF-871, C-26
Load control
connection to load controller, 5-31
eddy current, 11-9
water brake, 11-9
Lower
encoder knob configuration, 7A-18
specification, 6-23, 9-14
test speed controller, 7A-7
Lubricants
water additive, 4-27
M
Maintenance
absorbers, 10-15
preventive, 10-4
schedule, 10-3
Manifold pressure
sensor channel definition, 9-9
Manual
control mode, 11-4
test description, 8-3
Mechanical efficiency
calculating, 9-19
Memory
system channel, 9-30
Mode selection
controls, 7A-11
Morse cable, 6-17
Mounting
engine to stand, 6-9
Mufflers, 4-21
N
Network communication
data acquisition specifications, 2-7
NGE
data acquisition specifications, 2-7
Noise levels
safety, 1-4
Non-observance
safety dangers, 1-3
NSCR
cooling system
parts list, C-18
engine/absorber stand, 2-14
frame installation, 5-11
mounting sensor box, 5-14
unpacking, 5-3
O
Oil
absorber, 10-16
coolers
description, 2-21
operation, 6-12
parts list, C-18
Index I-9
pressure
sensor channel definition, 9-9
requirements
preventive maintenance, 10-4
turbines
parts list, C-19
Open and close rate
control parameter, 11-12
Open systems
test cell water system, 4-8
Operators console
description, 2-5
installing, 5-4
shipping checklist, 3-4
test cell location, 4-5
Operators viewing window
test cell specifications, 4-5
Options
airflow sensors, 2-19
automated temperature controllers, 2-22
description, 2-18
electric throttle controllers, 2-23
engine
cooling towers, 2-20
oil coolers, 2-21
fuel systems, 2-18
Lambda sensors, 2-23
relay enclosures, 2-24
SuperStart, 2-22
temperature and humidity sensors, 2-19
P
Packaging
Racers Pack, 3-8
shipping checklist, 3-4
Packing and handling, 3-3
Panels
touch-screen, 7A-5
Parameters
closed-loop control, 11-18
control mode, 11-8
Part numbers
absorber stand, C-10
air turbines, C-14
analog voltage panel, C-8
cables, C-4
console, C-5
coolant and oil turbines, C-19
critical spares, C-3
drive accessories, C-21
engine
cart, C-12
control panel, C-9
cooling systems, C-17
fuel system, C-14
input shafts, C-21
Lambda A/F sensors, C-19
magnetic speed sensors, C-20
NSCR cooling system, C-18
oil coolers, C-18
pressure sensors, C-7
Racers Pack engine/absorber stand, C-34
relay box, C-9
sensor box, C-7
servo valve, C-12
SF-1 engine stand, C-11
SF-833 absorber, C-22
SF-833 load cells, C-22
SF-871 absorber, C-26
SF-871 load cells, C-26
SF-902 stand, C-32
temperature sensors, C-8
throttle, C-13
torque calibration accessories, C-20
Parts
frequently ordered, C-4
SF-871 absorber assembly, C-30
P-Gain
control parameter, 11-12
PID
control mode parameter, 11-8
control modes
handheld command, 7B-14
control setup, 11-7
servo control, 7A-21
Pilot bushing adapters, 6-9
Pipe diameters
exhaust, 4-21
Post test
viewing data, 6-26
Power
calculating, 9-21
connection
console, 5-25
sensor box, 5-25
console control, 7A-10
correction factors, 8-13
data acquisition AC requirements, 2-9
requirements
test cell computers and electronics, 4-25
supply
data acquisition specifications, 2-9
Power Absorption Units, 2-15
Pressure
auxiliary, 9-9
boost, 6-7
water supply hose, 5-8
calibrating transducers, 10-11
fuel, 9-8
manifold (boost), 9-9
sensor box
connections, 5-34
expansion panel, 2-11
Index I-10
Pressures
parts list, C-7
Pre-test checks, 6-19
Preventive maintenance
suggestions, 10-4
Printing from handheld, 7B-4
Pulses per revolution
specification, 6-22, 9-12
Pump seal
absorber, 10-16
purpose, 10-18
Pumps
water return, 4-30
water supply, 4-29
Push-pull cable
throttle, 6-17
Q
Quality
water, 10-4
R
Racers Pack
engine cart shipping checklist, 3-8
engine/absorber stand, 2-15, 5-10
parts list, C-34
handheld and keypad controls, 7B-3
packaging, 3-8
sensor box shipping checklist, 3-8
Ratio
engine to dyno, 6-22, 9-12
Reciprocal value
specification, 6-23, 9-13
Red hand button
purpose, 7A-6
References
engine
suggested, A-13
Relay box
console auxiliary switch, 5-37
control cable connection, 5-30
description, 2-24
parts list, C-9
Repeatability
in automated tests, 8-3
Replacing
absorber pump seal, 10-18
throttle diaphragm, 10-22
Requirements
absorber oil, 10-4
room, 1-3
Reset
revolution counter, 7A-21
system
configuration, 7A-19
Return
encoder knob configuration, 7A-18
specification, 6-23, 9-14
tank
foot valves and inlet strainer, 4-30
test speed controller, 7A-7
Revolution counter
channel definition, 9-16, 9-30
console setup, 7A-20
Right screen
data display, 9-32
Rocker switch
console, 7A-10
Room
controls
test cell, 4-24
design
test cell ventilation, 4-17
requirements
safety, 1-3
ventilation
test cell, 4-16
S
SAE standard J1349
corrected horsepower, 9-19
correction factor, 8-14, 9-17
Safety
carbon monoxide warnings, 1-5
data acquisition specifications, 2-9
dynamometer operation, 6-3
electrical, 6-4
limits
console buttons, 7A-16
monitoring in programmed tests, 8-19
noise levels, 1-4
procedures, 6-5
room requirements, 1-3
test cell, 4-3
warnings, 1-3
Screens
handheld controller, 9-32
touch-pad, 7A-5, 7A-11
Sensor box
analog voltage expansion panel
description, 2-11
boom-mounted installation, 5-14
ceiling-mount installation, 5-14
connection to console, 5-29
description, 2-4
engine control panel, 2-12
expansion panels, 2-9
installation, 5-12
interconnect panel
description, 2-10
Index I-11
Sensor box (continued)
panels
analog voltage, 5-35
engine control, 5-33
pressure, 5-34
sensor interconnect, 2-10, 5-30
system interconnect, 2-9, 5-28
temperature, 5-35
parts list, C-7
pedestal-mount installation, 5-13
pressure expansion panel
description, 2-11
Racers Pack shipping checklist, 3-8
rail mount installation, 5-14
shipping checklist, 3-5
stand-mount installation, 5-12
system interconnect panel, 2-9
thermocouple expansion panel, 2-10
wall-mount installation, 5-13
Sensor box does not power on
troubleshooting, 10-32
Sensors
acceleration, 9-21
air
density, 9-20
temperature, 9-6, 10-14
turbines, 9-7, 10-24
airflow, 2-19
channels, 9-16
barometric pressure, 9-11, 10-10
battery voltage, 9-11
BMEP, 9-21
cable part numbers, C-4
calibrating, 10-5
channels
configuration definitions, 9-4
definitions, 9-5, 9-6
connecting to
engine, 6-18
sensor box, 5-28
data filters, 9-5
dynamometer speed, 5-30, 9-7, 10-16
engine speed, 5-31, 9-7, 9-21
exhaust
air pressure, 9-10
temperature, 9-20
fuel
flow, 9-7, 9-22
pressure, 9-8, 9-9
turbines, 10-25
fuel turbines, 5-31
humidity, 9-7, 9-20, 10-14
inlet air pressure, 9-10
Lambda, 2-23, 5-30, 9-6
load cell, 5-30, 9-6
manifold pressure, 9-9
measuring DC voltage, 9-8
oil pressure, 9-9
power, 9-21
pressure, 5-34, 10-11
servo valve, 9-10
shipping checklist, 3-6
speed
parts list, C-20
temperature, 5-35, 10-14
thermocouples, 5-35, 9-8, 10-14
torque, 9-20, 9-21, 10-6
voltage, 5-35
volumetric efficiency, 9-19
Servo
control
closed loop, 7A-21
mode, 11-5
valve
electrical connection, 5-30
parts list, C-12
sensor box connection, 5-31
sensor channel definition, 9-10
Servo/Control 1 panel, C-33
Set point
control mode, 11-4
system channel, 9-29
throttle channel, 9-29
Setup
revolution counter, 7A-20
WinDyn testing, 6-20
SF-1
engine stand, 5-10
SF-1853 handheld controller
connection, 5-28
data screens, 9-32
SF-833
absorber assembly, C-25
accessories parts list, C-22
input shafts parts list, C-21
SF-871
absorber assembly parts, C-30
accessories parts list, C-26
input shafts parts list, C-21
SF-902
absorber stand assembly, 5-6
engine test cell diagram, 4-6
engine/absorber stand, 2-13
test cells, 4-4
troubleshooting, 10-32
unpacking, 5-3
Shipping
checklist, 3-4
information, 3-3
Shutters
test cell ventilation, 4-19
Software
WinDyn, 5-24
Index I-12
Sound control
test cell, 4-23
Sources
test cell equipment, 4-28
Spark friction torque
calculating, 8-14, 9-18
interpolation channel, 9-23
Specific
power
channel definition, 9-16
torque
channel definition, 9-16
Specifications, 9-12
air turbine selection, 6-23, 9-13
channel definitions, 9-12
console buttons, 7A-15
cycle time, 6-23, 9-13
data acquisition system, 2-7
defined, 6-22
engine, 6-22, 9-12
fuel-specific gravity, 6-23, 9-12
handheld command, 7B-12
inertia, 6-23, 9-13
lower, 6-23, 9-14
number of engine cylinders, 6-23, 9-12
pulses per absorber revolution, 6-22, 9-12
reciprocal, 6-23, 9-13
return, 6-23, 9-14
step
size, 6-23, 9-14
time, 6-23, 9-14
test cell, 4-4
upper, 6-23, 9-14
water brake power absorbers, 2-17
water quality, 4-14
Speed sensors
connection to sensor box, 5-29
electrical connection, 5-30
parts list, C-20
Stand
SF-902 parts list, C-32
Standard temperature and pressure
See STP Standard J607
Standardized test
defined, 8-7
Stands
engine mount, 6-9
Starter
engine control panel, 5-33
option, 2-22
SteadySt.tpf, 8-10
Steady-state tests
defined, 8-10
description, 8-4
Step
size
specification, 6-23, 9-14
tests, 8-9
defined, 8-4
time
specification, 6-23, 9-14
Steptest.tpf, 8-10
STP Standard J607
corrected horsepower calculation, 9-19
correction factor, 8-15, 9-17
Strain gauge
See Load cells
SuperStart
description, 2-22
Switches
battery, 5-15
console push button, 7A-11
digital outputs in sensor box, 5-32
relay box, 5-37
rocker, 5-37
System, 9-29
channels
defined, 9-29
configuration setup, 7A-19
console button functions, 7A-12
data acquisition, 2-4
dynamometers, 2-13
fuel, 2-18
inertia, 8-17
specification, 9-13
initial checkout, 5-38
interconnect panel
connector pin-out drawing, C-33
description, 2-9
operating code versions, 7A-19
power switch, 7A-10
reset, 7A-19
response
parameters, 11-19
set point controllers, 7A-11
timers, 9-29
unpacking, 5-3
System interconnect panel
connections, 5-28
T
Tables
interpolation, 9-23
Tach (roll or absorber) panel, C-33
Temperature
automated controllers, 2-22
calibration, 10-14
engine cooling towers, 2-20
humidity probe
connection, 5-29
oil coolers, 2-21
parts list, C-8
probe
connecting, 5-28
Index I-13
sensor
description, 2-19
sensor box connection, 5-35
water, 10-4
Test
handheld command, 7B-7
Test cell, 4-32
air quality, 8-18
computers and electronics, 4-24
designing, 4-4
engine
dynamometer, 4-4
exhaust system, 4-21
fuel system, 4-22
environmental controls, 8-19
equipmenet recommendations, 4-29
equipment sources, 4-28
filters and drains, 4-15
fire suppression, 4-26
mufflers, 4-21
room
controls, 4-24
requirements, 1-3
ventilation, 4-16
air conditioning and filters, 4-19
airflow test, 4-19
engine air, 4-20
equipment, 4-18
shutters, 4-19
safety, 4-3
sound control, 4-23
ventilation, 4-16
fans, 4-31
water
additives, 4-26
cooling, 4-12
filters, 4-31
quality, 4-14
system, 4-8
XConsole diagram, 4-6
Testing
acceleration, 8-8
automated, 8-3
carburetion effects, 8-18
connecting sensors, 6-18
custom automated, 8-6
data analysis, 6-27
entering specifications
cycle time, 6-23, 9-13
return speed, 6-23, 9-14
start speed, 6-23, 9-14
step
size, 6-23, 9-14
time, 6-23, 9-14
stop speed, 6-23, 9-14
environmental controls, 8-19
possible errors, 8-16
preparation, 6-7
pre-test checks, 6-19
repeatability and productivity, 8-3
running
automated test, 6-19, 6-25
shutting down the engine, 6-26
starting the engine, 6-24
system inertia, 8-17
viewing post-test data, 6-26
WinDyn setup, 6-20
Tests
absorber pump seal leak, 10-17
types, 8-3
Accel902, 8-8
Break-in, 8-11
steady-state, 8-10
step test, 8-10
valve ramp, 8-9
Thermocouples
calibration, 10-14
errors, A-11
expansion panel
description, 2-10
installing, A-11
measuring exhaust gas temperature, 9-8
response time, A-10
sensor channel definition, 9-8
sizes, A-10
Throttle/control 2 panel, C-33
Throttles
arm
installing on SF-1 stand, 5-11
cable
Morse, 6-17
push-pull, 6-17
control
electric actuator, 11-9
electric, 5-39, 6-13
connection to sensor box, 5-32
description, 2-23
hydraulic, 5-20
diaphragm replacement, 10-22
operation, 6-13
Morse cable, 5-40
parts list, C-13
rod
connecting, 6-16
set point controllers, 7A-11
water supply line, 5-8
Timers
system, 9-29
Torque
based on engine displacement, 9-16
calculating, 9-21
capacity
water brake absorber, 2-17
channel definition, 9-6
Index I-14
Torque (continued)
corrected, 9-20
sensor
calibration, 10-6
connection, 5-30
servo control mode, 11-5
Touch-screen
configuration, 7A-17
controls
defined, 7A-7
mode selection, 7A-11
sensitivity selection, 7A-11
Troubleshooting
XConsole, 10-32
Turbines
air
calibration, 10-24
parts list, C-14
airflow, 2-19
coolant
parts list, C-19
fuel
calibration, 10-25
connection to sensor box, 5-31
oil
parts list, C-19
U
Upper
encoder knob configuration, 7A-18
specification, 6-23, 9-14
test speed controller, 7A-7
Using
specifications, 6-22
V
Values
specifications, 6-22
Valves
automatic water fill, 10-15
capacity, 6-6
ValvRmp.tpf, 8-9
Vapor pressure
calibration table, 9-27
sensor, 9-20
Ventilation
air ducts/filters/shutters
equipment recommendations, 4-32
fans, 4-31
test cell, 4-16
tube axial fans
equipment recommendations, 4-31
Versions
operating code information, 7A-19
Viewing post test data, 6-26
Voltage
panel, 5-35
sensors, 9-8
Volumetric efficiency
calculating, 9-19
W
Walls and doors
test cell specifications, 4-7
Warnings
carbon monoxide, 1-5
safety, 1-3
Water
absorber
pump seal, 10-16
tank installation, 5-7
additives, 4-26
test cell, 4-26
analyzing, 4-27
antifungus additive, 4-27
dynamometer
float valve, 10-15
engine cooling system, 6-11
filters, 4-31, 10-15
dyno inlet installation, 5-7
lubricants, 4-27
quality, 10-4
recirculation system
engine test cell diagram, 4-10
return pumps
equipment recommendations, 4-30
supply
cooling system, 4-12
filters and drains, 4-15
pumps
equipment recommendations, 4-29
quality, 4-14
system
test cell, 4-8
test cell design, 4-8
temperature
preventive maintenance, 10-4
Water brake
absorbers, 2-15
torque capacity, 2-17
load control, 11-9
Weights and dimensions, 3-3
Wideband 02 sensors, 2-23
WinDyn
automated tests, 9-30
calculated channels, 9-15
calibration, 10-5
load cell, 10-7
control file, 11-20
installation, 5-24
test setup, 6-20
Index I-15
X
XCart
assembly, 5-5
XConsole
connection to sensor box, 5-28
design, 7A-3
engine test cell diagram, 4-6
operators panel, 7A-5
power, ES, and relay switches, 7A-10
setup menu, 7A-17
test cells, 4-4
troubleshooting, 10-32
unpacking, 5-3
weights and dimensions, 3-3
XDyno
absorber stand
parts list, C-10
installation, 5-6
Index I-16