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Engine Analyzer Pro User`s Manual

1. Valve Flow amp Cam Calculations Allow Chassis Dyno Losses Factor 7 Overlap Area deg sq in Ulu Area degxsq in Don t Ask Total Exh Int Total Avg Flow Coef About Lobe Separation deg Lobe Area inch deg Updating Overlap deg Duration deg Overlap 656 deg Opening Events deg Closing Events deg Int Exh Buration 656 deg Duration 266 deg 172 175 OPR Eunts 656 deg TDC Tappet Lift in 6 139 6 115 Gross Valve Lift in 6 691 6 656 Lobe Senterlns deg Settings under General Operation also let you size and customize the Special Calculations section New outputs for Duration at 200 lift and lift at TDC 244 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A30 New Features for the See Engine Screen Click on Options to bring up the Options screen shown here Valves for 4 valve and hemi engines now drawn coming form r Watch Chamber and Valves i gt opposite sides of chamber Oj Back close Options Print Help E ou can Aufo Link to Crank Degrees 408 See Engine Op ions Gasket Thickness oo Emphasize Deck Ht Clearance 0 Intake Valve Exhaust 4 Exhaust Intake Intake and Exhaust Valve Equally Pri Valve Angle Sec Valve Angle Thickness of Selected Lines Inches from Valve Thin Lines Thick Lines sh to Head Surfac RPM to See analyze Data To Graph Valve Lif Typi
2. Figure 4 13 Fuel Delivery Specs Menu for 500 2 Barrel with 80 Air Bleed Click on the See Specs button in the Fuel Delivery Calculations in the Intake System Specs menu to display this menu fuel injection Specs Carburetor Specs neco RaGng mets Primary Yenturies i injector Rated Pres PSE it Secondary Venturies C ha n ge P rima ry Ve n t uri Hpesating Fuel Pres PSE Primary Venturi Diameter in 1 Diameter to 1 375 for Pressure Conte Reg to Man Pres 3 Secondary Venture Dia m gi 3i Hol ley 2 Ba rrel Total 8 Injectors on Engine Power Valve 03Priony E Fring Method Once Cycle 2revs E Menturi Discharge Coef 8 cid Air Bleed Type of Fuel Delivery System ee elp To change the Type of Fuel Delivery select a Total number of primary venturies on engine For Tan Manifold Type in the Intake Specs menu example two 4 BBLs would be 4 one 4 BBL Nould be2 p40 Select 80 air bleed from combo box 165 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Conclusions e The Engine Analyzer Pro includes features to simulate a simple carburetor to estimate required jet sizes Notes on Carb Specs Some carb specs are easy to obtain or measure like Primary Venturi Diameter Others are more difficult like Venturi Discharge Coef which is not generally available f
3. This new manifold is a dual plane design like the stock manifold so Manifold Type will stay Dual Plane carbs Runner Width in Runner Height in _ Runner Shape Rectangular Flow Data with 1 Runner Runner Diameter in Flow with 1 Runner CFM The corner runners measure approximately 6 long while the inside runners measure 4 That would average out to 5 for the Runner Length for the new intake Rules also state that the crossover must be open and no heat shield can be used under the intake Note Use dimensions and shape for this intake runner at the end by the head Then use the Taper Cle button to estimate Taper degrees FY LE l Notes Enter flow data for 1 1 940 diameter Intake valve at a valve lift from 400 to 550 For Flow with Runner enter flow obtained at the same lift with the 1 runner attached to head lise Caic Value Therefore set pick Prod full Heat for Intake Heat The same carburetor will be used so Total CFM Rating will stay at 255 Calculate performance for the RSTR SBCHEV with the new head and intake manifold Figure 4 46 is a comparison graph of the baseline with the new more restrictive intake As the graph shows performance has dropped at all RPMs 189 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples The new heads and intake dropped peak HP from 307 to 276 and dropped average Fi
4. As shown in the first part of this example it looks promising to try a slightly larger diameter or slightly shorter header primary especially if the engine can rev safely to over 7500 RPM Figure 4 57 Graph of Chain Results Chain calculations can also be saved for later Click on a Run in the Legend here reference by clicking on File as shown in Figure 4 57 Then click on Save Current Test Results to The correxponding graph will Disk Chain results can be saved to any directory flash so it stands out from the but have a CHN file extension instead of a DAT other graphs extension of single run test files Engine Analyzer Pro SUPERSTO CK Test Results examples 6 hedr Back File Format View Help Chain Graph tq HP la E lo lele elele Lele Del eeel 21 t havens sca Brake H haere Conclusions e The Chain Calculation feature lets you run several tests automatically to find combinations which look promising e Chain Calculations only allow for torque or HP output Therefore for detailed investigations of other operating conditions like detonation valve toss cylinder pressure etc you must use single run tests 6000 6250 6500 6750 7000 7250 7500 7750 8250 8500 8750 RPM 200 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 1 Accuracy and Assumptions Background The Engine Analyzer Pro was developed as a e Learning aid for those who want to better understand
5. Engine RPM 4400 4800 200 5600 e000 Jesoo Jesoo Brk Ta ft 1b 472 482 483 A7 456 451 408 Brake HP 396 440 478 502 52 549 528 E Actual CFM 466 524 594 625 639 696 705 Fuel Flow lb hr 170 192 218 229 234 255 28 e A F Matr Oly 100 0 100 0 1000 1000 100 0 1000 100 0 im Preferences JBSFC Ib HPhr 0 431 0 436 0 455 0456 0 449 0 464 0 489 Thermal Ef 34 33 34 07 3278 3293 3377 3294 31 83 Reading Data Files Calculations cont IMEP PSI 205 210 211 207 203 202 186 Printing Graphing Calculations Fretn Tq ftlbs 48 29 51 1 538 56 7 595 624 653 Ee e Frctn HP 40 45 46 66 533 604 680 760 845 pe FMEP PSI 19 00 20 09 2118 2229 2341 2454 25 68 Link to Vehicle Pi cae MechEf 907 904 900 893 985 878 862 Auto Link to Vehicle Program Motong HP 47 34 568 711 789 844 10 130 None Dorit Auto Link to Any Program 7 _Find PumpngWork HP 6 88 10 16 17 82 18 50 16 42 24 62 45 50 Restart Residual Exh 81 37 16 17 24 16 7 Send Power Curve to Vehicle Program fee Te ShtCicut 00 O09 30 23 OF 16 1 ExhTemp degF 1373 1398 1415 1396 1371 attow a Choice Each Time gt Mx Cyl Pres PSI 1060 1067 1078 1057 1024 Mx Cyl Tmp deg F 4477 4617 4673 4660 4620 Vol Eff InPotTmp deaF 84 77 73 73 73 Actual CFM Piston Spd ft min 2567 2600 3033 3267 3500 i Fuel Flow Ib hr PistonGs TDC 1230 1460 1720 1990 2290 Nitrous Di Coolant HP 192 214 231 246 260 BMEP PSI Help BlowBy CFM oo oo oo oo oo oo
6. HP LaserJet IIl on LPT1 Orientation Paper Portrait Size Letter 8 1 2 x 11 in O Landscape Source 138 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Cursor The cursor feature is very useful for determining or comparing the value of the graph lines at various places See Figure 3 18 for explaining the use of the cursor Figure 3 18 Cursor Features and Commands Cursor line usually pink or Click on these buttons to move the cursor left or right Hold down the green depending on lt shift key gt while clicking these buttons and the cursor moves farther background color You can enable the cursor by clicking on View then Turn Cursor On Engine Analyzer Pra RUDDI AIC YL Saved Data buick ruddi ba S Back File Format View Help _ _ MI ED single LIST last_ RPM cyc The value of each graph e E ene ee line at the cursor is current displayed here BrkTq t Ibs 190 Brake HP 235 A BSFC Ib HP 401 Important Note that in this buicKirudd md1 graph BSFC was graphed Ta mps He after being multiplied by BSFC Ib HP 401 1000 This is so it would show up on a graph of torque and HP However the value displayed here is the actual BSFC value of 396 to 401 buickirudd mod BSFC Ib HP 396 The X value of the cursor is shown here in this case the RPM of 6500 You can also enable the cursor by single clicking on a graph line at a data point This also provides a quic
7. Closing Events deg 83 59 Section 3 5 For this first time Overlap 656 deg Duration 658 deg 279 292 accept the default settings and Opn Evnts 656 deg 37 75 h b licki Cls Evnts 656 deg 62 37 print the report by clicking on Duration 200 deg 199 262 E Print Results To help explain the other rows of output in the RPM or Special Calculations section simply click on the results A definition of that particular test result will be presented in a Message box as in Figure 1 4 Then click on OK when you have read the definition For a detailed explanation of all the results Calculation Conditions and output options go to Section 2 8 and Chapter 3 Clicking on Back or pressing the lt ESC gt key will return you to the Main Menu From the Main Menu you can modify the SUPERSTOCK to see the effect on performance For example you could go into any of the component menus and e Specify a wilder cam more duration or lift e Install better heads higher compression ratio higher flow coefficients and or larger valves e Install a supercharger or turbocharger The beauty of the program is you can try things which are too expensive too risky or simply not possible with current technology Many of the input specifications you see in the various menus may not be familiar to you For a brief definition of the inputs simply click on the specification name The definition will appear in the Help frame with a page in this man
8. Ex viv Lin examples 1e356fil 6000 i i i i O f i examples s35as 6000 s fin Viv Lift H i a H i r Jin Viv Lift Ex Viv Lift t fi i Ex Viv Lift p examples rs355hyd 6000 f F i pi J f p examples reSS6til 6000 in Viv Lift A F H H 4 in Viv Lift Ex viv Lin i J A tee A AVVA examples ve356nyd 6000 i Jin Viv Lift i EX Viv Lift 900 Crank Degrees 600 660 Crank Degrees To expand the X Axis you could have also clicked and dragged a box of the area you wanted expanded to fill the entire graph as shown here Position the mouse pointer in the upper right corner of the area hold down the left mouse button and drag the mouse to the lower left corner of the area An outline box will be drawn When the desired area is enclosed release the mouse button The cursor must be turned Off and do not start the box close to a graphed data line or you will turn On the cursor instead of drawing a box C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples E Once you have these 3 files loaded into the Common List it is very easy to make comparison graphs of most anything Figure 4 22 shows a comparison of Valve Lift for the 3 cams Although the valve lifts don t look that different the engine can tell the difference e The gentler ramps of the hydraulic cam less lift for about the same duration show a performance loss at all RPMs e The
9. 1998 busch motor 10 19 am 1 j Click In the Graph ae column to add a Yes il or remove a Yes Tests marked Yes to graph are graphed if you select Graph Tests Marked Yes Click in the Std Graph Title column to change the Std im Test History O x G h Titl Graph These Tests Graph Options Clear erase History Print Help rap e Test Tite Graph _Jtaph Title Save Peak Tq Tne Avota linc Peak HP Inet JAvgHP Incr CycRP H 1998 Busch Motor 10 19 am Wed Mar 24 04 1998 Busch Motor 482 at 5000 3241218 551a 6500 2 456 15 s5000 Alternate titles are 1998 Busch Motor Wed Mar 2404 10 19am Yes 1998 Busch Motor 419 450 at 5000 4399 394 38551 530 at 6500 52232 441 434 00 5000 i BRIGGS Tue Mar 23 04 12 25 pm BRIGGS 12 25 p 10 1 at 3500 20 849 4 137 68 at 4500 1700 11 300 also possible by BRIGGS Tue Mar 23 04 12 24 pm BRIGGS 12 24 pm 9 90 at 3500 170 10 836 170 64 7 57 at 4500 146 43 689 138 11 3500 icki 1v2 1 ALFA ROM VB Tue Mar 23 04 12 21 pm new fins 250 180 at 4500 A4 173 42 154a 4500 a2 he h 4500 clicking on Format 1v2 1 ALFA ROM VE Tue Mar 23 04 12 20 pm new fan 250 194 at 4500 1019401191 18 166 at 4500 10166 0 154 4500 then Edit v2 1 ALFA ROM VE Tue Mar 23 04 11 42 am Iv2 1 ALFA ROM V6 10000 00at 0 10174 0173 0 1000 00 at 0 10148 0140 o v2 1 ALFA ROM VE Tue Mar 23 04 11 39 am fins 250 174 at 4000 39 173 18 148a 4500 a8 mo 4000 i v2 1 ALFA ROM VB Tue Mar 23 04 11 38 am fan 250 193 at 4500 32 191 8 166 at 4500 15
10. IA Engine Analyzer Pro Engine v2 1 98 WNSTN CUP Test Results 1ckexh big chain Once chain calculations are done you gt Back Graph Print Help File History Analyze See Engine Send Cmnts Chain Results Options can change the ranking and idle vacuum HAE Notes Maintain at least 3 ide vacuum gt Rank Results Refresh criteria and click on the Refresh button Engra APM iraa L T T to have the results change without Chain 49 3 0 Hg Idle Vac i InPrtDia 1 8 IntRnDia 1 8 IntRnLen 5 5 Tq redoing the calculations ExPriDia 1 9 ExPriLen 25 HP Chain 169 3 0 Hg Idle Vac InPrtDia 1 8 IntRnDia 1 8 IntRnLen 7 5 Tq ExPriDia 1 9 ExPriLen 35 HP Chain 85 3 0 Hg Idle Vac InPrtDia 1 8 IntRnDia 1 8 IntRnLen 5 5 Tq ExPriDia 2 1 ExPriLen 25 HP Chain 157 3 0 Hg Idle Vac InPrtDia 1 8 IntAnDia 1 8 IntRnLen 5 5 Tq ExPriDia 1 9 ExPrilen 35 HP Chain 61 3 0 Hg Idle Vac InPrtDia 1 8 IntRnDia 1 8 IntRnLen 7 5 Tq ExPriDia 1 9 ExPrilen 25 HP Chain 193 3 0 Hg Idle Vac J ae InPrtDia 1 8 IntinDia 1 8 IntinLen 5 5 Tq The asterisk indicate the highest ExPriDia 2 1 ExPrilen 35 HP Chain 97 3 0 Hg Idle Vac Average Tq and HP InPrtDia 1 8 IntRnDia 1 8 IntRnLen 7 5 Tq ExPriDia 2 1 ExPriLen 25 HP Chain 313 3 0 Hg Idle Vac InPrtDia 1 8 IntRnDia 1 8 IntRnLen 7 5 Tq ExPriDia 2 1 ExPriLen 45 HP Chain 241 3 0 Hg Idle Vac ent SANDS iL Ta Chain results consist of 3 rows of data with the xP rIDIa 1 PriLen
11. Valve Flow amp Cam Calculations int Exh Oveklap Area deg sq in 6 8 Ulu Area deg sq i 162 6 117 8 Total Exh Int 72 5 Total Avg Aow Coef 6 249 6 272 Lobe Separation deg 115 6 Lobe Area inchxdeg 19 82 19 82 Overlap deg 34 Duratiom deg 262 262 Opening Events deg 15 63 Closing Events deg 67 19 Overlap 656 deg Duration 656 deg 262 262 Opn Evnts 656 deg 15 35 Cls Evnts 656 deg 37 13 Duration 266 deg 168 168 Slide bar Click and drag button to display all Special Calculation test results eo CC AC A y Horizontal slide bar Click and drag to display all RPM Data if RPMs is greater than 12 125 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output 3 1 Tuning Pressures The Tuning Pressures screen displays intake and exhaust port pressures and velocities This screen is very useful for analyzing intake and exhaust tuning dynamics Many users may not feel comfortable reading graphs Therefore the Pro also provides a small engine diagram to help give a feel for what the graphs mean Main items of this screen are explained in Figure 3 2 See Appendix 5 Watching Tuning Pressure and Flow for tips on interpreting these graphs Figure 3 2 Explanation of Tuning Pressures Screen Exhaust port pressure graphed with thick dark red line When this line is below cylinder pressure exhaust flows out of the cylinder Cylinder pressure graphed with a thick light gray line Intake
12. as shown Then you can use the 3 groups of conditions to determine what examples are shown For example in this screen we have picked to only show cams with the phrase Hyd in the Lifter Profile description and an Int Lobe Lift greater than 29 inches ane a z a Tips Click on Example to figl Abreviations BIR Blue R CC Comp Ce Lun Lunati Mschaiseaponts pete as aes Gare then click on Pick or Delete fern Pick Print Cancel rY A fi Ni i Double click to pick Example in 1 step DEH Duel Energy R XE Extreme Energy NX Nitrous HP Right click to show Valve Lift Chain Calc These Cams Show Only Examples Fitting These Limits No Cand Or C No And Or Show Lifter Profile ZI Int Lobe Lift ba Onlythese v Click on this button only available for example Cams and the program will do a chain calculation on all cams listed Contains v Ismore than v 29 iA Engine Analyzer Pro Engine 1969 Pontiac GTO 400 Stock Test Results Untitled fa Back BI Print Help File ASCII File History Analyze See Engine Send Stop Cmnts Chain Results Options _Notes Maintain at least 3 idle vacuum Rank Results Tq Refresh Engine RPM Chain 3 16 0 Hg Idle Vac 415 63 cid Isky CORVAIR Tq 46 494 77 437 78 310 25 426 82 PN 115128 HYDRAULIC 2500 6500 RPM 265 30 376 82 416 78 354 44 353 34 1977 05 Chain 2 18 8 Hg Idle Vac 415 63 cid Engine Masters
13. 156 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Example 4 1 Installing Larger Carburetor And Intake Manifold Features Introduced and suggested background reading Section 1 5 Example To Get You Going Changing Intake System specs Section 2 4 Calculate Performance and evaluating Test results Section 2 8 Using Calculation Menus Section 2 9 Graphing results Section 3 4 Example 4 1 will be fairly simple to get you started We will attempt to answer the question What performance improvement can be expected from a 355 Chevy with 255 CFM 2 BBL Holley 350 with Performer dual plane engine by switching to a 400 CFM 2 BBL Holley 500 with a Victor Jr single plane intake This will be done by modifying the Intake System specs to simulate installing the larger carb with a single plane manifold We will then see the effect on Test Results especially torque and HP First start the Engine Analyzer Pro program following the procedure in Section 1 4 by either e Clicking on the Engine Analyzer Pro icon in the Perf Trends program group e Clicking on the EAP EXE EAP program under the EAP directory folder under the PERFTRNS PTI directory folder using File Manager Windows Explorer Terms in parentheses are for Windows 95 You will be given the Engine Analyzer Pro s Main Menu Notice at the top of the Figure 4 1 Main Menu screen that the current Engine file is a Click on Retrieve button t
14. Appendix 1 Accuracy and Assumptions Appendix 3 Intake and Exhaust Tuning Appendix 5 Watching Tuning Pressure and Flow New inputs and features for graphing have been added or expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info The Engine Analyzer Pro simulates the pressure pulsations which are present in the intake and exhaust runners These pulsations are critical to obtain optimum performance especially for naturally aspirated free flowing race engines With intake and exhaust systems designed to take advantage of these pulses volumetric efficiencies of well over 100 are possible without supercharging Since tuning effects are most noticeable with free flowing heads and high overlap cams we will use the SUPERSTOCK Buick V 6 engine for this example In this example we will show how to use cycle plots to understand the tuning pulses in the intake and exhaust system and how they affect performance To simplify things and save calculation time we will look primarily at 7500 RPM an RPM close to the HP peak Retrieve a copy of SUPERSTOCK from the library Calculate performance with the Starting Point Recommendations RPM under Calculation Conditions set to 7500 Important points from these Test Results include e Mach at 7500 RPM is a relatively low 415 indicating the intake valve should not be too restrictive at this RPM e The TOTAL EXH INT of 81 9 is somewhat higher than the recommende
15. Show Layout a drawing of the intake and exhaust runners and valves Version 3 5 now more accurately resizes these drawings if you resize this screen and shows the labels in Inches or MM e The program now shows pictures of typical Manifold Types in Intake Specs screen to better clarify what is meant by the various types e A Calculation Menu Clc button option for Intercooler Restriction based on intercooler dimensions has been added Also if you calculate Intercooler Restriction from dimensions an optimistic estimate of Intercooler Effectiveness is also calculated which you can use if you choose to e Anew Preference to have program remember the last type of graph you were making when you restart the program has been added It is under the Printing Graphing tab and is called Always Remember Last Graph Setup 251 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices ea ESSE a SESE eee e The program now remembers any search phrase you were using in the various Open screens for the engine and component libraries It also now has a Show All Files button to simply restore all files to the list e The program now warns if the intake or exhaust lobe max lift is zero typically caused from a problem in a cam profile file e The program now asks to save changes to the engine file you are working on to the permanent copy in the Engine Library when quitting the program e The program no longer checks for valid cam sp
16. Snorkel Most production air cleaner housings have some type of venturi restriction for reducing intake noise Choose Yes for these type of air cleaners Choose No for most all types of performance aftermarket air cleaners where the element is well exposed 2 9 11 Calc Plenum Vol cu in Is the Plenum Volume calculated from the following specs in cubic inches Plenum Volume is defined on page 30 under Intake System specs See page 97 for general notes on Calculation Menus and for an example of their use 112 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Plenum Specs Calculation Type This combo box lets you pick how the calculation should be made either e Dimensions like height width depth etc e Engine Displacement like a percent of the engine s cubic inches Your choice here will determine which specs are enabled or disabled in this menu Shape If you select Dimensions for the Calculation Type this combo box lets you pick the general shape of the plenum when view from the front of the Figure 2 48 Plenum Shapes viewed from end engine Rectangular Rectangular Oval e Rounded Rectangular e Oval e V Bottom See Figure 2 48 for examples Rounded Rectangular V Bottom Length If you select Dimensions for the Calculation Type this dimension represents the length of the plenum See Figure 2 49 Width Figure 2 49 Plenum Dimensions If you select Dimensions for the
17. We ve made some improvements to the tables of Spring Force vs Spring Height available in the Valve Train Dynamics screen We ve added a Preference for Filter smooth Cam Lobe File data Since Cam File data can come from many different sources it may be best to set this to Yes especially if you are doing Valve Train Dynamics Fig A45 If you are using a Cam Lobe File for either the intake or exhaust lobe then the velocity and acceleration data for this lobe will be filtered also We ve increased the Number of Cam Bearings allowed up to 40 was 20 for calculating Bearing Size Coef in Short Block Specs We ve fixed a bug where direct acting OHC buckets would show valve toss at very low RPM less than 1000 due to math problem We ve refined the blow by calculations so that the amount of leakage also reflects a loss of fuel energy due to lost fuel The program now allows for up to 20 degrees cam advance or retard We ve made refinements to the Estimated Idle Vacuum in the Special Calculations section Now it is based on the Barometer setting in the Calculation Conditions screen supercharger type and some other refinements We ve added a Preference to have Cranking Compression calculated by cranking RPM barometric pressure and cylinder leakage or just the simpler v3 5 and earlier versions For a little background if there is any leakage as specified in the Short Block Specs screen that bleeds off cranking compressi
18. he added Click the Check Box to enable then type Throttle Body s in a number or Total CFM Rating ct click on the Clc V Secondary Thtottles button te y Open 4000 RPA z calculate from ir Cleaney CFW Rating various inputs M Air Met CFW Rating o eg Restrictor OFM Rating o eg l Plenum Specs Estimate Specs Use Specs Below Plenum Yolume cu in New Runner Design input Straight Runners merge to head enables you to simulate fuel injection runners where the diameter is approximately constant over entire length until it gets close to the head where it blends into the port in the head Click on See Layout button at bottom of this menu to view Designs New Manifold Type choice on Single Plenum Racing EFI to simulate racing EFI intakes which look like tunnel rams with electronic injection Many new fuel choices and fuel richness settings Liquid or Air cooling options 243 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A29 Preference Modifying Output Screen ZENE Analyzer Pro Engine 1998 Busch Motor 10 19 am Test Results Untitled TE ee E E y Note that certain rows of output are collapsed and F Cmnts Notes Summary Carb or T B Very small Piston speed Extremely PkTq 483 52 4 Avg 430 not shown These rows have been picked in the Notes high Click on Notes for more Details Preferences menu as shown below
19. 3 24 Saving Component Files Select No and the program will ask you for a New Component Name in the menu shown to the right Engine Analyzer Pro Cylinder Head Specs for PROD GT40 Intake Port Specs Exhaust Port Specs Valves Ports 1 valve amp 1 port it Valves Ports Valve Diameter in 1 78 Nalve Diameter in Avg Port Diameter in 1 55 Cle Avg Port Diameter in Port Length in 4 Port Length in Single Fa Current Component File Name Be sure to update comments in addition to the specs These comments are very useful should you retrieve this component file in the future The program presents the current file name for editting Change it to most any name for the component file The program warns you if the file Chapter 3 Output name already exists or there is a problem with the name Save a Cylinder Head File New Cylinder Head Name PROD GT40 ES Cancel Help Use Engin m Tips 7 Enter a New Cylinder Head Name and click on OK The c irrent Cylinder Head name is given should you choose to modify if slightly for the new name Use the Delete key to erase the name if you want a completely new name from list p 21 Click on Use Engine Name to copy the name of the curre Engine file to the file name field Lox Cher To save a complete engine file consisting of all Compone click on File engine or the Save Button at the Main Megu
20. Chain 277 3 0 Hg Idle Vac labels showing Idle Vacuum a Tq row and HP ee row The settings modifications of the particular ExPriDia 1 9 ExPrilen 45 HP Chain 205 3 0 Hg Idie Vac chain is also shown here in the labels InPrtDia 1 8 IntRnDia 1 8 IntRnLen 7 5 Tq Fee a F e TT 1 254 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A36 New See Engine Features Watch Chamber and Valves Back close Viewing Speed Options gine Help Print This Screen Crank Degrees Gasket Thickness Deck Ht Clearance Print Data at 1 Deg Icrements Valve Separation Print Data at 4 Deg Icrements Print Setup Exhaust Intake Pri Valve Angle fiz E 2 56 0 Print Data options 14 16 to produce report as shown below za L Valve Separation Actual Valve Lift i used in Theo Valve Lift Valve Clash Valve Clash I 5 Min Valve Clash calculations Piston to Head tute for checking clearances with Valve Clash results for multi clay Clearances are based on a 3 iston and NO rod stretch valve and Hemi type heads Valve Clash is what the clash clearance is at this particular File Edit Format Yiew Help crank degree being shown Min 5099 data in inches a Valve Clash is the smallest Piston Int Exh Int Depth Lift Lift PSI clearance for all cran
21. Engine Analyzer Pro Chapter 4 Examples Rectangular for Runner Shape and you will obtain 1 75 for the new Calc Avg Diameter Use this value by clicking on the Use Calc Value button e Enter a more appropriate runner flow coefficient for the free flowing single plane design Since we do not have flow bench data the Cle button and calculation menu will be no help Therefore refer to Table 2 7 in this manual and use a value of say 2 5 which is in the middle of the range for street single plane manifolds See page 26 e The single plane has shorter runners than the original dual plane some about 6 some about 2 Enter an average runner length of 4 for Runner Length in Remember this is the length of the runner in the intake manifold only not the head and manifold e Change Intake Heat to No Heat since the Victor Jr s runners are completely isolated from heat sources like coolant passages exhaust crossover or the lifter valley You should also get in the habit of changing comments when you make major changes as shown in Figure 4 7 Simply click on the comments box delete out the old comments and type in the new description With these modifications made click on the OK button in the Intake System menu Then click on the Calculate Performance button and then Calculate Performance button in the Calculation Conditions menu or just click on the Run HP button at the top of the Main Menu Now estimated performance sho
22. Figure A 7 we do not know what goes on inside except that fuel goes in and horsepower comes out We can calculate the amount of horsepower the fuel contains if we know the flow rate of the fuel and the chemical energy of the fuel Example of Black Box Engine Fuel Flow Rate 40 Ibs hr Chemical Energy in Fuel 19 000 BTU Ib Conversion factor 1 HP 2544 BTU hr HP into Black Box 1 40 Ibs hr x 19 000 BTU Ib 299 HP 2544 BTU hr If we knew the efficiency of this black box engine at converting chemical energy into mechanical energy HP we could calculate its HP output For this example let s say the black box engine is 25 efficient 208 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices _ ESSE SESS L M 2 Efficiency HP out x 100 HP in Filling in the information we know into eq 2 25 HP out x 100 299 HP Rearranging terms HP out 25 x 299 75 HP 100 Power out of Black Box engine 3 F F R x C E F x Eff HP out 2544 Where F F R Fuel Flow Rate lb hr C E F Chemical Energy of Fuel BTU Ib Eff Total Engine Efficiency Using this simple logic if the efficiency stays the same all we have to do is pump more fuel into the engine to produce more power For example remove the carburetor and dump the fuel directly down the intake manifold You could pump the gas tank dry in a matter of minutes but we all know that the engine would probably pr
23. Head 25 160 189 Runner Diameter 26 100 101 106 194 195 252 Runner Flow Coef 22 25 26 27 35 36 105 106 107 187 189 190 191 198 217 219 220 221 Runner Length 18 25 94 161 189 193 194 195 196 Runner Taper 25 28 100 S C Pulley Diameter 52 56 120 Save 5 130 148 167 172 179 188 194 200 236 249 Seated Spring Force 48 49 119 120 Seated Spring Height 120 Secondary Throttle Dia 29 109 115 220 Secondary Throttles 29 220 See Engine 5 1 6 153 154 223 237 251 253 Send 1 2 251 261 Setup 138 251 261 Shape 102 112 113 114 161 189 Show Examples Only Fitting These Limits 261 Shrt Circuit 76 80 Single Flow Coef 18 19 20 21 24 26 27 102 187 188 189 191 192 Single Plane 27 160 161 162 Spark 1 22 23 55 63 66 67 69 70 71 80 84 180 183 184 185 186 203 206 208 211 213 220 235 236 262 Spark Advnc 84 Spark Curve 1 69 70 185 186 262 Spec to Use 122 123 Spec Type and Name 72 73 Special Calculations 7 74 87 192 194 237 252 253 263 Spring Damper 117 Spring Force 119 120 263 Spring Height 120 263 Spring Rate 48 49 119 Starting RPM 65 66 Starting Spec Value 73 Stroke 13 79 81 82 93 99 104 210 212 221 235 Surge CFM 59 Swirl Rating 23 Test Pressure 21 22 102 103 105 106 111 115 187 188 190 191 192 Theo Crank Comprssn 92 C Performance Tr
24. Knock Index well over 2 at all RPMs indicating spark knock or detonation is very likely at all RPMs Click and drag the slide bar down to display the Valve Flow amp Cam Calculations i turbocharger outputs Overlap Area deg sq in 1 5 Ulu Area deg sq in Total Exh Int 68 6 Total Aug Flow Coef Lobe Separation deg 114 3 Lobe Area inch deg Y Overlap deg 42 Duration deg Turbocharger outputs which Opening Events deg describe how the turbocharger is Closing Events deg Overlap 856 deg 20 Duration 6 050 deg performing are shown here Opn Evnts 656 deg Cls Evnts 656 deg Duration 266 deg Figure 4 35 is the approximate compressor map for this turbocharger which you could obtain from the turbo supplier The points on the map are the operating points for each RPM of the calculation They are determined by plotting Actual CFM not shown in Figure 4 33 and PR as shown in Figure 4 33 These operating points lie to the right of the peak efficiency island If they were closer to the efficiency island Compressor Eff would be much higher This indicates the turbo is not operating at its peak efficiency and may be sized incorrectly Since the operating points are at a higher CFM flow than the peak efficiency island it appears that the turbo may be too small for this application PT TEIE A E E Figure 4 34 Turbocharger Performance vs Baseline 302 4V A R ee Engine Analyzer Pro 302 4 Test Results examples
25. Max 5 Min Y Close Saved List S SSSSSSSEESSSSSSSSS _a C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A32 Auto Linking to a Vehicle Program Drag Racing Analyzer v3 2 shown here In Preferences choose which Vehicle Program to Auto Link to At this time only Drag Racing Analyzer v3 2 and Circle Track 6 Analyzer v3 2 will Auto Link Auto Link to Vehicle Program a Preferences Auto Link to Drag Race Analyzer v3 2 Send Panes Gave te Vaiicle B ay Click here to have system one ower ANYO 10 ene Togram locate the Vehicle Program Allow a Choice Each Time 7 you have chosen The results of the New current Engine Power Curve coupled with the Vehicle File in the Vehicle Program Aides these on PkTa Avg PHP Avg DRA ET np 7 n 4 11 4 all results The Last results are for the pE Ea eer e E a libel Ts previous Engine Power Curve coupled with the same vehicle CO Summary of Results from Vehicle Program Click on these results to get a summary of ee the New vehicle results as shown here 7 MPH 114 92 ALA _ ____ Density Altitude 155 ol Eff Dry Density Altitude 271 Actual CFM Distance 1320 gt Vehicle Weight 3150 pice i Trans Gear at Finish 3 AZF Mix Qal Automatic Transmission BSFC hi E j E p j p File New DRA Link Try BSAC Errors None reported Friction HP Mach Pistan Snd You do not need to start the v
26. Micrometer accuracy is not necessary measurements within 05 inches are sufficient Examples The Main Bearings for a V 8 is usually 5 for a truck inline 6 pamer cylinder usually 7 single cylinder usually 2 in line 4 cylinder usually 5 etc Rod Bearings Figure 2 41 Bearing Dimensions Rod Bearing Diameter in Rod Bearing Width in These 3 specs define the size of the connecting rod bearings See Figure 2 41 for definitions of Diameter and Width measurements in inches Micrometer accuracy is not necessary measurements within 05 inches are sufficient The Rod Bearings is almost always equal to the cylinders Cam Bearings Cam Bearing Diameter in Cam Bearing Width in These 3 specs define the size of the camshaft bearings If the bearings are not all the same size use the size of the most common cam bearing See Figure 2 41 for definitions of Diameter and Width measurements in inches Micrometer accuracy is not necessary measurements within 05 inches are sufficient 98 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 2 Calc Total Inertia Is the Total Inertia calculated from the following specs Total Inertia is defined on page 16 under Short Block specs See page 97 for general notes on Calculation Menus and for an example of their use The equation for Total Inertia depends on the engine displacement This displacement is based on the current Bore Stroke and Cylinders in
27. Overdrive would be 8 1 x 100 or 20 Overdrive or 20 Underdrive Safety Note You must follow the supercharger manufacturer s recommendations for maximum belt ratios maximum engine RPM and maximum supercharger RPM Mech Friction This combo box lets you pick a general friction rating for the supercharger 56 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Max Safe Impeller RPM This is the manufacturer s safety limit on impeller RPM The program checks to ensure the belt ratio and engine RPM combination stays below this RPM or you are given a warning in the Notes section of the Test results Safety Note You must follow the supercharger manufacturer s recommendations for maximum belt ratios maximum engine RPM and maximum supercharger RPM General Supercharger Specs Throttle Location This combo box lets you pick where the throttle body or carburetor is placed with respect to the compressor If the carb or throttle body is before the compressor pick Draw Through If the carb or throttle body is after the compressor pick Blow Through The carb or throttle body is less restrictive in the Blow Through position Throttle Location can have a significant effect on carburetor jet size requirements Note Centrifugal superchargers use both Blow Through and Draw Through setups Max Boost Limit PSI If supercharger conditions are such that it delivers boost greater than this specified level the En
28. 12 in diameter Unless you have measurements we recommend using 25 lbs and 9 for water brake dynos For large electric dynamometers these values can be hundreds of pounds and 20 30 in diameter However large electric dynos are rarely used for accelerating tests where inertia is a factor Figure 2 42 illustrates the relationship between acceleration rotating inertia and torque measurement 99 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 42 Example of Torque Loss to Inertia While Accelerating with Dyno Inertia Being Twice as Large as the Engine Flywheel Inertia neglecting engine friction Accel Rate 600 RPM Sec Torque available at crankshaft 296 Torque after engine flywheel entering Torque produced dyno 290 R on pistons 300 Torque measured by dyno 270 Engine Flywheel Inertia Accel Rate 0 RPM Sec steady state Torque available i at crankshaft 300 Torque after engine flywheel entering Torque produced dyno 300 E on pistons 300 Torque measured by dyno 300 Dyno Base Inertia Engine Engine Flywheel Inertia 2 9 3 Calc Avg Port Diameter Is the Port Diameter or Runner Diameter calculated from following specs Port Diameter is defined on page 17 under cylinder Head s specs Runner Diameter is defined on page 25 under Intake System specs and on page 35 under Exhaust System specs See page 97 for general notes on Calculation Menus and for an example of their u
29. 2 Spark Advance ndex Help Break Point 2 RPM RPM where Break Point 2 occurs where Foll x h l look Fi 4 40 Knock sogne reaches maximum spark advance p ollowing these rules we look at Figure 4 40 Oc C C Hep Index is 2 0 or less at 4000 RPM or higher with e optimum spark advance Therefore no retard is needed 185 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples E from the current optimum spark at 4000 on up The current spark ramps up from 21 degrees at 2000 to 26 degrees at 4000 where Knock Index ramps down from 2 8 to 2 0 This is the section we will have to adjust The first brake point could be at 2000 RPM with a spark advance retarded from the current 21 degrees say 10 degrees The second break point could be at 4000 RPM using the current 26 degrees Lets try these specs as shown in Figure 4 41 and see what happens The settings shown in Figure 4 41 mean the computer will determine the engine s burn rate just as before but the spark advance Figure 4 42 Effect of Custom Spark Curve Specs Brake acc Spark Advance Knock Index ngin T KEENE ulte fUn B Back Fie Fon mixed SINGLE LIST isst id E A SIC el eel EE a THA 3 Spark Advne p Knock Index Tg loss at low RPM iy ee ee oe ee _ Where spark wa Bpo poppe L Knock Index less retarded the most than 2 at all RPMS 20 nw will be set from these Spark Curve specs Spark will start at 10 de
30. 6 68 69 127 128 130 131 132 133 134 136 137 138 139 140 141 142 148 158 159 160 161 162 163 164 165 167 169 170 171 172 173 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices 174 175 176 177 181 182 186 189 191 193 194 199 200 229 236 248 249 250 251 253 261 Gross Valve Lift 46 168 169 261 262 Grss Tappet Lft 91 Harley Davidson 262 Headers 35 36 38 Heat Release 236 253 Heat Trnsfr 143 Height 94 100 101 104 108 112 History 235 248 249 250 252 Hole Dia 110 Housing Radius 123 HP 6 11 20 38 44 45 63 67 68 69 72 74 75 76 77 78 79 81 82 86 87 93 95 96 115 116 129 143 157 158 159 161 163 167 171 172 173 174 175 177 179 180 181 182 183 187 190 192 193 196 197 198 199 200 201 203 208 209 210 211 212 219 220 221 222 223 230 235 236 237 249 253 261 263 Idle Vacuum 87 93 174 263 IMEP 77 78 79 Imports 262 In Cam Accl 142 In Cam Vel 142 In Flow Ar 142 In Port Tmp 161 181 183 In Port Vel 142 194 196 In Pshrd F 142 In Tun Pres 161 In Vlv Lift 142 177 Include Averages 263 Inertia 2 16 54 65 82 94 95 99 100 143 214 215 216 236 Injector Rated Pres 32 Injector Rating 31 32 InPort Pres 142 194 196 Inside Dia at Exit 35 116 Inside Dia at Head 35 117 Installation 5 4 Instnns Tq 143 Intake Air Temp 63
31. 79 86 219 220 221 Mufflers 38 116 Mx Cy Pres 70 71 80 Mx Cyl Tmp 80 Nitrous 6 67 68 77 179 183 213 Nitrous Oxide 5 63 67 68 69 76 77 81 88 96 179 183 184 210 213 236 Nozzle Area 123 253 Nozzle Diameter Turbo Turbine 60 123 262 Ntrs Fuel 68 76 77 78 183 Number of RPM Steps 65 66 Number of S Cs 53 57 59 Octane 1 66 67 76 77 180 184 185 206 OHC 20 47 253 263 Opening Events 90 Operating Fuel Pres 32 Other Format Files 262 Outside Air Temp 123 Outside Rel Humidity 124 Overlap 87 88 90 127 174 234 279 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Overlap Area 87 88 174 PDF Adobe 235 251 261 Peak Thermal Eff 53 Piston 1 6 13 14 15 22 23 74 77 78 79 81 92 93 104 105 125 142 143 153 174 178 194 197 208 211 212 214 217 237 251 253 Piston Dome 97 104 Piston Dome CCs 97 104 Piston Gs TDC 81 Piston Rings 13 Piston Skirt 14 220 Piston Spd 81 Piston Speed 79 81 263 Piston Top 14 23 Piston To Valve 237 Pk Secondary Tuning RPM 93 Plenum Volume 30 112 Port Length 18 24 94 97 101 188 193 Port Runner Volume 101 Portrait printer 261 Power Valve 33 Preferences 5 11 63 64 74 84 92 93 164 235 236 237 248 250 251 252 253 261 263 Pressure Control 32 Primary Jet 31 34 84 85 164 165 166 181 182 Primary Pip
32. Baseline of Joe s 302 engine as recieved production baker aa Click on the Test File you want to add to the Common List A preview of this Test appears above it Notice that here is where the test comments appear to remind you of what this test was basecarb dat eds bwin buick stuff 6000 7 29 9 eaprox buick base 2 5500 8 1348 dct buick junktrbo 7000 9 4 a buick 302 345 4000 9 8 SX buick 5 eeeeeeee A joes 302 buick junk 4500 7 2 ge buick boss cam 4500 6 1 97 buick junktibo 7000 9 4 97 Add to List Only Pgsar nqntly Delete buick 302 345 3000 9 8 97 Add to List anf elect for Glaphing Click on one of the Add buttons Since this is a test we will surely want to graph with other tests of these 302 specs click on the Add to List and Select for Graphing button Click on this button and a new menu showing the Common List appears Here you can select which files to remove from the list However they remain saved to disk Click here and the selected Test will be deleted from disk Choose RPM Choose RPH After you select a test to add to the Common List the program will ask which RPM s Cycle Data should be graphed if Cycle Data is Graphed Pick 1 RPM from this list then click OK elp isted here asthe RPMs which in for the test you chose hen Cycle Graphs are made Cyl Pressure Runner Velocity etc the are made only for 1 RPM Choose he RPM
33. Mixed Data Graphs Line Style Edit Titles Legend dit Printed Comments rid Style 2 Graph Data Sets comments available for each Data Set 1 C2 Graph Title I 2 1 late mod el 10 57 IoT Test Comment Check Tq HP Data to include torque and HP data table at the bottom of the printed graph Note This data is ONLY printed if the graph includes torque and HP data vs RPM gt gt Line Colors gt gt gt Lagend graph line labels Titles to Use Std Titles Alt Titles See Titles Help Include on Graph O Test Copfments OE Click on Format then Edit Printed Comments to get screen shown to right Engine Analyzer Pro v3 9 Your name and phone can go This Graph Printed Eng v2 1 LATE MOD EL here Click on Preferences 11 21 am 11 16 09 Calculated Test Results Performance Trends C 2009 Page 0 v2 1 late mod el 10 57 am Brk Tq ft lbs Brake HP Printed Logo graphics file will appear here as picked in Preferences screen shown in Figure A45 Semea pa Uae Ca ks le ale I ETER ee ee ee eee ep ye 0 1200 1800 2400 3000 3600 4200 4800 5400 6000 6600 7200 RPM Data Table for v2 1 LATE MOD EL 10 57 am RPM Tq HP 3500 316 211 4000 355 270 4500 388 332 5000 388 369 6500 310 384 Data Tables appear here under the graph on printouts RPM Tq HP 1600 112 34 1 2000 140
34. Se eer Again you see that there is no reverse flow at intake closing ewe ee oe i a 4 o a 1500 ft sec el here can be analyzed in more detail compared to 1000 other runs etc by click ing on graph when the 500 A i calculations are done Click on Help above for more info Exhaust port pressure is higher at BDC botton dead center than at blowdown This is showing that the piston has to push most of the exhaust out of the cylinder rather than having high exhaust pressure blow the exhaust into the exhaust port at blow down exhaust valve opening 228 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A 19 Tuning Pressures when Supercharging When supercharged the intake pressure graph is Tuning Pressures and Flows Mme shifted up by the amount Options Pause Help as of boost pressure Notice 60 Boc TDC Ulli Ee that the tuning waves are Int Port Pres Psin S ee _ Exh Poh s still present but intake J pressure is always well 40 4 ae age bon rad fs above the Barometric 20 4 ae aoe Pressure line 50 Barometric Pressure in PSIA 1500 i H H H H H H S Note Any graphs shown ft sec here can be analyzed in i i H i i i more detail compared to 1000 other runs etc by click i i ing on graph when the If this engine were calculations are done males l Click o
35. and valve calculated from following specs Valve Flow CFM Lift Diameter Flow Coef is defined on pages 18 20 under cylinder 25 4 Head s specs You would use this menu if you 200 have flow bench data at only 1 or just a few lift SRD a4 points See page 97 for general notes on Calculation Lift 38 Menus and for an example of their use 150 CFM 192 This Clc button is not enabled unless you have 100 selected the Use Single Flow Coef option Once enabled if you click on it you will be presented with the specs outlined below These specs will be 50 explained based on a typical flow curve shown in Figure 2 44 0 0 1 2 3 4 Valve Lift inches Test Pressure Water Is the pressure drop maintained across the port and valve during the flow test measured in inches of water From Figure 2 44 you would enter 25 If you have test pressure in inches of Mercury multiply by 13 6 to obtain Water Test Pressure Water Test Pressure Mercury x 13 6 This is initially set to 28 when you enter this menu because 28 is so common However you can change it to most anything you want Ten 10 and 25 are other common flow bench test pressures Valves Cylinder The number of intake or exhaust valves being flowed during the test Most cylinder heads have only 1 intake and 1 exhaust valve so this value would be 1 This number is set to whatever is currently in the Valves Ports spec in the Head s menu for this port If this is n
36. applications At Performance Trends we are still trying to better understand the details of intake and exhaust tuning As we improve our understanding and capabilities we will add these improvements to our software Additional Factors Affecting Tuning All tuning factors are affected by temperature since temperature affects the speed of sound The speed of sound in the runner influences how fast the pulsation s are reflected Since temperatures are affected by so many factors not simulated by the Engine Analyzer Pro tuning effects can only be estimates The pulsation s produced by other cylinders can affect tuning pulsation s This is especially true at points where neither the intake or exhaust are at peak tuning or off design points These influences from other cylinders are simulated only very simply by the Engine Analyzer Pro Low restriction runners high Runner Flow Coef provide better tuning effects However the exact relationship between Runner Flow Coef and tuning strength is not completely developed Therefore you are advised to try a range of Runner Flow Coefs for your simulation For example if you measure a Runner Flow Coef to be 2 1 also try the calculations at 1 6 and 2 6 If performance changes significantly you know tuning is critical However you are not guaranteed that the estimated performance at Runner Flow Coef 2 1 is the best estimate of the engine s actual performance Exhaust tuning is not significantly af
37. decrease all flows by a certain percentage that Click on Retrieve from Library for you will be asked to enter the options and screens show in the figure on the next page Piston to Yalye Clearance Info Total Intake Valve Angle Click on Angles button for this screen where Total Exhaust Valve Angle you can enter and save valve angle and other Intake Exhaust Valve data which is used for the See Engine screen to check piston to valve clearance Int Primary Angle Int Canted Angle Int Valve Deck Distance Exh Primary Angle Exh Canted Angle Exh Yalve Deck Distance l Other Specs Deck Height Clearance Gasket Thickness PU LEAL l Note Enter 0 for Canted Angle for heads without canted valves Keep Data Help Cancel Print i 240 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A25 New Features in Head Specs Screen cont Retrieve a Cylinder Head File 338 Cylinder Heads in Library 1970 BB Ford CJ Stock 1972 Cadilac 472 500 V 8 Ported 1972 Cadilac 472 500 V 8 Stock 1972 Cadilac 472 500 V 8 X Ported 1985 SB Ford 5 0L Stock 1987 SB Ford 5 0L Stock 1998 Ford 4 6L DOHC Stock 1999 Ford DOHC 4 6L Stock 1999 Ford Mustang GT 4 6L Stock 2 0L Ford Focus Zetec Ported 2 0L Ford Focus Zetec Stock Chosen File 1999 Ford Mustang GT 4 6L Preview EA Pro 2 1 inches Exhaust
38. examplestv 6 base 7500 i ExPort Pres i JEXPort Pres examplestv e shrt 7500 f i i p i amples v e emir 7500 ExPort Pres i ExPort Pres 1 p examplestuGe long 7500 H H pexampleelGe lngr 7500 JExPort Pres i 3 Smaller i ExPort Pres Vacuum i i pulses at overlap 3 Larger Shorter 120 BDC 480 Crank Degrees 480 Crank Degrees Figure 4 54 Effect of Exhaust Header Dimensions on HP Engine Analyzer Pro 6 a Saved Data examples v 6 base Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base File Format View Help ixed SINGLE LIST last RPM cyc e Format View Help mixed SINGLE LIST last RPM cyc l El lef elel estes el Geb ee Heol El ele elie eyes eed Lele ede edeli eve se seated current current 563 Brake HP 7 z Brake HP i i j exampleslv 6 base H i exampleslv 6 base 580 Fae nee taice beeen ese cae le eset Brake HP a ee ee ee E EA 538 H i TA p d H i H examplesi6e shrt H H H H H H examplesw6e smir i i i i Brake HP f i 3 T i Brake HP examplesw6e Irgr 525 i i i lt t 4 p examplesiv6e long i H 4 H i f i y 3 f i k r Brake HP i t i k r i f i Brake HP 513 500 488 475 463 450 438 425 i i 440 i L 6000 6250 6500 6750 7000 725
39. files usually end with cxx where xx is the cylinder Each Cam Dr file consists of an intake and exhaust lobe The Engine Analyzer Pro will only read the intake lobe data as an intake lobe and the exhaust lobe data as an exhaust lobe for the calculations However you can use one cam data file for the intake profile and a different one for the exhaust profile Complete Cam Dr files also include des and msu files which include comments camshaft data rocker arm ratio etc Because the Pro already knows lobe center rocker arm ratio etc these additional files are not needed Performance Trends Cam Analyzer computer program can create Cam Dr tm files from dial indicator and degree wheel readings Contact Performance Trends for more information Competition Cams files are only for 1 lobe and can be used for either intake or exhaust The format for a Competition Cams file is relatively simple The first 42 records or lines are simply text or comments and are ignored by the Engine Analyzer Pro The next 360 records are cam degrees and cam lift for example 43 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 1 000 2 001 3 003 359 000 360 000 The cam degrees are not used but a number must be included at this location The cam lift data can start at any place even in the middle ofa lobe The minimum lift base circle need not be zero but can be either above or below zero Because the Comp
40. i pexampleety Gehrt 7500 i InPort Pres Pi icRPM p examplestw 6 long 7500 InPort Pres 480 660 Crank Degrees Intake Port tuning Velocity Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base mixed SINGLE LIST last AE CYC PicRPM current 7500 in Port Vel xampkes v 6 shrt 7500 Port vel samples w flong 7500 ort Vel samples w Bbase 7500 Port Vel estccee f EEEN 22 t 2 23 2222 ie 2b 4 Crank Degrees Figure 4 51 Effect of Changing Intake Runner Diameter Intake Port tuning Pressure Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base YC Back File Format View Help mixed SINGLE LIST last rpm PicRPM l E ede ele aeee Lele beeke ruvienlfse scaes nPont Pres current 7500 InPort Pres i p examplesw base 7600 InPort Pres p examplestw G smir 7500 i InPort Pres p examplelw 6 lige 7500 InPort Pres 660 Crank Degrees intake Port tuning Velocity PicRPM ratvew Se Scag m E File Format View Help mixed SINGLE LIST last ri In Port vel Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base YC current 7500 examplest base 7500 5 in Port Vel examplestw G smir 7800 3 in Port Vel examplestw 6Iigr 7500 in Port Vel Figure 4 52 Effect on Performance from Changing Intake Runner Dimensions Engine
41. lb hr Nitrous lb hr Ntrs Fuel lb hr BMEP PSI A F Mxtr Olty Slide bar Click and drag button to display all RPM test results Special Calculations Results which do not change with RPM Click on any result for a Help definition of that particular piece of data int Exh 6 8 162 6 117 8 72 5 Total Avg Flow Coef 6 249 6 272 115 6 Lobe Area inch deg 19 82 19 82 34 Duration deg 262 262 Opening Events deg 15 63 Closing Events deg 67 19 Overltp 656 deg 28 Duration 656 deg 262 262 Opn Evnts 656 deg 15 35 Cls Evnts 656 deg 37 13 Duration 266 deg 168 168 Slide bar Click and drag button to display all Special Calculation test results Y 1 e A E Horizontal slide bar Click and drag to display all RPM Data if RPMs is greater than 15 74 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions RPM Data RPM Data looks much like a dynamometer data sheet which gives projected engine test results for each RPM tested Engine RPM Is the engine crankshaft s rotational speed in revolutions per minute Brk Tq ft lbs Is the brake torque produced by the engine measured in ft lbs Brake torque is the usable net torque at the engine s flywheel See Appendix 2 This is the same as the torque numbers you see in advertisements and in dynamometer torque and HP curves Brake HP Is the Brake HP produced by the engine measured in horsepower Brake HP is t
42. 10 Switching between Mixed Data Graph and Single Data Graph Types Click on Format then either Single Data Graphs or Mixed Data Graphs then you will have a choice between RPM or Cycle Graphs as shown here Click on the MIXED or SINGLE menu items Whichever graph type is given in upper case letters is the graph type currently being used In this case shown MIXED is the graph type currently being used torque and HP vs RPM _Engine Analyzer Pro DYASIMER P RO Saved Data buick ruddi ba Hidden under the Format p menu are 2 buttons shown Fatview Set Scaled a TET Te Mied Dato Graphene PM Cr on el aveneesca below Click on the left EIET raphs ri Ibs Edit Titles Legend E A Brake He button for Mixed Data Grd Siyir cle Comparison Graphs uicKrudd m i Back Color Cyce Comparison Graphe d ___ jp pulekrudamar Graphs and on the right ke HP fee A No one for Single Data Graphs Figure 3 11 Cycle Data Shown in Single Data Graph s Engine Analyzer Pro WARNER P RO Saved Data buick ruddi ba Back File Format View Help mixed SINGLE LIST last rpm CYC PicRPM r ea Set Scales Click on Data Type you want InPort Pres f graphed then click on OK or Tip ETIT of data simply double click on Data Type to graph then OK or jus double click on data Click and drag the slide bar button to display all the data types va l N X Axis Crank Deg o X Axis Cyl Vol For Cycle Data graphs
43. 235 276 for more updated info Figure 3 6 Basic Graph Screen Items Command buttons Some commands can only be done through these buttons some of these buttons just provide a graphical button for performing action of some menu items Menu bar provides for several graph commands and options Commands to the right of the provide a short cut to commonly used commands Graph Title which can be changed by clicking on Format then Edit Titles Legend Short cuts to menu commands appear to the right of this bar Name of Engine File containing all engine specs Name of Test Results File The results may not be for the Engine File if they were retrieved from the Test Results Library J Engine Analyzer Pro WYARNER P RO Saved Data buick ruddi ba Graph Legend which File Format View Help MIXED single LIST last RPM cyc describes the data File Format View Help MIXED single LIST last_RPM cyc Dich HE Esg elel lale ee Lele elel zt Fviewn sgScaes graphed This includes rk ite Brake HE curent_Z Name of the Test Results ee file Type of Data which Sarena data goes with which file t ork Ta tibs if any multiplier is applied Brake HP to the data You can also click on Data Type names and the corresponding data line will flash This is useful to find a particular line when several are graphed Names in the Legend can be changed by clicking on Format then Edit Titles Legend Horizontal X axis The scaling of th
44. 2500 Brk Ta tlbs 1 500 In Flow Ar Brake HP samples rs358smi 2600 z4 examples rs355smi j t H Jin Flow Ar rk Ta tlbs A i i H Brake HP e 7 1 gt 1 p examples rs356dyn 2500 erampless3ssayn ie ds Pe ee tlbs Original B eline os S aan ea alia Z Snae Pion coi ve James DNS Single Flow Coa Flow Table 140 i i 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM 360 390 420 450 480 z0 540 570 600 Crank Degrees Valve Flow Areas are the same However the original head with the 2 02 valve flows significantly more at all but the very low lifts This points out the need to have a full flow curve for the head both intake and exhaust for the best performance predictions Figures 4 48 and Table 4 6 also show that the higher the Valve Flow Area the higher the HP output Conclusions for Advance Users e For the maximum accuracy it is best to have a complete flow curve for the intake and exhaust ports e The Engine Analyzer Pros Flow Table menu allows you to easily enter the flow curve data recorded at most any test pressure e The Flow Table s Flow Coef calculations let you spot errors in the flow data you enter 192 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Example 4 5 Optimizing Tuning Features Introduced and suggested background reading
45. 4 28 Figure 4 29 shows readings at the maximum Pushrod Force point by using the cursor Explanations of Figure 4 29 also point out general things to look for when looking at valve train dynamics graphs As you can see the actual valve lift is quite a bit greater than the theoretical valve lift on the slowing down portion of the opening ramp This graph confirms what the test results were showing that there is Valve Toss on the intake side at 7000 RPM 175 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 28 Obtaining Graph of Intake Valve Train Dynamics 1 At Graph screen first be sure rom CYC has CYC in upper case to indicate Cycle Data is selected If it is shown as RPM cyc click on it to change it to rpm CYC 3 lt Clidcon 2 Click on MIXED to get the Mixed 5 Turn Off last and Use Saved Data Graph Format menu list as shown here Graph Pattern S Engine Analyzer Pro RSTR SBC HE Test Results Untitled Mixec Data Graph Format Back File Format View Help MIXED single list last fpm CYC PicRPM Use Saved Graph Patter Use New Graph Pattern l BY lle lev eeel Lsl 2 Leld e AAE eN Fven sstscae current 7000 Saved Graph Patterns Buig New Graph Patem Current Pattern Chosen Gsaph f Cyl Pres M CYCName Int Valve Train Dynamics Graph Mulipher 1 no effect 3 1 In Viy Lift aN Graph In Pshrd F x 00 4 No Plot Giaph 2 Mul pker 1 no effect 3 ee es ino etecl G
46. 4L 2 99 04 LFP Stage II Alum Stan Weiss This file does NOT have all the Engine Analyzer specifications If you choose to import these limited These comments are created by the program based on file name and other info in the file You can these comments now or any time later to anything you want specifications be sure to adjust those missing specs in your current file to better match these heads Import Cancel Look Again for a Head File Help Click here for more info 273 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A55 Using the Load Other Format Files for Cam Files Feature 274 p p P Open Example from Perfopatance Trends Open from My Saved Files Open Std Engine Analyzer Example Help Enter comments for describing Acura Integra H These specs ar Open Std EA Chevy Corvair Cams Some specs are esmames k NDatninun a faw 1 Find the CamFiles CAM folder on your computer and click on it s Retrieve a Cat pom These cams are full Engine Analyzer Pro format Chev MTI C1 LSx cam files Chev MTI C1 112 Li 2 Pick the Engine Family of Cams you want to import 3 Click on the Create button Chev MTI C1 114 LSx Chev MTI C2 LSx Chev MTI D1 LSx Click here to bring up the Loading Desktop Dyno Cams screen shown to the right Open Delete Cancel Help Std Engine Analyzer Cam Examples This option load
47. 53 3 Data Table for toyota dat EA32 2400 166 15 9 2800 167 89 4000 163 124 4400 159 133 4800 148 135 269 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A50 New Ethanol Fuel Choices like E85 and Separate Richness Setting Calculate Performance Conditions for v2 1 LATE MOD EL New method of selecting fuel type and Richness factor The approximate A F ratio for that fuel is also Test Conditions Fuel Specs Weather Use Conds Below Barometric Pressure Hg 29 92 29 932 Intake Air Temp deg F pd Type PPE Fuel Richness Typical for best power X Approximate A F 12 5 Fuel Octane R M 2 No Nitrous Oxide 7 With Nitrous Oxide Here are some of the fuel types now including ethanol and ethanol blends Dew Point deg F Elevation feet These are the available PEATE UU EL Fuel Richness settings 1 LATE MOD El Fuel Specs Fuel Specs Gasoline Fuel Richness Typical for best power Approximate A F e 15 Rich of best power Fuel Octane R 30 Rich of best power No Nitrous Oxide With Nitrous Oxide E10 10 ethanol 90 gasoline E50 50 ethanol 50 gasoline E85 85 ethanol 15 gasoline E100 100 ethanol lo 270 Manifold Specs 1 runner cyl Type Use Specs Below Typical Production Dual Na Typical Street Dual Plane Design Typical Race Dual Plane Runner Typical Street Single
48. 972 Rec Len 2nd Pulse 18 2 Primary Tube 0 D 2 125 Approx Cam Specs for HP Peak 7566 based on current cam HP Pk Int Dur 656 283 HP Pk Int Tappet Lift 6 449 HP Pk Exh Dur 656 267 HP Pk Exh Tappet Lift 6 411 Click and drag slide bar to display all Special Calculations like Recommendations show here which are at the bottom of these results aL eA YE fn Intake Tuning First let s look at changing the intake runner s length and compare the In Port Vel and InPort Prs for 3 cases original length shorter and longer First subtract 3 from the original Runner Length of 5 under Intake System Calculate performance with this 2 runner Notice that Brk Tq Brake HP and Vol Eff have dropped at almost all RPMs Save these results as a test file for comparison plots Return to the Intake System menu and now add 3 to the original Runner Length of 5 for a length of 8 Calculate performance again and save these results as a test file for comparison plots Figure 4 50 shows intake tuning pressures and velocities for these 3 conditions It points out general trends which apply for most all engines concerning intake tuning e The longer the runner the deeper the suction pulse at the start of the piston s downward stroke after TDC This deep suction pulse can hurt performance if extremely deep and extremely long e The longer the runner the higher the reflected pulse is at intake closing after BDC This high reflected pulse is
49. Air Meter 115 235 252 Angles Valve 237 252 Anti Reversion 22 24 103 188 189 191 Area 19 31 82 87 94 108 114 117 122 123 142 165 174 191 192 202 262 Area Change 117 165 ASCII Files 5 1 74 125 130 232 261 Assumptions 3 15 17 25 28 31 32 33 38 41 42 44 53 57 61 66 67 77 84 85 89 91 92 93 95 112 117 166 183 192 201 203 206 220 252 Asymmetry cam profile 261 262 Auto Link 236 251 AutoScaling 236 Avg Ex Vel 82 Avg In Vel 82 Avg Port Diameter 17 24 97 100 188 194 Backup 251 259 Barometric Pressure 63 64 75 93 123 222 Baseline 148 159 162 167 180 182 183 185 192 196 249 Bearing Size 14 98 220 236 263 Belt Ratio 15 52 56 120 182 219 220 Bench Test Pres 111 Blow By 82 Blow by 15 82 263 BMEP 77 79 Booster Signal 115 116 Bore 13 14 73 93 98 99 104 105 212 221 235 Brake HP 6 75 130 132 164 174 177 194 196 211 212 221 Break Point 1 70 71 Break Point 1 Spark Advance 70 71 Break Point 2 71 Break Point 2 Spark Advance 71 Brk Tq 6 75 130 164 174 177 186 194 196 221 BSFC 14 78 Burn Rating previously Swirl Rating 23 236 Calc Error 85 Calculation Type 113 114 Cam 2 5 6 1 7 9 14 22 41 42 43 44 45 46 47 48 67 72 82 83 84 87 88 89 90 91 92 93 95 96 98 103 106 117 118 119 120 142 148 158 167 168 169 1
50. Analyzer Pro 6 BASE SPC Saved Data examples v 6 base ET File Format View Help mixed SINGLE LIST last RPM cyc lal E le ele leee Lelle Aele Fven setSscae Brake HP current Brake HP i p examplesiw 6 shrt Brake HP 3 Longer 1 examplesWv 6 long Brake HP examplesi 6 base Brake HP aod i i i i 6000 6250 6500 6750 7000 7250 7500 7750 8000 8250 8500 8750 RPM Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base Back File Format View Help mixed SINGLE LIST last RPM cyc la E le lele elelee el elele Fve sesca prake HE current Brake HP examplesiy 6 base Brake HP t examplesty 6 smir Brake HP examplest 6 Irar Brake HI 360 6000 6250 6500 6750 7000 7250 7500 7750 8000 8250 8500 8750 RPM Chapter 4 Examples 195 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Table 4 10 Summary of Changing Intake Runner Dimensions Int Runner Length d5 h e J5 5 k Rests zoo i e E a SSS 113 8 Peak InPort Pres _ _ 230 201 238 241 Peak InPort Pres Location deg after BDC 60 48 64 ss Brake HP 113 8 5 5 52 Table 4 10 shows us e In every case changing the runner length or diameter caused a loss in performance at 7500 This makes sense as this engine has been optimized for approximately 7500 RPM e The highest Brk Tq and Brake HP occurs with the high
51. Analyzer Pro Appendices Figure A56 Importing a Cam File from Cam Analyzer Help Click to see Cam Valve Train Specs At the Retrieve screen click on Load from Cam Analyzer to bring up the screen to the right For the Pro to find the Cam Analyzer and for this button to be visible you must set up Cam Analyzer in the Preferences screen under the Reading Data Files tah Std Engine Analyzer Cam Examples Load from Cam Analyzer Open Example from Perfor Open from My Saved Files Open Std Engine Analyzer Example Open Std EA Chevy Corvair Cams Open Cam Analyzer File At bottom of Cam Valve Train screen click on Retrieve from Library and select one of the first two Open options to bring up screen to lower left The Open Cam Analyzer File option will appear once you ve opened a Cam Analyzer file via this Open Cam Analyzer Test File 12 Tests in Library Chostn Engine File Ingle click on an engine name to choose it for po sible Opening or Deleting A preview of that enging will be given in this frame Double click on an engine name to immediately Open it without a List All Files by File Name List by File Name include Head List by Head include File Name Show Ohly Files which revers v contain this phrase Show All Files Load Other Format Files This option loads in HUNDREDS of simple Cam specs from our std Engine Analyzer s Library Click on
52. Analyzer Pro Chapter 2 Definitions L SS a rating approximately 4 12 octane s lower than the Research method The octane rating given at the gas pump is the average of the Research and the Motor ratings In fact gas pumps will often display the formula R M 2 to say their octane rating is the Research octane plus the Motor octane divided by 2 To estimate Fuel Octane from the Research octane simply subtract 4 To estimate Fuel Octane from the Motor octane simply add 4 For example if you know the Motor octane is 94 enter a Fuel Octane R M 2 of 94 4 98 into the Engine Analyzer Pro The Engine Analyzer Pro assumes that as octane increases vapor pressure decreases Vapor pressure is a measure of how easily the gas evaporates or can be atomized What this means is that the higher the octane the more likely you are to have poor A F Mxtr Qulty in the results resulting in possibly significant power loss This means that for best performance only use as much octane as you need to eliminate detonation by keeping Knock Index low Tuning Recommendations RPM The Engine Analyzer Pro can give recommendations for intake and exhaust runner dimensions and cam profiles based on several very simple tuning principles or rules of thumb See Appendix 3 and Example 4 5 These are good starting points but you should fine tune these specs based on trial and error with the Pro s calculations Enter the RPM where you want optimum intake and exh
53. Brk Ta ft lb value 5000 5500 6000 6500 7000 7500 A Preference lets you choose to Not have a new graph always Autoscaled resolution For Cycle Data graphs the cursor location now includes location before or after TDC or BDC Even though no results were calculated for 6400 for the 358 cid busch the program interpolates and displays the Graph now fills your computer screen for most any screen Deg 340 20 BTDC New commands for saving scale settings Engine Analyzer Pro 1998 Busch otor 19 19 ami sults U File Format View ST last RPM cyc Pic APM Open Saved Seftings Save Current Settings RPM Data Max RPM 6000 Min RPM Max Recorded fY Data 200 Max Y Data Min Recorded Y Data Min Y Data DE AutoScaling ON computer picks scales Q AutoScaling OFF use specs given above AutoScaling must be Off for these settings to be used Delete Saved Settings Cycle Data Degrees Cycle Data Cyl Yol Max Cyl Vol Max Y Data 1000 Max Y Data 1000 p Screen obtained by clicking on Open Saved Settings Cycle Data Time Max Time sec or_ Min Time sec 1000 _ Max Y Data Max Y Data 246 Click here for Set Scales screen Engine Analyzer Pro 1998 Busch Motor 10 1 Back File Format View Help MIXED singl HE We Ea Graph Scales Open Saved Settings Save Current Settings SB Chey 400 HP T Cycle Max Min D
54. Calculation Type this dimension i Width 7 De pth represents the width of the plenum See Figure 2 49 Depth in A Depth at Center represents the depth of the plenum See Figure 2 49 If you select Dimensions for the Calculation Type this dimension Depth in Center in If you select Dimensions for the Calculation Type and V Bottom for Shape this dimension represents the depth at the center of the plenum See Figure 2 49 113 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Fraction Eng Disp If you do not have exact dimensions of the plenum or the plenum is complicated to measure you can estimate the plenum size as a percent of the engine s displacement If you select Displacement for the Calculation Type choose the appropriate rating from this combo box 2 9 12 Calc Carb Area sq in or Calc Throttle Body Area sq in Is the Total Carb or Total Throttle Body area calculated from the following specs in square inches Total Carb Area or Total Throttle Body Area are defined on page 31 under Intake System specs See page 97 for general notes on Calculation Menus and for an example of their use If most of the ducting before or after the throttle plates is larger or smaller than the throttle plate itself increase or decrease the throttle diameters to show this more true diameter of entire duct Know This combo box lets you pick how the calculation should be made either from e 4 Bar
55. Clc button to calculate the Turbine Nozzle Dia from turbine dimensions or from the Island CFM of the compressor as explained in Section 2 9 22 Safety Note Although the Engine Analyzer Pro can do a very realistic job of estimating turbocharger performance DO NOT rely on it alone to safely choose the optimum turbocharger size for a specific engine Turbochargers can overspeed potentially explode from overrevving or create excessive exhaust temperatures and pressures if sized incorrectly Use the Engine Analyzer Pro only for estimating potential performance gains with various approximate turbocharger sizes You must follow the turbo manufacturer s recommendations for safe turbo combinations for your application An expanded Calculation Screen was added in v3 9 to allow you to better estimate this critical input See Appendix 11 starting on page 261 2nd Stage Turbocharger Specs The 2nd stage turbocharger specs have not yet been activated in this version of the program 60 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions General Turbocharger Figure 2 30 Turbo Configurations Specs 1 Single Turbo 2 Single Turbos Throttle Location This combo box lets you pick where the throttle body or carburetor is placed with respect to the compressor If the carb or throttle body is before the compressor pick Draw Through If the carb or throttle body is after the compressor pick Blow Through The carb or thrott
56. Current Test Results to Disk a L Save Current Test Results to ASCII File Engine RPM 2500 3000 3500 4000 4500 Move Delete Saved Tests ft IM M p 229 02 22 Pick Saved Test from All Tests 783 7 Pick Saved Chain Test from All Tests 282 T 7 103 133 154 16 173 175 Do you want the engine specs Bore Stroke Head Flow Cain specs etc which produced these test resufts Saved Data examples rs3 Shyq retrieved also They will replage the current engine specs for Add Saved Test to Common List Another feature which helps analyze valve train dynamics is the See Engine screen shown in Figure 4 31 The See Engine menu item is 2 options to the right of the File menu item highlighted in Figure 4 30 In the See Engine screen you can watch the valves and piston move watch port pressures and velocities Table 4 4 showed Maximum Valve Toss which is theoretical valve lift actual valve lift The See Engine does this math automatically for you as shown in Figure 4 31 Figure 4 31 See Engine Feature to Determine Max Valve Toss Watch Chamber and Valves Minimum Piston to Valve clearance is shown here and is a great aid to engine builders Crank Degrees Gasket Thickness Deck Ht Clearance Exhaust Valve Angle 3 Inches from Valve to Head Surface 08 Valve Diameter 1 6 Piston to Valve Min Piston to Valve Valve Toss Valve Train Bndng 000 Actual Valve Lift 372 Theo Val
57. Engine Analyzer Pro e Test results from the Common List The Common List is also the List of Commonly Used Test Files This is a list of specially selected saved test results files ones which may be of special interest or significance Note that you can not graph the data from saved test results file until that file has been added to the Common List This is discussed later in this section The first 2 types are relatively self explanatory the last of Test Results from Common List is explained in more detail in this section 136 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Figure 3 14 Picking Test Results to Graph Clicking on the Common List button is the same as clicking on the LIST menu command t F BI 500 p Click on File then on the Pick Test s from Common List The other 3 options before Pick Test s from Common List let you manipulate files of Saved Test Results These are explained in Section 3 6 Libraries Click on LIST to display the Common List or List of Commonly Used Files This automatically turns off LAST if the graph had included the last calculated results LIST is now printed in upper case and last is printed in lower case Engine Analyzer Pro WARNER P RO Saved Data buick ruddi ha Click on LAST to have the graph f DL include the last calculated Back Aa Format View Help MIXED single LIST last FPM cyc resule This automatically UNS Save Current Test Resu
58. Engine Analyzer Pro Chapter 4 Examples more options for saving test results like creating a separate directory for all these tests or moving or renaming test files Figure 4 16 Saving a Test File Enter name for test file Now that the baseline test results have been save return to the Main up to 8 characters k AT p Engine Analyzer Pro Performance rends Engine RSTR SBC HEY bd a Menu clicking on Back or pressing e Back Graph Print Help FI File Analyze Click on OK Ci e e a e r kak erres lt Esc gt Now let s install and check a Si a when ready to performance for 2 different Engine RPM New Test Name Directory to Save save Test File camshafts One cam is listed in a Bike Te HS 325 rs 385bas dat aaccliasalores Brake HP examples s A 302 4v dat Exh Pres PSI on A catalog with typical cam specs The eer E ae Directory other cam is one you have used in vaere alcohol dat oe where Test File another engine and have measured Fuel Flow b m 69 mae will be saved using Performance Trends Cam maast _ C examples Delete Tos See Section Analyzer The Cam Analyzer EMEP PSI Copy Fito 3 6 for how to produces a Cam Dr data file from ag User Entered Test Comments I change this k Baseline Cam for 355 CID Chevy with 350 2 _Benome test mon g dial indicator and degree wheel J barrel and Performer dual plane intake ENEE measurements Table 4 2 shows the eae arean E
59. Figure 3 1 Various Output Options from the Test Results Screen Menu bar with output options Back to Main Menu Make Graphs Print Results Display Help Save or Open Files of Test Results Analyze results program gives advice based on user requirements and current results See Engine piston valves valve dynamics air flows etc Command buttons Make Graphs Print Results Display or Edit Engine and Component Comments Display Notes safety issues possible problems etc about current test results Summary of Notes safety issues possible problems etc Name of current Engine File Name of current Test File Performance Summary Engine Analyzer Pro Engine 302 4 _ Test Results Untitled RPM Data Click on any cell in Baqk Graph Prin Help F1 Fil Anal See E Sas fai Teer ei eit L _SeeEnsine va the grid for a Help definition of PAE Ses S Genel Notes Summary Detonation likely Click on Notes for more Peai p200 Avg 271 Details PkHP 231 4807 Avg 155 that particular piece of data EngineRPM 1200 isoo 2000 2400 2800 3200 3600 sooo 4400 4800 7 Brk Tq ft lbs Brake HP Exh Pres PSI Int Vac Hg Vol Eff Actual CFM Fuel Flow lb hr Nitrous Ib hr Ntrs Fuel lb hr BMEP PSI A F Mxtr Oty Slide bar Click and drag button to display all RPM test results Special Calculations Results which do not change with RPM Click on any result for a Help definition of that particular piece of data
60. Figure A 15 Runners Too Short for this RPM Cylinder pressure match exhaust and intake port pressures almost exactly This indicates very little flow restriction from the port and valve This is a good thing and would produce good power if the tuning pressures and or valve timing were correct Reflected vacuum pulse on the exhaust has returned too early well before overlap This could be fixed by using a longer exhaust header pipe A high pressure exhaust pulse is present during overlap This causes reversion or reverse flow See the velocity graph Turing Pressures and Flows i Options Pause Wee u o int Port Pres m Exh Port Pes Intake pressure peak is occuring too early well before intake closing This is also shown by the reverse flow at intake closing in the velocity graph The amplitude of this intake wave is also relatively low indicating a aea e icahestenea D Int Portel Note Any graphs shown Exh Pott ve here can be analyzed in more detail compared to other runs etc by click ing on graph when the calculations are done Click on Help above for smaller diameter intake runner may be required to produce a highe amplitude wave more info Considerable reverse flow at intake closing because the high pressure intake pulse occured too early in the cycle well before the intake valve closed This could be corrected at this particular RPM with either a longer and possibly small
61. Is the Indicated Mean Effective Pressure in PSI which produced the work on the piston In simple terms the IMEP is the average cylinder pressure during the expansion stroke which would have produced this amount of torque IMEP is a way of rating the indicated torque output of any size engine For example a 400 cubic inch engine which produces 450 ft Ibs of indicated torque produces 170 PSI IMEP A 40 cubic inch engine which produces only 50 ft lbs produces 189 PSI IMEP Although the 40 cubic inch engine produces a only one ninth the torque its higher IMEP shows that it is a more efficient design for producing torque Leading edge race engines produce from 280 to 300 PSI IMEP naturally aspirated unsupercharged You can use IMEP as a rating of your engine s potential If the program predicts only 200 PSI IMEP you have lots of unused potential for more power It the program is predicting 350 PSI IMEP without supercharging the program is predicting more power than is likely with current technology Frctn Tq ft lbs Is the engine s friction torque in foot pounds See Fretn HP Frctn HP Is the engine s friction horsepower This is the HP required to overcome all the rubbing mechanical friction of the internal moving parts bearings rings etc oil pump water pump and to drive any accessories This does not include the HP to drive a belt driven supercharger This is listed separately at the end of the Projected Performance report as Compres
62. Notes The Engine Analyzer Pro only calculates power lost to accelerating the rotating inertia Other acceleration effects like throttle response accelerator pump shot hesitation or bog are not simulated Some dynamometer measurement systems correct for these inertia effects for example Depac tm For these systems pick one of the 0 Accel Rates Steady State or Step Test even though the test is done with the engine accelerating RPMs to Run Starting RPM See RPM Step Size below Number of RPM Steps See RPM Step Size below 65 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions RPM Step Size These three RPM specifications tell the Engine Analyzer Pro for how many and for which RPMs to calculate the results The effect of these specs are displayed in the RPM Preview box shown directly under these specs For example Starting RPM 1000 Number of RPM Steps 8 RPM Step Size 400 This combination will have results calculated for the following RPMs 1000 1400 1800 2200 2600 3000 3400 3800 Due to space limitations all RPMs can not be shown on the menu The RPM Preview will show this as RPM Preview 1000 1400 1800 3800 Fuel Specs Fuel Type Specifies the type of fuel being burned either street gasoline alcohol methanol or race gasoline The Engine Analyzer Pro makes the following assumptions about the difference between these fuels Alcohol is run at 5 0 A F versus 12 5 for ga
63. Plane Typical Race Single Plane Typical Race Tunnel Ram Examples of this Manifold Type click for source Intake Heat No Heat bad Help Click on down arrow button to let program estimate typical specs or to use your own specs p xx OK Help See Layout Retrieve from Library Save to Library Print Fuel Delivery Calculations Yes O No Calculate carburetor requirements like See Specs iet size Carburetor s Click on the new input of Type and select either Use Specs Below and you can enter the manifold specs or choose one of the Typical manifolds and the manifold specs will be disabled as shown to the right and the program will fill the specs with typical settings for than manifold type based on this engine s size and port size in the Head Examples of this Manifold Type click for source educedHeat I Help Click on down arrow button to let program estimate typical specs or to use your own specs p xx Help See Layout If you choose of of the Typical Types the manifold specs are disabled displayed in gray and you can not change them and filled in by the program C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A52 Asymmetric Cam Profiles Cam Valve Train Specs for LATE MOD EL Cam Profile 5 Overall Cam Specs Centerline deg ATDC Duration 050 Open 050 Close 050 Max Lobe Lift in Actual Yalve Lash in To
64. Select All Deselect All v Help Click on the data channels you want reported in Metric units or click on buttons in this section to Select All or Deselect All When you have selected the correct channels click on the Close keep button to close this section and keep your Picks Look for Acrobat Return All to Defaults Delete the row where the cursor is positioned in this case the 1 row All rows below this will be moved up 1 row Insert a Row at the row where the cursor is positioned in this case the 1 row All rows at this position and below will be moved down a row and the bottom row will be lost Delete Row Insert Row 267 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A48 Including Actual Dyno Curves with Graphs Engine Analyzer Pro v2 1 LATE MOD EL Test Results Untitled Engine Analyzer Pro v2 1 LATE MOD EL Tez Results Untit Click here to calculate Back EN Format View Help MIXED single history log list last RPM cyc Dyno Curve toyota dat EA2Z kk an approximate power Bomas ener es 5 curve You can then E Show Dyno Curve on Gfaph badia A History Log pick tests for overlay graphs v Hide Dyno Curve on Gifph i ed it those data po i nts 7 Print Black amp White dashed lines Save Engine Print Color solid lines q Save Engine As Printed Comments g i Comments Click on File for these Windows Print Options Email 256 Color Graph H
65. Specs and Flow Table Section 2 3 New Head Specs and Flow Table inputs and features have been added or expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info The Engine Analyzer Pro allows you to enter flow bench data for your cylinder heads and intake manifold separately From this information you can determine the flow restriction of the head flow restriction and tuning capabilities of the manifold runner or header and any anti reversion characteristics The Pro lets you characterize the port and valve flow capacity Flow Coef two ways O Use Single Flow Coef Use Flow Table Use Single Flow Coef enables the Single Flow Coef spec which describes the flow capability at one valve lift point namely at L D 25 Use Flow Table lets you enter flow data into a table at several valve lift points For the first part of this example we will just use one Flow Coef value at L D of 25 The section For Advanced Users describes the use of a full Flow Table The basic procedure for obtaining flow data for the Pro is to e Flow the head with an optimum entrance or exit adapter to get data to calculate Flow Coef at L D 25 e To determine Runner Flow Coef flow again with the actual manifold or header replacing the entrance exit adapter e To determine anti reversion flow the head and manifold or header in the reverse direction For this example let s assume our circle track class rules have been chan
66. Stock Dual Port 041 Novak amp Ass 1600 cc VW aftermarket AC910 Novak amp Ass How to Build amp Modify Chevrolet Small Block V 8 cylinder Heads David Vizard Motorbooks International 1991 Adjusted down to match other sources of stock Pontiac flow data Additional heads are loaded in the cylinder Head s Library with full flow curves If you have flow bench data at approximately L D 25 click on the Cle button to calculate Single Flow Coef as described in Section 2 9 4 Note The total flow potential of a port depends not only on the flow coefficient but also on the number of valves per cylinder and the valve diameter A very good Single Flow Coefficient at L D 25 of say 6 to 75 does not mean the port valve is not restrictive and limiting power What it means is to flow more air you probably must increase the valve size See Figure 2 10 20 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 10 Illustration of Valve Size Diameter Single Flow Coef and Effect of Flow Bench Air Flow and Engine HP Potential Large Valve 2 Dia Large Valve 2 Dia Small Valve 1 Dia Large COEF 6 Small COEF 3 Large COEF 6 Flow 280 CFM Flow 140 CFM Flow 70 CFM HP 600 HP 380 HP 270 Flow Table Figure 2 11 Flow Table To Completely Describe Port Flow If you have checked the Use Characteristics Flow Table option button noe zi Cylinder Head Sp
67. Stock vi 1 prt 23 Table exh vi prt 1 88 Table AFR BB Chev 357cc CNC Port vi 1 prt 23 Table exh vi 1 prt 1 88 Table s cast Big Block Chevy PN 3050 Source 2003 AFR Catalog Mrzin 364cfm 28 MxEx 290cfm 28 CNC Ported 305 s Big Block Chevy PN 3150 Source 2003 AFR Catalog Mxln 387cfm 28 MxEx 315ctm 28 4s cast Big Block Chevy PN 3250 Source 2003 AFR Catalog Mxln 384cfm 28 MxEx 290cfm 28 CNC Ported 325 s Big Block Chevy PN 3350 Source 2003 AFR Catalog Mxln 410cfm 28 MxEx 325cfm 28 As Cast Big Block Chevy PN 3450 Source 2003 AFR Catalog Mxln 398cfm 28 MxEx 290cim 28 CNC Ported 345 s Big Block Chevy PN 3570 Source 2003 AFR Catalog Mxln 425cfm 28 MxEx 325cfm 28 1 88 2 25 1 88 2 3 1 88 2 3 2 02 315 6 2 05 325 2 02 315 2 11 344 2 15 357 241 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A26 Some New Features in Cam Specs Screen Duration and All cam specs are now contained on a events can now single screen Specs which are not being be entered at 3 used are hidden different tappet lifts Note 040 w Cam Valve Train Specs for 2003 Ford Focus Stock inches is 1 mm Cam Profile l Overall Cam Specs Intake Profile Exhaust Profile Centerline deg ATDC fis Duration 050 Open 050 BTDC 05 BO inches Close 050 ABDC Calculate Valve Train Dj 040 inches 1 mm Seat Timing Max Lobe Lift in OYe
68. The tests marked in the History Log are only graphed if you have clicked on history log list at the top of the Graph Screen Graph Title Graph Title is the name which will be printed on graphs for this run The default Graph Title is the engine file s name Click on Graph Title and you can change the name to most anything you want 16 characters maximum This is a useful place to put what this test is like Crane 256 Cam or Baseline Save Choose to Save certain Test Results by clicking on the Save column to insert a Yes there Tests marked Yes to Save move to the bottom of the History Log as more runs are made but will not fall off the History Log Pk Tq Incr Avg Tq Incr Pk HP Incr Avg HP Incr Are the Peak Torque Average Torque Peak HP and Average HP test results for the particular run The Incr results are the increase of a particular run over the previous run Print You can print the History Log on a printer by clicking on the Print menu command Note that the History Log will be most readable when the Page Orientation is in Landscape setting 249 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices History Log at Graph Screen At the Graph Screen several options are available to graph selected tests from the History Log and change the Graph Titles You can obtain the History Log by clicking on the menu command History Log at the top of the Graph Screen The History Log is how yo
69. Tie SB CNC Portd 24502482 Cir Trk 9 93 Dart II SB Chev C I Hot Rod 3 88 AFR SB Chev Alum Ported Engines 93 Brodix SB Chev Track 1 Alum Portd Vizard 19 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Table 2 4 Examples of Flow Coef at L D 25 cont Description amp Source Buick Dart SB Chev Alum Portd Vizard Lt Pt BB Chev C I Oval Port Perf Trnds Portd BB Chev C I Rect Port SS amp DI 6 81 Lt Pt BB Chev Merlin C I Oval Port PrfTrns Portd Dart Alum 360 BB Chev Sonny s Racing Ported 2 0L Ford OHC 4 cyl Perf Trends Stock AR SB Ford Alum Super Ford 8 89 Portd AR SB Ford Alum Super Ford 8 89 Stock TFS SB Ford Alum Super Ford 8 89 Portd TFS SB Ford Alum Super Ford 8 89 Stock 1970 351W SB Ford C I SprFrd 8 89 Portd 1970 351W SB Ford C I SprFrd 8 89 Stock 1987 302 SB Ford C I Car Crft 5 87 Portd 70 Boss 302 Trans Am Perf Trends Portd Pro Stock Cleveland SS amp D 6 81 Briggs amp Stratton 5 HP Perf Trends Pont RamAir III Stock HP Pont 4 91 adj Pont RamAir IV Stock 641 HP Pont 4 91 adj Pont 15 10033867 Portd Chevy HP 6 93 Stock Mopar 360A P4529589 Hot Rod 11 91 Portd Mopar 360A P4529589 Hot Rod 11 91 Stock Mopar 440B 452 Perf Trends Light Portd Mopar 440B 452 Perf Trends Stock Mopar 440B 240618 Perf Trends 426 Hemi Stock SAE 660342 426 Hemi Ported SS amp DI 6 81 1600 cc VW Stock Dual Port Novak amp Ass 1600 cc VW
70. Types of Files Are Saved Engine and Component Libraries store Files of saved Tests include all calculated results specs ONLY like Bore Stroke Head Tq HP cylinder pressure etc AND the engine Flow Cam specs Intake specs etc specs which produced those results 4ssemble these specs or Component Files These saved Tests make it quick to compare performance groups of specs to create an engine then graphs between different engine designs You can also Calculate Performance to see the results You retrieve the engine specs which created these Test results can also save specs to create New files E EA Pro Directory 4 short list of Sad kanie SAVEDDTA Directory frequently used Tests can be stored Soap Fes Test Resat nire Common Lia Exhaust Cam amp i tq HP cycle data amp Supercharger specs engine specs Files of Test Results SHO Director HFiles of Short Block Specs ta HP cycle data amp HEA Directory HFiles of Head Specs He engine specs Files of Test Results INT Directory HFiles of Intake Specs ta HP cycle data amp Access the Common EXH Directory HFiles of Exhaust Specs engne specs List by clicking on File in the Results And so on for Cam Roots Centrifugal amp Turbo Save or retrieve Tests these files or add Table or Graph specs Save or retrieve these files with commands directories by clicking on File in the screen or List in the at the Main Menu or Compone
71. UOTRZOTARZSOY AsuPeTO ATW qur jo squeTeatnbg queqysuop butads peo eig Bbutads eaTeaA oTzey Wry TXOA ssouz3tqs Way IXA JIT ssouzst3s 2993TT JJA e TzyOrd wed SSeW ATLA JJI SSEW I 7JFI JJA SQU000uD epow Zeynduoy Old Jo weabetq yOotd 9 W eanbta 207 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 2 Summary of 4 Cycle Internal Combustion Engine Theory Most performance enthusiasts know the 4 processes which occur in the 4 cycle internal combustion engine namely Intake Compression Combustion and Expansion Exhaust However many do not fully understand the theory of how these processes make HP or how you change these processes to make more HP Let s look more closely at the Combustion and Expansion part of the cycle the portion of the cycle which actually makes power Four cycle IC internal combustion engines produce power from the chemical energy stored in the fuel they burn This stored energy is released when the fuel burns in the cylinder with oxygen in the air The heat which is released heats the Figure A 7 Black Box Engine air which is trapped in the cylinder raising its pressure which pushes on the piston and turns the crankshaft This whole process can be thought Fuel In of as the explosion which occurs when the spark plug fires Let s examine the chemical energy in the fuel which is released in the engine If we look at the engine as just a black box
72. V6 Tue Mar 23 04 10 10 am v2 1 ALFA ROM V6 196 at 4500 23 192 168 at 4500 156 4500 v2 1 ALFA ROM V6 Tue Mar 23 04 10 09 am v2 1 ALFA ROM V6 173 at 4000 210 172 z 146 at 4500 z 139 E 4000 302400LI FT Sat Mar 1304 9 35 am Crane 444211 5 383 at 4000 13 327 331 at 5200 281 4000 302400LI FT Sat Mar 1304 9 31 am Stock 4 370 at 4000 4 316 317 at 5200 z 269 4000 x Click on Test Title 1st column to change it or to retrieve specs which produced those results Click in other columns for definitions 248 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices This section discusses the use of the new History Log and how it can be used to do analysis retrieve past results and engine specs and choose saved test results for graphing Test Title Click on Test Title and you are asked if you want to retrieve the specs which produced these results The program will first ask if you want these specs retrieve answer Yes and the specs are retrieved Graph You can choose what Test Results to graph by clicking on the Graph column to insert a Yes there Clicking on a Yes will blank it out remove the Yes Tests marked Yes to Graph will be graphed when you click on the Graph Tests Marked Yes The first test usually the current Test you are working with is always graphed even with no Yes marked The number of tests actually graphed are limited by available space usually a limit of about 24 graph lines total
73. W2 1 351w gt4 0 10 38 Act IVLift 256 C Performance Trends Inc 2009 Engine Analyzer Pro Figure A38 New Ramp Rating for Describing Cam Profiles in More Detail m m Cam alve Train Specs for POR944CV ST Select one of the Spec Lifter profile Cam Valve Train Specs for F OR94 Cam Profile Centerline deg ATDC Duration 040 Types to get the Ramp Rating inputs to display Actual Valve Lash in Designed Valve Lash in Rocker Arm Ratio Lifter profile Type Choose a Spec Lifter profile Type to enter Ramp Ratings Gross Valve Lift in Dwell Over Nose Duration 200 Use a Cam File Calc Ramp Rating Intake Calc Ramp Rating Duration Seat Timing Minimum Tappet Dia in Cam Specs Based On Duration 050 amp Follower Type Solid Flat Allow Dwell Over Nose No Max Tappet Lift in Designed Yalve Lash in Rocker Ratio Duration _050 Duration _200 Use Calc Value Hefp Cancel Print Open 040 BTDC Close 040 ABDC Max Lobe Lift in Actual Valve Lash in Designed Valve Lash in Rocker Arm Ratio Lifter profile Type Ramp Rating Gross Valve Lift in Dwell Over Nose Appendices Enter a Ramp Rating from 0 very mild to 100 very aggressive Click on the Clc button to calculate a rating from other Agar Solid Flat v 0 Deg Std Profile 0 Deg Std Profile v Duration 2
74. Windows These include v2 1 B v2 1C v2 1D v3 3 v3 5 and now v3 9 Here is a brief listing of some of the features new since v3 5 was released including Version 3 9 New Features The screen for opening standard Engine Analyzer Example Cams now shows the Gross Valve Lift and Lobe Separation for the cam you selected if you right click on the selected cam Fig A44 The screen for opening standard Engine Analyzer Example components now lets you select to only show components which match up to 3 criteria you have selected at the bottom of the screen For example you can choose to only show Crower cams with a lobe lift greater than 330 inches Fig A44 The screen to pick a Category of standard Engine Analyzer examples is now more intuitively obvious as to how it works and it also remembers your last choices which will save time when you use this feature often Fig A43 We ve now added Chain Calc These Cams button when displaying standard Engine Analyzer example cams This will have the program calculate performance for all cams in the list which meet the criteria of Show Examples Only Fitting These Limits Fig A44 You can include a graphics file which could be your company logo when printing graphs and reports This file is loaded in via the Preferences screen Fig A45 and Fig A49 You can include add dyno power curves which you have entered manually to a graph This lets you make comparisons between actual dyno performa
75. You must install the Engine Analyzer Pro from the CD to a hard drive before it will run To do this generally you can simply put the CD in the CD drive and close the door The installation program should start automatically bringing up the Performance Trends Installation Wizard This program can install most any of our products in Demo mode including the Engine Analyzer Pro you just purchased Select click on the button for Engine Analyzer Pro and the installation will begin Entering Registered Owner s Name The first time you run the Engine Analyzer Pro Figure 1 1a Install ation Wizard A Performance Trends Installation Wizard m Engine Performance Programs Install This Program View Engine Analyzer Brochure Engine Analyzer Plus Brochure Engine Analyzer Pro Brochure Brochure Brochure Install This Ryogram Comp Ratio Caldyjator Cam Analyzer Port Flow Analyzer Swirl Meter Tumble Fixture Fuel Inj Calculator Brochure 7 Install This Program r Drag Racing Tools View Drag Racing Analyzer Brochure Drag Race Analyzer Pro Brochure 4 Link Calculator Brochure Practice Tree Brochure r Data Logger Programs Install This Program View Dyno DataMite Brochure Drag Race DataMite Brochure Road Race DataMite Brochure DataMite System Sp Brochure m Circle Track Road Race Tools Install This Program View Roll Center Calculator Br
76. a Cam Valve Train File 320 Cam alve Trains in Library Chev CC 277LCB HR 114 54 477 11 LSx Chev CC 277Lr HR 113 54 458 11 LSx Chev CC 277LTB HR 115 54 480 11 LSx Chev CC 281LR HR 113 54 459 11 LSx Chev CC _281LRA HR 113 54 469 11 LSx Chev CC 2837 HR 103 MT THUMPR 54 0901 11 LSx Chev CC 285LCB HR 115 54 478 11 LSx Chev CC 285LR HR 113 54 460 11 LSx Chev CC 285LAR HR 113 54 470 11 LSx Chev CC 285LTB HR 115 54 481 11 LSx Chev CC 289LR HR 114 54 461 11 LSx Chev CC 289LRB HR 114 54 467 11 LSx Chey CC 289LRR HR 114 54 471 11 LSx Chev CC 291T HR 109 BMT THUMPR 54 602 11 LSx Chev CC 293LCB HR 116 54 479 11 LSx Chey CC 293LR HR 114 54 462 11 LSx Chevy CC_293LAR HAR 114 54 472 11 LSx List Alphabetically List by Date Last Changed most recent first Open Cancel Chosen File Che Just to contrast the Std Engine Analyzer Example files from Engine Analyzer Pro files the Pro files are listed in this section and when you click on them a preview is shown to the right Most all the commands and options above the Std Engine button relate to Pro files which typically contain more detail than the Std Engine Analyzer examples inches Exhaust CntrLine 115 Durtn 241 Lobe Lift 0 322 Lash Hyd Intake CntrLine 103 Durtn 227 Lobe Lift 0 332 Lash Hyd Vendor Comp Cams Vendor Part 54 601 11 Manufacturer Comp Cams Manufacturer Part 54 601 11 Description CAMS
77. accurate than what their name implied that they were just a suggested Starting Point from which you should start optimizing using the program e Version 2 1 let you send a power curve to a vehicle program to be loaded and run in that vehicle Version 3 3 lets you do that also However that process requires several key strokes and time Version 3 3 lets you Auto Link with a vehicle program of your choosing Auto Link runs every power curve you produce through a vehicle program and produces a summary of the results Now you can instantly see how a cam change head swap more nitrous will affect ET or circle track Lap Times At the time of printing this manual Auto Link was only available for the Drag Racing Analyzer v3 2 and Circle Track Analyzer v3 2 e Added a Factor button to Flow Table screen so you can increase or reduce all flows by a certain percentage You can now enter either Tappet Lift or Valve Lift in the Cam Specs screen and the other input is automatically calculated based on the current Rocker Arm Ratio You can now pause the Tuning Pressures screen at the end of each RPM step when the final results for that particular RPM have been reached You can now Maximize the Tuning Pressures screen to fill your entire computer screen for better viewing Click on the maximize button in the upper right corner for this option 236 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices e Hemi and 4 valve cylinder heads ar
78. added Sq In Area and Port Volume to the Head Specs screen 262 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices We ve added a new Preference under Calculations cont tab to let you pick the number of decimal places to use to display torque and HP This does NOT improve the accuracy of the calculations Fig A46 We ve added 2 new Preferences to allow all or user selected outputs to be displayed in Metric units Fig A46 We ve modified the Preference setting of Include Averages in Chain Results to Chain Results Include either No Averages Average Tq and HP and now Avgs Engine Masters Challenge The Chain Calculations now include the engine Displacement in CID with Idle Vacuum to provide the info necessary for this calculation The calculation is Engine Masters Challenge Score Avg Tq Avg HP x 1000 cid The Average torque and HP is calculated over the RPM range you have selected to calculate The Engine Masters Challenge rules can change from year to year and will determine the RPM range You can also rank your chain results based on this EMC Score See Fig A44 for results and Fig A45 for the Preference Setting Accuracy Improvements We ve improved the accuracy of Roots Supercharger simulation at very low RPMs which would typically produce very low boost levels We ve made some improvements to the calculation about the amount of boost or exhaust pressure required to blow the valves off their seat
79. also carried over to the Pro so the Pro should be reading the file exactly as you entered it or measured it in the Cam Analyzer What the Cam Analyzer program has done is created 2 files in Comp Cams format adding Int and Exh to the name and storing them in the CamFiles folder Raw Cam Analyzer format is too complicated and may not include all modifications you have made like virtual follower timing changes etc and that is why the Cam Analyzer writes them in the much simpler Comp Cams format OK Help Retrieve from Library Save to Library Print 215 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices 276 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Ist Stage HP Rating 68 Ist Stage Starting RPM 69 2nd Stage Added HP 69 2nd Stage Starting RPM 69 32 bit 235 3rd Stage Added HP 69 3rd Stage Starting RPM 69 4 Valve 49 253 A F Mxtr Qlty 76 77 206 A R Ratio 122 Accel Rate 16 65 Accelerating 16 65 99 100 236 Accuracy 6 1 3 17 18 21 22 29 38 45 49 83 84 85 93 95 97 98 100 107 109 111 115 148 158 169 172 192 193 201 202 203 221 230 231 235 236 251 253 263 Acrobat 235 251 261 Act EVLift 142 Act Ex FlowArea 83 84 Act In FlowArea 83 84 Act IVLift 142 Actual CFM 76 180 181 183 219 220 221 Actual Valve Lash 42 Adobe 251 261 Air Bleed 34 164 165 166 Air Cleaner Shape 112
80. and retarding will give up low end torque to gain top end HP Designed Valve Lash in Is the valve lash the cam grinder recommends you use or what the cam was ground for If the cam grinder recommends a different lash for the exhaust than the intake use the intake lash See Actual Lash Valve a couple pages back Lifter profile Type This combo box lets you pick the type of lifter and the steepness or aggressiveness of the cam s profiles The combinations consist of Hyd vs Solid Hydraulic vs Solid lash adjustment Flat vs Roller Aggressiveness or steepness of the profile Roller being more aggressive Mild vs Agr Aggressiveness or steepness of the profile Agr being more aggressive Invrtd The most aggressive or steep profile being more aggressive than Mild or Agr The choice of Hydraulic vs Solid is the most important as this dictates the use of a lash setting even if you are using a Cam File and whether hydraulic lifter pumpup is possible The other choices simply determine differences in the steepness of the profile 44 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions for the same Max Lobe Lift Most truly aggressive cams or roller cams have more Max Lobe Lift for a given duration and milder or hydraulic cams have less Max Lobe Lift Exhaust Cam Profile Centerline deg ATDC Duration 050 Max Lobe Lift in Actual Lash Valve in Use Specs Above Cam File O Use C
81. are developed by maximizing the effect of these pressure waves by proper sizing of the intake and exhaust 0 Percent Complete Pass 3 runners cam timing and valve flow for the particular engine displacement and RPM operating range These engines are said to be highly tuned and are taking advantage of tuning waves in the intake and exhaust A useful feature in the Pro is the ability to watch these tuning pressures while calculations are being performed See Section 3 7 See Engine Click on Show Tuning Pressures button to produce the screen shown in Figure A 14 As said earlier you only have to have high pressure on the intake side right before the intake valve closes to get a good increase in volumetric efficiency The example in Figure A 14 shows a wave in the intake port of over 20 PSI absolute which is over 5 PSI over atmospheric pressure of approximately 14 7 PSI That is almost as good as running a supercharger with slightly over 5 PSI of boost Figures A 15 A 17 show several examples of Tuning Pressures and Flows screens identifying important points 223 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A 14 Screen of Tuning Pressures and Flows Showing Good Tuning Exhaust pressure steadily drops coming close to exhaust port pressure After TDC cylinder pressure follows intake port pressure Ideally cylinder and port pressures would match almost exactly indicating very little flow restriction acros
82. behind this Component Menu Click on Yes and the program will Click here to start update the current the process of file name with saving the current component specs as current specs p pep a a component file Click here and the current Engine Name will be entered as the Component name Figure 3 25 Saving a Complete Engine File Click on File then Save saves specs to current Engine name or Save As asks for Click on Save button is same as new Engine Name clicking on File and then Save Engine Analyzer Pro Performance Trends Engine 302 4 As The process then matches File ehgine Calc HP F2 Help F1 Preferences About i i d phahe Eng CID 301 6 a See al shown in Figure 3 24 except it i C tC t Fil will show you all the Component iiem Component Faez File names and comments should you want to change PROD GT40 something before saving the 4 HOLLEY 600 CFM MECHANICAL SECONDARIES ON Engine File EDELBROCK PERFORMER INTAKE 61 10 PRI LEIFERMAN TUBE HEADERS Exhaust System Specs E see 351 MARINE Production 351 2V Marine cam Update the Engine Comments to Turbo Supercharger Specs Hona match the current engine design Block 1987 302 Ford Heads Current Engine File Name 2 Calculate Performance Engine Comments 8k302 4v with Production Heads Production Cam etc Help Move mouse over item for description to be given here 149
83. box choose what you know about the end of the runner at the head or collector at the primary pipes This is the end closest to the engine and is usually the smaller diameter or area You can pick from 5 choices e Diameter circular Area in square inches Width amp Height rectangular Width amp Height oval Width amp Height rounded rectangle See Figure 2 43 for shapes for Width and Height options Your choice here will enable or disable the other specs in this section of this menu Diameter in If the effective diameter of the end closest to the engine in inches The appropriate value from either the Intake System or Exhaust System specs menu is initially loaded but you can change this value If you are not sure of this diameter you should use a Calculation menu to obtain this value before using this menu Area sq in Is the area of the end closest to the engine in square inches Width in Is the width of the end closest to the engine in inches for the particular shape you chose for the Know combo box described on the previous page Height in Is the height of the end closest to the engine in inches for the particular shape you chose for the Know combo box described on the previous page Specs at Runner Entrance Specs at Collector Exit Know Diameter in Area sq in Width in Height in 108 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions These specs have the same definitions as
84. button above for info on loading This option lets you load files from other cam file formats other company s programs Open Cancel Help This screen shows all tests and folders in lower right corner for your Cam Analyzer program Click on a different Folder if needed to find your file then click on the file to highlight it then click on the Open button in the lower laft Ron Jackson s 350 CID Chevy Cast Iron Heads Int 260 050 435 Exh 260 050 435 are specs UDBOE0 S RO Folders Tip Click on a different Folder name to display all the tests saved under that Folder Name Harley Davidson for 053 Lift Point my tests oldfiles Cam Valve Train Specs for Honda TEC Big Cams Stock Import Cam Profile Centerline deg ATDC Actual Valve Lash in Rocker Arm Ratio Lifter profile Type Duration 200 Use a Cam File Cam File Pick Intake Pick Exhaust Intake Profile Exhaust Profile Agar Solid R fifa thr cam file yes 060 S RO7 lle v hggr Solid Rollei v rj a for cam file UD6060 5 R07 Exh Overall Cam Specs Back at the Cam Valve Train specs screen you will see this cam file name slightly modified with Int or Exh being used for both lobes The Cam Analyzer program puts them in the Engine Analyzer Pro s CamFiles folder the default location for the Pro s cam files Other specs like Lash Rocker Ratio Centerline Comments etc are
85. choose what you want graphed on the X Axis 134 C Performance Trends Inc 2009 Engine Analyzer Pro Figure 3 12 Menu of Mixed Data Options Chapter 3 Output Click here to use Saved pre programmed Graph Patterns as explained in Figure 3 11 Click on this button to enable options on the right side of this menu These options let you specify and quickly change the manner in which you can plot from 1 to 4 different types of data on 1 graph Click on this combo box to pick the first type of data to include in the graph or select No Graph to eliminate this particular graph line These choices change depending on if you are making RPM or Cycle graphs Mixed Data trapi tami 2 Use Saved Graph Pattern ween Goh panen Saved Rraph Patterns Graphi C Graph 1 Multiplier 1 no effect Graph 2 Brake HP o Graph 2 Multiplier 1 no effec l Graph 3 Bsc emn 7 E Graph 3 Multiplier mo Graph 4 No Pit JA O Guess a tipliers Use Multipliers Specified Save This Graph Pattern Click on this combo box to pick the multiplier for the first graph line A multiplier lets data of very different values appear with equal detail on the same graph Note that the multiplier for Brk Tq and HP are both 1 since Brk Tq and Brake HP are usually about the same value typically if torque is about 50 HP is from 30 to 100 HP if torque is 500 HP is from 300 to 1000 Note that t
86. cleaner of 3 water Since this spec has a Clc button you can calculate an air cleaner flow rating from air cleaner dimensions See Section 2 9 10 Ifno air cleaner is used enter a very high flow rating for example 100000 CFM Figure 2 16 Plenum Specs Secondary Runners carb or throttle body throttle bores Guess at Specs O Use Specs Below The intake manifold s plenum is the volume directly after under the carb or throttle body before the air passage splits into the individual runners to each cylinder The large box under the carbs on a Tunnel Ram manifold is a good example of a large plenum Because plenum and secondary runners the carb or throttle body dimension specs are new to many users of the Pro and for many engine Runners to combinations these specs usually have very little Cylinders effect on performance you may want to simply choose the Guess at Specs option This tells the program to use reasonable estimates of these plenum and secondary runner specs If you want to specify plenum specs you must choose the Use Specs Below option button first Then these specs become enabled so you can change them Note Depending on the Manifold Type in the Intake System Specs menu and of Cylinders in the Short Block Specs menu some or all of the plenum specs may be disabled For example if you have chosen Ind Runner carbs there is no plenum Plenum Specs are disabled you can not change them and they are not used in
87. clearance volume assuming Compression Ratio stays fixed Bore inches Figure 2 4 Short Block Menu naine Ana er Dr a rform ance end RAIRE RER a Eile The diameter of the cylinder A Block Pistons Rods F Accessories measured in inches ai FET ore in Cooling Fan Type Gtrokesin Mater Pump amp Drive of Cylinders Engine Dyno Inertia Crank Design Piston Rings Lb x F2 e Stroke inches Rod Length in Design The distance the piston travels Bearing Size 7 parr erates In Liters from TDC top dead center to Ae eT No Coat P Cylinder Volume 43 98 0 721 BDC bottom dead center Cyl Leakage Low Leaks e Engine Volume 263 89 Current C R 14 30 _ i 3 measured in inches Chamber Volume 3 31 Comments Help Cylinder bore measured in inches p15 Of Cylinders The number of cylinders for the OK Help Retrieve from Library Save to Library Loe engine For example for a V 8 this number is 8 for a single cylinder engine this number would be 1 f Figure 2 5 Illustration of Rod Length in Piston Rings z Click on this combo box to pick a general description of the and tension of the piston rings This specification only affects engine friction and not cylinder sealing Rod Length in The distance from the center of the wrist pin bore to the center of the crank journal bore measured in inches Con R
88. constant and repeatable The software should be used as a guide to e Help you understand how an engine works what parameters are important how parameters interact what are the trade offs etc e Point you in the correct general direction for making modifications This direction should be verified by other sources like known authorities engine tests books etc Never trust one single source if it does not make sense to you e Make you think not think for you If unexpected results are obtained take a minute to e Double check all your data input e Refer back to this manual e Ask someone else skilled and experienced in the particular area e Give the retailer or Performance Trends Inc s Tech Help Line a call for an explanation Computer programs are written by normal people who can make mistakes It s always possible there may be an error in the calculations Your phone call may help us correct it Please also read the Warranty and Warning at the beginning of this manual and on the diskette envelope IMPORTANT The Engine Analyzer Pro program will ask for engine specs and measurements to be entered The Engine Analyzer Pro program is NOT checking for all safe limits of the engine design You must have your engine design checked by a qualified engineer or engine builder to determine its safe operating range C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction 1 4 Getting Started Installation
89. delivered when the progressive system is delivering its maximum nitrous flow RPM Where System is Full On This is the RPM where the progressive system reaches maximum nitrous flow Staged System Specs 1st Stage HP Rating Manufacturer s HP rating of the 1st stage of the nitrous oxide system If you are using a 1 stage system this is the full HP rating of this type of system 68 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 1st Stage Starting RPM RPM where injection from the 1st stage starts 2nd Stage Added HP Manufacturer s HP rating of the nitrous oxide added by the 2nd stage Total nitrous HP is then 1st Stage HP 2nd Stage HP 2nd Stage Starting RPM RPM where injection from the 2nd stage starts 3rd Stage Added HP Manufacturer s HP rating of the nitrous oxide added by the 3rd stage Total nitrous HP is then Ist Stage HP 2nd Stage HP 3rd Stage HP 3rd Stage Starting RPM RPM where injection from the 2nd stage starts Spark Curve Specs O Program sets spark for best power Use Specified Spark Curve Click on the Use Specified Spark Curve option Figure 2 33 Spark Curve Specs Menu and the See Specs button becomes enabled Click on this button to open up the Specified This Spark Curve Gives Best Performance Spark Curve menu shown to the right Yes These spark curve specs specs determine the engine s burn rate The less the spark advance the faster the burn rate As
90. engine Cam V alve Train Specs Tientum Valves With Flev Kit comments to describe the engine currently held in the program e Calculate engine performance ae ee Calculate Performance rapes aperi from the options listed under 264 cid Buick 6 for Super Stock Firebird drag car Calculate Performance From Help Dyno d at 390 ft Ibs 6250 and 524 HP 7500 here you can specify calculation eE options barometric pressure humidity nitrous oxide fuel type etc and select to do Chain Calculations e Change the Preferences options to somewhat customize the program for you e Get HELP to explain these options by clicking on Help or pressing lt F1 gt e Quit the program by clicking on File then Exit Turbo Supercharger Specs All these options are explained in detail in Chapters 2 and 3 In the Main Menu s blue title bar you will notice the current Engine is SUPERSTOCK The program has descriptions of engines saved in the Library right from the factory The current file from the Engine Library is called SUPERSTOCK To get started let s examine but not change the various categories of specs Click on a button for one of the categories like Short Block Intake System etc A new menu will appear displaying the various specs and the current values for the SUPERSTOCK engine In this menu s blue title bar you will also notice a component file The Engine File called SUPERSTOCK is made
91. for Tabular Display not just graphing Retrieve Saved Tests Click on File and then on one of the Pick file options All Saved Tests Preview of Chosen Test buick ruddi ba dat Test saved on 9 23 97 9 39 46 AM consisting of 12 RPMs 4000 9500 152 depending on if you want to retrieve a standard test ora Chain test Click on a directory and then a Test file from the list for that directory A Engine Analyzer Pro Engine 302 1 Test Results joes 302 basecarb F Back Graph Print Help F1 UE Analyze See Engine A ion i 253 186 t Engine RPM i 293 T A E T Click here to retrieve this test file You will be then asked if you want to retrieve the Engine specs which produced these results The Test Results will be shown in tabular form and this data will now be called the Current results If you do retrieve the engine specs also you can do special analysis like an Analysis Report or use the See Engine feature to watch actual engine operation summary or preview is given above Ruddi s 4 cyl baseline with specs modified to best match dyno curve All are very close to actual specs except exh pri is 24 like to first branch or 4 2 1 header then nothing after that Directories P saveddta n eeeeeecee joes 302 tuddi la dat kevin Permanently Delete Click here to delete the chosen Test File from disk C Performance Trends Inc 2009 Engin
92. graphing for display with the See Engine feature or for exporting as an ASCII file Several other features are available from this screen Figure 2 35 which are also discussed in this section A new Preference in v3 9 allows for you to select various data types to be displayed in Metric units See Appendix 11 on page 261 for more updated info Figure 2 35 Major Features of Output Screen Showing Test Results Menu bar with output options Back to Main Menu Make Graphs Print Results Display Help Save or Open Files of Test Results Analyze results program gives advice based on user requirements and current results See Engine piston valves valve dynamics air flows etc Command buttons Make Graphs Print Results Display or Edit Engine and Component Comments Display Notes safety issues possible problems etc about current test results Summary of Notes safety issues possible problems etc Name of current Engine File Name of current Test File Performance Summary Engine Analyzer Pro Engine 302 4 _ Test Results Untitled al RPM Data Click on any cell if s Baqk Graph Prin Help F1 File Analyze See Engine A the grid for a Help definition of N Cmnts N g D ion likely Click on Notes fe PkT g 284 8200 Avg 271 Fes Detajet 7a Detonation eb Chck on Notes or mone Derana aen Ava 195 that particular piece of data Engine RPM Brk Tq ftlbs Brake HP Exh Pres PSI Int Vac Hg Vol Eff Actual CFM Fuel Flow
93. head to the runner length You must also account for the port diameter being different than the runner length 193 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 49 Special Calculations Section Showing Runner and Cam Recommendations Recommended Intake Runner Engine Analyzer Pro Engine SUPERSTO CK Test Results Untitled Length from valve to plenum for Back Graph Print __Help FI _File__Analyze_ See Engine user specified 7500 RPM JAE pua Valve Toss Piston speed EXTREMELY high PkTq 375 7000 Avg 349 i E Click on Notes for more Details PkHP 524 7750 Avg 487 Recommended Exhaust Runner EngineRPM 6000 6250 Jesoo J67s0o zooo 7250 7500 _Yrrs0 7 eooo e250 Jesoo Je750 Length from valve to collector for Brk Tq ft lbs vps user specified 7500 RPM Brake HP Exh Pres PSI Int Vac Hg Vol Eff Actual CFM Fuel Flow Ib hr Nitrous lb hr Ntrs Fuel Ib hr BMEP PSI A F Mxtr Olty ojo Recommended Average Intake Runner Diameter from valve to plenum for user specified 7500 RPM Recommended Average Exhaust Runner Diameter from valve to collector for user specified 7500 RPM Starting Point Specs Fof HY Peak 7500 Intake Dimensions for 1 runnerfcyl based on current cam Recmnded Length in 10 4 Rec Area sq in in Current Length in 16 8 Rec Area sq in in 3 Exhaust Dimensions for 1 runney cyl based on current cam Rec Len 1st Pulse 38 6 Rec Area 366 ft sec 3 65 1
94. higher lift than the theoretical valve motion i e the follower has separated significantly from the camshaft Valve Toss is not a definite condition that can be accurately predicted Valve Toss here simply means that there is a high likelihood the valve spring can not hold the valve train and follower in contact with the cam Valve Toss will be listed as None Int Exh or In amp Ex to indicate if valve toss is likely to occur and on which valve If Valve Train Dynamics are turned Off in the Cam Valve Train menu this output will be blank unless hydraulic lifter pump up has occurred Then it will be marked PmpUp but there is no indication if the pump up occurred on the intake exhaust or both 83 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SSeS SSS eee eeeeEEEEEeEeEeEEyyy _ SEEEE A Valve toss depends strongly on the specific cam profile The Engine Analyzer Pro s standard lobe profiles are a compromise which may likely not exactly simulate your particular cam profile For improved accuracy simulating valve train dynamics use a detailed cam profile file like a Cam Dr file With mechanical solid followers the actual engine s power may increase when valve toss conditions are reached That is because the valves are being opened higher and longer than dictated by the cam This is shown when Act In FlowArea and Act Ex FlowArea increases Power may also drop of
95. highlighting the fact the program predicts this combination may toss at one of the RPMs run Click on the vertical scroll bar scroll down to the bottom of performance results There you will see Valve Toss with none at all RPMs until 7000 RPM where a Int is written Figure 4 27 Click on Notes button for more explanation of Notes Summary Valve Toss pointed out in Notes Summary Engine Analyzer Pro Engine RSTR SBC HEY Test Results Untitled Back Graph Print Help F1 File Analyze J Click and drag slide bar Notes Summaw Cabo TA Vem smal Detonation tel Yese o CEE E Te Ra apd Erarik hugh Se OROA mee PKHP 307 6000 Avg 257 down to get to bottom of test results to see Valve Toss output Program also shows Dynamic l i l Intake Flow Area increasing at wom 0000 aaoo 000 k A 7000 RPM from about 96 up close to 100 due to Valve Flow amp Cam Calculations i Overlap Area deg sq in 14 6 Ulu Area deg sq in Valve Toss Total Exh Int 77 3 Total Avg Flow Coef Lobe Separation deg 106 3 Lobe Area inch xdeg Overlap deg 76 puration deg 7 Program shows Valve pening Events deg Pee Closing Events deg Toss is likely on the Overlap 056 deg 39 Duration 658 deg Intake side at 7000 RPM Opn Eunts 656 deg Cls Evnts 656 deg Duration 266 deg For further detail of valve train dynamics at 7000 let s plot the valve train motion Click on the Graph button and follow the instructions shown in Figure
96. i buicKrudd md1 shown clicking on RPM cyc will switch Back Color t ferkta aces OG NG i praeh the graph from the current RPM data type to the Cycle data type 132 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output If you have selected Cycle Data the program also needs to know for which RPM do you want the data graphed Figure 3 8 shows how this is done Figure 3 9 shows how to make Multi RPM graphs These are graphs where Cycle data from 2 or more RPMs from the current test are graphed for comparison This can only be done if the current test is the only test being graphed last and list must be turned off as discussed in a couple of pages Figure 3 8 Picking the RPMs for Graphing Cycle Data You must first select Cycle data Engine Analyzer Pro RUDDI4C YL ___TestResults Untitleqy _ Dy Clicking on rpm CYC Back File Format View Help mixed SINGLE list LAST rpm CYC RicRPM il E eed ee ets ele eeel belo 4 Faven sca Ex Port Ve current 7000 __ aaa a ald Click on PicRPM to display the ee exronvel Pick RPM for Graph menu This menu option is enabled only when Cycle Data has been selected rpm CYC is the heading If you have selected to graph data from the last test also LAST is printed in upper case in the menu bar you can also select Multi RPM Graphs the RPM for its data to graph O Yes Rs Tip Tum Off List and Last to make Click on the one RPM f
97. improvement Table 4 3 shows comparisons between various calculated outputs for all 4 camshafts setups baseline hydraulic solid lifter and solid lifter with 020 lash Table 4 3 Comparison of 4 Cams med lt a r 7 Discussion of Table 4 3 e Cam timing and profile affects nearly every aspect of engine performance e In general torque dropped as the actual Int Closing increased or the cam closed later in the cycle HP did not always increase due to other factors like total Valve Area which affect high RPM flow capability If this engine was not restricted by the small carb this trend could be very different e Cranking Compression dropped with increased later intake closing That s because the piston has pushed more fresh charge back past the intake valve before the valve closes This traps less air in the cylinder causing lower compression pressure and lower torque levels at low speed e Note that Total Exh Int is affected significantly by cam timing Proper selection of a camshaft can help make up for a poor flowing exhaust or intake port and bring them into balance e Valve Areas increased with each more aggressive cam and with reduced valve lash Remember we are not changing valve sizes or valve Flow Coef This is entirely due to cam profile e Valve lash has an impact on projected performance and all other calculated results In general reducing valve lash produced a bigger cam all cam measurements li
98. in i i Use Single Flow Coef PotShape fs know a spec in the form required by Pig eles cet Flow Table l the program then you have no need i E to use the calculation menu For C Combustion Chamber If me nona Ar 2 3 Er ae per r A cylinder enter the volume ccs for 1 runner only example if you know the Compression Ratio z Compression Ratio is 10 3 you have i P zee y Chamber Design Typical Wedge l Use Calc Value no need to use a calculation menu to calculate Compression Ratio based on pe of intake valves and ports per cylinder usually 1 valve and 1 port Click si a to pick Production 302 4 HO 85 MUSTANG 4 Gasket Thickness Piston Dome CCs fom fet p 21 i 65 cc Chambers a j 124 cc Int Ports 55 cc Exh Ports a etc Thermactor Bosses in exhaust port Retrieve from Librar Example we aT You are working with the SUPERSTOCK file for a Super Stock drag car Assume you want to calculate the Avg Port Diameter for the intake port in the cylinder Head s menu for a new cylinder head You click on the Clc button for Avg Port Dia and are shown the Calculation Menu shown in Figure 2 40 Note that all inputs are blank and only the Know Port CCs spec is enabled not dimmed to gray Click on the combo box arrow for Know Port CCs spec to answer the question Yes or No Lets say you select Yes because you do know the port CCs This is usually the more accurate way to measure average port diameter The specs of Port Len
99. in pounds per minute click on Calc to calculate CFM as explained in Section 2 9 21 58 Figure 2 28 Definitions of Turbocharger Specs from Typical Compressor Performance Map COMPRESSOR PRESSURE RATIO P P Peak Eff Island g7 LINE EFFICIENCY C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions If you do not have a compressor map estimate Island CFM from your engine s displacement and application as in Table 2 15 or pick one from the Turbocharger Library Table 2 15 Estimate Island CFM lessthan 50 Street 60 4 Island Pressure Ratio Is the pressure ratio PR where peak efficiency occurs PR is usually the vertical Y scale of a compressor map and is usually in the range from 1 5 to 2 5 If you do not have a compressor map use a PR of 1 8 or pick one from the Turbocharger Library Island Eff Is the highest thermal efficiency on the compressor map in percent The highest efficiency will occur in the center of the island Typical values range from 65 to 80 If you do not have a compressor map use 70 for Island Eff or pick one from the Turbocharger Library Surge CFM Surge is a phenomena in turbos characterized by unstable potentially destructive operation Surge occurs at high pressure ratios with low air flow The surge line defines the point at which surge will start to occur To tell the program where the surge line is locate a PR of 2 on the vertical axis Move s
100. internal combustion engines e Tool to help predict effects of certain engine modifications for engine builders engineers racers and performance enthusiasts e Theoretical Dynamometer to allow anyone to try things which are too expensive difficult or impossible with a real engine The Engine Analyzer Pro will provide you an engineering estimate of what should occur when general modifications are made based on internal combustion engine theory and general physics and thermodynamics By seeing all the specifications which go into the calculated results you may have a false sense that the computer knows your engine exactly what manufacturer s intake manifold and carburetor are installed who ported the heads the exact cam profile Actually the computer does not know if the specifications are for a flat head Ford or a Honda Formula engine A good analogy to the Engine Analyzer Pro is a flow bench A flow bench can not predict exact torque and HP curves but is still a vital tool for engine development In the same way use the Engine Analyzer Pro results as a guide as a second opinion of how your engine should perform under near optimum conditions Many users of engine simulation programs do not understand their true value If you simply want to know how much HP a particular combination of specs will produce our Engine Analyzer EZ can do a good job with only 20 inputs However if you want to know What will happen if I make the intake runne
101. much higher than this will produce very poor efficiency and the turbo has met its flow limit e Anew Turbo Input of Wastegate Is has been added so boost can be controlled to either the pressure Before or After the Intercooler e Increased the Turbo A R ratio allowed in the Calculation Menu e Added both Single and Dual Ball Bearing Types to the Turbo Exhaust Turbine Efficiency choices e Many more choices for Turbo Exhaust Turbine Efficiency have been added 55 65 70 80 and 90 It was previously 55 70 and 80 e The Throttle Location in the Roots Supercharger specs was changed to Type a combination of Throttle Location and Basic design The Design choices are Standard like in prior versions of EA Pro and a new Modern design new for v3 5 The Modern Choice assumes that tight seals do not increase the friction as much as prior versions and that the volumetric efficiency is slightly better also e A Use MM Inputs in the Calc Menu for Carb Throttle Body CFM Rating when using Inches for measurement inputs has been added Most throttle bodies even in the US are measured in mm e An additional method of calculating Rocker Arm Stiffness for Valve Train Dynamics has been It is based on the amount of Lost Lift of the valve because of the valve spring force at max valve lift e The program now allows collector exits to be as small as 60 of the Exh Runner Diameter e The program now allows for negative taper angles on the Detailed Exh C
102. not durability Roller bearings have similar friction to journal hearings p 14 OK Help Retrieve from Library Save to Library Print Rod Stroke and Bore Stroke ratios are now calculated and displayed Bearing Size now has more choices for smaller engine s bearings where the number of main bearings is greater than the number of cylinders like a 4 cylinder with 5 main bearings 239 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A24 New Features in Head Specs Screen Several new Print options Eni TEGA are available including ord Foc Print Int Exh which Intake Port Specs Exhaust Port Specs prints both flow tables to xjltotpot 1 piece of paper Nnan fram E Click on Use Flow Table option not shown here then click on Flow Table to bring up the Flow Table screen shown here Flow Coef 0 0 0 i iar a a o o Burn Rating replaces OK Help Print creen Swirl as an input and v aop Clear CFM Only Print Int Exh_ Valve Lift inches has several more Clear All Data Print Setup Tip Itis best to have one point at a Valve L D of close to 25 d at 130 HP choices for better fine Use radiused or clay entrance when flowing intake tuni ng Factor Up Factor Down File many e estimated Factor Up and Factor OK Help See Layout Retrieve from Library Save to Library Print Angles Down buttons increase or
103. obtain baseline fe Ra recommendartions performance oe Sn an su zu given here in inches J vg Ex Vel ft sec 153 184 2i 275 337 9 Mach a 0 245 327 0 367 Now when changing the 6 specs for the ere MOM 7 400 CFM single plane intake like done fees p j a0 7 i Click on slide bar and in the first part of this Example 4 1 ir oso ee se o3 slide down to display Also change O Mamm Primary Jet diameter Valve Flow amp Gan Calculations i recommendations e The size of the Primary Total Bening Be 76 9 Total Avg Flow Goef 8 367 6 38 Venturi Diameter to nae ti Durations dege o 2 1 375 for the larger REET a Overlap 656 deg Duration 656 deg venturis in the 400 CFM 2 Opi Evit R 0 deg a barrel See Figure 4 13 Duration 200 deg e Assume the 400 CFM carb has a similar power valve venturi CD and air bleed as the 255 CFM carb Leave these 3 carb specs as is After calculating performance for the new intake click on Graph and select Single then select Primary Jet to obtain a graph like Figure 4 12 As Table 4 1 shows the 500 2 barrel shows a 23 variation in A F from 3000 to 7000 RPM It also shows that the 500 2 barrel requires a much larger Main Jet Finally lets try a carb modification to reduce the change in recommended Primary Jet Lets increase the air bleed to 80 and recalculate performance See Figure 4 13 You will notice you get the same performance data Brk Tq Brake HP etc However Primary Jet has chang
104. of approximately 300 ft sec Also see Rec Len Ist Pulse and Rec Area 300 ft sec Approx Cam Specs for HP Peak xxxx based on current cam The following cam specs are estimated to produce a HP peak at the RPM specified above as xxxx These recommendations are based on these assumptions e HP peak will appear at certain MACH s MACH is based only on intake valve flow potential intake cam profile and engine size See MACH definition on a previous page e Tuning effects are not included which have a large impact on the particular cam profile and cam timing lobe centerline to use e Changes in cam duration and lift will produce predictable changes in intake valve flow potential The more different the current cam s specs are from the recommended cam s specs the more error in this assumption Therefore it is obvious that these recommendations can not accurately predict what camshaft to use for a particular application but are only a starting point These recommendations must be optimized by calculating performance with the Pro making small changes to these cam specs and then recalculating performance Notes The reliability of these recommendations depends on how close the current cam s specs are to the recommended specs If they are significantly different i e current duration is 200 degrees and recommended duration is 300 degrees the recommendations will not be as reliable In these cases enter the recommended cam specs in
105. open headers For exhaust systems it would usually be the catalyst or muffler Collector Dia in Is the diameter of the collector at the end which attaches to the header primary s or exhaust manifold runner s You can click on the Clc button to have the program estimate the Collector Dia based on the diameter of the header primary s or exhaust manifold runner s their number and a percent change in cross sectional area Click on the Cle button to calculate a diameter from the Header Primary Diameter specs as explained in Section 2 9 15 Collector Taper deg Figure 2 19 Colllector Specs Is the angle for the taper of the collector For Collector Diameter collectors with no area change straight constant diameter pipe enter 0 For collectors which taper out larger diameter or area at the exit of the collector enter the number of degrees Although this would be rather unusual enter a negative number of degrees if the collector gets smaller at the exit Click on the Cle button to calculate the Taper angle based on diameters or areas and Collector Length collector length 39 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 40 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 6 Cam Valve Train Cam Valve Train Specs have been greatly expanded in later versions with many new inputs and features See Appendices 9 10 and 11 on pages 235 276 for more updated info Th
106. other than carb throttle body opening are sealed This includes all runners not being tested vacuum ports injector bosses EGR openings etc Adjust 187 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples the test pressure back to 28 and you obtain a reading of 194 CFM Note that the head and intake flow better than just the head without the adapter but not as good as with the entrance adapter To obtain flow data to calculate anti reversion reduce the valve lift to approximately 100 lift with the intake manifold installed and record air flow in the normal intake direction You obtain 54 CFM Then turn off the bench and reverse the flow direction by switching to exhaust flow direction Start the bench and you will note the flow falls to 48 CFM when you adjust the test pressure back to 28 Table 4 5 Flow Test Results 1 94 Intake Valve Valve Lift Head no adapter Head optimum adapter Head and Intake for anti reversion 100 05 54 Head and intake reverse direction for anti reversion This data is not used just given for information N tart up the Engin pe a ee DRA i Figure 4 43 Calculating Avg Port Diameter for Intake Port Retrieve a new copy of the RSTR SBCHEV file by clicking on the retrieve button at the Main Menu Calculate performance to obtain Click here to open up this Calculation Menu Calculated port diameter appears here baseline perf
107. peak to a higher RPM Exhaust Tuning The Engine Analyzer Pro also lets you investigate the effect of exhaust runner header primary and collector dimensions on tuning and performance As we did in the Intake Tuning section of this example we will change exhaust runner header primary dimensions and watch the effect on port pressures and HP Figure 4 53 shows that as the runner length gets longer the width of the initial blowdown pulse also gets wider This blowdown pulse is the loud crack you hear in the exhaust of race engines with early exhaust opening After the blowdown pulse a vacuum pulse will appear vacuum being a pressure less than atmospheric pressure Atmospheric pressure is approximately 15 PSIA This vacuum pulse is caused by the reflection of the blowdown pulse from the end of the header pipe 196 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 53 Effect of Exhaust Header Dimensions on Exhaust Port tuning Pressure Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base Engine Analyzer Pro 6 BASE SPC Saved Data examples v 6 base PicRPM Back File Format View Help mixed SINGLE LIST last rpm CYC PicRPM Back File Format View Help mixed SINGLE LIST last rpm CYC i ol El lol ele estes dele Lele ted ed eleves al E Lol ele tes D els Lele dade beled cyt ruvien setscaed Exror Pros l anaE gn i fi Ero Fros l l l _ opotbes exampleetw 6 base 7500 i i i
108. port pressure graphed with a thick green line When this line is above cylinder pressure fresh air and fuel flows into the cylinder Cylinder Events of TDC and BDC top and botton dead center graphed in black dotted lines for reference Engine Analyzer Pro Engife WYARNER P RO Test Results Untitled Barometric pressure graphed 5 with a blue dotted line Ini Pot Pres Pressures graphed below this Exh Port Pries i ie ae line indicate a vacuum Engine diagram shows approximate piston and valve positions intake and exhaust flows green and dark red arrows and reverse flow bright Int Port Vel Note Any graphs shown red arrows spark event RPM l here can be analyzed in and crank position in degrees more detail compared to other runs etc by click i graph when th i gacions ae aneth Click to return to normal Click on Help above fo A arts Progress Indicator where calculations run about 30 faster Click to print this screen You must have selected the Enable Print option Click to cancel abort calculations Intake runner velocity graphed with a thick green line in feet sec When this line goes below 0 it indicates intake reversion reverse flow Exhaust runner velocity graphed with a thick dark red line in feet sec When this line goes below 0 it indicates reverse exhaust flow exhaust flowing back into the cylinder Valve Events of EO EC
109. pressure before the compressor is 14 7 PSI standard barometric pressure and the PR is 2 0 the absolute pressure after the compressor is 14 7 x 2 0 29 4 PSI The boost pressure alone would be 29 4 14 7 14 7 PSI Compressor HP The engine HP required to run the supercharger s or turbocharger s compressor calculated in HP If the engine has a belt driven supercharger this is the power which must be transmitted through the belt useful for belt sizing For belt driven superchargers this HP is also added into the Motoring HP and Mech Eff data reported by the program Compressor RPM The RPM of the belt driven Roots or Centrifugal supercharger s compressor rotor or impeller Roots Vol Eff The volumetric efficiency of the Roots compressor For example if the Volume Rev is 200 but the compressor is only flowing 150 cubic inches of fresh air per revolution Roots Vol Eff would be 150 200 or 75 Turbo Wastegt Signals that the turbocharger s waste gate is opening to control boost to the preset maximum level If Turbo Wastegt is 0 the wastegate is closed and all exhaust is passing through the turbine If not zero Turbo Wastegt reports the percent of exhaust bypassed around the turbine to limit boost on the intake side Turbo Surge Signals that the turbocharger compressor is operating near or completely within the surge range Surge is a condition where air flow through the turbo compressor is much less than optimum It is expr
110. right side of button to enable this menu options on the left Mixed Data Graph Format side of this menu ee ee ara Eaa tse Saved Graph Pattern Use New Graph Pattern Saved Rraph Patterns Build New Graph Pattern Graph 1 ES EWS If this list is enabled i HE ve Graph 7 Multipfier If these specs are not dimmed to gray SE enabled not dimmed to choose the Torque Graph 2 gray choose specs from and HP vs RPM pre Graph 2 Multiplier these combo boxed to programmed graph match those shown here pattern If you do not Graph 3 If you do not see these see these data types Graph 3 Muliiplier z data types you are not you are not doing doing RPM data graphs RPM data graphs Graph 4 No Plot See Figure 4 5 See Figure 4 5 Graph Multiplier 1 no effect 2l O Guess at Multipliers Use Multipliers Specified Save This Graph Pattern Now for the good part lets install that carb and manifold Get back to the Main Menu by clicking on Back in the menu bar or pressing lt ESC gt at the graph screen Figure 4 5 then clicking on Back or pressing lt ESC gt again at the tabular Test Results screen Figure 4 4 When you return to the Main Menu click on Intake System to obtain the Intake System menu as shown in Figure 4 7 The values in Figure 4 7 show specs for the new 400 2 BBL carburetor and manifold You will need to make 6 modifications to simulate installing this intake e Click on
111. runner system with a Total CFM Rating of 600 Individual runner manifolds will exhibit no secondary or low speed tuning effects If you specify Of Cylinders as 1 in the Short Block specs the program assumes an individual runner system no matter what type is selected here This system uses carburetors as the fuel metering device Ind Runner fuel inj This type is like Ind Runner carb s except fuel injection is the fuel metering device and individual port throttles meter air Runner Taper deg Is the taper on the runner If the runner is of constant cross sectional area it would have zero taper If the angle for all sides is 1 deg from being straight this would be a 2 degree taper If 2 sides are straight and 2 sides are tapered 1 degree from straight this would be something less than 2 degrees of taper This can be confusing so the best way to estimate runner taper is to click on the Cle button and calculate taper based on simpler inputs as shown in Section 2 9 8 Figure 2 15 Runner Taper Runner Dia Head Intake Heat This combo box lets you pick the method of heating the intake manifold for improved fuel atomization fuel distribution and cold weather operation Use the Table 2 9 to estimate Intake Heat Table 2 9 Descriptions of Intake Heat Ratings Type of Intake Heat Production carbureted manifolds heated by exhaust gas and or engine coolant Prod full heat Production individual cylinder fuel injection manifo
112. see A F Mxtr Qlty drop as you specify higher fuel Octane The frictional drag from Short Block specs like Cooling Fan Type Water Pump amp Drive etc increase with increased engine displacement For example if you specify a stroke which is 20 longer to the Engine Analyzer Pro displacement increases 20 and so does the friction from Cooling Fan Type Intake and exhaust tuning are very complex simulations as identified in Appendix 3 Small changes in air temperature surface temperature within the air tracts and effects from other cylinders make exact tuning simulations impossible See Appendix 3 and Example 4 5 for more complete tuning assumptions Figure A 6 is a simplified block diagram of the engine within the Engine Analyzer Pro Appendices Engine Analyzer Pro C Performance Trends Inc 2009 O ge O ka i Samal J Q E O O u O E pas O QO x O 2 a lt 0 X oO J D LL UOTIOTARZSOY weqgsks ysneyxg a3e6e sea ssedAg azsbreyooqany suTqan zebzaeyooqanL STZZON Aahraeyooqans uoT oTAASeY pue Hutun buTyertnuts 204 SuOTSUaUTG Iod 4sneyXT UOTRAOTIAS3IY pue zejouetq S eATRA Asneyxg Z 4013S q5u T pou zx y ue a 210g uo g3evo nqa yIeds que TooD 03 SSOI 38 H uot3otaI4soA pue zeqowetg S ATLA XVJUI uo go ragsoy pue Hu un bupaeqrnups a03 suo su u q Iod XVLJUI u 3e H J1O0d PTOJ ULN XVJUI ZaTooo194uL aosseaduoa o s 10 oqan UoTROTAASSY MOTA AL qted
113. test results to a test file with the name of 302 BASE In stock condition the 302 4V makes 270 ft Ibs 3200 and 210 HP 4800 Turbocharger Figure 4 32 Turbocharger Specs Menu File d You first want to check the performance potential of the 302 4V with a turbocharger lick h h 1st Stage Turbocharger Specs fi General Turbocharger Specs so click on the Turbo Supercharger button on EAT as Cia Throttle Location Dray Through z the a hee ee ee bg Sai for Island Pressure Ratio Max Boost Limit PSI type and click on View Specs This opens up Island Efficiency Turbos Stages i Since Tuto 2 the Turbocharger menu shown in Figure 4 32 i Surge CFM Intercooler Eff 0 No Intercooler One way to simulate a turbo is to edit the ee l an Exh Turbine E 707 Toca E turbocharger specs in this menu The other a ad Comments z way is to retrieve a set of specs from the Re apr ee gn specs for Ar Research TB Turbocharger Specs Library Click on M 2nd Stage Tushocharger Speos Tube Eee on 1978 Buick 3 8L h H _ urbo Y I Retrieve from Library and then select TB302 SES L__ AR 67 and click on OK Then answer No to istand Pressure Rato the Save your possible changes island Etticiency C Help i N E CFM Click on Spec Name or Spec Value for explanation of question passe spec totbe civen here Exh Turbine ER Back at the Turbocharger me
114. the Short Block menu and is displayed in the Notes section at the bottom of this menu Make sure this displacement matches the engine for which you are calculating Total Inertia before using this menu Remember that Engine Inertia Lb x Ft 2 is a combo box in the Short Block Specs menu You can just select a typical description from the list by clicking on the combo boxes arrow button and have the program estimate the system s total inertia Engine Specs Component Wts This combo box lets you pick a general description of the engine s rotating and reciprocating components This general description modifies the inertia of the base engine without the flywheel Flywheel Weight Ibs Flywheel Diameter in These 2 specs define the weight and diameter of the engine flywheel The engine flywheel makes up most of the engine s rotating inertia and is why it is the only engine component itemized In a vehicle installation the flywheel weight should include the clutch disk and pressure plate For a dynamometer installation this represents all rotating adapters flanges etc mounted between the crankshaft and the dynamometer input shaft Although all these components can be of different diameters use the diameter of the heaviest component Dyno Specs Rotating Mass Weight lbs Rotating Mass Diameter These 2 specs define the weight and diameter of the dynamometer For small water brake dynos these values are in the range of 20 40 lbs and 8
115. the Total CFM Rating and type 400 over the current value of 255 CFM Note This particular Holley 500 2 BBL flowed 400 CFM on a flow bench at 20 5 water 1 5 Hg mercury If it had not been flowed we should have assumed it flowed 500 CFM at 3 Hg the standard 2 barrel rating pressure We would need to convert this to CFM at 1 5 Hg which is what the program wants The conversion is made by multiplying the 2 BBL CFM by 71 or in this case 500 x 71 355 CFM See page 29 That would have been a more restrictive carb than the carb we actually installed The same is true of the Holley 350 2 BBL which should have only flowed 249 CFM but actually flowed 255 CFM e Change the Manifold Type from Dual Plane carb s to a Single Plane carb s to identify the manifold being a lower rise single plane design where all cylinders feed from a single plenum The Single Plane type as opposed to the Tunnel Ram carb s indicates a manifold with lesser tuning effects due to a design somewhat compromised for good overall driveability smaller plenum and more bends in the runners e Calculate a new runner size for the larger ports in the new manifold by clicking on the Clc button for Runner Dia Head See Section 2 9 3 At the Calc Avg Diameter calculation menu chose No for Know Runner CCs Then enter the new manifold s runner dimensions which measure 2 0 high by 1 2 wide The runners are primarily rectangular so choose 160 C Performance Trends Inc 2009
116. the calculations clicking on the Calculate Performance button Before calculations are started basic checks are made of the input specs for unusual combinations The program points out that this carb looks quite small for this engine size and displays the warning Total CFM Rating looks restrictive for this engine size Continue with Calculations anyway Since this is the carb we must run and the Total CFM Rating is accurate click on Yes and the program will continue with the performance calculation The program will display the Calculation Progress indicator as shown in Figure 4 3 with the last approximate volumetric efficiency the program has calculated for each RPM This information shows you how far the calculations have progressed and how stable the calculations are If the volumetric efficiencies are jumping high then low then high again a problem may be indicated For example the RPM being calculated may be too low for stable running with a lopey high RPM cam When the calculations are finished the performance results will look like Figure 4 3 In the upper left corner note the Pk Tq peak torque of 363 ft lbs at 3000 RPM and Pk HP peak hp of 307 HP at 6000 RPM Write this down for comparison with results after installing the carburetor and manifold We will want to see how this changes with the new intake system To obtain a torque and HP plot click on the Graph button or Graph menu item The program will present a grap
117. the most important for producing strong intake tuning to help performance e The longer the runner the later the reflected pulse arrives back at the port If the runner is too long for a particular RPM the reflected pulse will arrive very late and the intake valve may have already closed Then the engine can not take advantage of it All the long runner is doing then is providing a deep long suction pulse which hurts performance considerably Now repeat this process changing the intake runner diameter instead of the length First set Runner Length back to its original 5 in the Intake System menu This time calculate performance with a 2 smaller diameter and 2 larger diameter intake runner over the runner s entire length For these conditions you must change both the Intake System menu s Runner Diameter and the Cylinder Head s menu s Intake Avg Port Diameter Table 4 10 gives a summary of the runner modifications and results Figure 4 51 shows the plots of InPort Pres and InPort Vel for the different diameter intake runners 194 C Performance Trends Inc 2009 Engine Analyzer Pro Figure 4 50 Effect of Changing Intake Runner Length Intake Port tuning Pressure Engine Analyzer Pro SUPERSTO CK Saved Data examples v 6 long Back File Format View Help mixed SINGLE LIST last rpm CYC l BY lel ele ete elo elii beled sit Inport Fres current 7500 _ InPort Pres i p examples v G base 7500 3 nPortPres
118. the original Use Category and Cancel button in the Performance Trends Examples section to the left Note You typically add Examples if you have our Standard Engine Analyzer program and have linked the Pro and Std programs in EA Pro s Preferences When you save a Cam Valve Train file in the Pro you are saving it in EA Pro format Note You can also add a Category and Other Format cam files as shown in Figure A55 New Category Name O E Add New Category Name to List See page 118 n manual for details Use Category Cancel C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A44 New Features for Using Standard Engine Example Component Files cont Examples If you right click on a cam Other Chevy Corvair Flat 6 Cams RatedLit Lifter Profle Valve Train Center Du Lobe Lit Vave RockelRamp _Jource Comments Line Lash Ratio Rating you have picked which Isky CORVAIR 050 SpecHydFit P RA imp 182 na PN 115125 HYDRAN will be highlighted in blue exh 116 202 na d sky CORVAIR 050 SpecHydFt P RA imp 104 208 na pn 11512 Hora as shown here several exh 112 208 na i C E En Ea bi ee PN 115128 HYDRAI calculated parameters for exh Ss Ss aS eae a i that cam are shown Gross erry Lift For Highlighted aa Intake 311 x 1 5 4665 Exhaust 311 x 1 5 4665 Lobe Separation 108 0 In this section you can choose to Show All Examples or Only These
119. the program assumes your head layout is based on your inputs le LJ Valve Diameter in Identifies the outside largest diameter of the head of the intake valve s in inches Avg Port Diameter in Identifies the average inside diameter of the intake port s over their entire length in the cylinder head Usually this can be measured at the end of the port which mates to the intake manifold A more precise way is to calculate the diameter by measuring the port volume and port length If the ports are oval or rectangular or you know the port volume in CCs and length click on the Cle button described in section 2 9 3 to calculate the effective diameter If you set the number of ports to 2 or 3 this is the diameter of only 1 of these ports These ports are assumed to be the same length and diameter Avg Port Diameter is used by the Pro to determine critical flow velocities which significantly effect both intake and exhaust tuning and therefore performance Try to be reasonable accurate inputting this value 17 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Port Length in Is the length of the intake port down the center of the port from the intake valve to the end of the head port the start of the intake manifold runner For many common heads 4 5 6 is a typical length This spec combined with the Intake Manifold Runner Length has a significant impact on intake tuning and there
120. the range of 00 0 up to 90 90 or higher A good illustration of Mech Eff 00 is when an engine is idling clutch disengaged or transmission in neutral All the HP being generated by the fuel and the explosions in the cylinders are producing no BRK HP at the crankshaft This fuel is being completely wasted just to overcome the engine s own friction and keep it running Multiplying the Thermal Efficiency and the Mechanical Efficiency together is a better way of describing the Eff term in the previous equations Eff Thermal Eff x Mech Eff Substituting this relationship into equation 7 we finally get the formula for HP of an engine 8 HP out CID x RPM x Vol Eff x 00001326 x C E F x TEFF x MEFF A F 2544 Combining all the constants together assuming 14 6 A F and dividing twice by 100 so TEFF and MEFF can be in percents you get Detailed Equation for HP of a 4 Cycle I C Engine 9 HP out CID x RPM x VOLEFF x C E F x TEFF x MEFF 28 E12 Note 28 E12 is scientific notation for 28 000 000 000 000 Your calculator will probably not let you enter 28 000 000 000 000 so use the scientific notation method Now for the important stuff what is equation 9 telling us It s telling us that to make more HP to raise the value of the left side of the equation you must raise the value of something on the right side of the equation Listed below are these factors from the right side of the equation
121. the valve in the Head s menu but describes the design of the runner within the intake manifold This does not describe the size or length of the runners as they have been described by other specifications This specification says for its particular size how well is the intake runner designed Obviously sharp bends to clear a distributor or provide for hood clearance rough irregular surfaces or abrupt changes in runner size where the intake manifold mates to the head are undesirable from a restriction and tuning point of view See Figure 2 13 A general rule for a good manifold and port design is one where you can see the entire intake valve for all cylinders from the carburetor or throttle body This type of design would likely have a Runner Flow Coef of 3 indicating virtually no restriction due to the manifold design Use Table 2 7 to estimate the Runner Flow Coef Table 2 7 Estimates of Runner Flow Coef Aftermarket single plane X type or tunnel ram manifolds Figure 2 13 Illustration of Runner Diameter Runner Flow Coef and Qualitative Comments Large DIAMETER Large COEF 3 0 Low Restriction Good High Speed Tuning Large DIAMETER Small COEF 8 High Restriction Poor Tuning Small DIAMETER Large COEF 3 0 High Restriction Good Low Speed Tuning 26 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions __ ES T ee eS Se ES SSS Figure 2 14 Illustration of Restriction Leve
122. this cam grinder uses for advertising Gross Valve Lift If this were not the case you would have to enter the rocker arm ratio used by the cam grinder usually 1 5 for Figure 4 18 Alternate Cam EEE Menu small block Chevys Then once Max Lobe Lift was calculated from the cam grinder s assumed File 4 rocker arm ratio and Gross Valve Lift you could fies Intake Cam Profile Exhaust Cam Profile enter the actual Rocker Arm Ratio you were Centerline deg ATDE 110 0 Centerline deg BTDC 112 using on the engine The Alternate Cam Specs IEEE 236 0 __ __ Duration 050 245 menu should look like Figure 4 16 Click on OK Jee Tore and return to the standard Cam Valve Train _ Specs menu Max Lobe Lift in Max Lobe Lift in Actual Valve Lash m Actual Valve Last m Rocker Arm Ratio i Rocker Arm Ratio Calculate performance and save these results as a Test File under the name RS355HYD to denote it as a hydraulic cam We do not need to plot the p Gee arse Help Crank degrees before BDC where tappet is lifted data NOW because the tests results have been Total Cam Advance E 050 above base circle Number will be negative saved ti disk Lobe Separation cam deg if opening occurs after TDC p 48 OK Hel Tip When the menu of Figure 4 16 appears He click on RS355BAS DAT in the list of test files es aaa This loads in this files name and comments Then you can just make minor modific
123. turbocharger s compressor can be obtained from a compressor map which are available from the manufacturer A typical compressor map is shown in isiand Pressure Rato isiand Etticiency Suge CFM Exi Furbine Eii Turbos Stages 1 Single Turbo Intercooler Eff 2 0 No Intercooler Comments Approximate specs for Air Research TB 301 67 A R Turbo installed on 1978 Buick 3 8L Turbo 6 Help Click on Spec Name or Spec Value for explanation of spec to be given here Figure 2 28 The island is the area which gives the maximum efficiency and is where you want your turbo compressor to operate The Engine Analyzer Pro will need information about the point where the peak efficiency occurs The turbocharger compressor and turbine sizes determine how soon or at what RPM the turbo will start developing boost Compressor and turbine sizes are primarily dictated by Island CFM and Turbine Nzzl Dia respectively A small turbo system will develop boost at a lower RPM but will become restrictive at higher RPM and higher air flows Therefore small turbos are better choices for street use Larger turbos are better suited to race engines where RPM is continually high and flow restrictions must be kept to a minimum Island CFM Is the CFM where peak efficiency occurs CFM is usually the horizontal X scale of a compressor map If the air flow is given
124. type of production intake system is characterized by one injector dedicated to each cylinder and one large plenum which supplies air to all cylinders Generally these intakes have been optimized for tuning effects since fuel distribution and carb C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SaaS SS SSS SS SS SS SSS SSS SSS M l SS SSS Se pump shot lag are no longer a concern These systems generally have runner lengths in the 8 to 20 inch range Injected intakes on engines with from 2 4 cylinders also exhibit secondary or low speed tuning effects See Appendix 3 and Example 4 1 Fuel injection is the fuel metering device and a throttle body meters air Split Plenum EFI This type of manifold is very similar to the Single Plenum EFI above except it has a split plenum each side supplying air to only half of the cylinders This type of fuel injected intake is usually used on engines with 6 or more cylinders to produce secondary tuning effects for improved low speed torque Ind Runner carb s This manifold type has all cylinders completely isolated from one another This type of system generally offers the best potential for intake tuning However these systems can be restrictive even with a large Total CFM Ratings For example each cylinder can draw from a 600 CFM carb on a single plane V 8 manifold However each cylinder could only draw from a 75 CFM carburetor one eighth of 600 CFM with an individual
125. uncorrected Barometric Pressure enter an elevation of 0 Click on the Clc button to review notes concerning the relationship of Barometric Pressure and Elevation Also see Barometric Pressure in this section and Section 2 9 23 64 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Coolant Temp deg F Is the temperature of the coolant as it leaves the engine in degrees Fahrenheit This value can be estimated as the start to open temperature rating of the thermostat If the engine is air cooled enter a value of 190 degrees Accel Rate RPM Sec For race engines many dynamometer tests are conducted with the engine accelerating from low speed to high speed at a particular rate Common rates include 300 and 600 RPM sec Under accelerating conditions power is absorbed in the engine s and dyno s rotating inertia and usable power at the engine s flywheel is reduced The faster the Accel Rate and the higher the Total Inertia set in the Short Block specs the more power lost to rotating inertia See the Lb x Ft 2 spec under Engine Inertia Crank Design in Section 2 2 Dynamometer tests for production engines are usually done at steady state or steps with the dyno holding speed constant while torque is measured at each RPM To simulate steady state tests enter 0 for Accel Rate RPM Sec Then the Total Inertia in the Short Block specs is ignored and no power is lost to accelerating inertia during the test
126. used since it is difficult to measure Max Lobe Lift in Identifies how high the cam lobe lifts the tappet above Base Circle in inches If you are given gross valve lift by the cam grinder divide by the rocker arm ratio assumed by the cam grinder to obtain gross or maximum tappet lift This can also be done in the Alternate Cam Specs menu Click on the Clc button or the See Alternate Specs button at the bottom of the menu to bring up the Alternate Cam Specs menu Also see Appendix 8 and Example 4 2 Actual Lash Valve in Identifies the lash or clearance in inches between the valve tip and its actuator generally the rocker arm If you have specified a hydraulic Lifter profile Type this spec is disabled Notes This spec works with the Designed Valve Lash spec If you specify an Actual Valve Lash nearly the same as the Designed Valve Lash the valve will be opened as the cam profile was designed If you specify a smaller Actual Valve Lash than the Designed Valve Lash the valve will be opened longer and higher than what the cam was designed for And vice versa if you specify a larger Actual Valve Lash than the Designed Valve Lash the valve will be opened less time and less lift than what the cam was designed for Rocker Arm Ratio Identifies the ratio between tappet lift and valve lift Generally rocker arm ratios vary between 1 3 to 1 8 For valve trains with no rocker arms for example overhead cam systems with directing acting tapp
127. 0 364 Click on vertical scroll bar buttons and slide them up or down to display all results If more than 12 RPMs were calculated use the horizontal scroll bar button to display data for all the different RPMs Overlap deg Opening Events deg Closing Events deg Duration 056 deg Opn Evnts 656 deg Cls Evnts 656 deg Duration 206 deg Overlap 6 050 deg Figure 4 5 Graph of Baseline Torque and HP RPM cyc should have RPM capitalized indicating RPM Data is being graphed If CYC is capitalized click on this item to capitalize RPM and produce RPM Engine Analyzer Pro RSTR SBC HEY Test Results Untitle a Back File Format View Help MIXED single ligt last RPM cyc eel E ball ett eee Nel Lee eee t rut view set seated as js HP vs hikt current Brk Tq ft lbs Brake HP Both list and last should be in lower case meaning only the current data is being graphed If either are capitalized click on them to turn them off MIXED should be capitalized to indicate 2 types of data are being graphed torque and HP If it is not click on it to produce the Mixed Data menu of options shown in 150 Figure 4 6 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM 159 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 6 Mixed Data Graph Format Menu displayed by clicking on MIXED in the Graph Screen Click on this button to enable Click on this the specs on the
128. 0 7500 7750 8000 8250 8500 8750 RPM 6000 6250 6500 6750 7000 7250 7500 7750 8000 8250 8500 8750 RPM at the collector In a highly tuned engines like this SUPERSTOCK V 6 a strong vacuum pulse during overlap when both valves are open produces the following desired effects e Clears out the cylinder of any residual exhaust to reduce contamination of the fresh incoming intake charge e Prevents reversion by keeping the exhaust flowing out of the cylinder and the intake charge flowing into the cylinder e Lets the intake charge get a head start at filling the cylinder because the exhaust is sucking the intake charge into the cylinder before piston motion has started to suck the intake charge into the cylinder The larger the valve overlap the wider the vacuum pulse should be for good exhaust tuning This engine has a great deal of overlap 74 degrees at 050 lift Therefore we want a deep wide vacuum pulse in the area around TDC Figure 4 53 shows that both the longer and smaller diameter header pipe produce a very wide blowdown pulse increasing the average exhaust pressure in the overlap area around TDC Figure 4 54 shows that both the longer and smaller header primary produce much less HP at 7500 RPM as a result The shorter and larger exhaust headers don t show much difference in vacuum pulse at TDC at 7500 RPM Figure 4 54 shows that they both produce slightly less HP at 7500 RPM but at RPMs over 7500 they both produce
129. 00 Use a Cam File Select what specs you want to calculate a Ramp Rating From Enter your specs here some are preloaded with specs from the Cam Screen Click on Help for more up to date info Yes Yes Graph of different Ramp Ratings Fig A39 New Calculation Menus Calc Intercooler CFM Rating Calc Intercooler Rating Est Intercooler Effectiveness Flow Data Measurements Do you have Flow Data No Length of Tubes in Width of Intercooler in Thickness of Intercooler in Notes Intercooler manufacturers should provide this information but seldom do Flow the intercooler nn a tunical flaw hench used for flawinn heads Calc Maximum Flow CFM Calc Maximum Flow CFM Mass Flow Kg min Turbo Data Rating Type Maximum Flow Rating Notes This calculation will convert various Max Turbo Ratings for a single turbo to a Maximum Flow in Calc R A Stiffness Calculated R A Stiffness Calculated Lost Lift 28945 Test Results Method Find Lost Lift from Spring X Spring Rate Ibs in Seated Spring Force Ibs Expected Max Valve Lift in Measured Max Valve Lift in See Figure 2 50 p 118 in manual for description of first test method Annlu Farme ta Roker Arm 257 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices A40 New Turbo Inputs Turbocharger Specs for TWN ICTU RBO 1st Stage Turbocharger Specs Island CFM General Turbocharger Specs Throttle Location Blo
130. 2 1 Short Block Head Spe Performance Trends on the Web Other Performance Trends Products Restart Displaying Help Tips Intake Syste ome specs are estime Engine Analyzer v3 2 E Figure A23 New Items in Short Block Menu New Calc buttons for finding Bore or Stroke i Short Block Specs for OLEGTR30 00 to produce a desired displacement l Block Pistons Rods 7 Accessories gt _ These specs may be disabled if gr Cooling Fan Type you have chosen Air Cooled in Stroke in Water Pump amp Drive screen the Calculate Performance Conditions screen of Cylinders l Engine Dyno Inertia Crank Design Piston Rings 3 Lower Tension LbxFt2 Typ WatocBrake Dyno v cid Rod Length in 5 748 Design Typa Windage E Piston Skirt SmallerSkit x Inertia for Typical E Calculated Specs dynos revised to be Bearing Size EMIA Culn CCs Liters more accurate Piston Top PZANAA ader Volume 25 21 4131 0 413 i Engin alume 151 24 2478 9 2 479 nii KE e xe Current C F 750 750 750 7 Chamber Volume 3g8 63 6 0 064 a Bore Stioke 1 433 Rod Stioke 2299 Calc menu for Bearing Ste Size now has option of choices MainsL I amal Mains gt Cyls pe Roller Bearings main bearings is great r than the number of cylinders Ole s GT R3000 WeS oBitchy Current like 5 mains on a 4 cylihder Click on Cle button to block spec calculate Program onl considers this spec s effects on friction and
131. 2009 Engine Analyzer Pro Chapter 4 Examples Hydraulic Cam Figure 4 17 ee Cam neon in Alternate Cam Specs Menu File g Install the hydraulic cam by clicking aa uoe Exhaust Cam Profile on Cam Valve Train menu See noe E eis sop hii ots Figure 4 15 In this menu first oe 2 Sf Hyd Roller for select the correct Lifter profile Ferrio eae aT 5 eae Profile Type Type In this case it is an Rocker Arm Ratio J Cl aftermarket hydraulic roller cam Use Specs Above O Use Cam File j Cli a ae ick on See Most aftermarket cams are more emily CS TM 260 e eal csty2c0 Alternate aggressive than production cams so J Overall Cam Specs aiam Specs for select Agr Hyd Roller This spec is I PA inputting critical as it first tells the program if ST Cg i f Lifter profile Type DRAM festri Hydraulic the lifters are Hydraulic or Solid Cam specs and secondly tells the pr ogr am what are arrow to select type of lifter and or cam to assume for ramp rates for the c BAA given duration and lobe lift SH K Help See Alternate Specs Retrieve from Library Save to Library Then click on See Alternate Specs button at the bottom of this menu The hydraulic cam s cam grinder gives opening and closing events at 050 so type them in Gross Valve Lifts given by the cam grinder to obtain the Max Lobe Lift Rocker Arm Ratios were already set to the correct 1 5 which
132. 302 1trb Back File Format View Help MIXED single list LAST RPM cyc E Ho Eo BEGG ELECT eR e Torgup HP vs BEN e This turbocharger provides a huge increase in torque over 400 ft Ibs at 2800 RPM e HP has increased to over 300 from 4000 to 5200 RPM e As the Notes section points out Knock Index is warning of possible knock or detonation Scroll down to Knock Index in the results and you see values from 21 4 6 indicating detonation is Very likely This turbo would require either very high octane gas or significant spark retard See For Advanced Users e Intake Vac is now reported as Boost in PSI because the engine is now turbocharged This means a positive boost pressure 30 exists in the int ke manifold 2000 2400 2800 3200 3600 4000 4400 4800 5200 5600 RPM Also notice that boost gets up to 180 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples SSS SSS SSS SSS SSS SSS EE a 8 8 PSI and stays there This is due to the wastegate limiting boost to 8 8 PSI e Exh Pres is much higher than stock This increased Exh Pres is where the turbo gets its power to compress the fresh air charge e Actual CFM air flow has increased from 343 to 489 at 5600 RPM The stock 600 CFM carb should still be adequate for flow e Recommend Primary Jet and Secondary Jet have decreased somewhat with the turbo The higher air flow provides a stronger metering signal The carb may have to be rejetted with smaller j
133. 4 1 1 1 1 a 1 1 1 4 1 1 1 I pi 226 C Performance Trends Inc 2009 Figure A 17 Runners Too Small for this RPM Tuning Pressures and Flows Engine Analyzer Pro Appendices Exhaust pressure during overlap is too high much higher than the blowdown pulse at intake opening IntPotVel Exh Pot Vel Note Any graphs shown here can be analyzed in more detail compared to other runs etc by click ing on graph when the calculations are done Click on Help above for more info No reverse flow at intake valve closing A little bit is desireable deep suction pulse from piston intake stroke Pressure never recovers until after BDC However cyl inder pressure matches intake port pressure quite closely indicating very little flow restriction from the intake valve Intake velocity appears limited to a relatively high level around 1000 ft sec 227 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A 18 Valves and Ports Too Restrictive A restrictive exhaust valve is easy to spot because the the large difference in exhaust port pressure and cylinder pressure A restrictive intake valve is less obvious but is seen here by a relatively large difference in intake port pressure and cylinder pressure at mid stroke where piston speed is the greatest Tuning Pressures and Flows Options Pause Help Int PotPres Exh Port Pres I Baro Pres
134. 4500 Legend Titles v2 1 ALFA ROM V6 Tue Mar 23 04 11 37 am lig 165 205 at 4500 7 as a 176 at 4500 24 162 4500 1v2 1 ALFA ROM VB Tue Mar 23 04 11 36 am fins 165 178 at 4000 a9 178 A47 152a 4500 az a 4000 y mjaf rf Click in the Graph column to insert a Yes or remove an existing Yes to identify which tests you want graphed 400 250 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 10 New Features in v 3 5 Engine Analyzer Pro has had many updates since this user manual was written for the original v2 1 for Windows These include v2 1 B v2 1C v2 1D v3 3 and now v3 5 Here is a brief listing of some of the features new since v3 3 was released including Version 3 5 New Features e The Chain Calculation feature to automatically set up several calculations with various settings has been extensively expanded Previous to v3 5 you could only set 1 or 2 engine specs to change between calculations Now you can set up to 6 different engine specs to change allowing you to make thousands of calculations without requiring any action from you Since thousands of calculations require lots of time hours or days an estimate of the required time is displayed before you start the calculations Also because thousands of calculations would require lots of evaluation time settings are available to only keep combinations and results which meet your requirements See Fig There is also a new Pre
135. 64 75 222 Intake Duration 7 42 45 83 87 88 90 91 92 95 96 169 172 177 220 221 233 235 Intake Heat 28 161 189 219 221 Intake Manifold 6 18 157 191 Intercooler 54 57 61 235 251 252 Intercooler Eff 54 57 61 251 Internal Gear Ratio 56 Isky 2 262 Island CFM 55 57 58 59 60 121 122 220 Island Efficiency 56 Island Pressure Ratio 56 59 Island RPM 56 Knock Index 67 69 70 71 84 180 181 182 184 185 186 235 263 Know 97 100 108 114 115 123 124 160 189 Landscape printer 249 261 Lash 42 44 45 168 170 173 Lb x Ft 2 16 99 Leakage seals 52 Length 14 30 94 97 113 193 222 Lifter 6 11 28 42 44 45 46 48 49 83 84 90 91 95 96 118 119 142 161 167 169 170 173 174 177 220 233 236 251 253 Lifter profile Type 42 44 169 Lobe Area 90 174 Lobe Centerlns 91 Lobe Separation 46 89 261 Logo Company 261 LSx 262 LTx 262 Lunati 2 262 Mach 82 83 219 221 Main Bearing Diameter 98 Main Bearing Width 98 Main Venturi Dia 115 Main Venturi Flow 115 Manifold Type 27 29 30 85 160 189 216 251 Map Barometer 121 Map Temperature 121 Material Coating 14 23 Max Boost Limit 53 57 61 179 Max Lobe Lift 42 45 46 91 169 Max Safe Impeller RPM 57 Maximum Flow Turbo 252 Mech Eff 79 86 211 212 Mech Friction 52 Metric 63 64 74 252 263 Millimeters 235 Motoring HP 78
136. 70 171 172 173 174 175 177 178 192 193 194 201 202 203 204 210 211 213 220 221 223 230 232 233 235 236 237 249 252 253 261 262 263 Cam Advance 44 46 220 Cam Analyzer 41 43 168 169 172 233 252 261 Cam Bearing Diameter 98 Cam Bearing Width 98 Cam File 41 43 45 170 252 263 Carb Signal 143 Carb T B CFM Rating 30 31 111 114 143 166 204 236 252 253 Centerline 41 42 45 46 72 168 220 233 234 CFM 18 21 28 29 30 36 37 38 55 57 58 59 76 82 86 103 104 106 109 111 114 115 116 121 122 157 160 161 163 164 165 166 177 180 181 187 188 190 191 219 220 221 222 252 CFM Peak Eff 122 CFM Rating 28 29 36 37 38 114 115 116 219 220 221 222 252 CFM Rating CFM 114 Chain 5 72 199 200 261 263 Chain Calc These Cams 261 Chain Step Size 72 73 Chamber CCs in Head 104 Chamber Design 22 23 Chassis Dyno 235 Clash Valve 253 Clearance Volume 22 92 93 104 Closing Events 90 Cmprssr Pres Ratio 86 CNG 213 235 Collector Dia 39 116 Collector Length 39 Collector Taper 39 Combustion Chamber 213 Common List 132 136 137 147 148 151 171 172 173 178 248 250 277 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Comp Cams 262 Company Logo 261 Component Wts 99 Compression Ratio 6 7 13 22 92 93 97 104 213 235 Compressor Eff 86 180 181 Compresso
137. 86 599 671 692 Fuel Flow lb hr 246 253 Nitrous lb hr Ntrs Fuel lb hr BMEP PSI A F Matr lty BSFC Ib HP hr Thermal Eff IMEP PSI Fretn Tq ft lbs Fretn HP FMEP PSI Test History Don t Show History Clear erase History Print Help Test Title Graph Jeph Ti Save Peak Ta i ainc Peak HP Ine Avo HP iner 1998 Busch Motor Wed Mar 24 04 10 19 am 1998 Busch Motor 10 19 450 at 5000 385 51 530 at 6500 52232 44 l 5000 BRIGGS Tue Mar 23 04 12 25 pm BRIGGS 12 25 pm 10 1 at 3500 8 49 k 7 68 at 4500 a 7 00 3500 BRIGGS Tue Mar 23 04 12 24 pm BRIGGS 12 24 pm 9 90 at 3500 770 10 8 36 170 7 57 at 4500 146 6 89 138 11 3500 v2 1 ALFA ROM V6 Tue Mar 23 04 12 new fins 250 180 at 4800 14 179 154 at 4500 i 145 4500 v2 1 ALFA ROM V6 Tue Mar 23 Q12 new fan 250 194 at 4500 10194 01 191 166 at 4500 10166 01 154 4500 v2 1 ALFA ROM V6 Tue M23 04 11 42 am v2 1 ALFA ROM V6 10000 00 at 0 10174 0 173 10000 00 at 0 10148 0 140 0 v2 1 ALFA ROM V6 TyeMar 23 04 11 39 am fins 250 174 at 4000 19 173 i 148 at 4500 18 140 4000 Tue Mar 23 04 11 38 am fan 250 193 at 4500 12 191 A 166 at 4500 155 5 4500 v2 1 ALFA ROM V6 Tue Mar 23 04 11 37 am lig 165 205 at 4500 2 199 176 at 4500 162 4500 v2 1 ALFA ROM V6 Tue Mar 23 04 11 36 am fins 165 178 at 4000 19 178 lt 152 at 4500 144 i 4000 v2 1 ALFA ROM V6 Tue Mar 23 04 10 11 am v2 1 ALFA ROM V6 197 at 4500 1 195 169 at 4500 158 4500 v2 1 ALFA ROM
138. 9 Engine Analyzer Pro Chapter 2 Definitions Figure 2 34 Chain Calculations Specs Menu Chain Calculations Specs to Chain Chain Spec 2 3 Ol 2 Spec Type and Name a Chain Spee O N o neta are ee Starting Spec Value y E Chain Stes fe E eS Starting Spec Value Chain Step Size z Chain Steps eb Preview Click on the Yes option and the See Chain Exhaust Centerline 100 104 108 120 Calculation Specs button becomes enabled Click DET 7 on this button to open up the Chain Calculation Intake Centerline 100 104 108 120 E specs menu shown to the right Help Current Value Click on Spec Name or Spec Value for i explanation of spec to be given here The Chain Calculation option allow you to make up to 36 consecutive tests or performance Tire Of Chem Colcs calculations without having to be at the computer to enter commands between tests Since the Engine Analyzer Pro requires a good deal of execution time on slower computers this option is a great convenience Chain calculations are best explained with an example Let s assume we want to optimize lobe separation and cam timing This can be done by trying several intake and exhaust lobe centerlines for example Intake Lobe Centerline 100 104 108 112 116 120 Exhaust Lobe Centerline 100 104 108 112 116 120 The settings in Chain Calculation menu of Figure 2 34 are set to do this particular Cha
139. An alternative method is suggested if you only have data for flowing the head and manifold as a unit For Advanced Users Many times the difference between cylinder heads may not be significant at the L D 25 point For example one head may have much more low lift flow than another due to valve seat modifications The only way to investigate these detailed modifications is by entering the full flow curve into the Pro s Flow Table To obtain your flow data for the Flow Table follow the recommendations in the first section of this example Use entrance and exit adapters when flowing the head itself Obtain flow CFM at some constant test pressure over 7 water at several lift points For an ideal test obtain CFM for 6 somewhat evenly spaced lift points between 0 lift and L D 25 one CFM point at L D 25 and one CFM point at the maximum valve lift before coil bind At the L D 25 lift point also record flow with the actual intake or exhaust manifold header to calculate Runner Flow Coef and the reverse flow with the actual manifold header to calculate anti reversion You do not need these extra points at all lifts just at L D 25 See Table 4 6 190 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Table 4 6 Full Flow Test Results 1 94 Intake Valve Head optimumadapter 8 OD 81 205 To load these flow test results into the Flow Table first set the Intake Valve Diameter to 1 94 in the cylinder
140. Analyzer Pro program Use the 71 conversion as shown below 2 BBL CFM Rating x 71 4 BBL CFM Rating This spec has a Cle button which means you can calculate it from either Throttle bore sizes throttle bores restrictor plate specs Flow bench data See Section 2 9 9 on these options Secondary Throttles This combo box identifies if the carburetor or on rare occasions the throttle body has additional air flow capability at high air flow demands e If there are no secondary throttles pick the first choice No Sec Throttles e If there are secondary throttle plates check to see if they are mechanical secondaries With the engine not running see if all throttle plates are completely open with the throttle linkage in the WOT Wide Open Throttle position If so pick the Mech Sec Throttles e If there are throttle openings which are not completely open but which open on demand when engine air flow requirements increase pick one of the other choices by estimating the RPM where they will open Note If you have chosen Yes for Fuel Delivery Calculations and are using a carbureted Manifold Type be sure you have specified the Fuel Delivery spec Secondry Venturis as a number greater than 0 29 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Air Clnr Flow Rating Is the flow rating of the air cleaner filter element and housing measured in CFM with a pressure drop across the air
141. Brk Tq and Brake HP from the Engine Analyzer Pro Since torque and HP are largely a function of air flow follow the rules outlined under the Actual CFM category That is if the Engine Analyzer Pro needs more torque at low RPM apply the rules under To increase CFM at low RPM with little effect at higher RPM for example Reduce Intake Heat to the Manifold in the Intake System menu The other possible avenue which has a large impact on Brk Tq and Brake HP is Motoring HP If the Pro results show significantly more HP at higher RPM try increasing Motoring HP as discussed previously 221 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Differences in Dynamometer Testing Methods Variations in dynamometer testing procedures can produce significant difference in measured torque and HP Some dynamometer tests try to simulate actual vehicle installations some go for maximum possible HP Table Al shows the differences between typical vehicle installation and dynamometer installation for various Engine Analyzer Pro specifications The Calculation Conditions for some engine files reflect vehicle installations using the SAE Society of Automobile Engineers standard weather conditions for rating engine power per SAE Procedure J 1349 However dynamometer tests going for maximum possible HP for racing engines use a different set of standard conditions which result in approximately 4 more power These Other Std Conditions are
142. C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Figure 3 26 Saving Test Files Click on File for options on saving Test Files and adding them to the Common List Engine Analyzer Pro Engine 302 4 _ Test Results Untitled The first option lets you save the Back Graph Print Help F1 File Analyze See Engine Test R It dth Cmnts Notes Summary Detonation lik MEELA LLCO eae Lee LEL 2253 current es sults an e engine Click on Notes for more Details Save Current Test Results to ASCII File specs which produced those results EnsineRPM 2000 2500 s000 3500 Jaooo Move Delete Saved Tests to a Test File on disk Pick Test from Common List Brka HE Add Saved Test to Common List Exh Pres PSI A 5 i i i i Int Vac Hg I Pick Saved Test from All Tests This option lets you add a Test File Vol Eff i i Pick Saved Chain Test from All Tests which has been saved to the ame jies jao 2 293 pe Tess Yee Common List See Figure 3 27 After Clicking File and Saving Current Test Results to Disk this menu Z appears Several options buttons are fig Na Save Test Results disabled unless you would have Engine RPM 200d New Test Name Directory to Save chosen File and then Move Delete Brk Tq ft lbs OoOo New Test Name Brake HP Saved Tests Exh Pres PSI Int Vac Hg Vol Eff Actual CFM gt saveddta Fuel Flow Ib hr nao buick Nitrous lb hr junk eeeeeeee biere Test Fes
143. D ALC Exhaust System 322 125 View Edit Contents f Head s KPE DART220 DART 220 CAST IRON KIPPLEY PORTING 2 05 1 60 VALVES TESTED BY TOM J MeCULUCH S HEADS Intake System ETOMOMOD SB SUPER VICTOR HOLLEY STRIP DOMINATOR 1205 INT GASK File Name to All Copy Total Engine Comments to all Components Cancel Changes Total Engine Components All Component Files and names of Total Engine file and all component files shown here Click here to have the name for the Total Engine file upper left corner used as the name for each component file name Note that these component files are NOT saved to their component libraries with these new names at this time You must go into each component screen and Save them individually Click here to have the comments for the Total Engine file upper left corner used as the comments for each component file name C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A22 Help Options on Main Screen File engine Calc HP Help Preferences Help on Main Screen Introduction to Basic Windows Commands About Engine Analyzer Pro New Help Options available by clicking on Help at the top of the Main Screen Open from Engine Display User s Manual with v3 3 Supple Display Just v3 3 Supplement Display 3 3 Readme doc File changes not ip manualsupplement Display 2 1 Readme doc File changes in gid v
144. ECARB file click on it to highlight it and then click on the Add to List and Select for Graphing button It will appear both in the common list and be highlighted selected You may want to delete some of the existing files from the Common List they are still saved as a Test File or at least de select files which do not relate to the 302 Ford you are working on Now return to the Main Menu by pressing the lt Esc gt key or clicking on Back Make changes to the specs to match the new heads new intake etc Calculate performance and compare the test results to the Baseline you ve saved in the Common List You should also save Test Files of results for combinations which look promising and add these files to the Common List This will provide a quick list of various results for easy graph comparisons These results may not warrant saving the components or engine specs as Component or Engine files but these specs are saved with the Test File anyway should they become important in the future For components which are set like stock TFS heads and you want to keep the specs for future reference or for use on other engines save them as shown earlier At important intermediate steps you may also want to save the engine specs as an Engine File You will definitely want to save your final design as a complete engine file Again be sure to update all engine and component comments to be accurate with the current specs C Performance Trends Inc 2009
145. Engine Analyzer Pro User s Manual Performance Trends Inc Box 530164 Livonia MI 48153 248 473 9230 Fax 248 442 7750 Website www performancetrends com Email feedback performancetrends com Performance Trends Inc PO Box 530164 Livonia MI 48153 Tech Assistance for Registered Owners 248 473 9230 Fax 248 442 7750 Email feedback performancetrends com Website tips correspond with other users download demos update schedule etc www performancetrends com Copyright Notice Copyright C 2009 PERFORMANCE TRENDS INC All Rights Reserved These software programs and user s manual are reserved by PERFORMANCE TRENDS INC and are intended for the use of the original owner only Copying or duplicating these products except for the personal use of the original owner is a violation of U S Copyright Law and is hereby expressly forbidden Portions Copyright C Microsoft Corp 1982 2009 All Rights Reserved International Business Machines Corp makes no warranties either expressed or implied regarding the enclosed computer package its merchantability or its fitness for any particular purpose IBM PC XT and AT are registered trademarks of International Business Machines Corp MS DOS is a registered trademark of Microsoft Corp Cam Dr is a trademark of Quadrant Scientific Paxton is a trademark of Paxton Products Inc Vortech is a trademark of Vortech Engineering Inc Competition Cams is a trademark of Competition Cams Inc Depa
146. Engine file not Head or Short Block file Examples of some specs Inches from Valve ae toHead Surface available by clicking on Options Valve Diameter Piston to Valve T ria Minimum piston to valve is displayed in Min Fistor to Valve i red if clearance is less than 100 Valve Toss Vake Trai iBhdhg Click on Help for more info Actual Valve Lift cece taal vake Lii Valve Train Dynamics specs shown m O Close Fep Options Pint here Click on Help for more info Cylinder Note This screen is not a substi Temp Deck Ht Clearance tute for checking clearances with clay Clearances are based on a flat top piston and NO rod stretch Some dimensions not to scale Click on Help button for more information Piston to valve clearance shown here It is very important to enter correct dimensions in this screen Click on Help for more info Although valves are drawn in a typical wedge layout the clearance calculated for hemi and 4 These buttons let you advance or valve engines is accurate if the correct valve back up 1 step 4 degrees or run angle is entered This angle is be the largest continuously Continous is useful angle between the bore axis and the valve axis to actually see trends with flows For a safety factor be sure not to overestimate and valve piston motion this angle 153 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Outp
147. Engines in Library Chosen File 1976 Cadillac 500 Stock 1360 a Sen stook Preview EA 3 2 inches 1968 Mopar 440 Stock f P 1969 Ford 428 Cobra Jet Stock Bore 4 3 Int Valve 2 005 A Stroke 4 304 Exh Valve 1 675 1969 Pontiac GTO 400 Stock 3 3 EAA Cylinders 8 CFM Rating 800 1970 Buick 455 Stagel Stock A CID 500 S C 1970 Cadillac 500 Stock 7 1970 Chevy 228 350 Stock C R 10 Various file formats 1976 Cadillac 500 Stock j ifi 1986 S GSX A 1100 Stock Motorcycle Stock Cadillac Big Block 1976 126cc heads Clevite are identified here 1988 Honda Formula 1 1 5L Turbo Race stack cam single exhaust and can be used by 1989 Chevy LT5 350 Corvette ZR1 Stock Factory rated at 190 HP 4400 360 ft lbs V3 3 1992 GM 4 3L V6 Vortec Stock 3000 E 1993 LT1 Chevy Stock 1994 Ford 5 8L 351 GT40 Stock 1997 LS1 Chevy 346 Stock zl 1998 Busch Motor List Alphabetically C List by Date Last Changed most recent first E e A ope i Show All Files zi Delete Cancel Help You can display files which only have certain words in the name like Chev or Import New Option to List Files by Date Last Changed which lists the files you most recently worked with first 237 C Performance Trends Inc 2009 Engine Analyzer Pro Figure A21 Some New Features on Main Screen A Engine Analyzer Pro 3 3 Performance Trends File engine Calc HP Help Preferences New Calc HP Past T hth Open Example Engine from Per
148. Fig A53 You can now specify an amount of Asymmetry to a cam profile being created in the program Fig A52 You can now specify up to 6 break points in spark curve It was previously limited to just 4 We ve added a Clc button for Lobe Lift being calculated from Gross Valve Lift and Rocker Arm Ratio in the Cam Specs We ve added several general intake manifold types These choices let you pick a manifold type and the program will estimate various measurements based on the engine size and intake port size in the Head Specs screen You can see what the program has estimated for these specs Then if you change the type to Use Specs Below you can modify these to your liking Fig A51 The Centrifugal Superchargers now have a Max Airflow input This allows the program to better fine tune the supercharger performance map within its calculations We ve added hundreds of new standard Engine Analyzer Example cams including Comp Cams Crower Isky Lunati Harley Davidson and production cams Hundreds of these are for stock engines courtesy of John Holm Many thanks John Many of the Harley Davidson cams are courtesy of Stephen Mullen of S amp P Mullen Enterprises Inc www Nightrider com or www tuneyourharley com Many thanks Stephen We ve added several new standard Engine Analyzer Example cam categories especially Imports Fig A43 You can now specify 053 lift for rating cam events like Harley Davidson cams We ve added a
149. Figure 2 39 Definition of Lobe Area LOBE AREA in inch degrees Is the estimated area of the cam lift profile measured in tappet lift x cam degrees See Figure 2 39 Tappet Lift in inches Lash at Tappet Base Circle Overlap deg Cam Degrees Is the number of crank degrees where both the intake and exhaust valves are open at least 003 This value should correlate approximately to most cam grinder s advertised overlap Duration deg Is the number of crank degrees where the valve is open at least 003 for either the intake or exhaust This value should correlate approximately to most cam grinder s advertised duration Opening Events deg Is the location where the valve has reached 003 lift on the opening ramp For the intake valve this is reported in crank degrees BTDC before top dead center For the exhaust valve it s reported in crank degrees BBDC before bottom dead center These values should correlate approximately to most cam grinder s advertised opening events Closing Events deg Is the location where the valve has reached 003 lift on the closing ramp For the intake valve this is reported in crank degrees ABDC after bottom dead center For the exhaust valve it s reported in crank degrees ATDC after top dead center These values should correlate approximately to most cam grinder s advertised closing events Overlap 050 deg Is the number of crank degrees where both the intake and exhau
150. Format 1 Find the CamFiles CAM folder Changed containing the Cam Info you want to import 2 Choose the Engine Family for the Cams De 3 Click on the Create button The program will import the data and create a new Std Engine Analyzer Example containing this Std Engine Analyzer Cam Ex info Cancel don t import cams At bottom of Cam Valve Train screen click on Retrieve from Library and select one of the first two Open options to bring up screen to lower left Valve Train File amp CanFiles CAM Cadillac ine name to choose it C Chevy leting A preview of that frame Double click on ately Open it without a fevers Show All Files Ej Advanced oad Other Format Files option lets you load files from company s programs The program will find all cam files for the particular Engine Family you chose from all the sub folders under the CamFiles cam folder you found on your computer or most anywhere you can browse to on your computer like a network location memory stick etc It will then create a Category in the Std Engine Analyzer examples where you can compare and pick from all these cams You can also use all features available to Std Engine Analyzer examples as outlined in Figure A44 Highlight this new Category under Examples Added by User and click on Use Category to view all these imported cams C Performance Trends Inc 2009 Engine
151. HAFT LS1 283T HR 109MT THUMPR Intake 3532 283 227 140 0 332 Show Only Files which Show All Files contain this phrase xi Help Std Engine Analyzer Cam Examples Load from Cam Analyzer Load Click on button above for info on loading This optic other cam file formats This option loads in HUNDREDS of simple Cam specs from our std Engine Analpzer s Library Click on Std Engine Analyzer Cam Examples button to open up the screen below showing categories of literally thousands of cam specs preloaded from which you can choose other co Categories of Cam Examples for Picking Categories groups of Performance Trends Examples Typical Cams American Motors 6 Cyl American Motors 8 Buick 6 Buick 8 Buick Other Engines Cadillac Small Block Chevy Big Block Chevy Chevy 4 Cyl Chevy Inline 6 Cyl Chevy Gen III LS 8 Comp Cams All Mopar Crane All Mopar Cancel Tip Click on a Category in either section to highlight it then click on the Use Category button or just Double Click on the Category to pick in one step Categories are groups of examples like a group of Chevy heads not individual examples 264 Categories groups of Examples Added by User a Pick a Category of Std Engine Analyzer Example file then click the Use Category button Now there s a Use Category and Cancel button in this section for Examples Added by User They act the same as
152. Head s menu Then bring up the Flow Table by selecting the Use Flow Table option which enables the Flow Table button Then click the Flow Table button to display the Flow Table as shown in Figure 4 47 First you must enter the test pressure or 28 at which the head was flowed Then start entering valve lifts and CFM flows measured at 28 You may first want to use the Clear All Data button to clear out the flow table or you can just type the new numbers over the existing flow data As you enter valve lifts and CFMs you will see the L D automatically calculated and displayed plus the Flow Coef at that particular lift When you enter 485 lift and 201 CFM you will notice that the Flow Coef calculated is 444 This is the same as was calculated from the simpler menu in the first section of this example Figure 4 47 shows all the new flow data entered and the resulting Flow Coefs Notice the trend of Flow Coef being relatively high at low lifts then slowly dropping until L D 25 then increasing again at higher lifts This is the normal trend and is easy to see in the graph If you have Flow Coefs which do not follow this trend it may be Figure 4 47 Intake Flow Table pointing out an error in the data Also see Graph i ful First be sure correct valve pr IS very useru Figure 2 8 on page 18 When you are finished eor a ee for spotting entering data simply click on OK to return to problems with fow the Head s menu Enter correct dat
153. IO and IC exhaust opening exhaust closing intake opening and intake closing at 003 lift graphed in color coded dotted lines for reference C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Options for Tuning Pressures Figure 3 3 Tuning Pressures Options Engine Analyzer Pro Engine WARNI Click on the Options item in the menu line and the list of options shown in Figure 3 3 is displayed TREN Pause Help v Run Continuously Pause Each Cyc sie se e i Single Step Pause Each Cycle i v Normal Speed es Pause Step Slower Speed Slowest Speed Your selection determines if the program waits for your action before J v Show Velocity and Pressure continuing with the calculations Run Continuously means the Show Pressure Only program does not stop Pause Each Cycle means the program will Show Velocity Only stop at the end of 2 revs one complete graph is drawn Pause Each J v Show Entire Cycle Step means the program stops every 4 degrees Pausing is the most convenient way to print this graph at a particular point of completion v Disable Printing When the program stops a small menu appears with 3 choices a ee Oe e Continue Higher Pressure Scale 120 PSI p r r e Print if the Enable Printing options has been chosen e Run Continuously which turns off pausing Normal Speed Slower Speed Slowest Speed Changes the speed of the calculations and updating rate on this screen Slower
154. Isky CORVAIR Tq 63 486 52 397 35 266 52 408 26 Challenge is now a choice PN 115126 HYDRAULIC 2000 5500 RPM 275 68 370 54 378 29 304 48 332 25 1781 for Ranking if you set the Chain 1 21 2 Ha Idle Vac 415 63 cid appropriate Preference Isky CORVAIR Tq 83 480 82 380 07 250 14 397 47 PN 115125 HYDRAULIC 1500 4800 RPM 273 52 366 20 361 84 285 77 321 83 1730 63 Eng Masters Challange Sco A Preference lets you choose to show the Average Torque and HP and also include the Engine Masters Challenge column in the Chain Calculation results All these torque and HP results and Engine Masters Challenge Score are shown to 2 decimal places because The program that Preference has been turned If that Preference was not now better turned on these numbers would have been shown to the expands this first nearest whole number that 366 20 would be shown as column to fit all the descriptive Results for the Cam Examples you choose to keep in the data given screen above Note that these are ranked by Average Tq by any of the 5 choices in the Rank Results combo list The Eng Masters Challenge Score is only possible if you ve turned it on in Preferences 265 C Performance Trends Inc 2009 Figure A45 New Preference Settings Preferences Enhanced Features Reading Data Files Calculations cont Printing 7 Graphing Calculations Number of Tests Held in History Log Ask to
155. M Rating starting on page 37 for alternate methods to estimate this value Engine HP The rated horsepower output of the engine for which the exhaust system was originally designed This defines the approximate amount of exhaust flow the system was designed to handle Type of Vehicle Describes the application for which the exhaust system was originally designed This defines the approximate amount of backpressure the exhaust system was designed to produce e Full Race is an exhaust system with extremely low back pressure designed for classes of racing where rules require mufflers e Aftermarket is an exhaust system with very low back pressure but still quiet enough for the street as long as you do not go full throttle e Prod Sporty is a production exhaust system for performance and sports cars which must pass full power noise standards e Prod Quiet is a production exhaust system for a family sedan or luxury sedan where a throaty engine roar is undesirable 2 9 15 Calc Collector Dia in Is the Collector Dia calculated from the following specs Collector Dia is defined on page 39 under Exhaust System specs See page 97 for general notes on Calculation Menus and for an example of their use Header Specs Primary Pipe Dia in Is the inside diameter of the primary headers pipes where they enter the collector in inches If you have specified Tapered or Stepped pipes this is the Inside Dia at Exit diameter from the Exhaust System menu
156. Man This type of system usually has a vacuum line connected from the fuel pressure regulator to the intake manifold If you measure fuel pressure with a gauge you will see regulated fuel pressure increase as you open the throttle and manifold pressure increases manifold vacuum drops This type of system generally holds a constant pressure drop across the injector Therefore fuel flow will not change with manifold pressure changes unless the electrical signal to the injector changes If the pressure is regulated to atmospheric pressure or simply has a regulator which holds a constant pressure choose Hold Const Pres These types of systems hold fuel pressure constant no matter what the manifold pressure or supercharger boost Total Injectors on Engine Is the total number of injectors on the engine The program assumes all injectors are identical and operate the same Firing Method Is the number of times one injector fires in one complete engine cycle 2 revolutions or 720 degrees Most systems with 1 injector for each cylinder fire the injectors only once each cycle so choose Once Cycle 2 revs 32 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Carburetor Specs The Engine Analyzer Pro lets you simulate some basic carburetor operation to understand how engine and carburetor modifications affect carburetor performance Carburetors are nearly as complicated as the engine itself Many simp
157. ND BYSTANDERS The Intake Runner Velocity Avg In Yel is 323 ft sec at your Desired HP Peak RPM of 8000 RPM Based on Simple Rules of Thumb this is somewhat high and indicates you may need a larger diameter intake port or manifold runner for less restriction and better intake tuning Based on Simple Rules of Thumb an Avg In Yel of about 260 ft sec should work well with the current specs If the Avg In Vel is approximately 30 80 Ft Sec higher than this you will likely improve torque below this RPM but lose some HP Based on Simple Rules of Thumb good Inertia tuning should occur at 7000 RPM which is close to your Desired HP Peak RPM of 8000 RPM Since this RPM is about where the HP peak should occur peak HP Anengine driven primarily on the street It must idle well run a low RPM and have a full exhaust system e Street Strip An engine designed for occasional racing but must be durable and driven on the street e Full Race An engine designed for racing only Since there are several classes of racing from circle track claimer and restricted classes to Formula 1 the Analysis report does not get extremely specific Analysis Options Application Sueet Stip 2 129 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output 3 3 ASCII Data Files The ASCII Data Files Features have been greatly expanded in later versions See Appendices 9 10 and 11 on pages 235 276
158. PM which exhibits the greatest secondary or low speed tuning effects Secondary tuning effects are explained in Appendix 3 If no secondary tuning effects are present this value is left blank or marked na Idle Vacuum Hg Is the estimated idle vacuum at 1500 RPM with no load on the engine no torque converter The Engine Analyzer Pro assumes a constant Barometric Pressure of 29 92 and typical dynamometer testing accessories water pump but no fan power steering alternator air conditioning etc Starting Point Specs For HP Peak xxxx RPM These Starting Point specs are for users who want help choosing ball park cam specs and or runner sizes for good performance at a particular RPM These recommendations are very general being based on very simplified rules of thumb They are based on the current cam specs bore stroke etc Therefore you will get somewhat different recommendations as engine specs change Notes Veteran engine builders can likely pick better Starting Point Specs than the Pro simply from their experience The fine tuning of these specs through detailed cut and try analysis on the computer is the Pro s real strength The Engine Analyzer Pro does not calculate volumetric efficiency and performance from the same formulas which generate these runner or cam recommendations Therefore these runner recommendations may not produce the best performance in the program but are simply good starti
159. Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A 4 Predicted Intake Port Pressure From Pro Versus Measured In Intake Runner cee at Beh a Measured approx 8 from valve which will show lower more delayed pres me 2 Int Runner Pres PSIA vs Crank Degrees 5375 RPM 3373 PN NG ais rE MALTITA di Pate Shop sade TIROS 01953 Pushrod Force ae 2500 v i L 4 a g 205 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Major Assumptions To make the Engine Analyzer Pro and the specifications which describe the engine containable on a personal computer several simplifying assumptions are made which are listed below Other approximations and assumptions exist as identified in Section 1 3 A Word of Caution and scattered throughout this manual See Assumptions in the Index 206 All cylinders and runners in the engine are identical Spark occurs at exactly the same time for every combustion cycle There are no misfires or slow burns For Gasoline simulations the energy released during combustion is based on a fuel called octane with a heating value of approximately 19 000 BTU lb For Drag Racing Gasoline the heating value is slightly higher For Alcohol the heating value is 8 600 BTU LB For Gasoline and Drag Race Gas simulations the program assumes that the fuel s vapor pressure tendency to vaporize and atomize well drops with increased Octane Therefore you may
160. Print options to Open or Windows Printer Setup Email 16 Color Graph i y Save this data set Exit 100 f In Graph screen click i Type in your RPM on File the Actual mi LE torque and or HP Dyno Curves then aw pa data points Once 2400 166 Enter Edit Dyno i aH E you have entered 2 Curve Data to get 3600 166 the 3 input is screen shown to right aoo pes pet calculated and filled 4400 159 133 s00 148 135 520 _ tat __ 10 in for you _ Include on Graph Click here to include this data on the graph with Engine Analyzer Pro calculated data as shown below Engine Analyzer Pro pa LATE MOD EL Test Results Untitled Back File Format View Help MIXED single history log list last RPM cyc Leo E lels lel TEE ele eliri belie Torque amp HP vs RPM v2 1 late mod el 9 40 am Engine Analyzer Brk T ft Ibs Pro s calculated power curves Power curves from Actual Dyno Curves screen shown above T EI E S E E a EEE E e Sree eee Pe eee 0 1200 1800 2400 3000 3600 4200 4800 5400 6000 6600 7200 RPM 268 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A49 Including a Torque and HP Data Table with the Printed Graph Engine Analyzer Pro 2 1 LATE MC MIXED a Printed Graph Comments Back File gegieig view Help ea Single Data Graphs
161. RAM Tunnel Ram with a Swgle Modified Holley 1050 Head specs Intake System Specs ihn Chien Cone HDR 31X2 1 Headers with 31 inch length by 2885 i _ Exhaust System Specs lz Comments for the current 2 BKV 6 Super Stock Buick V 6 Roller Cam Valve Train component files which make Cam Valve Train Specs Titanium Valves With Rev Kit p up this complete engine file Turbo Supercharger Specs alculate Performance Names of current component Eas eee files which make up this 264 cid Buick 6 for Super Stock Firebird drag car Dyno d at 330 ft Ibs 6250 and 524 HP 7500 complete engine file Mave mouse over item for degrription to be given here Enter comments to describe the engine here Click here to display Calculation Conditions RPMs to run weather conditions etc Move mouse over an area of the menu and a description of the item is shown here C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 2 Explanation of Sections of Typical Menu Names of component specs Click on them for a description in the Help frame Option buttons Click on one or the other to select a program option Many times this will enable or disable dim other program specs or buttons Drop down combo box If there s a white space between the down arrow button and the text entry box that means you can either type something in the box or click on the arrow button to select a pre programmed selection D
162. RS355HYD to and MIXED as necessary unhighlight them Only RS355FIL is highlighted Then to produce Torque amp HP vs click OK button Only RS355FIL will be graphed with RPM for all 4 cam tests the current test results of RS355 FIL with 020 lash Move cursor left amp right with these buttons Engine Analyzer Pro ASISSFILS AC Test Fr cults Untith d Back File Format View ie 1 MIXED Torque amp HP vs RPM 375 ero ec T d H i F H n 7 i OK Graph Current Only 20 7 x n a 3500 4000 4500 sooo 5500 jeooo 6500 7000 RPM 2500 WW 2500 4000 f0 sooo 500 6000 6500 7000 RPM Click on LIST to Click on HP data at 7000 RPM to bring up the cursor vertical Cursor values show the i i Th 020 lash cam shows Common List pink line e exact value of each graph line at 7000 RPM is loss at all RPMs except shown between i displayed in the legend a 1HP improvement at the graphs p ay g TORO RPN display the 173 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples LSE ESSE l _ SE SSS SS Click on the Cursor buttons or the graph line at some data point to display the cursor Notice that the exact value of the graph lines at the cursor is displayed in the legend Move the cursor left or right by clicking on the left or right cursor buttons See Figure 4 24 Notice that the 020 lash cam shows a performance loss at all RPMs except 7000 RPM where it shows a modest 1 HP
163. SS SSS SS SSS a eee was an extension of the Mach Index characteristic first identified in the 1940s by C F Taylor and co workers from MIT The Internal Combustion Engine In Theory and Practice C F Taylor 1985 MIT Press These papers state that an engine s air flow potential per cycle volumetric efficiency depends on its average intake flow coefficient intake valve flow area cylinder size speed of sound in air and RPM These five terms are combined into one value called the Mach Index called Mach by the Engine Analyzer Pro In simple terms Mach relates the average velocity of the intake charge past the valve to the speed of sound The speed of sound is theoretically the maximum velocity possible past the valve which would give a Mach of 1 0 A Mach of 4 states the average velocity is only 40 of the maximum possible velocity Taylor s work showed good correlation between volumetric efficiency and Mach for several engines with conservative cam timing The correlation showed that volumetric efficiency and therefore power would start to drop sharply when Mach increased above approximately 55 However more recent studies show poor correlation if intake cam duration increases significantly The 1979 paper includes a correction for intake duration the higher the intake duration the lower the Mach and the higher the RPM for peak volumetric efficiency General rules of thumb concerning the Mach include e Peak volumetric e
164. Save Latest Test Results Use Old 2 1 s Common List as Method of No Picking which Saved Files to Graph Choose what to include in Chain Calculation Results a a ary urent Avgr Peaks RAPM Estimate Starting Point Suggestions Show Special Calculations Section Beep when Chain Results to Display Chain Results Include JAvas Eng Masters Challanc_y No Averages Avg Tg and HP Avas Eng Masters Challange Preferences ji Emsiing Y Ena OK Cancel Restart Showing Help Tips Turn Off Showing Help Tips Hep Don t Ask About Updating Look for New Adobe Acrobat Return All to Defaults Choose Yes and you can click on the Browse button to find a graphics file on your computer and this will be included First Line Tip Enter text company name g appear at top of printouts Second Line Use Logo File Browse C AVB98 projects6 EAPROX PTI BMP Graph Labels Font default font z Dot Matrix Graph Printer No X Arial Font Y Printed Graph Width of Page Printer Fonts Always Autoscale a New Graph Always Remember Last Graph Setup Printing Special Calculations Font Preference Courier Standard Size Font Size Set Graph Colors 266 in your printouts See Figure A49 Turn Off Showing Help Tips Don t Ask About Updating Return All to Defaults Engine Analyzer Pro Preferences Appendices Emailing R
165. Section 2 8 2 Changing Calculation Conditions Section 2 8 1 Specifying Cam Lift Files for cam specs Section 2 6 1 Specifying graph axes scales with the Set Axes graph option Section 3 4 New Cam Valve Train Specs inputs and features have been added or expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info More than any other single engine modification the camshaft determines the engine s personality from a low speed stump puller to a high revving Formula racer Its then no surprise that a great deal of the Engine Analyzer Pro s calculations center around the cam profile and timing To investigate these calculations we will simulate installing a solid camshaft and a hydraulic camshaft in the restricted small block Chevy To eliminate some complications and save considerable calculation time we will turn Off Valve Train Dynamics This will eliminate the valve train weights and spring forces from the calculations Valve Train Dynamics do have an effect on performance Dynamics will be investigated in For Advanced Users First retrieve a fresh copy of the RSTR SBCHEV from the Engine Library by Figure 4 14 CA Off Valve Train Dynamics File lo Intake Cam Profile gt gt Exhaust Cam Profe Centerline deg ATDC 99 5 Centerline deg BTDC 113 0 ed Duration 050 247 0 ed Duration 050 256 0 cid Max L
166. Spec Type and Name Spec Type and Name Spec Type and Name Intake Port Diameter 2 2 s Int Manifold Runner Length 3 2 Exh Header Primary Length 5 2 Starting Spec Value Starting Spec Value 3 5 arti PI Another change in v3 5 is that the Chain 4 Chain Step Chain 3 ChainStep 2 Chain program will rank all the results Preview _ Preview Preview based on average or peak torque nt Manifold Runner Length 3 5 5 5 7 5 _ or HP 4 choices It will then only HEE ETS Hocete display the top 5 to 35 selectable Chain Spec 2 Chain Spec 4 in Preferences based on this Spec Type and Name Spec Type and Name ranking See results below Int Manifold Runner Diameter 3 0 X Exh Header Primary DiameterA5 1 Starting Spec Value Starting Spec Value k Version 3 5 lets you omit Chain 3 Chain Step i Chain i results where the idle vacuum Te 2 ies is not high enough This is Preview Preview Int Manifold Runner Diameter 1 8 2 2 2 useful if you need to keep an Current Value Current Value engine driveable for the street Specs to Chain Options O1 O2 O3 O4 5 O6 Maintain at lea BERT eee We A time estimate is shown here which ener m ee can be well over 100 hours if you specify otal ans Lalcs eacli us aa f Uee aaea tie ale ke too many chain settings or RPMs Chain Calculations work much like in v2 1 and v3 3 as shown on page 72 of this book except in v3 3 you can set 6 different specs to chain not just 2
167. Table button becomes disabled Click on the Cle button to calculate Single Flow Coef to obtain the first menu shown in Figure 4 44 The flow data of 201 CFM at 28 test pressure at 485 valve lift produces a Calc Valve Flow Coef of 444 Click on Use Calc Value to copy this back to the Head specs menu Next click on the Anti Reversion Cle button to produce the second menu of Figure 4 44 Fill in the flow data of 54 CFM in the normal direction and 48 in the reverse direction This produces a Calc Anti Reversion of 11 Again click on the Use Calc Value to copy 11 back to the Head specs menu 188 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 44 Single Flow Coef and Anti Reversion Calculation Menus The Intake port specs in the cylinder Head s menu now represent the new head To simplify this example we are neglecting combustion chamber design exhaust port compression ratio and other specs about the new head Calc Valve Flow Coef Calc Valve Flow Coef Flow Test Data Test Pressure Water Valves Cylinder Valve Diameter in alve Lift Tested in Flow Obtained CFM Notes Enter flow data for 1 1 940 diameter Intake valve at a valve lift from 400 to 550 lift ike 100 the same lift for both CFM entries Know Runner Volume Then ESET Use talc Value He cance enter width and height dimensions from measurements made at the mating face to the cylind
168. Test Results ples rs355fil Common List with the directions in Figure la E el Lele estes Leo 4 20 click on OK Back at Torgus amp HP vs RPM Note that the Graph Screen click on H l j i h i HP current is the LAST if it is not already 360 o gt 4 i l i i i i e same as selected to get the graph of bie e i i RS355FIL i i i H H i examplesis355fil Figure 4 21 Pe l aa Tenet nibs data ne il chee examplesirs355hyd The Hydraulic cam shows 275 i i i i alae Ie UL lower performance for all Seo Pa j Brake RPMs which is to be expected The original cam a shows more low RPM torque 200 and the CSTM 260 cam 175 l gt shows more high RPM HP 150 125 J a 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM Figure 4 22 Valve Lift Comparison Click on RPM cyc to switch to Cycle Click on Set Scales then change the Data graphs Then select MIXED and Maximum X Axis value from 900 to 630 choose the Saved Graph Pattern of Int in this menu This will expand the graph amp Exh Valve Lift and click OK and show better detail as shown here Engine Analyzer Pro REIR SBC HEY Engine Analyzer Pro RSTR SBC HEY Saved Data examples rs355fil Back File Format View Help MIXED single LIST last rpm CYC PicRP leo El lool lele ees Dele lelle belki erven samples is355bas 6000 Int gt ei Valve Litt current 7000 in viv Lift i In Viv Lift Ex Viv Lift r i
169. This value is initially set to the appropriate diameter from the Exhaust System menu either Inside Dia at Head or Inside Dia at Exit but you can change it to anything you wish 116 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Pri Pipes Collector This spec is based on the Short Block spec Cylinders This is the arrangement assumed in the program s calculations and can not be changed For example if you specify Cylinders greater than 5 cylinders the program assumes half this Cylinders primaries converge to the collector respectively This spec is determined by the program and can not be changed You must enter the correct Cylinders in the Short Block menu before using this calculation menu Area Change This combo box lets you pick a percent change in the area of the entrance to the collector compared to the combined area of all the primary header pipes which enter the collector For example if you want the area of the collector to equal the area of the primary pipes at the collector choose No area change If you want the area of the collector to be 20 greater than the combined area of pipes at the collector choose 20 more 2 9 16 Calc Eff Valve Mass gms Is the Eff Valve Mass calculated from the following specs in grams Eff Valve Mass is defined on page 47 under Cam Valve Train specs See page 97 for general notes on Calculation Menus and for an example of their use Valve We
170. Total Cam Advanee 0 Straight Up lt Valve Timing VVT Specs Duration _050 iso iso Lobe Separation cam deg Open 050 Es is BBDC il ingfvents 050inches v Close 050 is fas ATDC 5 A z Max Lobe Lift in 23 Cic 23 cie ERE ZE A E Once enabled click on the Actual Valve Lash in oos 008 See Specs for VVT button to Designed Valve Lash in _008 eos Voflable Valve Timing T bring up screen shown below Rocker Arm Ratio i 55 55 iYes O No See Specs for YYT Cam Profile Overall Cam Specs Eateniproite lisp Agar Solid Rolle Agar Solid Roller g F Choose a Spec Lifter profile omments Type to enter Ramp Ratings Stock Type R Cams Asymetry deg o0 0 Gross Valve Lift in 357 257 Dwell Over Nose 0 Deg Std Profile 0 Deg Std Profile gt Duration _200 69 6 69 6 Help Click on Spec Name or Spec Value for explanation of Use a Cam File T Yes T Yes ssec abe aene Retrieve from Library Save to Library Enter the values you want to use at and above the RPM to Change to EA A AANS a Final Values input in the lower left corner Final Intake Cam Profile Final Exhaust Cam Profile Final Final Starting Change Starting Change Value Value Value Value Centerline deg ATDC Centerline deg BTDC 99 5 a pols hs Bs These are the settings from the origin
171. Valves 1 Valve Dia 1 Full Flow Table Mtr Aluminum Intake Valves 1 Valve Dia 1 84 Full Flow Table Production 99 Mustang GT 2 valve 4 6L Ford Modular Performance When you click on the Retrieve from Library button in the Head Specs screen you can choose either Example Heads from Performance Trends or Heads you have saved Either will bring up a screen like this This section shows Head files saved specifically for Engine Analyzer Pro with all Engine Analyzer Pro specs entered Source PTI Contact Chamber CCs Intake Port CCs Exhaust Port CCs Intake Port Dim gasket 2 3L OHC Ford D Port Stock 2 3L DHC Ford Esslinger Alum 2 3L OHC Ford Oval Port Stock 2 3L Turbo OHC Ford Stock 2000 Aprilla 1000 cc Twin Stock 2000 Kawasaki Vulcan 1500 Y T win Stock List Alphabetically C List by Date Last Changed most recent first Open Delete Std Engine Analyzer Head Examples eT z Advanced Load from Port Flow Analyzer Show Only Files which contain this phrase Cancel A Certain Preferences may have to be turned on or adjusted for these features to be shown or work correctly Help This option loads in simple example specs from ougstd Engine Analyzer s Library of Examples w Open Port Flow Analyzer st File Chosen File CARCUSTO M w Catagories of Cylinder Head Example for Picking 31 Tests in Library Catagories groups of Examples Added by Us
172. a as it is entered If we had not just performed the first part of this TOSE Pressure example where we calculated Anti Reversion a Intake Manifold Runner Flow Coef and the T Intake Port Specs i f Pd fvettpot port and runner diameters we would have to do E3 J LBS 2 i Malve Diameter in Walve Diameler in that before calculating performance We would ae Valve D ylinder Head Specs for STCK ROW TIE also have to change the other intake manifold haette sge 7 Intake Flow for specs as we did in the first part of this example We will assume this has already been done and ave have Ew Fron that you saved the baseline performance and 5 performance with the Single Flow Coef J HA 8 calculated from flow data as Test Files E FS Therefore we do not have to repeat those tests 455 u cl 3 Figure 4 48 shows the performance for the 3 a conditions 2 from the first part of this example Clear Out CFM Clear AN Data tp an z and the last one from using the Flow Table to C Der Ceen ee COO E characterize the flow of the intake port As you can see performance is down when using the full Flow Table The reason is that the actual port did not flow as well at valve lifts other than L D 25 as what the Pro 191 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples assumed it woul
173. acuum can pull residual exhaust into the intake manifold The higher the Overlap Area the higher the idle speed and the lower the idle vacuum Note A larger cylinder can tolerate more Overlap Area A 500 CID V 8 may idle at 1000 RPM with a given overlap area but a 250 CID V 8 with the same overlap area could idle at 2200 For race engines overlap is generally needed for two reasons First it provides lower cam acceleration rates to attain the high lifts required for high RPM HP Second overlap can also improve performance by allowing for efficient purging of residual exhaust out of the clearance volume during overlap with proper intake and exhaust tuning However at untuned RPMs overlap can increase the potential for intake reversion reverse air flow up the intake runner from the cylinder and poor scavenging High overlap area can also lead to poor fuel economy through short circuiting where intake charge passes through the combustion chamber out the exhaust system without being used Since turbocharged engines operate with high pressure and high temperature exhaust Overlap Area is best kept to a minimum for turbocharged engines This is both to reduce reversion when high pressure exhaust flows backward into the intake and exhaust temperatures when short circuited fresh charges burns in the exhaust The Overlap Area is given here to compare overlap areas between different cam profiles lash settings and cylinder head flow potentia
174. ake or exhaust Runner Flow Coef calculated from the following specs Runner Flow Coef is defined on page 26 under Intake System specs and page 36 under Exhaust System specs Also see Section 2 9 4 describing Valve Flow Coef See page 97 for general notes on Calculation Menus and for an example of their use Flow Data Head Only Test Pressure Water The pressure drop maintained across the port valve and runner during both portions of the flow test measured in inches of water If you have test pressure in inches of Mercury multiply by 13 6 to obtain Water Test Pressure Water Test Pressure Mercury x 13 6 This is initially set to 28 when you enter this menu because 28 is so common However you can change it to most anything you want Ten 10 and 25 are other common flow bench test pressures Valves Cylinder The number of intake or exhaust valves being flowed during the test Most cylinder heads have only 1 intake and 1 exhaust valve so this value would be 1 This number is set to whatever is currently in the Valves Ports spec in the Head s menu for this port If this is not correct for the flow test you must change this in the Head s menu before using this calculation menu You can not change this number in this menu Valve Diameter in Identifies the outside largest diameter of the head of the valve s in inches This number is set to whatever is currently in the Valve Diameter spec in the Head s menu for this po
175. al Cam Specs Opening 050 screen shown above for comparison Closing 050 jazi ee a 050 Bes Ps Ies T In this column the program calculates the a cic Change difference between the Starting Value and the Final Value Gross Valve Lift i a68 e 7 aaa Enter the RPM at which the program should switch from the specs on the original Cam Specs screen shown above to the specs on this VVT screen General Your choice here determines which specs are enabled and visible on this screen Type Use All Specs Above v method you want to simulate T om Adv Ony Click here for more details on how this screen Total CaUse Intake Specs Above Use All Specs Above Lobe Separation cam deg 1026 OK ai Help Print Copy Int to Exh Copy Exh to Int Copy Starting to Final Cam Profile for 5500 RPM and above S Vilis Screen above said to make switch at 5500 RPM Higher HP at high i E A A MA RPM with bigger cam Starting Cam Profile C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A54 Importing an Other Format Head File vey Chamber Design PentRoof x Help Click on Spec Name or Spec Value for explanation of spec to be given here Burn Rating Comments Help See Layout R Open from My Saved Files Ac Open Other Format Head Fil s Help Tr Much Faster Enter comments for describing Some specs are estimates R
176. ality PDF format The Performance Trends website is now available from inside the program by clicking on Help at the top of the main screen then Performance Trends on the Web Engine Dimensions can now be entered as either inches or millimeters History Log keeps track of tests you have made making it easier to recall engine specs or pick tests for making graphs e The calculation accuracy has been tweaked Most evident changes are Spark Knock Index has been adjusted to be more realistic e Revised the BSAC calculation to be more consistent with fuel flow not change so significantly with weather conditions as done in earlier v3 0 e Very Rich gas as fuel option to help to reduce detonation Duration at 200 lift is now shown in the Cam Valve Train screen for the combination of cam specs you have specified Short Block screen now shows Bore Stroke and Rod Stroke calculations Short Block screen now has Calc menu for finding the Bore or Stroke which will produce a certain desired engine displacement Several new restrictions have been added for the intake system including Air Meter Restrictor and Intercooler e From better information than we previously had the Coolant HP is now reduced and more accurate Cheater cam profiles flat nose with limited lift and aggressive ramps so you can get most any 200 duration by specifying a varying amount of Degree Dwell e The Flow Coefficient of the por
177. also typical of the dynamometer conditions used in the 1960s by the automobile manufacturers which tended to over rate an engine s power Table A1 Showing the Difference Between Typical Vehicle and Dynamometer Installations Engine Specifications oo o H 49 Exh System CFM Rating Actual oo o Calculation Conditions oo o Intake AirTemp degF oO Dew Point DegF 8 Elevation 08 ooo o o Note 1 Typically an electric motor or water pressure is used to circulate coolant eliminating water pump losses on dynamometer tests Note 2 Occasionally the crossover is blocked and the coolant is cooler to obtain optimum torque and HP Note 3 Typically headers are installed with no exhaust system to obtain optimum torque and HP In general production engines are dyno tested following the guidelines of the Vehicle column in Table 1A Race engines are dyno tested following the Dynamometer column 222 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 5 Watching Tuning Pressure and Flow The main way to increase HP is to increase the engine s volumetric efficiency or ability to breathe air and trap it in the cylinders One way to allow the engine to breathe more air is to pressurize the intake system like a supercharger does A pressurized intake system will push more air into the cylinder for every cylinder filling event Another way is to reduce the pressure on the exhaust side similar to what open headers do
178. am File Definitions for these specs are the same as for the Intake Cam Profile described previously Calculate Valve Train Dynamics Yes O No Select Yes if you want the Engine Analyzer Pro to simulate valve train dynamics bending and tossing based on the cam profile weights stiffnesses and spring rates entered in the Valve Train Specs menu This menu is displayed if you choose Yes and click on the See Specs for Dynamics Select No and the Engine Analyzer Pro will calculate valve lift exactly as dictated by the cam lobe lash and rocker arm ratio The weights stiffnesses and spring rates in the Valve Train Specs menu are not used This is recommended if you do not have accurate specs for the valve train This is similar to a perfect valve train with components which have no mass and are perfectly stiff Eliminating dynamics can give significantly different torque and HP results usually more HP and less low RPM torque 2 6 1 Alternate Cam Valve Train Specs Figure 2 23 Alternate Cam Valve Train Specs Alternate Cam alve Train Specs for BUICK 6 Note These Alternate Cam Specs were incorporated into the main Cam Screen in v3 3 because computer screen resolutions increased This allowed more info to be displayed on one screen The inputs and outputs show here are now on the main Cam screen Shown to the right is the menu for entering alternate cam and valve train specs Most of these are the same as on the main C
179. am Valve Train specs menu and will not be explained again Only specs which have not been explained Intake Cam Profile Centerline deg ATDC Duration 050 Opening 050 Closing 050 Max Lobe Lift in Actual Valve Lash in Rocker Arm Ratio Gross Valve Lift in 102 5 279 0 37 0 Exhaust Cam Profile Centerline deg BTDC Duration 050 Opening 050 Closing 050 Max Lobe Lift in Actual Valve Lash in w N Rocker Arm Ratio Gross Valve Lift in 672 l Overall Cam Specs Total Cam Advance 3 3 Advance Lobe Separation cam deg l Help Location of center of intake lobe of cam as currently installed degrees after TDC p xx C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions previously in this section will be explained This screen is very useful for entering different types of cam specs than what is available in the main Cam Valve Train menu This screen will calculate the specs for the main Cam Valve Train based on these inputs Examples of these conversions include Calculate Centerline and Duration Opening and Closing Separation and Advance Max Lobe Lift Rocker Arm Ratio and Gross Valve Lift One Centerline and Lobe Separation The other Centerline and Lobe Separation For example if you know Intake Opening 050 and Closing 050 you can enter them in
180. am will calculate compression ratio based on the equation below where Clearance Volume is the Chamber CCs in Head Compression Ratio Clearance Volume Swept Volume Clearance Volume Piston Dome CCs Is the volume of the pop up in the piston measured in cubic centimeters The pop up is the volume of piston material added to the top of a flat top piston If the piston has a dish depression enter the dish volume as a negative number Gasket Thickness in Is the thickness of the head gasket in inches after it has been crushed Crushed thickness is after the head bolts have been torqued to spec 104 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Gasket Bore Diameter in Is the diameter of the bore in the head gasket A good approximation is to use the same as the Bore in the Short Block Specs menu and this value is loaded in when you first open up this menu You can change it to most any value you want In actual use gasket bores are usually 030 100 larger than the cylinder bore Deck Height Clearance in Deck Height Clearance is the distance in inches from the top of the piston to the top of the cylinder block when the piston is at TDC The top of the cylinder is the deck or surface to which the head bolts If the outer edge of the piston travels above the deck this is called negative deck height and you must enter a negative number 2 9 7 Calc Runner Flow Coef Is the int
181. appear in 6000 RPM for each test z exampialcbig e 4 J the iyzer Pro ASTR SBC HEY ac st Resets Le ale 35541 gt saveddta Selected s39 bas dat 1s355hyd dat C examples List at the z E a top Then TT Prine Add to List Only Permanently Delete click OK seo e Preven i Ped Add to List and Select for Graphing You must make some additional changes to the Cam Valve Train specs First click on Profile lifter Type and select any of the Solid types This is to tell the program that it must let you specify an Actual Lash Then type in 026 for the Actual Lash for the intake and exhaust Also type in the Centerlines of 110 for both the intake and exhaust Calculate performance and save this test file as RS355FIL to denote it as using a cam file to specify the cam specs Now for the interesting stuff Lets compare these 3 test files which have been saved After saving the test file click on the Graph button Unlike Example 4 1 where we only compared the current results with the last results we are going to compare 3 tests at once This can only be done by saving test files to disk as we have done here 170 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples At the Graph screen click on i i eae T n R Figure 4 21 Performance Comparison of 3 Cams Gisk on LIST to Common List as shown in z e examplestrs355fi Figure 4 20 When finished E ao ETA ET
182. ard The Engine Analyzer Pro lets you run most any spark curve you want using the Spark Curve Specs available through the Calculation Conditions menu For the calculations run in the previous section of this example Spark Curve Specs were set to Program sets spark for best power This tells the computer to determine the engine s burn rate and then set a spark advance giving maximum power for this burn rate Very few engines especially race or boosted can run optimum spark advance with street octane gas By selecting the Use Specified Spark Curve option Figure 4 40 Baseline 302 4V Knock Index x 10 and the See Specs button becomes enabled Click on this Spark Advance button to open up the Spark Curve Specs Menu Engine Analyzer Pro 302 BASE SPC Saved Data examples 302 base Back File Format View Help MIXED single LIST last RPM cyc where you can customize the spark curve You will BDEOITERNOCHEEZ notice for the Projected Performance of the stock T 302 4V the Knock Index was highest at lower en RPMs This is typical as most engines are more E E prone to knock at low RPM However with boosted i i i i A EE a engines the highest Knock Index appears with the highest boost level Therefore the spark curve you build in the Pro will should have less spark advance at low RPM and RPMs with high boost levels The only way to develop a spark curve which reduces Knock Index to a certain level is by cut and try L
183. are becoming more common in the aftermarket This number gives you and idea of how aggressive the opening and closing ramps are If the Pro s 050 duration matches your cam but the 200 duration is too low select a more aggressive Lifter profile type in the Cam Valve Train specs menu Opn Evnts 200 deg Is the location where the tappet has been lifted 200 lift above base circle on the opening ramp For the intake tappet this is reported in crank degrees BTDC before top dead center For the exhaust tappet it s reported in crank degrees BBDC before bottom dead center These values should correlate to most cam grinder s opening events 200 inches lift Cls Evnts 200 deg Is the location where the tappet has been lifted 200 lift above base circle on the closing ramp For the intake tappet this is reported in crank degrees ABDC after bottom dead center For the exhaust tappet it s reported in crank degrees ATDC after top dead center These values should correlate to most cam grinder s closing events 200 inches lift Lobe Centerlns deg Intake and Exhaust lobe center is simply calculated from the appropriate 050 events and assumes a symmetric cam lobe if using the standard Pro cam profile If you are using cam profile data files the Lobe Centerlns are based on the maximum lift point in the file The intake lobe center is given in crank degrees after TDC the exhaust lobe center is given in crank degrees bef
184. arge If the intercooler is 100 effective the intake charge would be brought down to its original ambient temperature as specified by Air Temp in the Weather Conditions in the Calculation Conditions menu with no change in boost pressure See Table 2 14 in the Roots Supercharger section for definitions of the various ratings 61 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 62 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 8 Calculate Performance 2 8 1 Calculation Conditions You can run a test calculate performance by Clicking on the Run HP button at the top of the Main Menu Pressing lt F2 gt at the Main Menu Clicking on Calc HP F2 menu item in the menu bar at the top of the Main Menu Clicking on Calculate Performance to open up the Calculate Performance Conditions menu then click on the Calculate Performance button in this menu The Calculate Performance Conditions menu will present a menu of conditions and options which describe how you will run or test this engine These conditions include e Environmental conditions e Level of nitrous oxide type of fuel and spark advance e RPMs to run and options for the calculations e Whether or not to chain calculations together make several test runs at once Calculate Performance Conditions have been expanded in later versions with new inputs A new Preference in v3 9 allows for Metric outputs See Appendices 9 10 and 11 o
185. ations rather than retyping the entire name and comments Gross Valve Lift in F Gross Valve Lift in Solid Cam from Cam Dr File This Solid Lifter cam is one where we have tappet lift data at every 2 crank degrees every cam degree saved in a data file This particular file was created be Performance Trends Cam Analyzer and looks much like a file created by Quadrant Scientific s Cam Dr tm system The name for the data file is CSTM 260 which has data for both the intake and exhaust lobe This file describes the cam lobe more accurately than just using the Pro s standard profile based on 050 events maximum tappet lift and an estimated profile type 169 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 19 Selecting a Cam File 1 Select Use Cam File to use Cam Dr file from Cam Analyzer ine Ana er P Performance end naing RSTR File 4 Cam Valve Train Specs for RSTRB4SBC HE e Intake Cam Profile Exhaus Cam Profile Centerline degATDC cid Ceny rline deg BTDZ Duration DED 235 0 raion BY Maxlobel iie Maz Lobe X8U in Actual Valve Lash mo ozs cid Botu aive Lash i Rocker Arm Ratio 1 5 Kic Rocker Arm Rajin Ete 3 Choose All Files to display all C Use Specs Above Use Ca File files in the CAMFILES default Cam File cstw 260 Pick CamFilp cstw 260 directory Pick Intake Cam File File Name Directorie
186. ature etc However several rules of thumb have been developed about sizing runners based on calculated runner velocity Most state that you should design the runner area for a calculated velocity of 250 350 feet second for optimum intake tuning The Engine Analyzer Pro does not use these rules of thumb concerning Avg In Vel in its performance projections It is reported only for information For example if Avg In Vel is only 150 at the RPM you want good tuning like your desired torque peak RPM you may have to specify a smaller diameter intake runner and or port diameter s for good performance Likewise if the program calculates 500 for Avg In Vel at your desired HP peak RPM where you still want good tuning the current intake runner and or port diameter s may be too small Avg Ex Vel ft sec Is similar to the preceding Avg In Vel On the exhaust side approximately 300 feet second has been determined a good target for sizing header pipe diameters for optimum tuning On the exhaust side actual velocities are 2 to 3 times that calculated by Avg Ex Vel because of the high exhaust temperatures Mach The 1979 SAE Society of Automotive Engineers paper An Analysis of the Volumetric Efficiency Characteristics of 4 Stroke Cycle Engines Using the Mean Inlet Mach Number Mim 790484 by Fukutani and Watanabe is the basis of this calculation It 82 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SSS eS SSS S
187. aust tuning or a torque or HP peak The Engine Analyzer Pro will list potentially good runner lengths and diameters and cam durations and lifts at the end of the calculated results This value has no affect on the torque and HP test results Nitrous Oxide O No Nitrous Oxide a Olt es es With N itrous Oxide Type of Nitrous System Staged System Specs O i i Click on the With Nitrous Oxide option and the joe phim See Nitrous Specs button becomes enabled Click lat Stage starina AEN on this button to open up the Nitrous Oxide Specs menu shown to the right Progressive System Speos 2nd Stage Added HP Z of fu HP at Stasi of iection io BPM to Stasi Nitrous iniection 1500 2nd Stage Starting RPM 3 Stage Added HP These specs describe the amount of nitrous oxide a fall HP Rating of Syston o0 ME EREN system can deliver Most nitrous systems are rated OPM Whee System is Full ON for the HP increase they can deliver in a properly tuned engine The Engine Analyzer Pro makes 3 Help lifyi Manufacturer s HP rating of the 1st stage of the major simplifying assumptions concerning nitrous Ae Se ae 50 0 Nitrous HP oxide injection 0 2000 4000 6000 8000 e Jet sizes are proper for correct A F RPM and good nitrous and fuel distribution e Nitrous is injected as a liquid and only a portion vaporizes on the way to the cylinder There is lit
188. ave for the exhaust turbine e ANR Ratio e Area You choice here will determine which specs in this section of the menu are enabled 122 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Turbine A R The turbine housing s A R ratio A R ratio is illustrated in Figure 2 51 If you chose Area for Spec to Use this spec is disabled and its value is ignored in the calculation Housing Radius in The radius of the turbine housing as pictured in Figure 2 51 in inches If you chose Area for Spec to Use this spec is disabled and its value is ignored in the calculation Nozzle Area sq in If you know the turbine nozzle flow area enter it here in square inches If you have area in sq cm multiply by 155 to obtain square inches If you chose A R for Spec to Use this spec is disabled and its value is ignored in the calculation 2 9 23 Notes on Barometric Pressure amp Elevation This menu simply displays the relationship between barometric pressure and elevation specifications as explained in Section 2 8 1 page 63 and 64 Refer to that page for further details Click on OK or press the lt space bar gt to return to the Calculation Conditions menu with no change to either Barometric Pressure or Elevation 2 9 24 Calc Dew Point deg F Is the Dew Point Deg F calculated from the following specs Dew Point Deg F is defined on page 64 under Calculation Conditions specs See page 97 for general notes on Calcula
189. aved Tests at the Test Results screen or Graph screen See Section 3 6 for more details Do not get in the habit of saving all test results Also once you know certain test results will no longer be of interest delete them Test Files are very large and you will use up a lot of disk space by saving several It is also more confusing to find Test Files when you have saved so many Calculate performance after setting lash to 020 and graph the results To get the Torque and HP graph shown in Figure 4 24 click on rpm CYC to select RPM Data Graphs will now be displayed as RPM cyc If you do not then get torque and HP vs RPM click on MIXED and select Tq amp HP vs RPM from the Saved Graph Patterns If LIST is not printed in all upper case click on it Now you should get the first graph of Figure 4 24 showing all 4 conditions you have tested This graph can be somewhat confusing with all 8 different graph lines To simplify it click on LIST to display the Common List of Test Files you could graph Then click on RS355BAS DAT and RS355HYD DAT to de select them for graphing Only the RS255FIL DAT Test File is selected from the list Click on the OK button to produce the second graph in Figure 4 24 which compares the RS355FIL Solid Cam s performance with the original 026 lash to the 020 lash Figure 4 24 Graphs with Solid Cam at 020 Lash called current in graph Click on rpm CYC LIST De select click on RS355BAS and
190. bench Bench Test Pres water The test pressure when flowing the carb or throttle body on the flow bench This is usually 10 12 20 25 or 28 inches of water If you flow at 20 4 of water you are flowing at 1 5 Hg and the CFM you record is the carb s CFM Flow Rating Carb Flowed Choices in this combo box let you describes if these flow numbers represent the engine s total carburetor or throttle body flow area For example e Ifyou flowed 1 4BBL carb and the engine is run with this 1 4BBL you would choose 100 These flow numbers represent the engine s entire carburetor flow e If you flowed 1 4BBL carb but the engine is run with dual 4BBLs you would choose 50 since the test CFM for 1 4BBL only represents half of the engine s carburetors e Assume you have a small flow bench and a Quadra Jet carb If you flow the entire carb the test pressure is quite low However if you block off 1 secondary and 1 primary the test pressure increases up to 6 water You record 202 CFM for this condition You would enter 6 for Bench Test Pres 202 for Flow Bench Flow and choose 50 for Carb Flowed Note This specs says Carb flowed but it is equally accurate to estimating the CFM Flow Rating of a throttle body system 2 9 10 Calc Air Cleaner CFM Is the Air Cleaner CFM rating calculated from the following specs in CFM at 3 water pressure drop Air Cleaner CFM rating is defined on page 30 under Intake System specs See page 97 for general
191. bo box determines what components are present in the valve train Your choice here can disable some specs in this menu or change their names Eff Valve Mass gms Describes the mass or weight of the valve train components on the valve side of the rocker arm in grams This is a portion of the total mass which the cam lobe must open and the valve spring must close This mass can be calculated by weighing the valve train components and clicking on the Cle button as explained in Section 2 9 16 For 4 valve engines see note on page 49 Eff Rckr Arm Stffnss Ib in Is the effective rocker arm stiffness measured in pounds per inch Although the rocker arm seems completely solid it does possess a certain amount of springiness The lower the Eff Rckr Arm Stffnss the springier the valve train This springiness can cause valve toss problems at high RPM Use Table 2 13 to estimate Eff Rckr Arm Stffnss lb in For 4 valve engines see note on page 49 Table 2 13 Examples of Effective Rocker Arm Stiffness Pushrod with Production Cast Iron Rocker Arm like small block Chevy Pushrod with Good Aftermarket Rocker Arm aftermarket may sacrifice 30 000 stiffness to lower weight Extremely long rocker arms big block Chevy Ford Boss 429 etc Adding Stud Girdles to Pushrod System OHC Rocker Arm systems Add about 2000 Ib in to Pushrod systems values Note Stamped steel is not generally used in OHC systems If you selected Direct A
192. brary button When asked if you want to Save Specs to Same File Name answer No Then give the program a new name for these Head Specs say PROD 302 See Figure 3 24 Note that the program always presents this menu with the current file name loaded in this case PROD GT40 This allows you to make minor modifications to it to create the new file name Definitely save all the engine specs at the Main Menu by clicking on the Save button This will save an Engine File of all specs When asked if you want to Save Specs to Same File Name answer No Then give the program a new name for this complete Engine File say BASE 302 See Figure 3 24 and 3 25 Calculate performance to obtain the Baseline test results Save these results by clicking on File then Save Current Results to Disk If this is going to be a big project you may want to create a separate directory for saving the Test File If so click on the Add Directory button and enter an appropriate name say JOES 302 Then select this directory and enter a New Test Name as shown in Figure 3 26 Enter a name like BASECARB Since the Baseline Performance is a test file you will refer to often for graph comparisons save this new Test File name to the Common List Back at the Test Results screen click on File and then Add Saved Test to Common List Here you can access all directories under SAVEDDTA and all files in each directory Find and highlight the directory you just created JOES 302 Then find the BAS
193. bulb readings Relative humidity or dew point can be manually read off a Psychometric chart from these two readings This calculation replaces reading the chart The Wet Bulb Temp must be less than the Dry Bulb Temp If you chose Yes for Know Relative Humidity this spec is disabled and its value is ignored in the calculation 124 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Chapter 3 Output The Engine Analyzer Pro provides several ways to view and output the test results including e Tabular calculated results displayed on the screen Tuning Pressures screen to watch port pressures and intake amp exhaust flow while calculations are taking place Analysis Report giving tips warning of safety issues etc ASCII files for importing results to other software packages High resolution graphs Printer output or reports or graphs Data Libraries for recording either test results or sets of engine specs for later use See Engine screen to actual watch the piston and valves move and interact tuning pressures air flow etc All these topics will be covered in this chapter Figure 3 1 shows how to reach all these various features except Tuning Pressures This option must be selected while the calculations are taking place by clicking on the See Tuning Pressures button in the Progress Indicator box The Output features have been expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info
194. c Pressure and Elevation Also see Elevation ft and Section 2 9 23 Intake Air Temp deg F Is the temperature of the intake air as it enters the carburetor or throttle body measured in degrees Fahrenheit To match dynamometer performance enter dynamometer room air temperature To simulate vehicle performance enter the temperature of the air entering the air cleaner Underhood temperatures can be HOT on warm days 150 degrees or more If a hood scoop 63 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions or some other type of cool air induction is provided outside ambient air temperature is closer to the actual intake air temperature If this temperature is in First Multiply by Then Add Degrees R 1 460 Degrees C 1 8 32 Degrees K 1 8 460 To obtain degrees F For example 30 deg C 30 x 1 8 32 86 degrees F Version 3 9 has a Preference which allows you to select outputs to be displayed in Metric units See Appendix 11 page 261 Dew Point Deg F The dew point in degrees F of the air at the track which describes the air s humidity level The Dew Point must be less than Intake Air Temp deg F Dew Point can be calculated from either wet and dry bulb temperatures or from relative humidity and air temperature readings by clicking on the Cle button See Section 2 9 24 Dew Point is a less confusing way of describing the air s moisture level than relative humidity Relative humidity readings a
195. c is a trademark of Depac Dyno Systems B amp Misa trademark of B amp M Automotive Products Weiand is a trademark of Weiand Automotive Industries Crower is a trademark of Crower Cams Lunati is a trademark of Lunati Cams Isky is a trademark of Isky Cams DISCLAIMER Of WARRANTIES THE SOFTWARE PROVIDED HEREUNDER IS LICENSED AS IS WITHOUT ANY WARRANTIES EXPRESS OR IMPLIED INCLUDING BUT NOT LIMITED TO ANY WARRANTIES FOR MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE NO ORAL OR WRITTEN STATEMENTS REPRESENTATIONS OR OTHER AFFIRMATION Of FACT INCLUDING BUT NOT LIMITED TO STATEMENTS REGARDING CAPABILITY CAPACITY SUITABILITY FOR USE OR PERFORMANCE Of SOFTWARE SHALL BE RELIED UPON BY USER OR BE DEEMED TO BE A WARRANTY OR REPRESENTATION BY PERFORMANCE TRENDS INC FOR ANY PURPOSE OR GIVE RISE TO ANY LIABILITY Of OBLIGATION Of PERFORMANCE TRENDS INC WHATSOEVER USER ACCEPTS ALL RESPONSIBILITY FOR SELECTING THE SOFTWARE TO MEET USER NEEDS OR SPECIFIC PURPOSES PERFORMANCE TRENDS INC IS UNDER NO OBLIGATION TO FURNISH USER UPDATES OR ENHANCEMENTS EVEN IF FURNISHED TO OTHER USERS Continued on next page LIMITATION Of LIABILITY If at the time of delivery to the original User only there are any defects in the media on which the Software is provided User s sole and exclusive remedy shall be the replacement of any media returned to Performance Trends Inc within 90 days of the receipt of the Software by User or at Performance Trends I
196. cal Dimensions of Common Heads Cylinder Piston to Head Pressure Clearance B Cylinder RPH Temn Tabular Dolz ee ed dd eal Program now lets you enter a secondary valve Feeder ra angle for canted valve engines like hemis These angles are also saved in the Head Specs screen Click on the Angles button to view ai WwATCHDAT TMP Notepad File Edit Search Help RPM 4566 Crank Piston Int Deg Depth Lift 112 2 609 888 1416 2 705 600 120 2 796 600 124 2 882 000 128 2 962 900 132 3 036 600 136 3 104 000 7 146 3 167 0060 Click the Tabular Data ea 8 cede BBB button for some critical data 148 3 274 000 152 3 318 900 to be listed in columns in 156 3 357 000 Notepad From here you 168 3 3990 960 iat f k My eae can print it save it to a file or 168 3 438 600 copy and paste it into a 172 3 453 088 spreadsheet program 176 3 462 000 180 3 465 800 184 3 462 600 188 3 453 800 192 3 438 608 196 3 417 600 2090 3 390 688 204 3 357 600 208 3 318 8900 212 3 274 6008 216 3 223 800 4 245 C Performance Trends Inc 2009 Engine Analyzer Pro Figure A31 Some New Graph Features ia Engine Analyzer Pro 1998 Busch Motor 10 19 am Test Result Back File Format View Help MIXED single HISTORY LOG LIST 358 cid busch torque title was right clicked and that Appendices graph line is now hidden Brake HP
197. cam profile but also accounting for valve train dynamics bending and tossing The effective intake valve opening in square inches based on Act IVLift Effective valve opening is calculated by In FlowAr Geometric Area x Flow Coef Where Geometric Area and Flow Coef are changing at each lift point For example if the valve opening area is 1 5 square inches at 35 of valve lift and the flow coefficient at 35 is 5 the In Flow Ar is 75 square inches at 35 valve lift The theoretical pushrod force in pounds This value should correlate to data from strain gauged push rods See In Vlv Lift above See In Cam Vel above See In Cam Accl above See Act IVLift above See In Flow Ar above See In Pshrd F above Pressure in the intake port next to the valve in PSI absolute Pressure in the exhaust port next to the valve in PSI absolute Piston velocity in feet per minute C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output SSS SSS SS SSS SSS SS a SS EE a er Pstn Gs Pstn Thrst Carb Signal Pstn Pos Instnns Tq Heat Trnsfr Cyl Vol Piston acceleration in Gs Piston thrust force on the side of the cylinder wall from cylinder pressure in pounds neglecting piston and connecting rod mass and inertia effects The instantaneous fuel metering signal produces by the carburetor venturi in water Note Due to a special case in the calculations if you are running a draw through supercharger or turb
198. can be installed on top and below the plate A plate with no transition pieces and several inches between the carb and the restrictor plate would be called 0 improved Where class rules allow the plate may be sandwiched between transition pieces which can greatly improve flow This could be called 100 improved See Figure 2 46 If Restrictor Plate 7 A 7 installed is s t to N Figure 2 46 Examples of Restrictor Plate Design Improved this value is disabled dimmed to gray and ignored 0 25 75 95 Improved Improved Improved Improved Ve sy is Y R Plate Spacer Throttle Bore Plate mounted Plate mounted Plate mounted Plate mounted after spacer directly to after tapered between tapered larger than carb spacer spacers throttle bore 110 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 9 2 Calc CFM Flow Rating Is the CFM Flow Rating calculated from flow bench data Note Since this calculation is based on flow data for the actual carburetor or throttle body this is the most accurate method of determining CFM Flow Rating If the value you obtain here is significantly different than the manufacturer s CFM rating at 1 5 Hg double check your flow data The manufacturer s CFM rating should not be more than 15 different unless you have made modifications to the carb Flow Bench Data Flow Bench Flow CFM The CFM recorded when flowing the carb or throttle body on the flow
199. compared to a restrictive full vehicle exhaust system It turns out that you do not have to pressurize the intake system for the whole cycle to get the benefit of a pressurized intake If you only pressurize the intake say to 5 PSI for only 30 degrees of rotation right before the intake valve closes you get almost the same benefit as pressurizing to 5 PSI for the entire 720 degrees of the cycle The same is true on the exhaust side If you provide low exhaust backpressure only during overlap when both the intake and exhaust valves are open or right before the exhaust valve closes you get most of the benefit of running low backpressure To increase pressure on the intake system and reduce pressure on the exhaust system you must first reduce all flow restrictions to aminimum This includes restrictions like carburetor muffler restrictive intake and exhaust runners and especially restrictive valves and ports on Figure A 13 Click on Show Tuning Pressures However even with zero intake and exhaust restriction volumetric efficiency for a non supercharged engine could Calculation Progress only get as high as 100 Many race engines have volumetric Calculating for EE efficiencies greater than 100 This is done by taking 1 of 12 ee advantage of the pressure waves which are created in the intake and exhaust runners due to the normal cyclic nature of engine operation See Appendix 3 The most competitive 0 Percent Complete All RPMs race engines
200. cting OHC as the Valve Train Type this spec is disabled See Section 2 9 17 on how to calculate Eff Rckr Arm Stffns from a special test 47 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Eff Lifter Mass gms Rocker Arm Mass gms Describes the mass or weight of the valve train components on the lifter side of the rocker arm in grams This mass can be calculated by weighing the valve train components and clicking on Clc as explained in Section 2 9 18 If you selected one of the Valve Train Designs with rocker arms but no lifter this spec is called Rocker Arm Mass Then enter the mass of the rocker arm alone without the mounting shaft fulcrum etc For 4 valve engines see note on page 49 Eff Lifter Stiffness Ib in Is the effective stiffness of the lifter and pushrod in units of pounds per inch of deflection Both these components are quite stiff and we recommend using 100 000 Ibs per inch We will provide better estimates as we obtain more data and experience In this version of the program this spec can not be changed and is marked Program will guess This is to make the program easier for most users This specs may again be made available if there is enough interest This input may be important to your analysis if you are doing detailed valve train dynamics analysis strained gauged push rods Optron testing etc In those cases you may want or need to reduce Eff Lifter Stiffness especially for hydrau
201. cylinder Intake To Illustrate Manifold with Secondary Tuning Secondary Runner carb or throttle body amp piping Plenum Volume Primary Runners to Cylinders Figure A 11 is a simplified view of a dual plane 8 cylinder intake manifold It consists of the primary runners a plenum and a secondary runner In the case of a carburetor the secondary runner is the carburetor barrel s which supply each plane For fuel injected engines the secondary runner is the throttle body and any piping before and after the throttle body A single plane 8 cylinder intake also has a plenum and a secondary runner but it does not display secondary tuning The reason is that when 8 cylinders all draw on the same plenum there is much overlap of the pulses These pulses look more like a constant suction than pulses With no defined pulses on the plenum or secondary runner there is no secondary tuning In general if more than 4 cylinders are drawing on a plenum there will be little secondary tuning Then why use a single plane intake This lack of pulses on the carb is one reason the single plane intake is less restrictive at high RPM A carburetor is less restrictive to a constant flow than pulsing flow Also secondary tuning helps at low RPM due to the complex interaction of waves produced in the secondary runners These complex waves generally mess up the simple Inertia and Resonance tuning waves at their tuned RPM generally high RPM To summarize si
202. d This is pointed out in the Valve Flow Area graph shown in Figure 4 48 See Figure 2 37 on page 88 for a definition of Valve Flow Area Valve Flow Area is significantly less when using the Flow Table which results in less air flow capacity and therefore less HP The Pro also calculates the exact Valve Flow Area and displays this in the Special Calculations section lower half of the test results as shown in Table 4 6 Table 4 6 Comparison of Single Flow Coef and Flow Table Performance Peak HP__ Avg HP _ Valve Flow Area sq in x deg Original Baseline with 2 02 intake valve 278 0 1 94 intake valve using Single Flow Coef 244 5 1 94 intake valve using complete Flow Table 229 9 Table 4 6 shows the same trend as Figure 4 48 that the computer assumes the Valve Flow Area is greater than it actually is if you just use Flow Coef 444 The major difference is in the mid lift points At the cam s peak lift at around 450 degrees the Figure 4 48 Performance and Valve Flow Area for Baseline Single Flow Coef and Flow Table Performance Intake Valve Flow Area Engine Analyzer Pro RS355SMI SPC _Test Results Untitled Engine Analyzer Pro RS355SMI SPC Test Results Untitled Back File Format View _ Help _ MIXED _ single LIST _last_RPM cyc Back File Format View Help _ mixed SINGLE LIST _last _rpm CYC__PicRPM leo el oA Tele eee eliT edeles e Ta A TE SIESTA SIG ES ees bec eae ia vs new current _____ In Flow Ar current
203. d 75 Therefore the exhaust valve and cam profile should not be too restrictive The recommended intake runner size for 7500 RPM is 10 4 inches long by 2 16 inches in diameter which is slightly shorter and wider than the current intake runner size See Figure 4 49 Note The dimensions recommended in Figure 4 49 are based on very general rules of thumb The Engine Analyzer Pro s calculations are not based on these same rules Therefore the Pro may not give best performance with these runner dimensions However they are useful as a starting point Table 4 7 shows a comparison between these recommendations and the engine s current specs It is not surprising that most of the recommendations are very close to the Buick s current specs This engine has been fairly well optimized for performing between 6000 8500 RPM Let s look first at changing the intake runner dimensions then the exhaust to see the effect on runner pressures and velocities Each test will be saved as a test file to allow for easy comparison graphs Table 4 7 Current Buick V 6 Specs versus Recommended Dimensions for Good Tuning at 7500 RPM Current actual Intake Port Length Runner Length ae fr Avg of Int Port Dia and Runner Dia approx 1 96 Exh Port Length Header Primary Length Avg of Exh Port Dia and Header Primary Diameter approx 2 0 Recommended dimensions are from the valve to either the plenum or collector Therefore you must add the port length in the
204. d air shock absorbers to reduce this effect Decelerating the column of water in the pipes by closing the valve causes a sharp pressure rise that literally rattle the pipes This is the same situation as when the intake valve closes Inertia tuning is responsible for an increase in volumetric efficiency and torque over a broad RPM range See Figure A 10 Inertia tuning is optimum when the rise in intake runner pressure is high over a broad range of the valve opening period especially around intake valve closing This usually occurs when In Tune Prs is highest in the RPM data test results See Example 4 5 Intake Resonance Tuning Once the intake valve has closed this pressure pulsation continues to be reflected back and forth in the intake runner until the intake valve opens and the process starts again If a high pressure peak of this reflected wave is at the intake valve during valve overlap it can blow the burnt exhaust gasses out of the clearance volume into the exhaust This results in additional gains in volumetric efficiency However if a vacuum peak arrives at the intake valve during overlap additional exhaust gasses will be drawn into the intake runner This process hurts volumetric efficiency since the cylinder must first draw in that blown back exhaust from the intake runner before it starts to induct the fresh power producing air charge The timing of this reflected wave to aid scavenging is called resonance tuning For typical
205. e cylinder 1728 converts cubic inches to cubic feet 60 converts RPM to Revs per Hour 0764 is an approximate density of air Ib cu ft 100 is to convert VE to a simple fraction Multiplying all the constants together 6 A F R CID x RPM x VE x 00001326 Substituting equation 6 into equation 4 7 HP out CID X RPM x VE x 00001326 x C E F x Eff A F 2544 210 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Now lets look at the last term in the equation Eff This efficiency term is actually talking about 2 separate efficiencies Thermal Efficiency or Thermal Eff in the Pro s results The thermal efficiency is an engineering term that describes how efficiently the combustion and expansion process makes use of the heat energy which pushes on the piston during the expansion stroke Explaining thermal efficiency can get quite complex for this discussion However a simple illustration of thermal inefficiency is the heat left in the exhaust gasses Ifthe thermal efficiency of the engine were higher more of the heat of combustion would be used to push on the piston less heat would be exhausted from the cylinder and the exhaust would be cooler The thermal efficiency is quite difficult to improve beyond the range of 40 40 with most engines having a thermal efficiency of 25 25 to 35 35 Mechanical Efficiency or Mech Eff in the Pro s results Up to this point we have talked only about the am
206. e Analyzer Pro Chapter 3 Output 3 7 See Engine A new feature for version 2 1 is the ability to watch the valves and piston interact throughout the cycle while also watching the tuning pressures and flows This screen is useful for pointing out trends in piston to valve interference valve toss and valve train bending etc Figure 3 30 explains the major features of this screen In order to enter this screen you must have just calculated Test results or retrieved a saved test and retrieved the Engine File which produced those test results Figure 3 30 See Engine Screen This valve lift graph gives you a general idea of where you are in the 4 stroke cycle This graph can be changed to runner velocities or runner pressures by clicking on the Options button This cursor shows exactly where you are Click on a different area of the graph and the cursor will move to that point and the screen is updated to that points data Arrows show runner velocity and direction Reverse direction drawn in red The longer the arrow the higher the velocity Exhaust velocity drawn to smaller scale Digital exact runner velocity and pressure given here Relative runner pressure shown graphically here Watch Chamber ard Valves Exact crank angle shown here Enter Crank Degrees angle amp screen is updated to that point Gasket Thick See ae Enter these specs for accurate piston to valve clearance These are saved Exhaust Intake with
207. e Cam Valve Train specs describe the opening and closing of the valves valve train weights spring rates and stiffness of components Because there are so many different ways of Figure 2 20 Cam Valve Train Manu specifying cam specs the Pro Ei CamjfValve Train Specs for BUICK 6 includes a menu called Alternate ex Intake Cam Profile Exhaust Cam Profile Cam Specs Click on the See ts Centerline deg ATDC 02 Centerline deg BTDC Alternate Specs button at the Duration _050 f Duration _050 bottom of the screen if you have Max Lobe Lift in g Max Lobe Lift in 42 specs which do not match those Actual Valve Lash in Actual Valve Lash in 028 shown in the main Cam Valve Rocker Arm Ratio Rocker Arm Ratio fie fa Train menu shown This Use Specs Above Use Cam File 2 Use Specs Above Use Cam File Alternate Cam Specs menu is See contci Secon ci eee discussed later in this section i Overall Cam Specs Calculate Valve Train Dynamics Total Cam Advance 22aqence E C Yes Cno Note Alternate Cam Specs Designed Valve Lash in a ae were incorporated into the main Lifter profile Type Invrtd Solid Roller Super Stock Buick V 6 Roller Cam alve Train Cam Screen in v3 3 because Help Titanium Valves With Rev Kit computer screen resolutions Location of center of intake lobe of can as currently installed degrees a
208. e Dia 116 Primary Throttle Dia 109 115 Primary Tube O D 95 Primary Venturi Diameter 33 164 166 Pstn Gs 143 Pstn Pos 143 Pstn Thrst 143 Pstn Vel 142 PstnSpd 79 81 142 Pumpng Work 79 196 Pushrod 47 119 175 177 205 Ramp Rating 252 Rec Area 94 95 Rec Len 95 Residual Exh 80 Restore 236 251 252 259 Restrictor 110 235 252 Retainer Locks 117 Retrieve 5 155 157 164 167 172 179 182 188 193 252 Rocker Arm Ratio 42 43 46 47 48 49 117 118 119 169 234 236 252 262 Rocker Arm wo Fulcrum 117 Rod Bearing Diameter 98 Rod Bearing Width 98 Rod Length 13 Roller Bearings 236 Roots Vol Eff 86 Rotating Mass Diameter 99 Rotating Mass Weight 99 280 RPM 1 6 7 11 16 23 27 29 38 45 47 51 52 55 56 57 58 65 66 67 68 69 70 71 72 74 75 78 79 81 82 83 84 85 86 87 88 92 93 94 95 129 130 132 133 136 142 158 161 163 164 166 171 172 173 174 175 177 180 181 182 183 185 186 193 194 196 197 198 200 210 212 215 216 219 220 221 223 225 226 227 236 237 261 262 263 RPM Step Size 65 66 RPM to Start Nitrous Injection 68 Runner 18 22 25 26 27 28 30 33 35 36 39 67 81 82 87 88 93 94 95 97 100 101 102 105 106 107 108 109 132 142 160 161 187 189 190 191 193 194 195 196 198 201 203 205 214 215 216 217 219 220 221 231 236 252 253 Runner Dia
209. e Exh Pres is over about 4 PSI less at Figure 4 36 5600 Engine Analyzer Pro 302 4 Test Results Untitled Back File Format View Help mixed SINGLE LIST last RPM cyc This efficiency improvement is also pointed out current by plotting the Compressor PR and Actual CFM f _ Brake HP points for this system on Figure 4 35 These S seis tiplePar base points are much closer to the center of the 4 of EET efficiency island Note that since there are 2 A scien turbos you must plot half of Actual CFM since half goes through each turbo The performance of the base single turbo and twin turbo engines are plotted in Figure 4 36 Although the twin turbo is more efficient and does produce more HP it may not be worth the expense and complication over the single turbo However if you were to go to higher boost and or make additional engine modifications the twin turbo would likely show a bigger performance advantage 75 1 1 1 H i ni 1 2000 2400 2800 3200 3600 4000 4400 4800 5200 5600 RPM 181 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Note The Engine Analyzer Pro does not simulate turbo lag or response time A single turbo is faster responding than twin turbos of equal size which may be an important advantage of the single turbo setup for street performance which the Pro can not show Safety Note Remember the turbo manufacturer has exp
210. e and HP peaks We do not quote an improvement in accuracy over our simpler standard Engine Analyzer program Then you may wonder why go through all the extra work gathering specs and extra expense for the Pro e First the standard Engine Analyzer is designed to work with fairly standard parts typical cam profiles turbos superchargers etc In many cases the standard version makes many assumptions for you so you may not know what types of parts it is using e Second the Pro s more detailed analysis makes it more reliable at accurately predicting trends from modifications At approximately every 0 2 degrees of crank rotation it calculates intake and exhaust valve flow area port pressure flow through each valve etc Therefore if you make a change to cam timing valve flow etc the Pro can more reliably predict the effect on performance The accuracy of predicting trends has been significantly improved in Version 2 1 for Windows e Third the Pro has many more inputs so you can simulate much more detailed engine modifications For example you can e Investigate the effect of different cam profiles on performance valve toss or pushrod loads e Determine how modifications affect intake port pressure cylinder pressure spark knock or required jet size e Check the effect of various cylinder head flow curves on performance reversion or tuning e Ftc One must also remember that dynamometer testing is not an exact science How many ti
211. e by an unskilled or inexperienced user Obtaining data to input to the program Interpreting the program s results Before making measurements of or modifications to any vehicle engine or driving situation DO NOT FAIL TO Regard the safety consequences Consult with a skilled and cautious professional Read the entire user s manual Obey all federal state amp local laws Respect the rights and safety of others Table of Contents Chapter 1 Introduction 1 1 1 Overview of Features 1 1 2 Before You Start 2 1 3 A Word of Caution 3 1 4 Getting Started Installation 4 1 5 Example to Get You Going 5 Chapter 2 Definitions 9 2 0 Basic Program Operation 9 2 1 Preferences 11 2 2 Short Block 13 2 3 Cylinder Head s 17 2 4 Intake System 25 2 4 1 Fuel Delivery Specs 31 2 5 Exhaust System 35 2 6 Cam Valve Train 41 2 6 1 Alternate Cam Valve Train Specs 45 2 6 2 Valve Train Dynamics Specs 47 2 7 Supercharger 2 7 1 Roots Supercharger 51 2 7 2 Centrifugal Supercharger 55 2 7 3 Turbocharger 58 2 8 Calculate Performance 63 2 8 1 Calculation Conditions 63 2 8 2 Test Results for Calculated Performance 94 2 9 Calculation Menus 97 Chapter 3 Output 125 3 1 Tuning Pressures 126 3 2 Analysis Report 129 3 3 ASCII Data Files 130 3 4 Graphs 131 3 5 Printer Output 145 3 6 Data Library 147 3 7 See Engine 153 Table of Contents cont Chapter 4 Examples Example 4 1 Example 4 2 Example 4 3 Example 4 4 Example 4 5 Ap
212. e closing you must also specify a higher Compression Ratio to maintain a Dynamic Comp Ratio in the range from 6 to 9 Compression Ratio Simply restates the specified Compression Ratio in the Head Specs menu for comparison to Dynamic Comp Ratio Theo Crank Comprssn PSI Is the estimated cranking compression pressure in pounds per square inch based on compression ratio estimated intake cam profile and lash The calculation assumes some heat losses and leakage uses ratio of specific heats of 1 3 rather than 1 4 Your actual cranking compression 100 200 RPM will likely be less due primarily to leakage and heat losses Actual compression pressures can be higher with hydraulic lifters especially high leakdown lifters High RPM compression 1000 RPM or higher would more closely match this value Theo Crank Comprssn is reported simply to show trends Note The Cylinder Leakage value in the Short Block Specs menu is not used here to adjust Theo Crank Comprssn A standard leakage rating is always used A new Preference in v3 9 has new options for calculating Cranking Compression See Appendix 11 on page 261 for more updated info 92 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Clearance Volume CCs Is the calculated total clearance volume in cubic centimeters piston dish dome chamber volume deck and gasket volume based on the given Bore Stroke Compression Ratio Pk Secondary Tuning RPM Is the R
213. e done click on the File menu a Back Graph item in the Menu bar at the top and select Save Current Test Results to Disk This time we will save the baseline test results to disk so we can quickly recall them at any time in the future See Figure 4 15 The menu for saving test results will appear as shown in Figure 4 15 Enter a name like RS355BAS to indicate a Baseline test for a Restricted 355 cubic inch engine Fill in descriptive info in the Comments section as this will be displayed in the future when you go to retrieve these results in the future Be sure to mention that Valve Train Dynamics were turned Off See Section 3 6 for a Notes speed Extremely tigh Click on zom 3500 000 a00 8 z w 202 238 02 03 18 25 798 246 29 899 106 00 00 Engine RPM Vol Ef Fuel Flow lb hr 2500 ei Tans fx Brake HP 155 Exh Pres PSI J01 vaea 1 735 Actual CFM 189 69 0 Nitrous lb hr 10 0 Laure 4 15 File Saving Engine Analyzer Pro Print HelpfF1 Hotes Simay Caba TH 80 3 This will be Options Engine RSTR SBC HEY Test Results Untitled iim Analyze See Engine Save Current Test Results to Disk Save Current Test Results to ASCII File Move Delete Saved Tests Pick Test from Common List Add Saved Test to Common List Pick Saved Test from All Tests Pick Saved Chain Test from All Tests cn a e N 138 151 162 169 171 00 00 00 00 00 Sag 167 C Performance Trends Inc 2009
214. e is a Preference to have the program estimate either valve toss or hydraulic lifter pump up even with Valve Train Dynamics turned Off In v3 3 the program could be showing a power loss but not be showing valve toss or hydraulic lifter pump up In v3 5 if there is a power loss from valve toss or hydraulic lifter pump up the program also shows that valve toss or hydraulic lifter pump up are present The program now increases the stiffness at the cam lifter stiffness for rocker arm OHC and direct acting OHC valve trains The program has several refinements for estimating valve train friction valve toss or hydraulic lifter pump up and exhaust tuning when using mm measurements The seat timing events in the Special Calculations section when using 000 as the event are more accurate because program previously used 0005 as the cut off point not 000 The Turbo Nozzle Area is now being estimated more accurately when specifying twin turbos The program now estimates the effect of intake boost pressure and or exhaust back pressure on valve opening forces and dynamics more accurately The program now also shows warnings in the results and the Valve Train Dynamics input screen if these pressure forces are significant compared to valve seated force 253 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A35 New Chain Calculation Features Chain Calculation Specs for v2 1 98 WNSTN CUP Chain Spec 1 Chain Spec 3 Chain Spec 5
215. e now drawn more correctly in the See Engine screen where you watch piston and valve movement and interaction e Valve Angles and other specs concerning Piston To Valve clearance in the See Engine screen are now saved in the Head Specs screen You can view them by clicking on the Angles button Note that most example Head files and your old v2 1 files will not have these specs entered correctly or they will be blank The program is now using a more stable computer hardware so that minor changes to your computer settings will not require you to get a new unlocking number e Anew preference lets you customize the Test Results Summary You can choose either Peak Tq amp HP RPM with Average Tq amp HP like old v2 1 or you can show a comparison of Peak and Avg Tq amp HP no RPM for the current test and the previous test you selected to saved e Anew Preference allows you to change the relative size of the Special Calculations section of the output screen Standard Small and Very Small On program shut down the program now asks if you want your changes saved to the Library Copy of the file you are working with The Engine Analyzer Pro can now read several cam file formats including Cam Dr Cam Pro Plus S96 Doctor Dr Competition Cams and Andrews Figure A20 List Engine Files by Date Last Changed in Open File Screen Note longer more descriptive file names w Retrieve an Engine File 54
216. e shown in a preview when you retrieve this test in the future received production heads carb ints etc Overlap Area q Total Exh Int Lobe Separatio Overlap deg Description of Choosen Test First pick a directory to save the test results to by clicking a directory under saveddta Then type in an New Test Name 8 characters max with no periods and click OK Save Test You can also click on a test name to choose it then edit the name or use it as is Enter a name for the test results file You can also click on a file name in the list below shown empty here That name will appear in this box You can use this name or modify it slightly for the name of the Test Results file Then Click on the OK Save Test button Overlap 656 USUS Tey Duration 266 deg 168 150 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Figure 3 27 Adding Saved Test Files to the Common List This screen appears when you click on File and then Add Saved Test to Common List Edit List of Commonly Used Tests All Saved Tests Preview of Chosen Test joes 302 basecarb dat Test saved on 10 22 97 2 36 54 PM consisting of 9 RPMs 2000 6000 List of Commonly Used Tests 2 Tests Selected buick rudd md1 AO00 9 23 97 buick rudd mod 4000 9 23 97 First select directory where file is Saved All Test Files in this directory will appear in list of Tests to the left
217. eading Data Files Printing 7 Graphing Auto Link to Vehicle Program Calculations cont Calculations v _ Find None Don t Auto Link to Any Program Send Power Curve to Vehicle Program Allow a Choice Each Time v Choose Data Thermal Eff T To IMEP PSI Fretn Tq ft lbs Fretn HP FMEP PSI Restore All Mech Eff Allow Chassis Dyno Losses Factor Display Hide Progress Bar During Calculations Setting this to Yes lets you minimize the program when it performs long Chain Calculations so you can work with other applications Preferences Reading Data Files Enhanced Features Calculations cont Printing 7 Graphing Engine Dimensions Inches bd 100 100 100 Default Test Pres for Flow Data Desired Piston Valve Clearance Intake Desired Piston Valve Clearance Exhaust Desired Hemi 4 Valve Clash Clearance Set to Yes and program will Filter smooth out the Cam Lift data file it reads to describe the cam lobe like a Cam Dr file Cam Pro Plus file etc specified in the Cam Valve Train screen Filter smooth Cam Lobe File Data Enhanced Features Gen Operation cont OK Cancel Restart Showing Help Tips Turn Off Showing Help Tips Help Don t Ask About Updating Look for New Adobe Acrobat Return All to Defaults Cancel PES Ey Restart Showing Help Tips Turn Off Showing Help Tips Hep D
218. eased more nitrous flow is required to produce a certain amount of HP from what was used in version 1 2 Ntrs Fuel lb hr Is the fuel flow required for the nitrous oxide injected in Ibs hr for either gas or alcohol The program assumes that this fuel is injected through a system separate from the carburetor or electronic fuel injectors The total fuel burned by the engine is Fuel Flow Ntrs Fuel This has been increased more fuel is required for a certain nitrous flow or it is given a richer mixture from what was used in version 1 2 BMEP PSI Is Brake Mean Effective Pressure in PSI which produced the work on the piston that actually made it to the flywheel Mathematically it is calculated as BMEP IMEP FMEP Like IMEP and FMEP BMEP is a convenient way to compare power output for 2 very differently sized engines If 50 cc motorcycle engine and a 500 CID Pro Stock engine are equally well designed they should both put out similar BMEP levels even if the Pro Stock motor makes 100 times more power A F Mxtr Qlty Is the A F Mixture Quality rated in where 100 means there is no power loss from poor A F Mixture Quality A F Mixture Quality is the combined result of these separate effects e A F Maldistribution where all cylinders do not get the same air and fuel Some cylinders run leaner than optimum and some run richer e Fuel Metering where the fuel metering signal strength to the carb is less than required to atomize the fue
219. eat losses etc Some are calculated every 1 degrees e Simulation of intake and exhaust pressure waves for more accurate sophisticated tuning simulations e Provision for full valve flow curve input at up to 8 lift points e Provision for entering cam lift files for detailed specification of cam profiles Possible formats include Cam Dr tm Competition Cams tm S96 Doctor Dr tm and more e Two mass model of valve train dynamics for accurate and detailed simulation of valve train forces bending and tossing e Cycle plot feature to allow plotting of instantaneous valve lift valve flow area cylinder pressure port pressures piston acceleration piston thrust and many other parameters This allows you to understand why a power curve looks as it does e RPM plots to allow plotting of any power curve parameter vs RPM e Inputs to simulate engine details like bearing sizes anti reversion ring leakage rod length spark curves fuel octane etc e Component libraries for storing Cm Valve Train files Short Block files etc Swap in a new cam and heads with only a couple of mouse clicks There is also a complete Engine Library for saving combinations of components e Built in calculation menus to determine user inputs like compression ratio carb throttle body flow rating cam events 050 lift etc e Data output files ASCII for use in other data base spreadsheet or graphics software packages e Detailed supercharger and turboc
220. ecs for BUICK STGII Intake Port Specs a E T Exhaust Port Specs n gt J O Use Single Flow Coef KH Valves Ports i vaive amp tpot e Yalves Ports i vave amp tipn E Use Flow Table Malve Diameter in Valve Diameter in Avg Port Diameter in Avg Port Diameter in ete The Flow Table button becomes Port Length in 5 Port Length in 35 enabled Click on it to bring up the Intake Flow Table screen as shown in Figure 2 11 Intake Flow Table Intake Flow for Inches Water Pressure 1 Valve 2 08 dia Enter the valve lift or valve L D and the flow obtained during the flow test for up to 8 different valve lifts You will notice that as you enter lift in inches L D is automatically calculated and filled in and vise versa As L D is entered lift in inches is calculated The L D is based on the current intake Valve Diameter in the Head s Specs menu Flow Coef You must also specify the test pressure used during the flow test or to which the flow data is corrected Specify test pressure with the text box at the top of the screen Common test pressures include 10 25 and 28 inches of water When both a lift and CFM flow rate are available a flow coefficient for that lift is calculated and reported in the Flow Coef column and graphed The CFM flow is also graphed at the appropriate lift The flow coefficient is useful to check if your flow data is reasonably accurate For example the fl
221. ecs that are not needed like if you are using a Cam File e Program now has some enhancements in the Preview when opening Metric files e Now if you click on Cancel at point where program asks for a Report Comment you will cancel printing also in addition to canceling just entering a comment e An Open from Cam Analyzer button in the Retrieve form for Cam Valve Train screen has been added It explains how to go about using a Cam Dr file e A Preference to Choose Data NOT to Display in the Test Results screen has been added e A Preference to allow NOT printing the Special Calculations section has been added e Amore detailed help for Valve Angles Comp Ratio calculation menus and History Log has been added New Inputs e Added new Cam Profile Option of Specified Ramp which would then enable Ramp Rating a rating from 0 100 with 100 being the most aggressive ramp There is also now a new Clc button for Ramp Rating to determine which rating best matches your profile specs e Added 4 more input lifts for the flow table so it now has 12 total Added a check for unusual flow coefficients less than 3 or greater than 9 when leaving the Flow Table and program asks if you want to keep current entries e Anew Turbo Input of Maximum Flow CFM has been added It is estimated on a compressor map as the point on the right side of the map where the efficiency has dropped to 40 at a pressure ratio PR of 2 The program assumes that flows
222. ed in Section 2 9 1 The bearing size coef should be between 3 and 2 0 and only affects engine friction not durability effects Safety Note Specifying small bearings with the computer to reduce engine friction and produce better power is significantly easier than having small bearings live in an actual engine The Pro does NOT check to ensure bearing sizes are adequate for any particular running loads Piston Top This combo box lets you pick if the top of the piston has been treated with any heat insulating coatings Properties of insulating coatings can vary and may not match the properties assumed by the Pro For most cases an insulating coating will improve thermal efficiency BSFC and fuel economy and hurt performance volumetric efficiency will drop Also see Material Coating under Head Specs in Section 2 3 14 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Cylinder Leakage This combo box describes the relative cylinder leakage by the piston rings The Pro only considers lost power due to lost gasses pushing on the piston It does not consider and friction or durability problems with blow by destroying the oil film on the cylinder bore Cooling Fan Type This combo box describes the type of cooling fan used to draw air through the radiator This specification only affects engine friction The Engine Analyzer Pro assumes the fan size and friction level is related to engine size Therefore if you c
223. ed significantly As shown in the Figure 4 12 you now need a much larger jet well over 1000 diameter However the recommended jet size only changes 6 from 2500 to 7000 RPM Theoretically this carb setup on the 500 2 Barrel should give a more constant A F throughout the RPM range than the 60 Air Bleed 164 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Table 4 1 Summary of Primary Jet Recommendations Primary Jet at 3000 Primary Jet at 7000 Area Change A F at 7000 350 2 barrel 255 CFM 0774 0740 500 2 barrel 400 CFM 60 095 0855 23 10 2 Air Bleed 500 2 barrel 400 CFM 80 0113 1023 18 10 6 Air Bleed Assuming the recommended Primary Jet 2500 was installed Figure 4 12 Single Data Graph of Primary Jet 350 vs 500 2 Barrel 2 Barrel 60 vs 80 Air Bleed Engine Analyzer Pro i SBC HEV Test Results Untitled mixed SINGLE list LAST RPM cyc Back File Format View Help mixed SI GLE list LAST RPM cyc pm File Format View Help E E le BEETA le LAN Ai efel ie ven setsca Tal al IE EEE EET LE Futview set Scaled ma s current ene Jet current 6 i i i y emamaa 4115 Primary Jet last e i i i i H t last Zi Primary Jet H i i Primary Jet Select Single and Last Val i i i i i i oes i A i 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM
224. ee Engine screen An option has been added to the See Engine screen to print tabular data for piston clearance piston position pressures valve opening and new Clash in either 1 or 4 degree increments This option can be accessed by either clicking on the Options at the top of the See Engine screen then clicking on the Tabular Data buttons or clicking on Print then one of the Print Options A Preference to graph either Carb Metering Signal or Heat Release has been added The turbo output for Pressure Ratio to better describe the ratio across the compressor by itself has been refined Previously the PR more closely equaled the PR across the compressor and intercooler together Accuracy Improvements The new inputs discussed above have allowed for improved accuracy In addition to these changes the calculations themselves have been refined for better accuracy These include the following Several refinements to the exhaust tuning for better accuracy have been made This includes how the flows and pressure waves change at the junctions and steps and how the runner and collector is divided up into sections for calculations In general these more accurate exhaust tuning features tend to show slightly more performance than found in v3 3 Highly tuned engines show more improvement in v3 5 than stock engines which show almost no difference These improvements make the Detailed Collector option more accurate than in previous versions Ther
225. een click on Retrieve from Library for these choices to appear Click on either of the top 2 choices and the Retrieve screen to the lower left appears Click on the Open Other Format Head Files choice and you jump directly to the Open a Head Flow File shown below From this screen you can browse most anywhere on your computer to find dfw or flw format head files Click on one to highlight it and then click on Open in the lower right corner to bring up the screen at the lawer left Sportman CNC Gamrace Alum_1238_4 44 93 96 B Stage 2 CNC Gamrace Alum_1239_St4 3 4Y 93 98 B Stock Gamrace Alum_1237_Stan_Wei 2 4 Cobra CNC M2 Race Systems Alum_1241_Stan 2 4 Cobra M2 Race Systems Alum_1240_Stan_Wei 2 4Y FR500 CNC M2 Race Systems Alum_1236_Star 33 5 4L 2V 99 04 LFP Stage II Alum_1224_Stan_Weil B Motorsport 2v SVO Mild Porting_1225_Stan_Weiss_World_Wide_Enterprises_ Kevin Gerti gt g Head Files dfw flw v Cancel I Open as read only Summary of head file you just picked If this head file has port volume it will calculate an Avg Port Diameter based on either the Port Length of the current Eng Analyzer Pro file or select Use my New entry and you can enter a new port length for calculating the Avg Port Diameter File name Files of type Use Current value File 5 4L 2V 99 04 LFP Stage II Alum_1224 Stan_Weiss_World_Wwy Enterprises__Kevin Gertgen dfw Note 5
226. ehicle program the Engine Analyze Pro will do it automatically The vehicle file being used is the last vehicle you were working with when you shut down the vehicle program the vehicle that would be opened when you start the vehicle program A 2 3 second time delay is built in the Engine Analyzer Pro to ensure reliable communi cations when doing Auto Link You will not be able to click on Back to return to the Main Screen before this delay is over You may also notice the progress bar from the Vehicle Program momentarily appear on the screen indicating the vehicle program is running 247 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices History Log The original Engine Analyzer Pro v2 1 had a method of letting you save important test results for analysis and comparisons in the future in a Common List a list of commonly used test results files This was done by clicking on File at the top of the test results screen Read Section 3 6 page 147 for more information on using this powerful but somewhat less convenient method of saving test results The Engine Analyzer Pro remembers the results and the engine specs which produced those results for up to the last 25 to 100 runs you have made The number of runs saved is selectable in the Preferences menu This can be a very handy comparison of one run to another and saves you the trouble of making notes on pieces of paper It is also handy to be able to go back to some co
227. either File engine then Load Engine from the Menu bar at the Main Menu Click on the Retrieve button at the Main Menu See Example 4 1 Each example becomes progressively more complex assuming you have performed and understand the preceding example Section 1 5 s example is somewhat more basic than Example 4 1 so it may be a better place to start if Example 4 1 looks complicated Most examples consist of 2 sections the first section for all users and a second section For Advanced Users These second sections show a more detailed analysis to illustrate the use of the Pro s many features The results shown in these examples may be somewhat different than what you obtain with your particular version of the program That is due to minor upgrades in the calculations in later versions Please visit the Performance Trends website www performancetrends com for additional information including Demo Movie files which show how to use the program s many features These are available by clicking on Support from the drop down menu at the top of most any page then selecting Movie Demo Files See below Performance Trends Inc Producing Quality Computer Tools for Racers and Engine Builders since 1986 Home Page Software Downloads Tools amp Electronics Google www Performance Trends Click here for Movie Demo Files Ree a to roduct Updates 155 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples
228. em Specs for 1050 TNLRAM Wath if fuel injected i 2 Manifold Specs 1 runner cyl Carburetor s 2 2 E ia TEP el eel Se The Pro assumes a 12 5 A F for Fuel Delivery Specs for 1050 TNLRAM gas ora 5 0 A F for alcohol is Fuel izdection Specs l Carburetor Specs delivered regardless of how these fruectos Rating Zis Primary Venturies specs are set If you are using the fryectos Rated Pres PSE Secondary Venturies R2 Engine Analyzer Pro only for fiperating Puei Pros 53 0o E Primary Yenturi Diameter in ae Pressure Cantiai Secondary Venture Dia in predicting performance you RegtoManPres y e should select No for th f Fuel Total 8 injectors on Engine bs Power Valve Deliv ery Calculations in the Fring Mothod Once Cycle 2 revs E Venturi Discharge Coef Intake System Specs menu shown gt Type of Fuel Delivery System Ait Bleed A0 e in Figure 2 12 Then you can disregard setting any of these specs In that case the test results of Primary Jet Secondary Jet Injctr Dty Cyc and Inj Plse _oK_ Heip_ __See Layout _Retrieve from Library _ Save to Library Wdth are left blank Figure 2 17 E shows the Fuel Delivery menu which is displayed if you click on the See Specs button in the Fuel Delivery Calculations section in the Intake System Specs menu Carburetor s l Help Tip To change the Type of Fuel Delivery select a Total number of primary ve
229. en by the engine at the HP peak but not less than 8 water For example if the engine will be equipped with 1 4BBL and the Engine Analyzer Pro predicts 1 mercury Intake Vac at the HP peak set approximately 1 mercury 13 6 water test pressure Multiply mercury by 13 6 to obtain water e Measure the Booster Signal vacuum produced by the main venturi and booster venturi combination in water This is done by attaching a manometer line to the main metering jet For accurate readings the power valve flow channel and air bleed should be blocked If the carb and test work properly you should be able to record sets of different Venturi Flows from different test pressures and Booster Signals Each set should produce approximately the same Calc Venturi CD when entered into this menu Booster Signal water Is the venturi vacuum measured at the main metering jet in inches of water 115 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 14 Calc Exh Sys CFM Rating Is the Exhaust Muffler System CFM Rating calculated from the following specs Exhaust Muffler System CFM Rating is defined on page 37 under Exhaust System specs See page 97 for general notes on Calculation Menus and for an example of their use Note The CFM Rating calculated in this menu is a very approximate estimate That is because both inputs are vague and open to interpretation For that reason please read Exhaust Muffler System CF
230. en at the top or bottom move the mouse icon to the top or bottom The list of All Folders will scroll by until you see CAMFILES When you see CAMFILES move the icon over it and release the mouse button 232 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 8 Cam Calculations The Engine Analyzer Pro s simple cam profiles not using cam files requires intake and exhaust cam duration or timing events at 050 lift from Base Circle at the tappet or follower It also uses Max Lift from Base Circle in Inches Measured At the Tappet or Follower See Section 2 6 Many cam grinders give exactly this information However some give different specifications The guidelines below will help you convert other types of cam specs to the units required by the Engine Analyzer Pro Notes These specifications are also available from measurements of the valve train using a dial indicator and a degree wheel Performance Trends Cam Analyzer helps with this process However these procedures are beyond the scope of this manual but are available from cam grinders engine builders and speed shops The calculations below assume cam profiles are symmetric around the Max Lift or Lobe Centerline point Advertised duration and events are assumed to indicate the points where the lash is eliminated and the valve just starts to open of close Occasionally a cam grinder will call the 050 duration or events the advertised duration or eve
231. ends Inc 2009 Engine Analyzer Pro Appendices Thermal Eff 53 78 211 212 Throttle Location 53 57 61 252 Torque 6 28 44 45 65 67 72 74 75 78 82 93 99 100 132 143 157 158 159 161 163 171 172 173 174 175 177 180 182 183 186 199 200 201 203 211 214 215 216 217 219 221 222 235 236 237 249 253 261 263 Total Injectors on Engine 32 Total Pri Throttle Plates 109 114 Total Sec Throttle Plates 109 115 Total Avg Flow Coef 88 89 Total Cam Advance 44 Total CFM Rating 28 29 37 114 158 160 189 220 221 Total Exh Int 88 174 Total Length 35 36 Tq HP Data on graph printout 261 Tuning Pressures 5 125 126 127 223 224 229 236 Turbine Nozzle Dia 60 121 Turbo Surge 86 Turbo Turbine 58 60 61 86 121 122 123 179 219 236 252 262 Turbo Turbine Nozzle Diameter 60 123 262 Turbo Wastegt 61 86 179 181 236 252 Type of Vehicle 116 Valve Clash 253 Valve Dia 17 21 22 24 103 105 106 188 191 221 Valve Diameter 17 21 22 24 103 105 106 188 191 221 Valve Lift 1 7 18 19 21 22 41 42 43 44 45 46 83 87 88 89 90 91 95 96 102 103 104 106 120 142 167 168 169 171 172 175 177 178 187 188 190 191 192 197 220 221 233 234 235 236 251 252 261 262 Valve Lift Tested 103 106 Valve Toss 83 175 177 178 236 Valve Train Type 47 49 Valve Weight 117 Variable Valve Ti
232. enu x Cylinder Head Specs for BUICK STGII Intake Port Specs l Exhaust Port Specs Valves Ports te Valves Ports SEE t Valves Ports Malve Diameter in Valve Diameter in Identifies if there are 1 2 or 3 Avg Port Diameter in iss Avg Port Diameter in intake valves per cylinder and how Port Length in Port Length in many ports there are for this Single Flow Coef zA Single Flow Coef number of intake valves If 2 or 3 Anti Reversion Anti Reversion valves are specified both valves O Use Single Flow Coef O Use Single Flow Coef are assumed to be equal size and 1 eta iced one nonis Use Flow Table opened exactly the same If 2 or 3 if Combustion Chamber r Miscellaneous ports are specified the program Compression Ratio Material Coating also assumes the intake manifold Chamber Design Swirl Rating SomeSwil R has the same number of runners Help Comments Therefore if you have 2 or 3 valves Number of intake valves and ports per cylinder Stage II Buick 6 Heads i usually 1 valve and 1 port Click on arrow to pick Ported with 215 cc intake ports per cylinder and the ports from from list p 21 P these valves siamese run into each l other in the head or right after the j _ox_ _Hetp_ Retrieve from Librar head specify the number of ports i as 1 Click on the See Layout button at the bottom of this menu to see what
233. er Catagories groups of Performance Trends Examples Typ Small 2 Valve Heads Typ Small 4 Valve Heads Typ Small Flatheads Typ Large 2 Valve Heads Typ Large 4 Valve Heads Typ Large Flatheads Preview max CFMs corrected to 10 If you own Port Flow Analyzer and have chosen its folder in Preferences you can pick heads from this screen which is the same as in the Port Flow Analyzer Bia Block Chevrolet New Catagory Name zz Add New Catagory Name to List Rename Chosen Catagory Delete Chosen Catagory See page 118 in manual for details List All Files by File Name List by File Name include Head List by Head include File Name Use Catagory Cancel Tip Click on a catagory in either section to highlight it then click on the Use Catagory button or just Double Click on the catagory to pick in one step Catagories are groups of examples like a group of Chevy heads not individual examples different Folder name to display all the tests saved under that Folder Name Open Cancel Help ia Examples Big Block Chevy HEADS Layout Valve Port Dia Port CCs Port Len Flow Dia Effcy 2 25 1 99 306 6 AFR BB Chev 305cc Stock v 1 prt Table exh v 1 prt Table AFR BB Chev 315cc CNC Port v 1 prt Table exh v 1 prt Table AFR BB Chev 325cc Stock v 1 prt Table exh v 1 prt Table AFR BB Chev 335cc CNC Port v 1 prt Table exh v 1 prt Table AFR BB Chev 345cc
234. er diameter intake runner or by closing the intake valve earlier Reverse flow is indicated if velocity goes below 0 Here it goes below 0 for both the intake and exhaust because there is a high pressure wave in the exhaust port during overlap 225 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A 16 Runners Too Long for this RPM Although there is an exhaust suction pulse during overlap it is not as strong and wide as that shown in Figure A 14 This exhaust header is not necessarily too small a diameter but too long for this RPM Although intake pressure at intake closing is quite high the low pressure period caused by piston suction is quite long and deep This intake port is too long for this RPM Tuning Pressures and Flows Options Pause Help Int Port Pres Exh Port Pres Baro Pres There is no reverse flow at intake closing Usually best volumetric Note Any graphs shown efficiency gt here can be analyzed in obtained when more detail compared to there is just a other runs ete by click little reverse ing on graph when the calculations are done flow at intake Click on Help above for closing See more info Figure A 14 Exhaust velocity shows one continuous large hump Usually best volumetric efficiency is obtained when there is one hump at blowdown exhaust opening and another hump in velocity at TDC or overlap See Figure A 14 1 4 1 1 1 1
235. er head Enter the manifold s runner width of 1 1 height of 2 and choose Rectangular for Shape These inputs result in a Calc Avg Diameter of 1 67 Click on Use Calc Value to return to the Intake System menu with 1 67 entered for Runner Dia Head Calc Anti Reversion Intake Calc Anti Reversion mo Flow Bench Data Flow Normal Direction CFM Flow Reverse Direction CFM l Note This menu uses flow bench data to estimate a port s resistance to flowing in the reverse direction Recommend using flow data at a low Next go to the Intake System menu and click on Cle for Runner Dia Head You will get the menu of Figure 4 43 Since you do not have runner volumes for the manifold choose No for Next click on Cle Runner Flow Coef to obtain the Calc Runner Flow Coef menu shown in Figure 4 45 Figure 4 45 shows the test data from Bree ae in a a ask Calc Avg Diameter Intake calculated Runner Flow Coe of 2 213 Click on Use Calc Value to return to the Intake Specs System menu with 2 213 Know Runner CCs No l entered for Runner Flow Coef Hunnes Length in DE Hunne Volume cos sf dha Figure 4 45 Runner Dia Head and Runner Flow Coef Calc Menus Calc Runner Flow Coef Calc Runner Flow Coef 2213 Flow Data Head Only Test Pressure Water Valves Cylinder Valve Diameter in Valve Lift Tested in Flow w o Runner CFM Calc Avg Diameter
236. er s manual are similar to terms used by other publications i e Inertia Correction Factor etc However these terms may have different definitions Therefore read Chapter 2 to see what these terms mean to the Engine Analyzer Pro Occasionally it will be necessary to identify typos in the manual known bugs and their fixes etc which were not known at the time of publication These will be identified in a file called README DOC in the Engine Analyzer Pro directory or folder This file can be displayed right in the Engine Analyzer Pro by clicking on Help at the Main Screen then clicking on Display Readme doc File You can also read it using utilities like NotePad or WordPad Unlocking Program Options The Engine Analyzer Pro is equipped with copy protection This ensures the legitimate users do not have to cover the costs for unauthorized distribution of the program When you first receive the program it is in demo mode All features work in Demo mode In demo mode you can try either the Basic version or the full Professional version for ten days Sometime during those 10 days you must call Performance Trends to obtain an Unlocking Code This Unlocking Code will be for either the Basic version or the Pro Version whichever you have purchased Before you call Performance Trends you should get your disk serial number stamped in blue on the disk your registered name and code number and computer hardware number The registered name a
237. erience with factors not considered by the Engine Analyzer Pro These factors include high exhaust temperatures affecting durability over revving the turbo turbo lag etc The Engine Analyzer Pro should only be used to estimate performance gains and understand the performance tradeoffs Installing a turbo not properly matched to the engine can be dangerous to you and your engine Centrifugal Supercharger Return to the Main Menu click on Turbo Supercharger select Centrifugal and click on View Specs Retrieve the 1 PAXTON file of a belt driven centrifugal supercharger from the Centrifugal Supercharger Library From the comments you see this typical single Paxton centrifugal supercharger for street applications If has no intercooler but is set up to blow through the carb carb after the compressor The centrifugal Belt Ratio is currently set at 1 75 but can be easily changed If you know the actual pulley diameters you could click on the Cle button by Belt Ratio and calculate belt ratio from these diameters For now leave it at 1 75 Calculate performance Figure 4 37 shows 3 Single Data graphs of RPM Data Compared to the single turbo performance e The centrifugal supercharger does not provide as much boost torque or HP e The boost for this set up does not really start until 2400 RPM Increasing the belt ratio would definitely bring on the boost sooner and likely produce more boost and HP at higher RPMs However we could be in danger of ove
238. es You can actually determine the amount of bending or tossing by subtracting actual valve lift from the theoretical valve lift For example as shown in Figure 4 27 at the cursor at 344 degrees In Viv Lift 076 ActIVLift 033 Bending 043 Repeat the calculations for the Hydraulic Cam and Solid Cam except with valve train dynamics On for each A summary of these performance calculations and plots is contained in Table 4 4 Note The program must see valve toss difference between Act IV Lift and In Vlv Lift greater than a certain amount before it calls the condition Valve Toss Table 4 4 Performance with Valve Train Dynamics ON FMeximum Toss nones 032 008 Table 4 4 shows the Hydraulic and Solid cam with lower torque levels than the original cam However they also showed lower pushrod forces maximum toss and were not called Valve Toss by the program at 7000 RPM It appears that the original cam has more aggressive ramps and is designed to work at lower RPMs For a restricted engine which has limited air to burn the original cam makes good sense It produces good power and torque at lower RPMs However the original cam s limited duration and tendency to valve toss at higher RPMs limits its RPM range The Solid lifter does make more peak HP and would probably be clear winners at all higher RPMs with an unrestricted intake system You may want to try this cam comparison again with an 850 CFM carb Table 4 4 also shows an
239. es a stronger fuel metering signal at low speed because each induction pulse goes to a carburetor only half as big as the entire carburetor Most production carburetor systems are of this type for engines larger than 4 cylinders Dual plane intakes on engines with 6 10 cylinders also exhibit some secondary or low speed tuning effects See Appendix 3 and Example 4 1 A carburetor is the fuel metering device Single Plane carb s A single plane manifold is where all cylinders can draw from all carburetor barrels For this reason this manifold offers lower flow restriction at higher air flows high RPM These types of intakes on V 8s tend to have shorter runners than either dual plane or tunnel ram manifolds A Street single plane is one where tuning has been compromised to also provide hood clearance good part throttle fuel distribution good throttle response and cold weather operation etc Also see Tunnel Ram carb s below Single plane intakes on engines with 2 4 cylinders also exhibit secondary or low speed tuning effects See Appendix 3 and Example 4 1 A carburetor is the fuel metering device Tunnel Ram carb s This type of single plane manifold has been designed for optimum intake tuning and low flow restriction See Figure 2 16 Single plane intakes on engines with 2 4 cylinders also exhibit secondary or low speed tuning effects See Appendix 3 and Example 4 1 A carburetor is the fuel metering device Single Plenum EFI This
240. ese are heads which require much less spark advance than typical heads 23 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SSS SS SSS ee ee SSS Exhaust Ports Valves Ports Valve Diameter in Avg Port Diameter in Port Length in Single Flow Coef Flow Table Anti Reversion For these specs see the definitions under Intake Ports in this section Note Generally exhaust ports have higher flow coefficients than intake ports by approximately 05 Exhaust flow tests should be conducted with short straight exhaust pipes not the bare head See Section 2 9 4 and Example 4 4 Ameduri Racing Products of Norco CA 909 371 8672 sells Flow Tubes for this purpose They are designed to work on flow benches where space is tight 24 C Performance Trends Inc 2009 Engine Analyzer Pro 2 4 Intake System Chapter 2 Definitions The intake system specs affect intake tuning restrictions manifold heating fuel metering and fuel mixture quality Note Intake System Specs have been greatly expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Manifold Specs x rnnr cyl The x rnnr cyl depends on the current value of Valves Ports under Intake Port specs in the Head s menu If x 2 or x 3 then the Manifold Specs of Runner Dia Head Runner Length Runner Flow Coef and Runner Taper describe only 1 of the 2 or 3 intake manifold runners for eac
241. essed as a percent of the surge CFM flow at the particular pressure ratio PR the turbo is currently operating For example if the surge line at PR 1 6 is at 200 CFM and the turbo is operating at PR 1 6 at 150 CFM Turbo Surge would be reported as 200 150 200 or 25 Therefore the higher the Turbo Surge value the farther into the surge region 86 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Special Calculations The Special Calculation Specs have been expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Valve Flow amp Cam Calculations Figure 2 36 Overlap Area Overlap Area deg sq in This is the overlap flow area in units of degree square inches These units can be illustrated using the example below Example If the Overlap Area was 4 it could mean that e A valve area of four square inches was open for one degree of crank rotation e A valve area of one square inch was open for four degrees of crank rotation e A valve area of 4 square inches was open for 10 degrees of crank rotation e Orany other combination which when multiplied together gives 4 The phrase valve area of X square inches was open means that a perfectly flowing hole measuring X square inches was present between the exhaust and intake port for 1 crank degree Perfectly flowing means a flow coefficient of 1 0 At idle conditions on a street engine this is when intake v
242. est Vol Eff which does not always have the highest In Tune Prs listed in the RPM data or Peak In Port Pres which is Cycle Data This shows that where the peak pressure occurs and the shape of the pressure wave is very important also e A high InPort Vel by itself is not a good indicator of the best performing runner dimensions for tuning Figures 4 50 and 4 51 show us e Peak In Port Pres generally increases as In Port Vel increases or runner length increases e The timing of peak In Port Pres reflected pulse occurs later as In Port Vel increases or runner length increases e Even with optimum tuning some reverse flow can occur near intake closing e In general for optimum tuning you want In Port Pres as high as possible in the area around intake valve closing However if the peak occurs too close to intake closing the valve is too far closed to take advantage of it The Figures do not show this but if the peak occurs too far before intake closing some air will be pushed out before the intake valve closes This would be indicated by higher amounts of negative InPort Vel near intake closing Figures 4 52 shows the effect of these different runner dimensions on the whole HP curve It points out some general trends for changing intake runner dimensions e Making intake runners longer and or smaller diameter moves the tuning peak and HP peak to a lower RPM e Making intake runners shorter and or larger diameter moves the tuning peak and HP
243. est efficiency will occur in the center of the island Typical values range from 55 to 70 with a street Paxton tm being 62 and many Vortechs being from 70 76 Island RPM Is the compressor RPM where peak efficiency occurs RPM lines are usually drawn on the compressor map as shown in Figure 2 28 Typical values range from 25000 to 50000 RPM with a Paxton tm being approximately 28000 RPM and various Vortechs being from 33000 to 40000 RPM Internal Gear Ratio Centrifugal compressors must spin at relatively high RPM to produce significant boost Therefore most compressors have some sort of speed up system so the rotor spins much faster than the compressor s external pulley Ratios of 4 4 and 3 45 are common for a Paxton or Vortech respectively Belt Ratio Is the ratio between the drive pulley mounted on the engine crankshaft and the driven pulley on the Centrifugal supercharger This ratio identifies the amount of speed increase between engine RPM and supercharger RPM Belt Ratio can be calculated by the equation below or by clicking on the Clc button as shown in Section 2 9 20 Belt Ratio Crank Pulley Diameter inches S C Pulley Diameter inches Many people talk about the overdrive or underdrive of a supercharger The equation to convert Ratio to overdrive is Overdrive Belt Ratio 1 x 100 For example if the Belt Ratio is 1 5 the Overdrive would be 1 5 1 x 100 or 50 Overdrive If the Belt Ratio is 8 the
244. est procedure is given below and in Example 4 4 e Install the head with either the intake or exhaust manifold installed on the head e Set a low valve lift a lift of 100 works well e Flow the port in correct direction recording CFM e Change nothing but the flow bench flow direction and immediately flow in the reverse direction recording CFM 2 9 6 Calc Compression Ratio Is the Compression Ratio calculated from the following specs and the current cylinder volume based on the current Bore and Stroke in the Short Block menu Compression Ratio is defined on page 22 under cylinder Head s specs See page 97 for general notes on Calculation Menus and for an example of their use The equation for Compression Ratio depends on the cylinder displacement This displacement is based on the current Bore and Stroke in the Short Block menu and is displayed in the Notes section at the bottom of this menu Make sure these specs match the engine for which you are calculating Compression Ratio before using this menu Chamber Specs Chamber CCs in Head Is the combustion chamber volume in the cylinder head measured in cubic centimeters This is the value obtained if the heads are cc d If you know the entire clearance volume of the cylinder but do not know Piston Dome CCs Gasket Thickness or Deck Height Clearance enter that volume here as Chamber CCs in Head Then enter 0 for Piston Dome CCs Gasket Thickness and Deck Height Clearance The progr
245. esults File can be listed more than once in the Common List Click on OK to make the graph Click here to omit graphing files from this list This will produce a graph of only the current results Graph Current Only 137 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Other Graphing Features The graph screen has several features including e Printing e Cursor to pinpoint the value of a particular point on the graph e Changing titles and legend names e Changing the scales These are discussed in this next section Printing Figure 3 16 shows the options for printing graphs and how to access these options Figure 3 17 shows the screen for changing the Windows Printer Setup Figure 3 16 Printing Graphs Clicking on the Printer button is the same as clicking on File and then Print Click on File to display the Engine Analyzer Pro IPUSuI 4C YL Test Results Untitled two print menu options Telp l mixed SINGLE list LAST rpm CYC PicRPM do E Save Current Test Results to Disk File JE E J Fulview Set Scales Move Delete Saved Tests current 7000 Add Saved Test to Common List Pick Test s from Common List to Graph Pick Cycle RPM ie n Click here to print the graph Print i f beiek Options Click here change the printer or printer driver page orientation etc Figure 3 17 Windows Printer Options currently HP LaserJet Ill on LPT1 D Specific Printer Options
246. et s take the example of the single turbo We ll leave Fuel Octane under Fuel Specs at 87 which can be found at any gas station If you had wanted to design to high octane street gas you could set Fuel Octane to 91 93 before building the spark curve The method would be the same You must also decide what level of Knock Index you will accept The stock 302 4V had a Knock Index of Be sure to select this option so as not to 2 8 to 1 0 The Pro states that detonation is very likely change the engine s burn rate with a Knock Index over 2 Knowing this and the fact that you will usually run a fuel with better than 87 octane you could design to run a Knock Index of 2 0 or Spedified Spark Curve for 302 BASE SPC less We will try to obtain a spark curve which limits This Spfrk Curve Gives Best Performance Knock Index to 2 0 Yes Click on Spec Name or Spec Value for explanation of spec to be given here g 7 a oO First some rules for designing spark curves No Other specs in the program determine the M engine s burn rate e There is no advantage to over advancing the spark a from what the Pro sets when the option Program f Spark Curve Spes A D sets spark for best power has been selected l Break Point 1 Spark Advance 0 e Ifyou know a spark advance which produces a high Break Point 1 RPM ee Knock Index must retard it to r Knock RPM I pi de J eae d o reduce 2 Break Point
247. eters This section gives a brief description of all the possible cycle plots As shown some cycle plots are independent of RPM Therefore it does not matter what RPM you pick when plotting this cycle data Cyl Pres Cyl Temp In Port Vel Ex Port Vel In Vlv Lift In Cam Vel In Cam Accl Act IVLift In Flow Ar In Pshrd F Ex Vv Lift Ex Cam Vel Ex Cam Accl Act EVLift Ex Flow Ar Ex Pshrd F InPort Pres Ex Port Pres Pstn Vel 142 Cylinder pressure in PSI absolute or PSIA Cylinder temperature in F The actual velocity of the charge in the intake port in feet per second This is not the velocity based on incompressible flow equations piston speed x piston area int runner area The actual velocity of the charge in the exhaust port in feet per second This is not the velocity based on incompressible flow equations piston speed x piston area exh runner area The theoretical position of the valve as directed by the cam profile in inches cam lift x rocker arm ratio valve lash The velocity of the theoretical tappet position with respect to crank degrees discounting any valve train dynamics bending or tossing The units are inches per cam degree x 1000 The acceleration of the theoretical tappet position with respect to crank degrees discounting any valve train dynamics bending or tossing The units are inches per cam degree per crank degree x 1000 The actual position of the valve as directed by the
248. etition Cams format is simple and very general experienced computer users may be able to write these lobe files from other data or specs they have Overall Cam Specs Total Cam Advance This combo box lets you either pick an advance retard or straight up cam timing by clicking on the arrow key or you can type in an advance or retard in degrees directly If you just enter a number a number with a sign ex 4 or a number followed by the letters ady the program assumes it is number of degrees of cam advance If you just enter a number with a sign ex 4 or a number followed by the letters ret the program assumes it is number of degrees of cam retard Total cam advance is based on the current Intake and Exhaust Centerlines If the centerlines are equal Total Advance is set to 0 or straight up by the program This is a major change from version 1 1 and 1 2 where the spec Additional Cam Advance was used In those versions you could specify opening and closing events which would produce a Total Cam Advance of say 4 degrees but the Additional Cam Advance could be set to 0 This was confusing to users This new method of using Total Cam Advance should match cam specs used by most cam grinders To change cam timing from how it was ground by the cam grinder you will need special set of timing gears or an offset timing pin key or bushing In general advancing the cam will give more lower end torque while giving up some top end HP
249. etrieve a Cylinder Head Filz These are Engine Analyzer Pro format head files 396 Cylinder Heads in Librar v2 1 SVO PROS TCK 1970 BB Ford CJ Stock 1972 Cadilac 472 500 V 9P 1972 Cadilac 472 500 y8 Stack 1972 Cadilac 472 507 V 8 X Ported 1985 SB Ford 5 0LAtock Exhaust Valves 1 Valve Dia 1 5 Full Flow Table Mtrl Cast Iron Intake Valves 1 Valve Dia 1 74 Full Flow Table C R 8 5 1999 Ford DOHC 4 6L Stock 1999 Ford Mustang GT 4 6L Stock 2 0L Ford Focus Zetec Ported 2 0L Ford Focus Zetec Stack 2 3L OHC Ford Esslinger Alum 2 3L OHC Ford Oval Port Stock 2 3L Turbo OHC Ford Stock Stock 2 3L Ford OHC D Port Stock Source www castheads com PTI est Click here to open the screen to the right to find and open a dfw or a flw head file This option loads in hundreds of simple Head This option loads Head Flow Data from This option lets you load files from specs from our std Engine Analyzer s Library our Port Flow Analyzer software other company s programs Intake Summary Settings for current Engine Analyzer Pro head file that will be over written if you click on Import in the lower left corner Honda B18C5 Head Exhaust Sum Intake Port q Intake Port Di Intake Port Le Exhaust Port Exhaust Port Exhaust Port Material Comments My Recent Documents B Desktop My Computer My Network Places Use Current value v Use Current value At bottom of Head Specs scr
250. ets If this was a blow through system the recommended Primary Jet and Secondary Jet would be entirely different e Fuel Flow has increased from 120 Ibs hr to 171 at 5600 RPM Fuel lines and fuel pump capacity may not be large enough If this was a fuel injected engine the injectors may not be capable of handling the extra fuel flow e In Port Tmp or intake port temperatures have increased from 161 to 270 degrees at 5600 RPM Any type of compressor in the intake system will raise the air temperature simply due to compression and inefficiency in the compression process This temperature rise also contributes to Figure 4 35 Approximate Compreso the increased Knock Index Pressure A Rati A very simple way to increase the size of this s TR turbo is to simply install 2 of them Return to the Turbocharger Specs menu and select 2 for Turbos Stages Now calculate performance for this twin turbo 302 Twin Turbos Calculate performance and overplot this data with the base engine and single turbo data as shown in Figure 4 36 The plot shows a relatively small improvement in HP at all RPMs The main reason for the small improvement in HP is that both the single and twin turbo systems were limited to 8 8 PSI of boost The twin turbo system s only advantage is the boost is produced more efficiently Single Turbo e Compressor Eff is in the 70 range at most RPMs e In Port Tmp is much cooler 53 degrees cooler at 5600
251. ets enter 1 See Figure 2 22 The Pro assumes the ratio is constant although actual rocker arm ratios vary slightly with valve lift 42 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 22 Various Valve Train Designs amp Estimated Rocker Arm Ratios Pushrod End Pivot Direct Acting Overhead Valve Overhead Cam Overhead Cam R A R 1 3 1 7 R A R 1 3 1 7 R A R 1 0 Use Specs Above O Use Cam File Cam File The Engine Analyzer Pro allows you to specify the cam lobe at every 2 crank degrees 1 cam degree by reading several different types of cam files These files include Cam Dr tm Competition Cams tm Doctor Dr tm and S96 tm files Although the Pro can approximate most cam profiles quite closely from just the simple specs described above this is the only way to simulate the exact cam profile you are using If you have a cam lobe data file you want to use choose the Use Cam File option button This will disable some specs in the Cam Valve Train menu and enable the Cam File Pick button Click on the Pick button and a standard Windows menu opens so you can pick any file any place in the computer Find the file and click OK The program will warn you if it is not a file format it recognizes The file name and path will be loaded into the Cam File text box You can not change this name in the text box directly but only by using the Pick button See Example 4 2 Cam Dr tm
252. ets you pick the general design of the exhaust runner e Straight with no diameter change from the head to the collector or exit to atmosphere e Constant taper from the head to the collector or exit to atmosphere e Stepped with a relatively small diameter change at some distance from the head Inside Dia at Head in Is the inside diameter of the header or exhaust manifold runners at the head If you know your header tubing outer diameter simply subtract 1 inches to obtain the approximate inside diameter For example 1 7 8 Headers Tubing O D 1 875 Inside Diameter 1 875 1 1 775 35 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SSS SS SS SS SS SS SS SS ee ESSE If the runners are oval or rectangular or you have runner volume in CCs usually used only for exhaust manifolds click on the Clc button to calculate the effective diameter See Section 2 9 3 Note The exhaust runner dimensions are not as critical as the intake runner dimensions It is generally overkill to cc the primary header pipes Simply estimating the inside diameter by subtracting 1 from the tubing OD is adequate Total Length in Is the length of the exhaust runner from the exhaust port in the head not including the exhaust port to the first abrupt enlargement of the runner downstream of the exhaust port The abrupt enlargement can be several different things e The header collector where individual tubes merge toget
253. exhaust valve s curtain 255 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A37 New Options to Format the Graph Legend labels Engine Analyzer Pro Porsche 944 2 5 litre NA Euro dat Test Results Untitled Back File iqneig View Help MIXED single HISTORYLOG LIST last rpm CYC PicRPM Single Data Graphs les efie lt o ele oefeof x a rurview setscae 77 Classic View can Mixed Data Graphs A m be quite small and ieee Click on Format then i difficult to read if Edit Titles Legend Legend then Pick the i you have lots of Edit Printed Commenys Grid Style __ _View you want z graph lines Line Colors Axes Legend graph line labels v Classic View smaller Larger View Largest View porsche 944 25 Ilte aero datt a act Lit 2 1 Bg 1033 an S000 Act Lit th vu Lit Engine Analyzer Pro Porsche 944 2 5 litre NA Euro dat Test Results Untitled 7 Back Fie AES View Help MIXED single HISTORYLOG LIST last rpm CYC PicRPM Click on the l Singe Data Graphs More button to Mixed Data Graphs move the ann Line Style if Legends down Edit Titles Legend f Edit Printed Comments A More button Grid Style gt will show up at Background Color gt eli d the bottom of Line Colors 4 the legend when Axes 600 i Classic View smaller i you need to v Larger View move the Largest View Larger View shows legend in larger text font
254. expensive type of gasoline with an octane of 100 in density 5 86 lb gal heating value 19 000 BTU Ib and stoichiometric A F 14 7 Drag Racing Gas is assumed the same except with a slightly higher BTU content Gasoline fuel flows are calculated based on an optimum power A F air fuel ratio of 12 5 1 Other differences between Gasoline and Drag Racing Gas are discussed in the A F Mxtr Qlty output discussed later in this section If your particular engine runs at 11 5 1 A F your engine burns 12 5 11 5 or 1 09 times as much fuel per unit of air as the Engine Analyzer Pro calculates Multiply the Engine Analyzer Pros fuel flow by 1 09 to get fuel flows for an engine running at 11 5 1 To calculate fuel flows in gallons per hour GPH multiply lbs hr by 171 171 1 5 86 For example the Engine Analyzer Pro calculates 145 lbs hr fuel flow at peak HP assuming 12 5 1 A F Your engine runs at 12 1 instead of 12 5 1 A F 145 Ibs hr x 12 5 151 Ibs hr 12 76 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions You need the flow in GPH to size a fuel pump 151 Ibs hr x 171 25 8 GPH For alcohol the fuel is assumed to be methanol with a density of 6 6 lb gal and heating value of 8 600 BTU Ib Fuel flows are calculated based on an A F of 5 0 1 To calculate fuel flows in gallons per hour GPH multiply lbs hr of alcohol by 152 Nitrous Ib hr Is the flow of nitrous oxide liquid in lbs hr This has been incr
255. f due to valve bounce Valve bounce is when the valve is not gently returned to the valve seat by the cam s closing ramp but is allowed to slam into it The force of the valve slamming into the valve seat may cause it to bounce off the seat at a critically bad time causing a loss of cylinder pressure and power With hydraulic lifters the actual engine s power is almost always likely to fall off sharply when valve toss conditions are reached That is due to lifter pump up holding the valves off their seats allowing cylinder leakage The Engine Analyzer Pro simulates this power loss both with solid and mechanical lifters with Valve Train Dynamics turned On With Valve Train Dynamics turned Off this power loss is only simulated for an estimated typical valve train with hydraulic lifters Knock Index Indicates the likelihood that the engine will detonate spark knock or ping at this RPM with these conditions Use Table 2 15 to interpret the Knock Index Table 2 15 Knock Index Definitions Greater than 2 Detonation is very likely The higher the Knock Index value is above 2 the more likely severe engine damage will result i e holes in pistons etc 1 0 2 0 Detonation may or may not occur depending on factors difficult to model Less than 1 Detonation is unlikely Safety Note Preignition is the process where a glowing hot spot in the chamber starts the combustion process before the spark plug ignites it This is a completely different p
256. f oxygen in the air which is always 21 unless you are using nitrous oxide or a fuel which contains oxygen like Alcohol The amount of air the engine can take in on one Intake Stroke depends on the number and the size of the cylinders This is the engine s displacement or CID cubic inch displacement The of intake strokes in a given amount of time is the engine s speed or RPM 2 RPM is divided by 2 because 4 cycle engines ingest air only once for each 2 revolutions The density of the air that enters the cylinder depends on many engine design characteristics for example intake system restrictions cam timing etc A number which describes how dense the air is which enters the cylinder is the Volumetric Efficiency or Vol Eff as it is called by the Engine Analyzer Pro See Vol Eff in Section 2 8 These 3 items are what determine the Air Flow Rate in equation 4 Although 14 6 A F is the perfect ratio chemically not every oxygen molecule in the air will find a fuel molecule to react burn with Therefore since air flow is the factor limiting power extra fuel is added to better ensure every oxygen molecule in the air can find a fuel molecule For this reason actual engines run at 11 5 13 5 A F to obtain maximum power 5 A F R CID x RPMx60x VE x 0764 1728 2 100 Where CID is the cubic inch displacement of the engine RPM is the engine speed VE is the volumetric efficiency in for the air which actually stays in th
257. fected by changes in exhaust Runner Flow Coef This a change in the Windows version 2 1 217 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices SSeS SSS SSS SS SS SS a a ee Figure A 12 Exhaust Pressure Diagrams Showing Various Types of Tuning Good Scavenging from 2nd Pulse Vacuum at Exhaust Closing Blow Down high pressure 1st Negative Reflection 1st Positive Reflection Pressure 2nd Neg Reflection Atmospheric Pressure Vacuum at Vacuum Exh Close Exh Close Good Scavenging ist Pulse Poor Scavenging length between that recommended for ist and 2nd pulse Pressure At EC 218 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 4 Fine Tuning Torque amp HP Curves The Engine Analyzer Pro was primarily designed to illustrate basic Internal Combustion Engine Theory and give estimates of the pay back of certain engine modifications See Appendix 1 If you are using the Engine Analyzer Pro program to help you make the right decisions for modifying a particular engine and you have dynamometer performance data for that engine you should first get the Pro calculated results to agree with the dynamometer data The suggestions which follow will help dial in the engine specifications to match your dynamometer data These suggestions will also help you tune your engine to give the desired amount of torque or HP at a desired RPM However do not assume that just because the Pro s re
258. ference you can set to keep the best 5 to 35 results under the General Operation tab called Chain Results to Display However all results are kept and if you change the requirements the to 5 to 35 results for the new criteria will be displayed e The Engine Analyzer Pro will now Auto Link to the Fuel Economy Calculator and let you send power curves to both Fuel Economy and Trans Gear Plus Calculator programs e In the See Engine screen to watch the piston interact with the valves flows and pressures an Viewing Speed option has been added Also the graph at the top of the See Engine screen now will adjust its scales if the results go off scale unless you ve asked for detailed graphs where then the scales are adjusted to zoom in on certain results e Anew Graph command to show the line labels Legend Titles in larger text has been added Click on Format then Legends graph line labels then you have 3 choices Classic is old way Larger and Largest show the text in larger fonts for easier reading and let you scroll up and down to show all of them e Several options and features for emailing files has been added At the main screen you can click on File and then Email an Engine File Also once you have calculated results you can click on Print then Print Test Results and check the Email as PDF file This allows you to email an Adobe Acrobat printout of the report to any email address You must have Adobe Distiller as a p
259. fficiency should occur in the range of 3 to 5 Mach with no tuning effects e Volumetric efficiency drops rapidly in the range of 6 8 Mach The Mach is calculated based on the static intake valve flow area not dynamic flow area which can be different due to valve train bending or tossing See Act In FlowArea The Engine Analyzer Pro does not use Mach in its calculations but reports it only for information Act In FlowArea Is the dynamic valve flow area compared to static valve flow area in percent If the valve train had no bending and no tossing like turning Valve Train Dynamics Off this value will be 100 Generally the dynamic valve flow area will be less than the static area due to bending giving Act In FlowArea values of 93 98 This means the valve is allowing only 93 98 as much flow potential as the cam is telling it If you encounter valve toss Act In FlowArea may be 101 or more saying the valve is allowing more flow potential than the cam is telling it to allow Note This is not the same as dynamic lobe area vs actual lobe area During valve toss the valve may be lifted much more than dictated by the cam lobe However if the extra lift occurs at high lift you may get no increase in flow area That s because high lift flow area is limited by the port s throat area not valve lift See Figure 2 9 Act Ex FlowArea See Act In FlowArea above Valve Toss Indicates that dynamic valve motion has significantly
260. ficant power losses until the exhaust flow potential falls below 75 of the intake flow potential For supercharged or nitrous oxide engines this percent should increase to approximately 85 Total Avg Flow Coef This is the average flow coefficient for the port valve and runner for the time the valve is open It shows how well the port flows compared to a perfectly designed port with a perfect cam profile A perfect profile is defined as one where the valve opens immediately to a lift which gives maximum valve flow stays open the entire duration and immediately snaps shut at closing Figure 2 38 compares the actual flow curve with the theoretically perfect flow curves to illustrate Avg Flow Coef The Total Avg Flow Coef will compare head and camshaft combinations An engine with a Total Avg Flow Coef of 1 0 is physically impossible to build In reality the Total Avg Flow Coef will be approximately 25 for production engines 30 to 40 for race 2 valve engines and up to 50 or more for high RPM 4 valve race engines Notes The average flow coefficient should not be confused with Intake or Exhaust Flow Coef in the cylinder Head s input specs Intake or Exhaust Flow Coef applies only to one particular valve lift L D 25 and the flow at that lift The average 88 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions PEE EES flow coefficient applies to all valve lifts encountered for a particular cam profile the por
261. for more updated info You may want to use the results from the Engine Analyzer Pro in other software packages This could be for additional plot capabilities statistical analysis data basing etc Click on File then select the Save Current Test Results to ASCII File to write the results to an ASCII file with a name of your choosing This command is possible any time tabular calculated results are displayed on the screen You can only save the results for the results currently displayed on the Test Results screen If you want to write an ASCII file of test results you have previously run and saved you must retrieve them first This is done by clicking on File at the Test Results screen then choose one of the Pick commands to retrieve these results so they are the Current Test results Performance data are the calculated results which appear on the screen consisting of the RPM Brk Tq Brake HP etc Cycle data consists of the most recent Cycle plot data which was saved for this performance calculation Examples of Cycle Data would be cylinder pressure and cylinder temperature versus crank degrees Figure 3 5 Options Menu for Writing ASCII Files Some of these options are to let you save the data in different formats to be compatible with the particular program which will read the file Watch the Preview to see their effect Click on the data types to highlight them to indicate you want to write them to the ASCII File Click on them a
262. fore performance Try to be reasonably accurate inputting this value Cylinder Head Flow O Single Flow Coef Flow Table The flow capacity of the heads can be described by a combination of the valve area diameter and an engineering term called flow coefficient The total flow capacity of the intake port and valve has a substantial impact on performance Precise information for a particular head design is only available from flow tests on a flow bench A flow bench is a device which will maintain a constant pressure drop across the port and measure the amount of air flow the pressure drop produces CFM Cubic Feet per Minute flow measurements are usually made with the valve at various lifts From this data and knowing the valve diameter flow coefficients can be calculated Flow coefficient is a way of defining how well a port flows for the size of flow area Flow coefficients can vary from 20 for a very restrictive port and valve up to 1 0 for a free breathing port design at low valve lifts As lift increases the valve opening area curtain area increases flow increases and the flow coefficient changes somewhat See Figures 2 8 and 2 9 This continues until valve lift is approximately equal to 1 4 the valve s diameter This lift is also called an L D ratio of valve lift to valve diameter of 25 At this point the valve area stops increasing with lift The minimum flow area is now the valve throat not the curtain area around the circumfe
263. formance Trends te ast Tests oee Open One of My Saved Engines Save Engine Save Engine As Open from External Drive floppy or CD Save to External Drive floppy or CD Import Individual Files Import All Files from Earlier Engine Analyzer Pro Unlock Program Options Transfer Program to Another Computer Exit Program Cam Valve Train Specs Turbo Supercharger Specs ECONO SOLID ent Files Engine ECONOMOD ALC 355 B CHEVY 4 03 3 48 BINCH RODS NO WATER PUMP OR FAN DART 220 CAST IRON KIPPLEY PORTING 2 05 1 60 VALVES TESTED BY TOM htsCULUCH S HEADS SUPER VICTOR HOLLEY STRIP DOMINATOR 1205 INT GASK 2 125 OD X32 HEADERS 12X 4 COLLECTOR 262 270 106 102 410 410 1 7 1 6 ECONOMOD FLAT TAPPET CAM 875 LITER NASCAR CAM COMP CAM Appendices Now the Example Engine Files and component files in the component screens are saved to separate Example folders to keep them separated from your Saved Files User folders New commands let you Save Engine Files to a Floppy or CD drive if you CD drive is set up for writing and Open Engine Files from a Floppy or CD drive The default drive letter can be set in the Preferences menu New button to bring up screen to edit comments Engine Comments Calculate Performance Help Move mouse over item for description to be given here Engine amp Component File Names and Comments 238 l Total Engine ECONOMO
264. from other inputs New Calculation Menus have been added or expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Notes The starting values in each calculation menu are always blanked out Once enough specs have been entered the calculated value s at the top of the menu will be displayed This calculated value s will now be updated each time you change a spec If you want to use this calculated value click on Use Calc Value If the calculated value is within expected limits it will be loaded into the original menu If you click on Cancel you will be returned to the original menu with the original value unchanged If you click on Help you will be given a general explanation of calculation Figure 2 40 Typical Calculation Menu menus and a page in this section for i TETE Cylinder Head Specsgas Bb SEED more info about the particular menu Lu a pean Paes eee Calc Avg Diameter Intake you are using i BVaienPots accion a SaleAvoianer L78 Valve Diameter in Specs The input values or calculated values in any calculation menu have NO Port Length in ed Port Length in affect on calculated performance gth fa 4 ete Port Volume ccs Single Flow Coef Avg Port Diameter in Know Port CCs Yes 3 unless you load the Calculated value Post Width in into the original menu If you already pe Post Height
265. fter TDC Click on Cle button to increased This allowed more J calculate from other cam specs p xx info to be displayed on one i screen S Lok Help See Alternate Specs Retrieve from Librar Save to Library _ Cam and valve train specifications are critical to engine performance therefore reliable information is necessary It is recommended that you use specifications given by the cam grinder or engine manufacturer Actual measurements of cam and valve train specifications can be done however this can be tricky and therefore is recommended to have someone experienced perform them Guides for making these measurements are also available from cam grinders and manufacturers of valve train components and are beyond the scope of this User s Manual For additional reference see Example 4 2 and Appendix 8 Performance Trends Cam Analyzer program can help you to make these measurements It can also be used to create Cam Dr tm files which can be used by the Pro for detailed analysis of a particular cam profile See Cam File on page 43 for using Cam Dr tm files Version 3 9 allows you to communicating directly with the Cam Analyzer allowing for much easier importing of cam files from Cam Analyzer Intake Cam Profile Centerline deg ATDC Is the location of the maximum lift point on the cam profile If you are using the program s standard cam profiles this is also exactly half way between the open and closing point because the
266. g F No Nitrous Oxide f aa i il i See NBrous Specs The final results will appear as in wien Roenited e et ec Figure 1 3 There are 2 basic Elevation feet Spark Curve Specs sections Program sets spark for best Coolant Temp deg F Use Specified Spark Curve e RPM data with results for Accel Rate RPM sec 600 T l Do Chain Calculations No each RPM you fr equested APis to R See Chain Calculation Specs A s to Run e Special calculations which are m depen dent of RPM like Starting RPM 6000 Starting Point Recommendations Engine Displacement Number of RPM Steps Tuning Recomendations RPM 7500 gt Dynamic Compression Ratio BbMistenisis gt Help t RPM Preview 6000 6250 6500 8750 Click on arrow to select 2 standard set of dyno ete weather conditions or to Use Conds Below where you can set weather conditions p xx Since all the results can not fit on one screen you must click on the slide bars on the right side of each section to view all the results If you have calculated results for more than approximately 12 RPMs you may also need to use the horizontal slide bar to see data for all RPMs you requested The results contain much information some which may not be familiar to you However the first three rows in the RPM section do look familiar Engine RPM for engine speed in revolutions per minute Brk Tq for Brake Torque in ft Ibs Brake HP for Brake Horsepower A tor
267. gain to de select them Many times it is more convenient to write all the data to the file and let the receiving program choose only the data to use Then it is best to check the Output all Data option and all Data Types will be selected Check or uncheck the Cycle Data vs RPM Data option to change the Data Types to choose from Output ASCII File Preview The preview shows what the upper 5 Data Types Selected plus Crank Deg left corner of the ASCII file will look like based on the options checked Click on the RPM for writing Cycle Data Only 1 RPM s data written per ASCII file This column is empty and not used for RPM data First choose if you want to save Cycle Data vs RPM In Cam Accl Data Also choose any other options for the format Act IVLift a types o When ready preview looks like you want the file format to look click on OK You will be presented with the standard Windows file saving menu to save the ASCII file to most any name path directory or drive In Pshid F ExPort Pres 130 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output 3 4 Graphs Graphs are obtained by clicking on the Graph button or the Graph name in the menu bar as shown in Figure 3 1 Figure 3 6 shows a typical graph and a descriptions of some of the basic graph screen items The Graphing Features have been greatly expanded in later versions See Appendices 9 10 and 11 on pages
268. ged Next year we must run stock unported cast iron heads 1 94 intake valve 170 cc ports and intake manifold runners 2 high by 1 1 wide We will flow test these parts and use the Pro to estimate the HP loss with the new head and intake manifold The flow numbers used in the example are arbitrary Your flow tests will likely show similar but not equivalent trends Flow Test This flow test will be performed at 28 water test pressure but it could be any test pressure over 7 water To calculate the port valve Flow Coef the Engine Analyzer Pro needs flow data at an L D of 25 which is 485 valve lift for the 1 94 valve It is not necessary to flow the valve at exactly 485 lift Any lift from 470 to 500 would be close enough to L D 25 However do record the exact lift where the port was flowed which the program will use to calculate Flow Coef To obtain the optimum air flow for the head only it is necessary to install a radiused inlet adapter on the intake port Set up the test condition of 28 test pressure and 485 lift with the adapter The flow reads 201 CFM Leave all flow bench settings as is and remove the adapter You may note that the flow drops for example to 191 CFM without the adapter when you adjust the test pressure back to 28 It may be necessary to shut down the flow bench between readings to avoid overheating Now install the intake manifold without the carb or throttle body Be sure all openings in the manifold
269. gently delivered to the engine Continual gentle compression is more efficient A good estimate for Peak Thermal Eff for a typical Roots S C is 50 55 The highest likely efficiency for an actual Roots supercharger is 60 and the lowest could be 40 For special designs of positive displacement superchargers Lysolm Whipple tm PSI tm screw type or rotating vane which perform gradual compression add 5 to 10 Peak Thermal Eff Other very high efficiencies are available for you to pick from to see how much efficiency effects performance General Supercharger Specs Throttle Location This combo box lets you pick where the throttle body or carburetor is placed with respect to the compressor If the carb or throttle body is before the compressor pick Draw Through Ifthe carb or throttle body is after the compressor pick Blow Through The carb or throttle body is less restrictive in the Blow Through position Throttle Location can have a significant effect on carburetor jet size requirements Note Blow Through is almost never used with Roots Superchargers Max Boost Limit PSI If supercharger conditions are such that it delivers boost greater than this specified level the Engine Analyzer Pro assumes a mechanical safety valve is activated to limit boost For Roots superchargers it assumes a pop off valve bleeds off excess boost after the supercharger Belt ratio is usually used to limit boost with Roots Superchargers not a mecha
270. get on the left side has an effect on the inputs to the equation on the right The only way to solve equations like this is through iterations Iteration is a process where you assume an answer use that answer in the right side of the equation calculate the actual answer and see if the actual answer is close enough to the answer you assumed For example Iteration Process For this example use above equation with K 3 Intake Temp 80 A Assume Final Temp is 145 degrees B Calculate Final Temp 80 3 x 145 80 147 5 C Are assumed Final Temp and Calculated Final Temp Close Enough within 1 degree No so do again using new Final Temp answer A Assume Final Temp is 147 5 degrees B Calculate Final Temp 80 3 x 147 5 80 148 25 C Are assumed Final Temp and Calculated Final Temp Close Enough within 1 degree Yes so an approximate answer is Final Temp 148 25 degrees If close enough was 3 degrees our first answer of 147 5 degrees would have been good enough If close enough was 1 degree it may require many more calculations to arrive at an answer which is close enough If the equation is very complex and the inputs are an unusual combination no answer may be reached no matter how many times the calculation is performed This is called not converging on a solution Making the tolerance close enough small will produce more exact answers but will require more calculation time Performance Trends ha
271. gine Analyzer Pro Chapter 2 Definitions Force on R A Tip lbs The total force applied to the rocker arm tip in pounds Deflection of R A Tip in The amount of movement of the rocker arm tip from the force applied in inches 2 9 18 Calc Eff Lifter Mass gms Is the Eff Lifter Mass calculated from the following specs in grams Eff Lifter Mass is defined on page 48 under Cam Valve Train specs See page 97 for general notes on Calculation Menus and for an example of their use Pushrod gms The weight of one pushrod in grams Lifter gms The weight of the lifter tappet or follower which rides on the cam lobe in gms Rocker Arm wo fulcrum gms The weight of one rocker arm in grams Do not include the weight of the fulcrum The fulcrum is the non rotating pivot the rocker arm rotates on 2 9 19 Calc Spring Rate Ib in Calc Seated Spring Force Ib Are the Spring Rate and Seated Spring Force calculated from the following specs in pounds per inch and pounds respectively Spring Rate and Seated Spring Force are defined on page 48 under Cam Valve Train specs See page 97 for general notes on Calculation Menus and for an example of their use Since these 2 specs are so related they are calculated at the same time from the same inputs 119 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions E H a a ee ae fl Seated Spring Force Ibs The force sometimes called pressure applied by the spring to
272. gine Analyzer Pro assumes a mechanical safety valve is activated to limit boost For Centrifugal superchargers it assumes a pop off valve bleeds off excess boost after the supercharger Belt ratio is usually used to limit boost with Centrifugal Superchargers not a mechanical boost limit like a pop off valve Therefore for most Centrifugal Superchargers enter a very high limit which is essentially the same as no limit like 100 PSI Number of S Cs Is the number of superchargers installed If you specify 1 the program assumes a supercharger system exactly as specified in this menu If you specify Number of S Cs as 2 and Island CFM of 300 the program assumes the supercharger can actually deliver 600 CFM Note The program assumes 2 superchargers are installed in parallel This means that half the air flow goes through each supercharger Intercooler Eff This combo box lets you pick the effectiveness of the intercooler to cool the intake charge An intercooler looks much like a radiator but instead of cooling engine coolant it cools the intake air charge A supercharger heats up the intake air considerably through the process of compression Cool air is more dense than warm air More cool air can be packed into a given cylinder volume producing more power The intercooler allows ambient air non compressed surrounding air to cool the charge If the intercooler is 100 effective the intake charge would be brought down to its original amb
273. given as say 24 deg ABDC A Preference lets you turn off the Graph always AutoScaling a new graph This means that if you have found a set of scales you like the program will maintain them You can right click on the graph line labels to hide that particular Graph Line to reduce clutter on the screen Right clicking again will have the graph line reappear There is also a menu item under View on the Graph Screen so you can Hide or Restore hidden graph lines You can now save combinations of scale settings like max and min RPM X axis and max and min torque and HP Y axis for easy retrieval in the future This makes comparisons of printed graphs much easier if they are always printed to the same scales This is done by clicking on the Set Scales button right side of Graph Screen and using the Open Saved Settings Save Current Settings or Delete Saved Settings menu options Note that you must turn AutoScaling Off for these features to work You can click on the graph line labels left normal button and that line will flash so you can identify it easily New Printing options for graphs including Dot Matrix Printer Adjustment Width adjustments and more in Preferences e New Printing options for reports including different Font Sizes and omitting the Starting Point Suggestions for cam and runner dimensions in Preferences The Starting Point Suggestions often misled users into think they were more
274. grees until 2000 RPM Then it will ramp up to 26 degrees at 4000 RPM where it will stay as RPM increases Calculate performance for this specified spark curve and plot Brk Tq Spark Advance and Knock Index over the baseline as shown if Figure 4 42 Figure 4 42 shows Knock Index is less than 2 0 at all RPMs with the new custom spark curve settings You will also notice a drop in performance from the retarded spark at low RPM where spark was retarded the most from the original Optimum spark curve However at high RPM there is almost no loss in performance With further adjustment of the Spark Curve specs you might obtain a curve with Knock Index of exactly 2 0 at all RPMs However your detailed effort may be wasted Remember that the program does not exactly know your engine One cylinder running a little hotter or a little leaner may start knocking 5 to 10 degrees before the others You can only use the Pro to find trends or develop a starting point for a spark curve The Pro s projected performance will always be slightly different from the actual engine Conclusions for Advanced Users e The Pro has detailed features for investigating an engine s tendency to detonate or spark knock e The Pro gives the user great freedom to build custom spark curves 186 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Example 4 4 Using Flow Bench Data Features Introduced and suggested background reading Cylinder Head s
275. gth and Port Volume are now enabled printed in black not gray You enter in the values for the new head of Length of 5 inches and a Port Volume of 200 CCs and obtain a Calc Avg Diameter of 1 76 If you click on Cancel you will return to the cylinder Head s menu with Avg Port Diameter at its original value of 1 78 If you had checked on Use Calc Value you would have returned to the cylinder Head s menu with Avg Port Diameter set to the new calculated value of 1 76 If you now calculate performance it will be based on the new Avg Port Diameter of 1 76 97 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 1 Calc Bearing Size Is the Bearing Size calculated from the following specs Bearing Size is defined on page 14 under Short Block specs See page 97 for general notes on Calculation Menus and for an example of their use Bearing size is very dependent on engine Bore and Cylinders The Notes section at the bottom of this menu show these current settings in the program If these are incorrect click on Cancel and change these two specs before going using this menu Main Bearings Main Bearing Diameter in Main Bearing Width in These 3 specs define the size of the main crankshaft bearings which support the crankshaft in the block If the bearings are not all the same size use the size of the most common main bearing See Figure 2 41 for definitions of Diameter and Width measurements in inches
276. gure 4 46 Effect of More Restrictive Intake on Performance HP from 257 to 240 Remember we only Engine Analyzer Pro RSTR SBC HE Test Results Untitled changed the intake port We would have ile Format View Help MIXED single LIST last__ RPM cyc to change the exhaust port and other ll ele testes Lelie Lele Jol ET Futview Set Scales exhaust specs for a true comparison examplesis35Sdyn IBrk Ta ft lbs Alternate Method 3 3 3 3 3 Bee If it is difficult to design optimum exhaust and intake adapters or this data is not available it is then best to flow the head with the appropriate manifold or header For the example above this would give 194 CFM Most of the restriction is due to the valve and some is due to the manifold runner A reasonable assumption is 4 of the total flow restriction is due to the runner a0 If you multiply the CFM flow for both 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM the port and manifold together by 1 04 you will obtain a reasonable flow value to use for the head itself In this case 194 CFM x 1 04 202 CFM Using 202 CFM you would calculate a valve Flow Coef of 447 and an input of 194 would calculate a Runner Flow Coef of 1 892 These numbers are similar to those actually measured in Table 4 5 Conclusions e The Engine Analyzer Pros calculation menus allow you to easily calculate valve Flow Coef anti reversion and Runner Flow Coef from flow bench data e
277. h cylinder Figure 2 12 mee System Menu Manifold Specs 1 runner cyl Runner Dia Head in Runner Length in 5S Runner Flow Coef B fo Tunnel Ram carb s Noten E Runner Taper deg Manifold Type Intake Heat Fuel Delivery Calculations Calculate carburetor Yes requirements like jet No l Carburetor s Total CFM Rating Secondary Throttles No Sec Throttles Ai Cleaner CFM Rating 99999 Plenum Specs Guess at Specs Use Specs Below Pionum Yotume ou in Elective Cars Length in Toliai Carb Assa og in Comments ja Tunnel Ram with a single Modified Holley 1050 Help inside diameter of the manifold runners in inches AT THE HEAD If the manifold is listed as 2 or 3 runners per cylinder this is the diameter of each runner Click on the Cle to calculate from width height or CCs p 31 Runner Dia Head in Identifies the effective inside diameter of the intake manifold runner s where the manifold attaches to the head Ifthe runners are oval or rectangular or you know the runner volume and length click on the Cle button as described in section 2 9 3 to calculate the effective diameter The program assumes the same number of intake manifold runners per cylinder as you specify Valves Ports in the cylinder Head s menu The Runner Dia Head is the diameter of only 1 of the ru
278. h similar to that shown Figure 4 3 Progress Indicator in Figure 4 5 There are 2 basic type of plots the Engine Analyzer Watch for consistent Pro makes Volumetric Efficiencies e Performance data versus RPM Calculation Progress e Cycle data versus crank degrees seconds or cylinder Calculating for Cancel Calculations 2500 RPH 1 of 10 volume L Show Tuning Pressures If you do not see a graph or torque and HP vs RPM like Figure 4 5 then check to ensure the selections match what is shown in the Figure 4 5 and 4 6 See Section 3 4 for more details Percent Complete All RPMs Percent Complete Pass 3 Approx YEs 88 84 158 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 4 Baseline Results Click here to Graph Performance Summary Engine Analyzer Pro Engine RSTR SBC HEY Test Results Untitled Back _ amp raph Print Help F1 File Analyze See Engine a Notes Summary Caib or T B Very smal Detonation likely Valve ipen 3000 Avg 299 Toss Piston speed Extremely high Click on Notes for more PkHP 307 6000 Avg 257 Engine RPM Brk Tq ft lbs Brake HP Exh Pres PSI Int Vac Hg Vol Eff Actual CFM Fuel Flow Ib hr Nitrous lb hr Ntrs Fuel lb hr BMEP PSI a Mtr Gly Overlap Area deq Total Exh Int Lobe Separation deg as den di id Si and Sa aw feed de int Exh 278 0 6 365 Ulu Area deg sq in Total Avg Flow Coef Lobe Area inchsdeg 215 8
279. han an air to air intercooler and the water takes longer to heat up than just an air cooled intercooler by itself 125 Air to lce Water The intake charge is cooled to even colder than its original temperature This level simulates a special intercooler which has a volume of cold water and ice around the fins This intercooler is more effective because the water probably starts much colder than the surrounding air and takes very long to heat up Other Other types of intercoolers are possible which use freon or water or alcohol sprays or cooling fans to keep the intercooler very cold You will have to estimate how well these work and select from one of the 5 choices available 54 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Centrifugal Supercharger Pick the Centrifugal Supercharger option if a igus 2 26 Centrifugal Supercharger Menu the engine is equipped with a belt driven Engine Analyzer Pro Performance Trends Engine SUPERSTO CK Fie engine Calc HP F2 centrifugal supercharger like a Paxton tm or Vortech tm A centrifugal blower or Centrifugal Supercharger Specs Centrifugal Supercharger Specs cont compressor looks much like a typical engine Island CFM 16 _ Mech Friction Typical Friction zi water pump The impeller must be driven at Island Pressure Ratio 1 35 Max Safe Impeller RPM very high speeds to create significant boos
280. hange engine displacement the program automatically changes the fan size to accommodate for the additional cooling requirements Table 2 2 Description of Cooling Fan Types Type of Fan No cooling fan on engine Electric Electric fan which uses battery power No direct connection to crankshaft so no direct loss Clutch Production automotive with viscous clutch These fans are identified by LIGHTLY trying to spin the fan when the engine is not running key out of the ignition If the fan spins with light force it has a viscous clutch SAFETY NOTE BE CAREFUL NOT TO TURN OVER THE ENGINE AS INADVERTENT ENGINE STARTING RESULTING IN HAND INJURIES IS POSSIBLE Flex Production automotive with flex blades These fans have blades made of thin spring steel or plastic which are easily bent back by hand and by air as engine speed increases Solid Steel Production automotive fan with fixed blades These fans have blades made of thick steel where the blades maintain the same pitch or angle cutting the air at all engine speeds These fans are common on the cars of the 60s or older Water Pump amp Drive Describes the type of water pump and belt pulley system which drives it Use Table 2 3 to determine the correct type of water pump and drive This specification only affects engine friction Table 2 3 Description of Water Pumps Type of Water Pump No water pump usually engine has no cooling system or is air cooled Electric Pum
281. harger simulations New Features for Windows Version 2 1 More accurate intake and exhaust tuning simulations New more detailed specs especially for describing intake and exhaust runners Analysis report to help you understand the results and give tips to improve performance See Engine screen shows tuning pressures and flows and piston to valve clearance Calculate results for up to 20 RPMs Displays tuning pressures and flows during calculations if you wish Saves Test Files of calculated results for future analysis or graphical comparisons Greatly expanded graphing features Enhanced printouts of reports and graphs See Appendices 9 10 11 pages 235 276 for features new to v3 3 3 5 3 9 Please read Sections 1 2 Before You Start and 1 3 A Word of Caution before you turn on the computer Then try running the program following the guidelines in 1 4 Getting Started and 1 5 Example to Get You Going When you feel a little familiar with the program take time to read this entire manual It will show you all the things you can do with this powerful tool C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction 1 2 Before You Start What you will need e IBM Pentium computer running Windows 98 Me 2000 NT XP Vista Windows 7 or 100 compatible e Approximately 30 Megabyte of disk space More is required for storing large numbers of tests Many terms used by the Engine Analyzer Pro and this us
282. haust pressure in PSI Weld a hose fitting to the exhaust pipe as close as practical to the header or manifold Attach a hose from the fitting to a TEMPORARY pressure gauge OUTSIDE the vehicle For example tie it to a windshield wiper so it can be read inside the car The gauge should be for reading low pressures like 5 PSI full scale for accurate measurements Make a full power acceleration in the vehicle and see if the measured pressure matches the Pro s Exh Pres SAFETY NOTE Do not run an exhaust pressure line into the car This is to prevent carbon monoxide poisoning Collector Specs O None Simple O Detailed Click the appropriate option button for your exhaust system design and for the level of detail and calculation time required in the calculations See the definitions below e None says each exhaust header empties separately to atmosphere like zoomies on a blown nitro dragster Selecting this options disables all collector specs e Simple says each exhaust header combines into a common pipe of large diameter usually called a collector For engines with of Cylinders greater than 5 the Pro assumes there are 2 collectors each with half of the header pipes from engine s cylinders Selecting this options disables collector diameter and taper angle During development it became evident that the collector specs were having too much effect on the results In actual engines the size and length of the collector generally is not t
283. have retrieved each saved test file in the Common List from the Test Results screen as shown in Figure 4 30 Click on File then Pick Test from Common List Click on RS355HYD DAT and click on OK When asked if you want to use the engine specs which produced these results answer Yes You have now retrieved the Test Results including cam specs for the Restricted 355 Chevy with the Hydraulic cam Answer No to the next question Do you want to save the current specs Then return to the Main Menu select Cam Valve Train Specs and select Yes for Calculate Valve Train Dynamics You will notice all the other Hydraulic cam s specs were reloaded properly Recalculate performance to obtain performance for the Hydraulic cam with Valve Train Dynamics turned On Figure 4 30 Alternate way to Recreate Cam Specs for Testing with Valve Train Dynamics On Retrieve saved Test File from Common List at Test Results screen Select Test File from Common List and then click OK 6 Commonly Used Tests examples 302 4v 4000 7 21 97 examples alc big 4500 7 29 97 examples alcohol 4500 7 29 97 examples 1s355bas 6000 11 17 97 examples rs355fil 6000 11 17 97 examples 3355hyd 6000 11 17 97 Important Answer Yes to whether engine specs should be retrieved also Retrieve Engine Specs for These Test Results Engine Analyzer Pro Engine RSTA SBC HE Test Results Untitled a Back Graph Print Help F1 Analyze See Engine Cmts Save
284. he multiplier for BSFC is 1000 or that you would have to multiply BSFC typically in the ragnge of 4 to 7 by 1000 to geta number approximately of the same magnitude as torque and HP If you are making Cycle Data graphs you can pick the units for the X axis either Crank Degrees used the most often or time in seconds or cylinder volume primarily for pressure volume diagrams The Guess at Multipliers has not yet been activated at the time of printing this manual When activated it will have the program pick the multipliers so you don t have to Click here and the program will save this particular set of Data Types Multipliers and if Cycle Data X Axis Data Type under a name you will supply This Saved Graph Pattern will appear in the list on the left side of this menu as shown in Figure 3 13 Click here to produce the plot based on the current specs in the New Graph Pattern section 135 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Figure 3 13 Menu of Mixed Data Options for Graph Patterns Mixed Data Graph Format Use New Graph Pattern The left side of this menu is for Saved Graph Patterns Current Pattern Chosen Buig Now Graph Pattern fiaph Brk Tq ft lbs picking pre programmed graph patterns either loaded at the factory or that you have created Click on the Use Saved Graph Pattern button RPMName Tq HP_BSFC to enable these options 1 Brk Tq ft lbs 2 B
285. he usable net HP at the engine s flywheel See Appendix 2 This is the same as the HP numbers you see in advertisements and in dynamometer torque and HP curves To calculate torque from HP or HP from torque use the following formulas Torque HP x 5252 HP Torque x RPM RPM 5252 Exh Pres PSI Is the average exhaust pressure after the exhaust port and exhaust manifold header but before the exhaust system if any measured in PSI In version 1 2 this was given in inches of mercury Int Vac Hg Boost PSI Is the average intake vacuum or supercharger boost after the carburetor or throttle body and supercharger turbocharger if any but before the intake manifold runners measured in Hg during the intake stroke If the engine is supercharged or turbocharged the units are given in PSI boost Vol Eff Is the volumetric efficiency of the engine measured in The volumetric efficiency is the percent of air which actually enters and remains in the cylinder during each intake stroke compared to the amount which could under perfect unsupercharged conditions The amount of air which can enter the cylinder under perfect conditions is the swept volume of the cylinder with air at the actual barometric pressure Barometric Pressure and Elevation effects combined and Intake Air Temp deg F 75 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions For example if the swept volume is 50 cu in the air density at the specif
286. hen you must also use cogs for Crank Pulley Diameter not inches Crank Pulley Diameter in The diameter of the crankshaft pulley which drives the supercharger measured in inches This can also be the number of cogs on this pulley if you are using a cogged belt Then you must also use cogs for S C Pulley Diameter not inches 120 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 21 Calc Island CFM Is the turbocharger compressor Island CFM calculated from the following specs Island CFM is defined on page 58 under Turbocharger specs See page 97 for general notes on Calculation Menus and for an example of their use Occasionally turbocharger compressor maps are given in units of mass flow like lb min For these cases use this calculation menu to convert mass flow to volume flow in CFM Flow at Peak Eff Ib min The mass flow which gives peak thermal efficiency in the middle of the efficiency island If mass flow is given in Kg min multiply by 2 2 to obtain pounds per minute Map Temperature deg R Compressor maps usually give the standard weather conditions temperature and pressure to which the data is corrected Enter this standard temperature here converted to degrees Rankine If this temperature is in First Multipl Then Add rs DegreesK 18 JO i To obtain Degrees Rankine sY If no temperature is given on the map enter 520 degrees Map Barometer Hg Compressor maps us
287. henomena than detonation Preignition is possibly more damaging to an engine than knock and is NOT predicted by the Engine Analyzer Pro Spark Advnc deg Is the spark advance timing in degrees before top dead center BTDC See the spark parameters menu in the Calculation Conditions Section 2 8 1 Note The spark advance calculated by the Engine Analyzer Pro for optimum performance is only an approximation based on limited information about the engine Therefore your particular engine may require several degrees more or less spark advance than given by Spark Advnc in the results Primary Jet The recommended diameter of the primary main jet in inches or Holley jet depending on your choices in the Preferences menu at the Main Menu This size should deliver the Pro s assumed optimum power A F of 12 5 for gasoline or 5 0 for alcohol This calculation is based on numerous carburetor assumptions and simplifications See fuel delivery specs in Section 2 4 Intake System 84 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions a ee The goal of most carburetor systems is to deliver the same A F at all RPMs This would be the case if the recommended Primary Jet reported here was exactly the same at all RPMs By adjusting the various carburetor specs under Intake System specs you can see how this goal can be reached Primary Jet is not reported if the Intake System Manifold Type is fuel injected WARNING Although rec
288. her e The end which is open to atmosphere on individual runner exhaust headers e Any point where a runner from one cylinder merges with a runner from another cylinder Most production exhaust manifolds have runners 2 to 8 inches in length Production manifolds and headers for performance engines generally have longer runners to take advantage of exhaust tuning effects 12 24 inches Aftermarket headers generally have a length of 20 40 inches Runner Flow Coef Is similar to the Runner Flow Coef discussed in the Intake System section Runner Flow Coef mostly affects flow restriction and only slightly affects exhaust tuning This is a change from Version 1 2 where this parameter had a stronger influence on exhaust tuning See Appendix 3 and Example 4 5 See Section 2 9 7 for how to calculate Runner Flow Coef Even if you do not have flow bench data review Section 2 9 7 for an understanding of how the Valve and Runner Flow Coefs relate to each other If you do not have flow data use Table 2 11 to estimate the Runner Flow Coef for typical exhaust manifolds and headers Table 2 11 Estimate Exhaust Runner Flow Coef Typical Runner Flow Coef Production non performance manifolds Production performance manifolds with longer runners smooth bends 1 0 2 0 Aftermarket street headers typically more bends to clear frame provide for easy 1 0 2 5 installation etc Aftermarket race headers designed primarily for low restriction g
289. her options include clicking on the Copy Std Name to New or Blank Out New Name buttons wick rudd md1 Click here to close this menu and use Copy Std Name to New the New names you have entered Where New names have been left Copy All Std to New Names blank the Standard name will be used Use Std Titles 140 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Changing the scales Many times you may want to change the scale of the X or Y axis This may be to show an area in more detail or to match the scales of a previous graph The Pro has several ways to change the scales as shown in Figures 3 20 and 3 21 Figure 3 20 Changing Scales for the X or Y Axis Clicking on these buttons zooms in or zooms A out on the graph either vertically or horizon Clicking on these buttons shifts the tally Hold down the shift key while clicking on graph left right up or down Hold down them and the graph moves farther each step the shift key while clicking on them and the graph moves farther each step Click here to restore auto scaling That is where the Engine Analyzer Pro WARNER P RO computer picks the scale to Back File Format_View Help _ _MIXED sihgle NUST_Jast HPicye _P RPM__ show all the graph in good jo E eg etic ede ele elo d i PeloL et ruven serscaed detail Brk Tq Brake HP BSFC current Brk Tq ft lbs Feelin an You can use the mouse to outline an area to be zoomed aea in on Sim
290. hold the valve on its seat This is also the force generated by the spring when it is compressed to its installed height This force is stated directly as Calc Seated Spring Force Seated Spring Height in The compressed height of the valve spring when the valve is seated At One Other Lift Spring Force Ibs The force sometimes called pressure required to compress the valve spring to the Spring Height described below In catalogs this would be called the open force or open pressure Spring Height in The height of the valve spring when compressed approximately as much as at maximum valve lift This would be a height somewhat before coil bind with still 050 or more between coils A common lift quoted in cam catalogs is the open height The actual height is not critical as long as it is before coil bind occurs However the closer this lift is to the valve s max lift height or open height the more likely to correct for any non linearity in the spring 2 9 20 Calc Belt Ratio Is the Belt Ratio for either a Roots or Centrifugal supercharger calculated from the following specs Belt Ratio is defined on page 52 and page 56 under Roots Supercharger and Centrifugal Supercharger specs See page 97 for general notes on Calculation Menus and for an example of their use S C Pulley Diameter in The diameter of the supercharger pulley measured in inches This can also be the number of cogs on this pulley if you are using a cogged belt T
291. ic barometer and intake air temperature is 000044 Ib cu in 0022 Ibs 50 cu in x 000044 Ib cu in is the amount of air which can enter the cylinder under perfect conditions If only 0018 Ibs actually enters the cylinder during the intake stroke the volumetric efficiency is Vol Eff 0018 x 100 82 0022 During supercharging if the engine ingests 0030 Ibs each intake stroke the volumetric efficiency is calculated as Vol Eff 0030 x 100 136 0022 If 0030 Ibs enters the cylinder but 0003 Ibs goes straight through and ends up out the exhaust called short circuiting the Vol Eff is Vol Eff 0030 0003 x 100 123 0022 See Shrt Circuit Actual CFM Is the flow rate of fresh air into the engine measured in cubic feet per minute CFM This is measured at the entrance of the air cleaner or if no air cleaner is present the carburetor s or throttle body s Since this is called actual it is not corrected to standard conditions as in earlier Engine Analyzer programs Actual CFM should correlate more closely to actual dynamometer air flow measurements Fuel Flow lb hr Is the fuel flow delivered by the carburetor s or fuel injectors in lbs hr for either gas or alcohol This does not include the fuel to combust nitrous oxide which is assumed to come from a separate fuel delivery system and is identified as Ntrs Fuel in the test results For Gasoline the fuel is assumed to be similar to octane an
292. iction and design Manifolds and headers with low flow coefficients have much potential for flow gains from redesign and porting Flow restrictions from components with high flow coefficients indicate the size of the component is more of a restriction than its design e Runner Flow Coef has a significant effect on tuning however this effect is not yet clearly understood See Appendix 3 2 9 8 Calc Taper deg Is the Taper angle for either the intake runner in the manifold or the collector of the exhaust header calculated from the following specs Taper is defined on Figure 2 45 Runner Taper page 28 under Intake System specs Specs at Runner Entrance and page 39 under Exhaust System Runner Specs at Head or specs See page 97 for general notes or Specs at Collector Exit on Calculation Menus and for an example of their use Specs at Entrance by primaries The equation for Taper depends on the length of the Intake Runner or Exhaust Collector This length is based on the current settings of these specs in the Intake System or Exhaust System specs menus and is displayed in the Notes section at the bottom of this menu Make sure this length matches the runner or collector for which you are calculating Taper before using this menu Runner Lengt or Collector Length 107 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Runner Specs at Head or Specs at Entrance by primaries Know From this combo
293. ient temperature as specified by Air Temp in the Weather Conditions in the Calculation Conditions menu with no change in boost pressure See Table 2 14 in the Roots Supercharger section for definitions of the various ratings 57 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Turbocharger Select Turbocharger if the engine is equipped with a turbocharger which most engine builders are familiar with A turbocharger is basically a centrifugal compressor tied to a turbine which is driven by engine exhaust gases Turbocharger Specs have been expanded in later versions with new inputs See Appendices 9 10 and 11 on pages 235 276 for more updated info 1st Stage Turbocharger Specs These specs describe the size and efficiency of the turbocharger s compressor and exhaust driven turbine The Ist Stage reference File d Figure 2 27 Turbocharger Specs Menu Turbocharger Specs for TB301 AR 67 Ist Stage Turbocharger Specs bs ted Island CFM Island Pressure Ratio General Turbocharger Specs Throttle Location Draw Through Max Boost Limit PSI Island Efficiency Surge CFM means this is the first turbocharger the incoming air is compressed by On single stage Turbine Nozzle Dia in 1 4 2nd Giage Yushocharger Specs istand CFM systems these are the specs to simulate the only staging of turbocharger The size and performance of the
294. ight gms The weight of one valve in grams Even if there are 2 or 3 intake or exhaust valves per cylinder enter the weight of only 1 valve Retainer Locks Wt gms The weight of one valve spring retainer and the locks or keepers which attach the retainer to the valve stem in grams Even if there are 2 or 3 intake or exhaust valves per cylinder enter the weight of only 1 retainer and 1 set of locks Spring Damper Weight gms The weight of all valve springs and spring like dampers for one valve in grams Even if there are 2 or 3 intake or exhaust valves per cylinder enter the weight of the valve springs for only 1 valve Do not enter weights for cup type dampers which do not move with the valve spring Rocker Arm wo Fulcrum gms The weight of one rocker arm in grams Do not include the weight of the fulcrum The fulcrum is the non rotating pivot the rocker arm rotates on 117 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 17 Calc R A Stiffness Is the Eff Rckr Arm Stffnss calculated from the following specs in pounds per inch Eff Rckr Arm Stffnss is defined on page 47 under Cam Valve Train specs See page 97 for general notes on Calculation Menus and for an example of their use This calculation requires you to run a fairly sophisticated and somewhat dangerous test on the assembled engine The test procedure includes e Removing or dropping the valve for the rocker arm you want to
295. in Calculation You will end up with 36 tests every possible combination of these settings when the test is complete Important Because of the large amount of data which can be produced with Chain Calculations there is a limitation Only torque and HP data is saved for each calculation No other RPM data and no cycle data is saved reported or graphed The Chain Calculation Specs have been greatly expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Specs to Chain O 1 2 Select 1 if you want only 1 engine spec to be chained 2 if you want 2 specs to be changed In the example above if you selected 1 the Chain Spec 2 items would have been dimmed The results would have only consisted of 6 tests of the different Intake Centerlines The Exhaust Centerline would have stayed at whatever value was currently entered in the Cam Valve Train Specs menu Chain Spec 1 Spec Type and Name Click on arrow for a list of possible specs for the first chain calculation Not all engine specs can be chained Also see Chain Step Size below 72 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Starting Spec Value The value of the first chain calculation for Chain Spec 1 Also see Chain Step Size below Chain Steps The number of settings for Chain Calculation 1 2 6 Also see Chain Step Size below Chain Step Size The amount of increase in Chain Spec 1 betwee
296. ine Analyzer Pro can simulate steady state or accelerating dyno tests by setting Accel Rate RPM Sec in the Calculation Conditions menu If Accel Rate is set to 0 steady state this spec is ignored because no power is lost to inertia The higher the Accel Rate and the higher the Total Inertia the more power lost to inertia See Section 2 9 2 for calculating Total Inertia Crankshaft Design This combo box lets you pick a general design of the crankshaft as far as windage drag is concerned Windage can rob significant amounts or power from the engine especially at high speed Pick from the following designs e High Oil Drag is where there is higher than normal drag like oil overfill or excessive foaming where the crank actually hits the oil level e Typical windage would be a typical production design without provisions to minimize windage like scrapers windage tray deep sump etc e Low windage would be where provisions have been made to minimize windage like scrapers windage tray deep sump etc e Low Case Pressure is where a small air pump is used to reduce crankcase pressure significantly to over 10 mercury vacuum This is also the best choice for dry sump systems 16 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 3 Cylinder Head s The cylinder head specs affect intake and exhaust flow potential compression ratio and the combustion chamber Intake Port Specs Figure 2 7 Cylinder Head s M
297. is activated You may decide this approach gives the best bang for the buck for improved performance 183 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Conclusions e Turbocharging supercharging and injecting nitrous oxide can provide a significant performance increase on a basically stock engine e Turbocharging and supercharging make an engine prone to spark knock the Knock Index increases significantly where boost is high Care must be taken to prevent detonation by retarding spark running high octane fuel etc e The Engine Analyzer Pro provides a method to estimate performance increases and points out potential problems before the modification is made excessive spark knock insufficient fuel pump capacity rejetting the carburetor etc e As with any modifications the Engine Analyzer Pro can not consider all details Therefore you must follow the manufacturer s recommendations for safe reliable operation of a particular system 184 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples For Advanced Users Limiting Knock Index As shown by Knock Index several of these modifications significantly increased the engine s tendency to spark knock or detonate The simplest ways to avoid detonation is to either increase octane or retard spark advance Since there is a limit to what octane fuel can be purchased on the street most engines run spark curves with significant spark ret
298. is axis can be easily changed as described in this section Grid lines The style or elimination of grid lines can be changed by clicking on Format then Grid Style Data graph lines The style and thickness of these lines can be changed by clicking on Format then Line Style Vertical Y axis The scaling of this axis can be easily changed as described in this section C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output SSS SSS SSS Ee a a ae ea ae There are 2 basic types of test data which can be graphed e RPM Data like Brk Torque Brake HP etc vs RPM e Cycle Data like cylinder pressure intake runner flow velocity intake valve flow area etc vs either crank degrees time or cylinder volume There are 2 basic types of graphs e Single Data graphs where only 1 type of data is graphed For example this would be where Brake HP from 1 or several tests is graphed e Mixed Data graphs where more than type of data is graphed For example this would be where Brk Torque Brake HP and Fuel Flow are graphed from 1 or several tests There are 3 basic types of tests which can be graphed e Current test results These are the test results whose RPM data is displayed when at the Test Results screen These can be for the test results just calculated or for a test retrieved at the test results screen using the File menu command e Last test results These are the test results from the previous calculation By comparing the c
299. iseconds 0245 seconds every time it fires Also see the preceding Injctr Dty Cyc explanation Inj Plse Wdth is not reported if the Intake System Manifold Type is carbureted Calc Error Occasionally the Pro can not obtain an assumed and final volumetric efficiency which agree within the accepted tolerance The program then uses the average of the assumed and final volumetric efficiency for the final volumetric efficiency Calc Error is set to the difference between this average volumetric efficiency and final volumetric efficiency calculated To summarize if Calc Error is 0 the Pro found an assumed and final volumetric efficiency within acceptable limits and the Pro s test results for this RPM are accurate If Calc Error is not 0 it represents the difference or error between the volumetric efficiency reported and the actual volumetric efficiency calculated at this RPM 85 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Supercharger Outputs If calculations are made for supercharged or turbocharged engines additional calculations are made and reported at the bottom of the Projected Performance report If the engine is not supercharged or turbocharged these outputs are left blank Compressor Eff The thermal efficiency of the supercharger or turbocharger compressor Cmprssr Pres Ratio The pressure ratio produced by the supercharger or turbocharger compressor For example if the absolute
300. its size but its size is the restriction not its design If you enter a Flow with Runner which is greater than or equal to Flow w o Runner the Engine Analyzer Pro simply calculates a maximum flow coefficient of 3 Notes When flow testing an intake manifold be sure the other runners are blocked off Also do not install the carburetor The Engine Analyzer Pro treats the carburetor restriction differently from the valve port and runner restrictions Occasionally a manifold 106 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions OO SSS SSS SSS Es may flow better with the carb or throttle body than without In these instances you should provide an optimum entrance at the carb pad since the carb itself would be a significant restriction An optimum entrance can be molded out of clay It may be more convenient to just flow the cylinder head with the intake and exhaust manifold header installed rather than trying to develop optimum adapters If this is what you want to do see Example 4 4 If you did not exactly have an optimum adapter for obtaining Flow w o Runner then your Valve Flow Coef will be too low and your Runner Flow Coef will be too high Also see Examples 4 4 and 4 5 Accurate determination of Runner Flow Coef has three advantages e You can more accurately swap manifold runners onto heads in the computer which have not been flowed together e You gain insight as to manifold and header flow restr
301. k Curve Assume that for this engine at this RPM the Engine Analyzer Pro determines the flame requires 50 degrees to completely burn the air fuel charge to give optimum performance This allows 25 degrees for combustion before TDC 25 degrees for combustion after TDC The program will automatically set a Spark Advance timing of 25 degrees BTDC before top dead center Example 2 If at the Calculation Conditions menu you chose the Use Specified Spark Curve option the menu and specs in this section are available to change and do effect calculated performance Calculation Conditions Menu O Program sets spark for best power Use Specified Spark Curve This Spark Curve Gives Best Performance O Yes No Break Point 1 Spark Advance As in Case 1 the Engine Analyzer Pro determines the flame requires 50 degrees to completely burn the air fuel charge The Engine Analyzer Pro will set 15 degrees spark timing as you specify Combustion will be completed at 35 degrees after TDC 15 35 50 The combustion period is retarded 10 degrees from optimum on 25 degrees BTDC This should result in a loss of performance but also reduces the possibility of spark knock reduce Knock Index and Mx Cy Pres in the test results 70 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Example 3 If at the Calculation Conditions menu you chose the Use Specified Spark Curve option the menu and specs in this section are available to change and d
302. k degrees tested If it is negative it means that particular valve has entered into the other valve s curtain surface a cylinder swept out by the edge of the valve See drawing at bottom of this figure 047 0060 661 21 5 157 06060 661 21 8 269 000 862 21 9 381 000 863 21 9 494 000 005 21 7 605 000 668 21 4 715 000 611 26 9 824 000 015 26 2 930 0060 020 19 7 833 000 825 18 9 132 0060 032 18 0 228 6060 640 17 1 320 000 049 16 2 408 000 059 15 4 490 000 070 14 6 569 000 083 13 9 642 0600 098 13 3 710 000 114 12 7 772 080 131 12 2 830 000 150 11 8 882 600 171 11 4 929 600 193 11 0 970 0060 217 10 7 606 000 242 16 5 036 000 268 16 3 661 0060 295 16 3 686 000 323 16 3 094 000 352 10 4 183 0600 381 16 6 166 6060 411 11 8 NNNN h eee eo oe Data report of all engine data used to produce this screen including valve clearance and valve clash results Clash results only show if you have specified a Hemi or Pent Roof type head layout or more than 1 intake or exhaust valve VostOBDONEOt He HBO FOWOMANMNNwDOOSGOeotrCCYCyS BOWWKMAOBOOWKHWAONNNNNNNNNNNA eee eo a eeoeooeoooeoocoe oe eoocoeooeoegoooooooooooeooso 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 NNR NOLEN ONN MSA COMM AN NNNUNNNNNNNNNNNNNNN Intake Valve Clash intake valve enters into
303. k on Backup to Backup All shown here Fl Engine Analyzer Pro v3 5 Performar Files to some external drive like mer Pro v3 5 Performance Trends Engine Porsche 951 turbo AGEIA Calc HP Ip Preferences a CD Rom or Memory Stick HP Help Prfferences A x 2 Sku Open Example Engin from Performance Trends Past Tests i Open from Engine Librar Save Complete Engine Calc HP Past Tests 47 Open One of My Sdved Engines Ctrl 0 Save Engine Ctrl s Current Component Files Save Engine As Ctrl B Porsche 968 Hitre Porsche 968 3 0 block bored Porsche 968 3 itre Short Block Specs Open from Exfernal Drive floppy or CD Save to Extgtnal Drive floppy or CD Porsche 951 Turbo head mod by Porsche 951 Turbo Big 4 bo head mod by Porsche 951 Turbe Backup Files Restore From a Backup gt Restore All Backed Up Files Restore History 4 Backup Progyess Restore Folders One at a Time File 4 of 1208 Users Cam Valve Train Files 250 9 DAT Stock Porsche 951 Import Individual Files Restore Files One at a Time Import All Files from Earlier Engine Analyzer Pro Porsche 951 turbo Stop Backup Cyl no 1 and 4 s 3 Porsche 951 turbo 1 Unlock Pragram Options step same for cyl Exhaust System Specs ie ag ena tags Cyl no 1 and 4 s 3E collector turbo up step same for cyl Exit Program ctrlex m Z27 road race Porsche 951 2 5 li collector turbo up r valve setup aoe Porsche 951 Enem Z27 road race Porsche 951 2 5 it Email Engine File Pick a File to Resto
304. k way to move the cursor from 1 area of the graph to another Do not drag the mouse while clicking or you will Zoom in on that area If you click on a graph line in between data points the cursor will not appear A data point is where you see a definite point or bend in a graph line 139 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Changing titles and legend names Many times you may want to customize a graph by printing labels of your choice Click on Format and then Edit Titles Legend to bring up the menu shown in Figure 3 19 which will allow you to do this Figure 3 19 Menu to Edit Title and Legend This is the list of Standard names the program uses unless you click on the Use New Titles button below Select click on a Standard name you want to change The Standard Name appears in the edit box along with the current New name if there is one Once you have selected a name from this list that row will be highlighted it is easier to use the up and down arrow keys fo select the next item to edit than clicking the item with the mouse This is the list of New names the program will use if you click on Use New Titles Ifa title in the List of New Names is blank the program will use the Standard name Edit Graph Title and Legend List of Std Names Brk Tq Brake HP Current Baseline Brk Tq ft lbs Brake HP Standard name from row selected BSFC lb HP hr x New name for you to edit Ot
305. ke Lobe Area Valve Area etc increased However the engine did not like the increase until very high RPM Conclusions e Cam timing and lash affect nearly every aspect of engine performance e You can save Test Results in files for recall at any time for comparisons to other test results in graphs e You can save Engine specs or Component Specs in files for use building new engine combinations in the future e You should become familiar with all calculated results They will help you understand why performance changes with engine modifications e The Engine Analyzer Pro has several graphing options for you to compare RPM Data or Cycle Data between runs or between different RPMs This allows you to quickly spot trends and understand why they occurred 174 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples For Advanced Users Valve Train Dynamics First retrieve the RSTR SBCHEV file from the TOTAL ENGINE Library and calculate performance for the original cam Repeat the process done in this example except be sure to set the Calculate Valve Train Dynamics option in the Cam Valve Train menu to Yes This tells the program to simulate the bending and tossing which can occur in the actual valve train You will notice the torque and HP are different than with the Calculate Valve Train Dynamics option set to No You will also notice Valve Toss listed in the Notes Summary section at the top of the test results This is
306. l Check Idle Vacuum Hg in this section also to see how Overlap Area effects an important aspect of street engine performance Viv Area deg sq in Is the valve opening flow area in units of degree square inches similar units to Overlap Area deg sq in This value represents the total effective flow area available for the intake or exhaust valves while they are open not just when both are open It is calculated from the valve lift curve and the valve flow curve See Figure 2 37 Unlike flow coefficients this value does increase directly as valve duration and valve size increases It is these areas upon which Total Exh Int is based 87 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 37 Illustration of Viv Area Calculation Valve Lift Profile Valve Flow Curve VLV Flow AREA cam profile RAR CFM at various and lash valve lifts ANCA Crank Degrees Valve Lift Crank Degrees The Vlv Area is given here to compare valve opening areas between different cam profiles lash settings valve sizes and flow coefficients Also like Overlap Area deg sq in larger cylinders will require larger valve areas for similar volumetric efficiency Total Exh Int This is the percentage ratio of total exhaust flow area to intake flow area It is calculated as Total Exh Int Exhaust Viv Area deg sg in x 100 Intake Viv Area deg sq in Rules of thumb state that the exhaust port does not produce signi
307. l or worse not even pull fuel through the jets at all e Atomization of fuel in the chamber which depends on many design variables and fuel properties The Pro assumes that the higher the Octane rating of the fuel the lower the Reid Vapor pressure and the less likely the fuel is to atomize Obviously not all fuels have the same vapor pressure for a certain octane so this trend is not 77 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions necessarily true for all fuels Alcohol is also assumed to be slightly more difficult to produce good A F Mixture Quality because of its large cooling effect The lower the A F Mixture Quality the lower the power output the Pro will project Therefore pay special attention to this number This is a change from all other pervious Engine Analyzer programs which always assumed perfect A F distribution and atomization BSFC lb HP hr Is the brake specific fuel consumption of the engine in Ibs HP hr or pounds of fuel per hour per horsepower BSFC is a measure of how efficiently the fuel is being used to produce power at the crankshaft A good BSFC is in the range of 40 45 for gas and 95 1 10 for alcohol near the torque peak RPM The lower the BSFC the more efficient the engine is at converting fuel into HP BSFC is based on total engine fuel flow or Fuel Flow Ntrs Fuel Thermal Eff Is the thermal efficiency as defined in Appendix 2 expressed in IMEP PSI
308. l Over Nose 242 C Performance Trends Inc 2009 Figure A27 New Features in Calculate Performance Conditions Screen Calculate Performance Conditions for 2003 Ford Focus Stock l Test Conditions Barometric Pressure Hg Intake Air Temp deg F Dew Point deg F Elevation feet Cooling System Liquid Cooled Coolant Temp deg F Chassis Dyno Losses Engine Analyzer Pro Appendices Fuel Specs Type Gasoline Settings to simulate Chassis Dyno results B These must be turned On B6 Chain Calculations in Preferences No CO Yes See Chain Calculation Specs This setting may not be shown if you have turned Tuning Recomendations RPM Off econ mendations Starting Point Recommendations RPMs to Run Starting RPM Number of RPM Steps RPM Step Size Help in Preferences Click on arrow to select type of fuel Drag Race Gasoline has slightly higher energy content than Gasoline but has lower vapor pressure doesn t atomize as well p 66 OK Return Help Calculate Performance Figure A28 New Features in Intake Specs Screen New restrictions Intake System Specs for 2003 Ford Focus Stock Manifold Specs 1 runner cyl Design Straight Runners merge to Runner Length in Runner Flow Coef Runner Taper deg Manifold Type Intake Heat Runner Dia Head in cic
309. l RPMs except 2500 3000 3500 4000 4500 5000 5500 6000 7000 RPM 162 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Under the General Engine Calculations notice the Secondary Tuning RPM is 2724 RPM with the dual plane intake This tells you secondary tuning low speed tuning is present with Figure 4 10 Single Data Graphs This Example of Int Vac the dual plane intake The Secondary Tuning RPM is Click on SINGLE marked na with the single I Engine Analyzer Pro Z eTA plane intake saying no Back File Format View Help mixed SI iLE f list LAST RPM cyc i secondary tuning is present e e Ee ee A e ees A list of possible Single Data Graph i with this intake See Appendix ae eat Bees Tre ekon Paine daia typos is 3 e eai displayed Click Bik Tq fth i on the Data Type H to graph then click OK or simply double click on data type Use the slide bar on the right side to display more data types Higher RPM performance with the 400 CFM carb single plane intake has increased for 2 main reasons lower flow restriction producing less manifold vacuum and a cooler intake charge Very low speed performance has dropped somewhat due to a loss of secondary tuning o H 1 i 1 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 RPM Obtain a plot of the new data vs the old data by clicking on the Graph button or the Graph menu item You should obtain a graph similar t
310. l Roots supercharger with the Leakage rating chosen Belt Ratio Is the ratio between the drive pulley mounted on the engine crankshaft and the driven pulley on the Roots supercharger This ratio identifies the amount of difference between engine RPM and supercharger RPM Belt Ratio can be calculated by the equation below or by clicking on the Clc button as shown in Section 2 9 20 Belt Ratio Crank Pulley Diameter inches S C Pulley Diameter inches Many people talk about the overdrive or underdrive of a supercharger The equation to convert Belt Ratio to overdrive is Overdrive Belt Ratio 1 x 100 For example if the Belt Ratio is 1 5 the Overdrive would be 1 5 1 x 100 or 50 Overdrive If the Belt Ratio is 8 the Overdrive would be 8 1 x 100 or 20 Overdrive or 20 Underdrive Safety Note You must follow the supercharger manufacturer s recommendations for maximum belt ratios maximum engine RPM and maximum supercharger RPM 52 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions PE SSS SSS SSS EE a as Peak Thermal Eff Is the peak thermal efficiency of the Roots compressor Roots compressors do not have as high a thermal efficiency as centrifugal compressors That is because the a Roots supercharger simply pumps air against a restriction the engine to compress it In centrifugal compressors and special designs of positive displacement superchargers the air is gradually compressed and
311. l for an unlock code Its just that after 10 days the program will not do anything other than let you unlock it C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction 1 5 Example to Get You Going To start the Engine Analyzer Pro from Windows 3 1 click on the Engine Analyzer Pro icon in the Perf Trnds program group From Windows 95 click on Start then Programs then Perf Trnds and then Engine Analyzer Pro After some brief introduction screens you will be left at the Main Menu shown below Figure 1 1 Main Menu Engine Analyzer Pro Performance Trends Engine SUPERSTO CK File engine Calc HP F2 Help F1 Preferences About our name and phone can go Eng CID 263 9 here Click on Preferences Chmbr ces 54 2 From this main menu you can e Choose to review or modify any of the categories of engine Current Component Files specifications displayed Short Block Specs BUICKV 6 Buick V 6 e Retrieve or save a file of a BUICK STGII Stage Il Buick 6 Heads complete engine specifications Head Specs Ported with 215 cc intake ports by clicking on the Retrieve or 1050 TNLRAM Tunnel Ram with a single Modified Holley 1050 Intake System Specs Save buttons first 2 buttons on the left or the File menu item ahaa Spatsa Specs HDR 31X2 1 Headers with 31 inch length by 2 25 inch OD then either Load or Save E BUICK V 6 Super Stock Buick 6 Roller Cam Valve Train e Add edit or review
312. l vs Runner Flow Coef Runner Flow Coef is different from Head s Single Flow Coef in 2 ways First it is High normal to have a Runner Flow Coef greater than 1 0 Second Runner Flow Coef has a Level of very non linear relationship to restriction Restriction This means that the difference in restriction Or Power Loss between flow coefficients of 5 to 1 0 is much greater than the difference between 2 5 and 3 0 Figure 2 14 shows that most change in restriction level occurs between Runner Flow Coefs of 5 and 1 5 1 2 Runner Flow Coef not only affects flow Runner Flow Coef restriction but has an influence on intake tuning See Appendix 3 and Example 4 5 See Section 2 9 7 for how to calculate Runner Flow Coef from flow bench data Even if you do not have flow bench data review Section 2 9 7 for an understanding of how the flow capacity of the head s ports relate to the intake manifold s Runner Flow Coef Manifold Type This combo box lets you pick the type of intake manifold design and the type of fuel delivery system This will determine what percent of the carburetor or throttle body is available to each individual cylinder and the type and strength of the intake tuning effects Table 2 8 Descriptions of Manifold Types Manifold Type Dual Plane carb s This manifold type is where half of the engine s cylinders see only half of the carburetor and are isolated from the other half of the cylinders This type of manifold giv
313. later intake closing of the CSTM 260 cam file cam helps top end HP and hurts low end torque Tip The Cycle Data of Int amp Exh Valve Lift shown in Figure 4 22 does not change with RPM Therefore we did not have to be careful about using the same RPM for our comparisons between the different cams If we graphed Cycle Data that did change with RPM like Cylinder Pressure Port Pressures and most any other Cycle Data we would have to pay attention to the RPM we chose when we added these Test Files to the Common List You can add the same test file to the Common List many times each time selecting a different RPM This way you can compare Cycle Data for most any RPM from most any saved Test File Saving a Component File From the Graph screen click on Back then at the Test Results screen click on Back Open up the Cam Valve Figure 4 23 Saving Engine or Component Files Train menu Notice that the current name of the Cam is RSTR SBC HEV and the comments are Restricted 355 Tip To save an entire Engine File not a SB Chev First change the comments to describe this component file click on File then Save As or cam say Ultradyne 260 deg 110 lobe centerlines click on the Save button shown here somewhat straight up using Cam Analyzer Cam Dr file hidden by the Cam Valve Train menu Then click on Save to Library You are first asked if you Cam Valve Train Specs for UD260 FI L want to save the cu
314. lds or carbureted manifolds with blocked Reduced Heat exhaust crossover Manifolds with no source of engine heat fuel injection or carbs with individual stacks No Heat manifolds which have no coolant passages exhaust crossover and are insulated or isolated from the lifter valley 28 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Fuel Delivery Calculations Yes O No If you choose Yes for Fuel Delivery Calculations as shown above the See Specs button becomes enabled Click on this button to view a new menu of fuel delivery system carb or electronic fuel injection details See Fuel Delivery Specs in the next section These specs have NO effect on performance but just the fuel delivery recommendations given in the test results Carburetor s Throttle Body s The title of this section of the Intake System Specs menu is determined by the choice of Manifold Type Total CFM Rating Is the air flow rating of the carburetor s or throttle body s if the engine is fuel injected The flow rating is measured in CFM Cubic Feet per Minute maintaining a 1 5 Hg inches of mercury pressure drop across the carburetor or throttle body Standard CFM at 1 5 Hg pressure drop 20 4 water is the standard method of rating 4 BBL carburetors Standard CFM ratings for 2 BBL and 1 BBL carburetors are measured with a 3 Hg pressure drop and must be converted to the 4 BBL rating before they will be accurate in the Engine
315. le body is less restrictive in the Blow Through position Throttle Location can have a significant effect on carburetor jet size requirements Note Both Blow Through and Draw Through setups are common with turbochargers Max Boost Limit PSI If turbocharger conditions are such that it delivers boost greater than this specified level the Engine Analyzer Pro assumes an exhaust bypass valve or wastegate is activated to limit boost Wastegates divert exhaust gasses around the turbocharger s turbine This is a very common way to control boost especially for street applications Therefore set Max Boost Limit to the pressure the wastegate is designed to control boost to Turbos Stages Is the number of turbochargers installed and if there is one or 2 stages of turbos This combo box lets you pick one of the 4 combinations shown in Figure 2 30 Note that 2 stage turbocharging has not yet been activated at the printing of this manual Intercooler Eff This combo box lets you pick the effectiveness of the intercooler to cool the intake charge An intercooler looks much like a radiator but instead of cooling engine coolant it cools the intake air charge A turbocharger heats up the intake air considerably through the process of compression Cool air is more dense than warm air More cool air can be packed into a given cylinder volume producing more power The intercooler allows ambient air non compressed surrounding air to cool the ch
316. ler Effectiveness Intercooler System 0 No Intercooler No cooling of the intake charge takes place that no intercooler is installed 25 Steady Runng Air to Air The intake charge is brought back 25 to its original temperature This level simulates a typical air to air intercooler which has been running continually at full boost for over 30 seconds or more An intercooler s effectiveness tends to drop under sustained full boost operation as the intercooler tends to heat up 50 Quick Accel Air to Air The intake charge is brought back 50 to its original temperature This level simulates a typical air to air intercooler for a short burst to full boost from a light load condition The intercooler will not be as hot and can cool the incoming air better until the intercooler heats up 75 Air to Water The intake charge is brought back 75 to its original temperature This level simulates a special intercooler which has a volume of water around the fins This intercooler is more effective because the water probably starts cooler than an air to air intercooler and the water takes longer to heat up has more thermal inertia than just an air cooled intercooler by itself 100 Air to Cold Water The intake charge is brought back completely 100 to its original temperature This level simulates a special intercooler which has a volume of cool water around the fins This intercooler is more effective because the water starts much cooler t
317. lic lifters Spring Rate Ib in C Describes the stiffness of the valve spring in pounds of force required to compress the spring inch This can be calculated by the following equation change in spring force pounds Spring Rate Ib in change in spring length inches For example one cam grinder s catalog gives a force at the checking height of 1 65 of 110 Ibs and a force at the open height of 1 15 inches of 290 lbs This would give 290 110 180 Spring Rate Ib in 327 Ib in 1 65 1 10 59 See Section 2 9 19 for calculating spring rate by clicking on the Cle button For 4 valve engines see note on page 49 Seated Spring Force Ibs Is the force in pounds exerted by the valve spring on the valve when the valve is closed See Section 2 9 19 for calculating seated spring force by clicking on the Clc button For 4 valve engines see note on page 49 48 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Exhaust Valve Train Specs Valve Train Type Eff Valve Mass gms Eff Rckr Arm Stffnss Ib in Eff Lifter Mass or Rocker Arm Mass Eff Lifter Stiffness Ib in Spring Rate Ib in Seated Spring Force Ibs These exhaust Valve Train Dynamics Specs are used in the same manner as the intake parameters described in this section Notes for 4 Valve Engines The program is primarily set up assuming you are working with 2 valve engines There are 2 basic ways to use the Va
318. lifying assumptions are made to reduce the carburetor specs to those you see here Most assumptions are based on a typical Holley 4 barrel WARNING Although recommended jet sizes may work well in some cases DO NOT use them to jet your carb Due to the many carb assumptions made by the Pro recommended jet sizes should only be used to show trends Primary Venturis Is the total of primary carburetor venturis on the engine Table 2 10 gives some examples Table 2 10 Examples of Primary Venturis and Secondary Venturis Intake System Primary Venturis Secondary Venturis Single 4 barrel carb Dual 4 barrels Three 2 barrel carbs ex Mopar Six Pack Four cylinder engine with Ind Runner 14 Non Staged 2 barrel carb ex Holley 500 x oo OSOS Secondary Venturis Is the total of secondary carburetor venturis on the engine Table 2 11 gives some examples Primary Venturi Diameter in Is the diameter of the main venturi not booster venturi in a primary throttle bore in inches This is not the throttle plate diameter Secondary Venturi Diameter in Is the diameter of the main venturi not booster venturi in a secondary throttle bore in inches This is not the throttle plate diameter Power Valve This combo box lets you pick the diameter of the power valve restrictor channel in inches and whether the power valve is only for the primaries or for both the primaries and secondaries For some diameters a
319. lts to Disk File BOIS 1 Fulview Set Scale off LIST if the graph had included Move Delete Saved Tests Add Saved Test to Common List Pick Test s from Common List to Graph Print Windows Print Options Exit Figure 3 15 Common List 12 Commonly Used Tests 2 Tests Selected buick stuff 800 7 29 97 buick base 24 5500 8 13 97 buick rudd md1 400 9 23 97 buick rudd mod 4000 9 23 97 buick junk 4500 7 21 97 buick boss cam 4500 6 1 97 buick junktrbo 7000 9 4 97 buick 302 345 3000 9 8 79 buick ruddi sc 8000 4 the files from the Common List r current LAST is now printed in upper Brk Ty ftlbs tbe diab Brake HP case and list is printed in lower BSFC IbYHP hrx 100 case p buicKirudd md1 Note Click on LAST or LIST oo whichever is upper case to turn prake H that data off and only the current BSFC Ik HP h rx 1004 results will be graphed buicKirudd mod Apr Ta fhs Click on the Saved Test Results to highlight it to include itin the graph Click again on a highlighted test to de select it Then click on OK to make the graph The RPMs given with the Saved Test Results name is the RPM for the Cycle Data from this test which will be graphed This RPM is not used if you are doing RPM graphs If this is not the RPM you want to graph you must click on File then Add Saved Test to Common List then add this file to the list again this time picking the RPM you want to graph A Test R
320. lve Train Dynamics portion for 4 valve engines Method 1 Characterize the Intake or Exhaust Valves as 1 Valve For this method you would enter or calculate the effective weight of 1 valve and 1 lifter follower and obtain the rocker arm stiffness of 1 rocker arm You would enter or calculate the spring rates of just 1 of the valve springs Method 2 Characterize the Intake or Exhaust Valves as 2 Valves For this method you would enter or calculate the effective weight of both valves and both lifters followers and obtain the rocker arm stiffness of both rocker arms together You would enter or calculate the spring rates of both valve springs together This method 2 is more accurate primarily because the program estimating the cylinder pressure against the valve face for 2 valves very important on the exhaust side Obviously for 3 intake or exhaust valves you would factor the weights stiffnesses and spring rates up by a factor of 3 instead of just a factor of 2 49 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 50 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 Turbo Supercharger Specs _ Streiswatyeneates Roots Supercharger Centrifugal Supercharger If you click on the Turbo Supercharger Specs button you are presented with the 4 choices Turbocharger shown to the right Select the type of supercharger system then click on the View Specs butt
321. ly plate for the Sec Throttle Plates not venturi diameter If Total Sec Throttle Plates is set to 0 this value is disabled dimmed to gray and ignored Note Primary throttles and secondary throttles are not treated differently in this calculation menu The only reason they are listed separately here is to easily handle throttle plates which are different sizes For example if the primary and secondary throttles were the same size in the three 2 barrel examples above you could have used 6 Pri Throttles 0 Sec Throttles and arrived at the same answer 109 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Restrictor Plate Specs Restrictor Plate Installed If the carb is used with a restrictor plate choose Yes Restrictor plates are special orifice plates mounted below or after the carburetor to limit power for special classes of racing Chances are if you do not know what a restrictor plate is you would choose No here Restrictor Holes The total holes in the restrictor plate which all engine air must pass through If Restrictor Plate Installed is set to No this value is disabled dimmed to gray and ignored Hole Diameter in The diameter of each hole in the restrictor plate in inches If Restrictor Plate Installed is set to No this value is disabled dimmed to gray and ignored Design Improved This spec has to do with how the orifice plate is mounted and what type of transition pieces
322. lyzer Pro Chapter 3 Output 3 2 Analysis Reports When calculated performance results are displayed on the screen you can obtain the Analysis Options menu by clicking on Analyze in the menu bar See Figure 3 4A The Analysis report consists of 2 5 pages of suggestions for improving performance safety warnings etc concerning the performance results calculated See Figure 3 4B for a screen report IMPORTANT The ENGINE ANALYZER can NOT anticipate all UNSAFE and poor performing situations Do NOT rely only on the Analysis report to point out problems and SAFETY HAZARDS You must use your own judgment and expert advice by 3 4A Analysis Options Short Form Report Desired HP Peak RPM experienced engine builders and the manufacturer of the engine components Short Form Check this Option box if you feel very comfortable with running the Engine Analyzer Pro and understanding its output If you do not check this option you will obtain the full report which gives additional tips on changing the Engine Analyzer Pro inputs to obtain the desired performance level Desired HP Peak RPM Enter the RPM where you would like this engine s HP to peak The Analysis report will give suggestions for specifications to produce good performance at this RPM Application Click this combo box for the following choices e Mild Street Figure 3 4B Portion of Typical Analysis Report Analysis Report FOR THE ENGINE YOURSELF A
323. m dropped with the larger carb and single plane intake The 255 CFM carb produced 6 6 vacuum flowing 467 CFM where the 400 CFM carb produced only 3 4 vacuum while flowing a higher 578 CFM at 7000 In Tun Pres for the longer runner Dual Plane intake with the 350 carb was higher at most RPMs Only at 7000 did the single plane Victor Jr finally show an advantage This bears out a common trend Single plane intakes tune well at high RPM dual planes can tune well at lower RPM The Victor Jr s runners are isolated from heat sources which keeps In Port Tmp intake port temperature lower than with the Performer intake In Port Tmp varies from 109 71 degrees where the Performer 255 CFM carb varies from 133 103 degrees That s 25 to 30 degrees cooler to keep the charge more dense 161 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 8 Performance with Holley 500 2 barrel and Victor Jr Single Plane Click on Graph button or Graph menu item to produce graph shown in Figure 4 9 Eugine Aialyzer Pro Engine RSTR SBC HEY Test Results Untitled lt Graph Print Help F1 File Analyze See Engine Notes Summam Cabo T E small Detonaianiikel Valve Toss eaten rr pee Piston speed Extremely high Click on Notes tor more Details PkHP 401 6000 Avgs316 Engine RPM 7 Performance Summary peti shows huge increase in Exh Pres PSI 0 i i i i l i i Peak and Average torque lavas Ho i i i j J and HP Act
324. mes have you seen magazine stories of an engine dyno tested to produce 400 HP But when the engine is installed in a car it only runs 100 MPH in the quarter mile Similar cars with 400 HP are running 110 MPH so the dyno numbers are obviously too high Significant variability exists from run to run day to day and especially from dyno facility to dyno facility Therefore the dyno data you are comparing to the Engine Analyzer Pro results may be in error more than the program See Appendix 4 Figures A 1 A 3 give some comparisons between Engine Analyzer Pro simulations and actual dynamometer runs testing various modifications Figure A 4 show pushrod forces simulated by the Pro versus loads measured with instrumented pushrods Figure A 5 shows simulated intake runner pressure pulses versus those actually measured in the intake runner These examples will give you some feel for the accuracy to be expected from the program The examples shown here compare predicted results from the older DOS Pro The Windows Pro v2 1 has equal or improved accuracy in most all situations and would show equal or better correlation as the graphs shown here 203 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A 1 Predicted Effect of Cam Change From Pro Versus Measured On Dynamometer aN at m Shop ear ea TID pna tf o dpp 252 Advbur ad ee ali PRERA BR Te WP Pri it ae Pi ye roy hay oe in Bc C
325. ming VVT 262 Venturi Discharge Coef 34 115 166 Vista 2 262 Viv Area 87 88 Vol Eff 75 76 80 194 196 210 212 Volume 22 51 52 53 86 97 104 112 189 262 Volume Revolution 51 52 53 Volumetric Efficiency 14 75 76 80 81 82 83 85 86 88 93 158 201 210 213 214 215 223 252 Wastegate Is 252 Weather 54 57 61 213 Wet Bulb Temp 124 Width 94 98 100 101 108 112 113 236 Windows 1 2 5 43 138 157 201 203 217 219 232 235 251 261 281
326. more HP If this engine s reciprocating parts and valve train can handle the higher RPM safely it may be worth trying larger or shorter headers on this engine However remember you will have to rev the engine higher to take advantage of the higher HP At RPMs below 7500 the larger and shorter exhaust primaries reduce power 197 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples SSS SSS E Figures 4 54 shows the same trends as were shown for intake runners e Making exhaust runners longer and or smaller diameter moves the tuning peak and HP peak to a lower RPM e Making exhaust runners shorter and or larger diameter moves the tuning peak and HP peak to a higher RPM Notes on Intake and Exhaust Tuning Although the Engine Analyzer Pro simulates intake and exhaust tuning pulses in great detail there are still effects which are not yet completely understood or are simply not being simulated These limitations include e Temperature effects which affect the speed at which the pulses are reflected Temperatures are affected by fuel type and specific fuel delivery system manifold combustion chamber port and header design header insulation etc not simulated by the Pro e Specific runner design like placement of bends area changes design of junctions etc e 6 Effects from other cylinders for example standard V 8 vs 180 degree vs tri Y header collector designs Some of the effects from other cylinders are simula
327. n Help above for turbocharged exhaust mora o pressure would also have i A been raised by the amount 500 L of ies i of exhaust pressure driving the exhaust turbine 0 It is also possible to compare tuning pressures or flows from one condition to another using graphs For example Figure A 20 shows a Single Data Graph of ExPort Pres exhaust port pressure for 2 diameters of exhaust header This is the same graph as exhaust port pressure in the upper graph in the Tuning Pressures and Flows screen except without the barometric pressure line and intake and exhaust opening and closing lines Here you see the smaller diameter exhaust header produces much more exhaust pressure during overlap which would hurt performance Figure A 20 Comparing Tuning Data Select Cycle Data type graph Engine Analyzer Pro SUPERSTO on Test Results Untitle Back File Format View Help Leo E bal ele eles e uama NETRIN E tiraven set sca ExPort Pres Select the RPMs you want to Tip Click on type of data compare in the graph to graph then OK or just Nees click on data type Select what you want to compare to the current test either the last test a j test from the common list or a different RPM from the same test list and last must then be turned off ExPort Pres Pstn Gs Pstn Thrst X Axis O X Axis Time s Click on Single Tuning pressure or velocity to graph in this case it was exhau
328. n Rating in v3 3 This combo box lets you pick a general description of the motion of the air fuel charge in the combustion chamber after the intake valve closes Some intake ports and or valves are designed to spin or swirl the charge thus setting up a little hurricane in the combustion chamber This swirl causes the charge to burn faster resulting in higher pressures and higher power output However an intake port which is designed to swirl the charge can be restrictive Great care must be taken to develop ports which produce good swirl and are free flowing Use Table 2 6 for picking a Swirl Rating Tumble is another type of mixture motion usually more evident in 4 valve engines Engines with good tumble should specify a higher swirl rating Swirl rating can also be used to speed up or slow down the burn rate the program is assuming for your engine If the program is calculating that your engine requires more spark advance than it actually needs the Spark Curve option Program sets spark for best power must be selected increase the swirl rating here to reduce the required spark advance Table 2 6 Swirl Ratings Swirl Type Standard head where swirl has been given no consideration in the design Production heads identified as High Swirl or Fast Burn which require less spark advance than most heads Good Swirl Heads with considerable flow bench and dyno development time to produce good swirl not necessarily the highest swirl Th
329. n either as e Holley Jet e Jet Diameter in thousandths of an inch Lifter Pump Up Shows HP Loss Click on this combo box to select if you want the program to either e When estimated hydraulic lifter pump up has occurred to ask you if the program should assume lifter pump up has occurred You can then answer Yes or No If you answer No you will then see how the program would estimate performance if lifter pump up did not occur at this RPM However at each higher RPM the program will again ask you the same question If this can become tedious you may want to select the second option of Always described below e When estimated hydraulic lifter pump up has occurred Always will go ahead and simulate the power loss to be expected when lifter pump up has occurred Preferences have been greatly expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 12 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 2 Short Block The Short Block specs describe the engine s size pistons rings bearings and front end accessories It also displays important engine volumes calculated from the current Short Block menu and Compression Ratio from the Cylinder Head s menu By changing Bore Stroke and Cylinders you can immediately see the effect on cylinder displacement total engine displacement and
330. n example is given however your particular carb may be different 33 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Venturi Discharge Coef Describes the strength of the fuel metering signal generated by the carburetor booster venturi Most carburetor booster venturis have a discharge coefficient of approximately 75 Special high strength boosters Holley s annular discharge booster double boosters a booster venturi within a booster venturi will have CD s of 55 to 65 The lower the number the higher the booster signal the more venturi suction for a given air flow If you have flow bench data of venturi signal for various amounts of air flow through the carb click on the Cle button to calculate venturi CD See Section 2 9 13 Note Many carbs will have different venturi CDs on the secondary venturis than the primary venturis Use the average of the primary and secondary CDs for venturi CD if you calculate it from flow bench data Also remember that the actual carb will need a larger jet for the venturis with the larger CDs Differences between primary and secondary venturi CDs are not accounted for in the program Air Bleed This combo box lets you pick the approximate size of the air bleed for the primary and secondary metering systems The actual carburetor s air bleed rating is nearly impossible to determine except under actual running or wet flow bench testing Use this parameter only to
331. n for piston speed is Piston Speed 2 x Stroke inches x RPM 12 You can see that Piston Speed only depends on RPM and Stroke An engine with a 4 stroke will reach 2750 ft min at 4125 RPM but an engine with only a 3 inch stroke can rev to 5500 before it reaches 2750 ft min Both of these engines will be putting approximately the same stress on the rods and pistons at these quite different RPMs This is the reason 100 cc racing motorcycle engines can rev to 25000 RPM but 500 CID Pro Stock motors can only rev to 9000 RPM See also Piston Gs TDC Piston Gs TDC Is the piston acceleration in Gs where the piston changes direction at TDC TDC is generally where the highest piston Gs occur Internal stresses of many reciprocating components are directly related to piston Gs For example if piston Gs increase 25 you need parts which are 25 stronger Consult the manufacturer of your rotating and reciprocating components to determine their maximum G load ratings for various applications See also Piston Spd ft min Coolant HP Is an estimate of the total heat rejected to the coolant that the radiator must deal with This includes the heat energy which is lost to the coolant through the cylinder walls combustion chamber walls and through the top of the piston plus the energy lost through the exhaust ports and from the friction heat generated from the internal moving parts expressed in horsepower Including the heat from the exhaust port and f
332. n option to import Other Format Files for Head files like flw and dfw files from Desktop Dyno tm and DynoSim tm Hundreds of compatible head files with flow data valve sizes and some with port volume not available with typical Desktop Dyno or D ynoSim files are available via Stan Weiss at http users erols com srweiss tablehde htm You can purchase a CD from Stan with all the files or just visit his site for free info for your particular heads I believe if you purchase the CD everything will be in the correct format and you may have additional data not free on the website like port volume Note Not all head files have port volume material etc Fig A54 We ve added an option to import Other Format Files for Cam files like cam and scm files from Desktop Dyno tm and DynoSim tm Fig A55 Program now has section for storing comments about the valve train dynamics specs We ve added several new Chevy LSx and LTx example files of both Components and Total Engines courtesy of Aaron Anderson Many thanks Aaron We ve added many example Garrett turbocharger files courtesy of Bjorn Deildok of SWR Performance Norway Many thanks Bjorn We ve added the ability to calculate turbo turbine Nozzle Diameter based on exhaust turbine flow data The program now asks if you want to use an unrecognized cam file format This can help if you have a file which is not exactly the correct format but still useable New Outputs We ve
333. n pages 235 276 for more updated info Figure 2 31 Calculation Conditions Menu T t C diti Engine Analyzer Pro Performance Trends Engine SUPERSTO CK es ondltions File e Calculate Performance Conditions for SUPERSTO CK l Test Conditions Fuel Specs Weather Use Conds Below Fuel Type Barometric Pressure Hg 29 92 ete Fuel Octane R M 2 Intake Air Temp deg F No Nitrous Oxide Dew Point degF 2 fed With Nitrous Oxide Elevation feet o O Cie Spark Curve Specs Program sets spark for best po See Specs Barometric Pressure Hg Is the barometric pressure in inches of mercury of the nearest weather station or at the track or dynamometer room if a barometer instrument is available at these locations Coolant Temp deg F 185 o Use ari BESE BERD E Accel Rate RPM sec 600 RPM sec C Do Chain Calculations i l e ve See Chain Calculation Specs Starting RPM Starting Point Recommendations Number of RPM Steps Tuning Recomendations RPM 7000 RPM Step Size He _ RPM Preview 6250 6500 6750 8500 Click on arrow to select type of fuel gasoline alcohol or diesel p xx To obtain Hg E For example 14 PSI is 14 x 2 036 or L 28 5 Hg e Click on the Cle button to review notes concerning the relationship of Barometri
334. n successive chain calculations Based on the settings of these specs the program will show you a preview of the settings which will be tested in the Chain Calculation If you have chosen an unusual set of specs say cylinder Bore 220 230 240 270 which is outside the program s limits for bore sizes the program will warn you when you leave this menu You must then either correct these specs to make sense or click on Turn Off Chain Calcs Current Value Displays the current setting of the spec you are going to chain and is simply a handy reminder Chain Spec 2 Spec Type and Name Starting Spec Value Chain Steps Chain Step Size These specs are the same as those described for Chain Spec 1 above These are not available if you have chosen 1 as the Specs to Chain 73 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 8 2 Test Results from Calculated Performance The Engine Analyzer Pro s calculated output consists primarily of 3 types e RPM Data This is data which changes for each RPM tested like torque HP fuel flow etc e Special Calculations This is data which does not change with RPM like cubic inch displacement dynamic compression ratio etc e Cycle Data This is data which changes within an RPM for each different crank angle of the engine like piston position cylinder pressure etc RPM Data and Special Calculations are shown in Figure 2 35 Cycle data is only available for
335. nc s sole option a refund of the License fees paid to Performance Trends Inc by User IN NO EVENT SHALL PERFORMANCE TRENDS INC OR THIRD PARTIES WHO HAVE RIGHTS IN THE SOFTWARE BE LIABLE TO USER FOR LOSS Of PROFITS INDIRECT SPECIAL INCIDENTAL OR CONSEQUENTIAL DAMAGES EVEN IF PERFORMANCE TRENDS INC IS AWARE Of THE POSSIBILITY Of SUCH DAMAGES IN THE EVENT ANY REMEDY HEREUNDER FAILS Of ITS ESSENTIAL PURPOSE OR IN ANY OTHER EVENT PERFORMANCE TRENDS INC S LIABILITY HEREUNDER SHALL NOT EXCEED ANY AMOUNTS PAID BY USER TO PERFORMANCE TRENDS INC UNDER THIS AGREEMENT Some states do not allow the limitation or exclusion of liability for incidental or consequential damages and some states do not allow the exclusion of implied warranties so the above limitations or exclusions may not apply to you No action regardless of form arising out of any claimed breach of this agreement or performance under this agreement may be brought by either party more than one year after the affected party learns of the cause of action Refer to diskette envelope for full license agreement FEISS GIO EEEE EEEE EEEE EEE EEE EEEE CW A RN NG 2332S ICI ICI ACI CIC CC ACI a I a a The Engine Analyzer Pro makes calculations based on equations and data found in various published and heretofore reliable documents The program is designed for use by skilled professionals experienced with engines and vehicles The following processes are hazardous particularly if don
336. nce and the Engine Analyzer Pro s simulated results Soon we will be exporting power runs from our Dyno DataMite software to the Engine Analyzer Pro The default location for these files is the engine folder in the Engine Analyzer Pro v3 9 folder Fig A48 You can now import Cam Analyzer files almost seamlessly The Pro will now install the cam nearly exactly as measured even if the lobe is asymmetric Fig A56 You can now email results as a simple text file now in Print Options which does not require a PDF writer program like Adobe Acrobat Program now remembers the ASCII file name and path and which data channels have been selected to be output in an ASCII file Program now better accommodates the first column in printouts if the title in the left column is very long like for a chain calculation Fig A44 A new Preference has been added under General Operation cont tab to let you hide the Progress Bar during calculations This lets you minimize the program during calculations to work with other programs which can be very handy when doing long chain calculations Fig A45 We ve now added Delete Row and Insert Row buttons to the Flow Table screens in Head Specs Fig A47 You can now select to include the torque and HP data when you print out RPM data graphs as long as there are torque and or HP data on the graph Click on the Tq HP Data option Fig A49 The program now has a separate ASCII File command in the Output Screen
337. nd code numbers are available by clicking on file in the upper left hand corner of the Main Screen then clicking on Unlocking Program Options A screen will appear as shown in Figure 1 1 Performance Trends will provide you an unlocking code number Type in the unlocking code number and click on OK If you d in th b tl ill be gi 7 E e aa Figure 1 1 Menu to Unlock Program Options a message that the program is permanently unlocked The program will only run on this one FA Unlock Form computer Code to Extend Demo 239235212 Computer Hardware 842897 If you want to run the program on another Registered Name Jas Suth computer you must install it obtain the Cancel computer hardware number and registered code Si act Code i 14556 number as shown in Figure 1 1 and call Enter Unlocking Code l Help Performance Trends for a new Unlocking Code for that computer There may be a charge for additional computers Click on Help for more info on how you use this screen to unlock this program You may need to transfer the program to another computer like when you buy a new computer If so install the program on the new computer It will run for 10 days During that 10 days call when you can have your old computer up and running Go into the Engine Analyzer Pro program click on File then Transfer Program to Another Computer Performance Trends will ask for some numbers from this screen and give you a code which will permanently tu
338. ndition which gave very good performance but you don t remember why or what the specs were Figure A33 shows the History Log and options This History Log is also the method used to determine which test results will be graphed You have 3 choices for picking results to graph 1 Current Run only 2 Current Run plus the Last run where the Last run is the run made immediately before the Current Run 3 Current Run plus runs picked from the History Log or Common List if you have chosen to Use Old v2 1 s Common List as Method of Picking Which Saved Runs to Graph Section 3 6 page 147 Figure A33 History Log and Options Click on File to save test results using the older method described in Section 3 6 page 147 This can be more powerful but less convenient than the History Log Click on History for History Log Options discussed in this section Click on Test ra ne Pro v3 3 Pedormance trends Engine 1 ch Mot Title to Graph Print Help Fa History Analyze Se SE Se retrieve the HE A Cmnts Notes Summary Carb or 1 8 Very small Piston Extremely PkTq Avg PkHP Avg i can Auto Link to hi high Click on Notes for more Details New 450 394 530 441 ehicle Programs Click pE Last 10 1 849 7 68 7 00 hereto see how EngineRPM 4000 4500 5000 5500 6000 e500 7000 eoo l l Brk Tq ft Ib 373 436 450 448 428 428 385 280 Brake HP 284 373 428 469 489 530 513 426 Actual CFM 339 441 5
339. nent exhaust adapter for your flow tests Flow Data with x Runner The x in this heading is to indicate you must flow all runners connected to this cylinder for this test For example if the engine has 2 intake valves and 2 intake runners for each cylinder you must first flow both valves with no runner then add both runners and flow it again Runner Diameter in Is the Runner Diameter you will use for this runner in either the Intake or Exhaust System menu This value is initially loaded into this menu but you can change if you want If the runner is primarily oval or rectangular use the Calc Runner Diameter calculation menu in the Intake or Exhaust System menu first to obtain an effective Runner Diameter Flow with Runner CFM Once you have the maximum flow value for the head only Flow w o Runner install the manifold or header At exactly the same valve lift and test pressure repeat the test Your flow value should drop If it does not drop obviously you did not have an optimum entrance or exit adapter since the manifold you are now flowing is more optimum The Engine Analyzer Pro should calculate a value for Calc Runner Flow Coef of somewhere between 0 5 and 3 0 The larger the drop in flow between the head only and head plus manifold header the worse smaller the runner flow coef However like Valve Flow Coef a small runner which reduces flow considerable may have an excellent flow coefficient This means it is well designed for
340. ng friction as indicated by Frctn HP Pumping Work and Compressor HP horsepower Pumpng Work HP Is the work done by the piston to pull the fresh charge into the cylinder and push the exhaust charge out calculated in horsepower This is work the engine must do to run like turning the oil pump and therefore reduces the brake power of the engine For that reason it is expressed as a negative number If the engine is equipped with a supercharger the Pumpng Work may be positive In this case the pressure in the intake manifold actually pushes the air into the cylinder and pushes the piston down on the intake stroke making positive work and thus adding a small amount to the brake power at the crankshaft However the power to do this positive work came from the Compressor HP used to drive the supercharger Note The pumping work calculated here is not technically the work of the pumping loop Technically it is the PV loop from work done from BDC exhaust to BDC at start of compression 79 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Residual Exh Is the fraction of the total charge in the cylinder after the intake valve s has closed which is left over residual exhaust from the previous power cycle The residual exhaust is expressed as a mass fraction not a volume fraction Therefore since the residual is hot left over exhaust which is less dense than the cool fresh air fuel charge the volume fracti
341. ng points A new Preference in v3 3 lets you turn Off this calculation The program now comes with this calculation turned Off and hidden to avoid having users think that this calculation was more accurate and sophisticated than it really was Intake Dimensions for x Runner cylinder The following sets of lengths and areas diameters are 2 combinations which are tuned to the RPM specified The notation in parentheses identifies if the areas and diameters assume 1 or 2 runners per cylinder This assumption is based on the Valves Ports in the Intake section of the Head s menu For example the area given for 2 runners per cylinder will be approximately half the area recommended for 1 runner per cylinder 93 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Note These lengths and areas are based on simplistic rules of thumb concerning inertia tuning described in Appendix 3 The actual tuning simulated by the Pro is more detailed and may not completely agree with these recommendations Therefore use the recommendations in this section as a guide or starting point for choosing runner sizes Recmmnded Length in and Rec area sq in in Is the recommended total length of the intake runner from the valve seat to the first abrupt opening for good inertia tuning and runner velocity This is the sum of Port Length plus Runner Length in the cylinder Head s and Intake System menus This abrupt opening could be a plenum b
342. nged The P Ntrs Fuel r l ee Figure 4 39 Performance of Paxton Nitrous with comes from a separate source typical of most nitrous oxide injection systems Paxton Alone Single Turbo and Baseline Engine Analyzer Pro 302 4 Test Results Untitled Mee eyes eee yn Su has increased from 832 PSI to over 1100 PSI fEAT at 2800 Above 2800 Max Cyl Pres has also Brake HP increased at least 100 PSI Better head i i gaskets head bolts etc may be needed i i i i e oo e Required Spark Advanc dropped from 22 5 i i i i i amase OORT GD degrees to 14 5 degrees at 2800 Nitrous i i i Brake HP burns faster requiring less spark advance l l i l peranglgs1302 pant Be sure to retard your spark when you run i i i l i j nitrous e Note that In Port Tmp drops from 186 to 122 degrees The Pro assumes some of the nitrous does evaporate and cool the air charge in the intake manifold However real nitrous systems usually cool more than what the Pro indicates e As pointed out with the turbo set up Actual CFM air flow and Fuel Flow have increased significantly over the base engine The fuel system components may need to be enlarged and the carburetor re jetted 2000 2400 2800 3200 3600 4000 4400 4800 6200 5600 RPM Figure 4 39 shows that the centrifugal supercharger with a small nitrous oxide kit produces significantly more HP than any other system tested at all RPMs above 2500 RPM where nitrous injection
343. ngle plane intakes provide better high RPM tuning and are less restrictive Secondary tuning is treated in a more simplistic way by the Engine Analyzer Pro than inertia or resonance tuning The RPM where secondary tuning will be most significant is strongly influenced by the Plenum Specs in the Intake System menu These specs include the length and area of the secondary runner or carburetor and plenum volume Where the of Cylinders in the Short Block menu is high relative to the Manifold Type chosen the secondary runner length and area specs will be disabled as there will be no secondary tuning 216 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Exhaust Resonance Tuning Things are much more violent in the exhaust runner due to the sudden rush of high pressure exhaust out the exhaust valve when it first opens In fact most of the exhaust is expelled during this first rush called blow down That leaves relatively little for the piston to push out during the exhaust stroke Due to this violent blow down exhaust tuning is not significantly affected by the previous cycle as in intake resonance tuning Exhaust resonance tuning is caused by the reflections of the blow down pulse in the exhaust runner while the exhaust valve is open If one of the negative vacuum pulses arrives at the exhaust valve during overlap it benefits performance by e Clearing out the cylinder of any residual exhaust to reduce contamination of
344. nical boost limit like a pop off valve Therefore for most Roots Superchargers enter a very high limit which is essentially the same as no limit like 100 PSI Number of S Cs Is the number of superchargers installed If you specify 1 the program assumes a super charger system exactly as specified in this menu If you specify Number of S Cs as 2 and a Volume Revolution of 140 cu in the program assumes the supercharger can actually deliver 280 cu in rev Note The program assumes 2 superchargers are installed in parallel This means that half the air flow goes through each supercharger 53 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Intercooler Eff This combo box lets you pick the effectiveness of the intercooler to cool the intake charge An intercooler looks much like a radiator but instead of cooling engine coolant it cools the intake air charge A supercharger heats up the intake air considerably through the process of compression Cool air is more dense than warm air More cool air can be packed into a given cylinder volume producing more power The intercooler allows ambient air non compressed surrounding air to cool the charge If the intercooler is 100 effective the intake charge would be brought down to its original ambient temperature as specified by Air Temp in the Weather Conditions in the Calculation Conditions menu with no change in boost pressure Table 2 14 Descriptions of Intercoo
345. nners All runners are assumed to be the same length and diameter Runner Length in Is the length of the intake runner from the cylinder head port to the first abrupt enlargement of the runner upstream of the cylinder head The abrupt enlargement can be several different things e The intake manifold plenum The plenum is the open area where all the runners merge directly under the carburetor s or after the throttle body on fuel injected manifolds The best example of a plenum is the very evident box on tunnel ram type manifolds See Figure 2 16 e The end which is open to atmosphere or air cleaner on individual runner fuel injection or carburetion For individual runner carb systems the runner length actually extends through the carb and through any velocity stack or air horn e Any point where a runner from one cylinder merges with a runner from another cylinder 25 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Most production carbureted manifolds have runners from 3 to 12 inches in length Manifolds for modern production fuel injected engines generally have longer runners 8 20 inches to take advantage of intake tuning effects at mid range RPMs Most manifolds have runners which vary in length from cylinder to cylinder Use the average length of all the runners or the average of the longest and shortest runner for this spec Runner Flow Coef Is similar to the Single Flow Coef number for
346. no mece E Peak Thermal Eff Typical roots 55 eee No supercharger or turbocharger However the disadvantages of the p Hae m r s Volume in cubic inches of uncompressed air swept Roots supercharger include out by blower rotors in 1 revolution p 64 e Higher internal friction due to large seals rubbing on surfaces Calculate Performance e Internal leakage reduces boost at 264 cid Buick V 6 for Super Stock Firebird drag car Dyno d at 390 ft Ibs 6250 and 524 HP 7500 lower RPM Help mO Cee e i Move mouse over item for e Lower thermal efficiency than a description to be given here centrifugal supercharger Volume Revolution cu in A Roots blower develops boost when the mass of air it pumps to the engine is greater than the mass of air the engine could accept at zero boost In order for the engine to accept this mass of air it must be compressed so a given mass of air occupies less volume Therefore a Roots supercharger boost level is directly related to the mass of air it can pump This mass of air 51 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions depends on supercharger RPM engine RPM and belt ratio and supercharger swept volume per revolution The Volume Revolution spec is critical and is generally available from the supercharger manufacturer The Volume Revolution for GMC blowers can be calculated from the following equations F
347. no one has ever built these heads Clearly future breakthroughs in engine building can only come from cut and try on the dyno or from cut and try with theoretical engine models Note Anti reversion was picked as only 1 example of some to the Pro s detailed inputs The Pro has numerous of other inputs which allow the engine builder to try innovative designs 231 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 7 Copying Files There are many times you may want to copy files to or from the Engine Analyzer Pro Examples would be e Copying Cam Dr files from a floppy disk received from a cam grinder e Copying engine or component files between Engine Analyzer Pro programs on different computers e Copying ASCII files produced by the Engine Analyzer to the directory of a spread sheet program Windows 3 1 e Open File Manager usually in the Main program group e Click on Help from the Menu bar then on Search then type in the word COPY and click OK This will give an overview of copy commands Here s an example of copying a Cam Dr file from a floppy disk in the A drive to the CAMFILES directory the directory where the Engine Analyzer Pro first looks for cam profile files on the C drive e Find the Disk Drive and directory you want to copy the file to and click on it In this example that would be the CAMFILES directory under the EAP directory under the PERFTRNS PTI directory on the C drive e If yo
348. notes on Calculation Menus and for an example of their use 111 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Air Cleaner Shape Figure 2 47 Dimensions for Air Cleaner This combo box lets you pick the general shape of the air cleaner element Round Square e No Air Cleaner e Round cylinder as shown in Figure 2 42 Length e Square flat a flat rectangular element typical j Diameter 4 lt a of modern fuel injected engines Height Height Diameter in or Width in If you select Round as the Shape this spec will be marked Diameter If you selected Square as the Shape this spec will be marked Width Enter the appropriate dimension as shown in Figure 2 47 in inches Height in Is the height dimension as pictured in Figure 2 47 in inches Note If the engine is equipped with 2 air cleaners of this certain size in parallel half the air goes through 1 filter and half through the other double this dimension If the engine has 2 air cleaners of this size in series all air goes through 1 filter and then again through the other cut this dimension in half Element Type Pick the appropriate element type from this combo box Paper or Foam Note Foam is not always lower restriction than paper Depending on manufacturer OEM paper elements may actually be less restrictive than aftermarket paper or foam elements However this calculation always assumes Foam is less restrictive Silencing
349. nt menus Results Table or Graph screen Graph screen Next Sorner As shown in Figure 3 23 complete Engine Files are stored in the TOTENG directory and Component Files are stored in separate component directories All Test Files are stored in separate directories under the SAVEDDTA directory The number of Test Files can grow quite large When you want to compare the current test results with a particular saved Test File it is time consuming to have to sort through the various directories and test files to find it That is why there is the Common List or List of Commonly Used Test Files Here you can store a small number of Test Files for easy recall 147 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Example of Using and Saving Specs and Test Data For example say you are working on a small block 302 Ford You want to switch to TFS heads EFI intake and new cam with good street performance 148 Enter all the specs for the carbureted 302 Ford Get in the habit to also change all the comments in the component menus and the main menu to match the actual specs you ve entered This will save a lot of confusion in the future if you save these specs and retrieve them in the future See Figure 3 24 If any of the components are something you think you may use again in the future say cylinder head with the flow curves you will want to save these component specs In the Cylinder Head s menu click on the Save to Li
350. ntake and a short stub stack see page 24 for a source on the exhaust rather than just flow the head only 2 9 5 Calc Anti Reversion Is the anti reversion for either the intake or exhaust port and valve calculated from the following specs Anti reversion is defined on page 22 under cylinder Head s specs See page 97 for general notes on Calculation Menus and for an example of their use Flow Normal Direction CFM Is the CFM recorded when flowing the head in the proper flow direction For the intake port you will be drawing air from the room for the exhaust you will push air from the port into the room Many times the intake manifold or exhaust header have features to limit reverse flow Therefore perform this test with the intake manifold or exhaust header installed Generally flow in the reverse direction only occurs during overlap or at intake closing both of which are at small lift It is therefore recommended that you check Anti Reversion at a low lift like 100 to obtain flow in both the normal and reverse direction See Example 4 4 Flow Reverse Direction CFM Is the CFM recorded when flowing the head in the reverse flow direction at the same test pressure and valve lift as Flow Normal Direction For the intake port you will be pushing air from the port into the room for the exhaust you will drawing air from the room 103 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions The recommended t
351. nts Estimate Duration at 050 Given Advertised Duration Mechanical flat tappet Duration 050 Advertised Duration 40 Mechanical roller Duration 050 Advertised Duration 32 Hydraulic flat tappet Duration 050 Advertised Duration 56 Hydraulic roller Duration 050 Advertised Duration 44 233 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Estimate Lobe Centerline from Duration and Overlap Lobe Centerline Advertised Duration Advertised Overlap 2 Lobe Centerline Duration 050 lift Overla 050 lift 2 Calculate Max Lift At Tappet Given Max Lift At Valve and Rocker Arm Ratio Max Lift at Tappet Max Lift at Valve Rocker Arm Ratio 234 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 9 New Features in Version 3 3 Engine Analyzer Pro has had many updates since this user manual was written for the original v2 1 for Windows These include v2 1 B v2 1C v2 1D and now v3 3 Here is a brief listing of some of the features new in these versions including Version 3 3 Program is now a 32 bit version fully compatible with newer operating systems starting with Windows 95 then 98 Me XP and 2000 This also allows you to use much longer more descriptive file names for saving engines heads etc It is also more compatible with newer printers e The program is now designed for 600 x 800 or higher resolution screens Screen colors are als
352. nturies on engine For different Manifold Type in the Intake Specs menu example two 4 BBLs would be 4 one 4 BBL would be 2 p40 E Fuel Injection Specs Injector Rating lb hr Is the full open fuel flow rating of one injector in pounds per hour for the particular fuel being used Therefore for alcohol engines the injector rating lb hr should be for flowing alcohol Many times people simplify this term and say for example 30 lb injectors This usually means 30 pounds per hour 31 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Injector Rated Pres PSI Is the fuel pressure in PSI at which the Injector Rating is rated Operating Fuel Pres PSI Is the operating fuel pressure delivered to the injector when installed on the engine For example say an injector is rated at 30 lb hr with a Injector Rated Pres of 40 PSI If you run it on the engine with an Operating Fuel Pres of 60 PSI it will flow much more than 30 lb hr Many times the operating pressure is increased to provide enough fuel for supercharged engines Pressure Control This combo box lets you select the method used to control Operating Fuel Pres If the fuel pressure is regulated to manifold vacuum or pressure select Reg to Man Pres or Reg to Boost Pres The Boost Pres item means exactly the same as Man Pres but we thought some people may recognize the word Boost and not
353. nu you see the Turbine Nozdle Bain specs for this turbo The single turbo is set up l with Max Boost Limit 8 8 PSI indicating a iq __Save to Libres boost control limit via a wastegate It also has no intercooler It draws air through the carb carb before the turbo rather than blowing through the carb From the comments you see this is a relatively small turbo used on the first production Buick turbo V 6 With this single change return to the Main Menu and calculate performance Let s see how this performs on the production 302 4V When performance has been calculated scroll down through all the results You will notice new outputs at the bottom of the Test Results as shown in Figure 4 33 These outputs deal only with turbocharger performance For example Wastetgt is more than 0 at several RPMs This indicates the percent of exhaust the wastegate bypasses around the exhaust turbine to limit boost to 8 8 PSI These turbo parameters are explained on page 86 179 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 33 Turbocharger Outputs for Turbo 302 4V It is difficult to see here but Notes Engine Analyzer Pro Engine 302 44 Saved Data rexamples 302 1trb Summary Is warning of Graph Print Help F1 File oe Detonation Very Likely with a REnIREDIN FICS Rice Leas turbocharger installed Piston speed somewhat high Dick on Nites fos more Details PkHP 315 4400 Ayvg 255
354. o Figure 4 57 Chain Results Click here or here to produce graph shown in Figure 4 58 many runs and potentially several megabytes of data only torque and HP data is saved or displayed Therefore Click here to save results Chain Calculations are most useful to do Engine Analyzer Pro Engine SUPERSTO CK Test Results Untitled ME quick trials of specs and see the effect on S Bafk __Grap Print ___Help F1 Fil Analyze _ __See Engine ae Bf Not available for Chain Calculation Not available for performance For detailed investigations dP han eae where you may want to check detonation eoo Jezo Jesoo e750 000 0 500 e0 e000 e0 0 e a check valve toss do Cycle Data graphs E ExPriDia 1 7 you must use single calculations as Botanic shown in the first part of this example ExPriDia 1 9 ExPriLen 16 The graph of Figure 4 58 can appear very i confusing especially as printed here in black and white However you can click on any run name in the graph legend and ExPriDia 2 1 ExPrilen 16 p 5 ExPrilen 16 the corresponding graph will flash This i way you can see how each combination Bh Mees R ExPrilen 16 compares to all the others If we do this the combinations which appear the best Earnniasii in the RPM range around 7500 are ExPilene21 e 1 9 x 26 e 2 1 x 26 this combination is one of the best up to over 8000 RPM e 2 1 x31 the original or baseline header e 2 3 x31
355. o Library will see UD260 FI L in the list g Modify comments to accurately Even though only the cam specs were changed in this test z P A describe these specs before saving sequence you could have saved all the engine specs to a new Engine File First you would have modified the engine comments at the Main Menu to accurately describe this engine with the new cam Then you would have clicked on the File engine menu item at the Main Menu then on Save As to give these engine specs a new name You could also click on the Save button at the Main Menu See the Tip in Figure 4 23 Click here to save a Component file 172 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Change Valve Lash To illustrate the flexibility of the Engine Analyzer Pro change the valve lash on the Solid Lifter camshaft on both intake and exhaust to 020 Calculate performance and do a graph as shown in Figure 4 24 Remember that now we have 4 conditions and the Current data is the CSTM 260 cam file with 020 lash instead of 026 lash Since this is just an interesting test and you are not really interested in doing this on the real engine we d recommend that you do not save it as a Test File These results at 020 will be gone once you ve made a new calculation Since the hydraulic cam performed poorly you may also want to delete it as a Test File To do this click on File then Move Delete S
356. o effect calculated performance Calculation Conditions Menu O Program sets spark for best power Use Specified Spark Curve This Spark Curve Gives Best Performance Yes O No Break Point 1 Spark Advance In order for 15 degrees of spark advance to be optimum for performance the total combustion process must only require 30 degrees 15 degrees before TDC and 15 degrees after TDC The Engine Analyzer Pro will set 15 degrees spark timing as you specify and speed up the combustion process so it only requires 30 degrees total This should result in an improvement in performance thermal efficiency and fuel economy However cylinder pressure Mx Cyl Pres PSI is likely to increase so the engine will require stronger parts Knock Index could either increase or decrease depending on other factors Break Point 1 Spark Advance Spark advance is this value up to Break Point 1 then it ramps up to the Spark Advance of Break Point 2 Break Point 1 RPM RPM where Break Point 1 occurs and spark advance starts to ramp up Break Point 2 Spark Advance Spark advance ramps up to this value at Break Point 2 and remains here as RPM increases Break Point 2 RPM RPM where Break Point 2 occurs where engine reaches maximum spark advance The Spark Table Specs have been expanded in later versions with up to 6 levels of Break Points See Appendices 9 10 and 11 on pages 235 276 for more updated info 71 C Performance Trends Inc 200
357. o more compatible with Windows XP e On the main screen you now have a View Comments button where you can view and modify comments for the Total Engine File and all Component Files e There is now a separate Examples folder for example engine and component files provided by Performance Trends New engine and component files which you save will be saved to a separate folder File commands to save an engine or component file to a floppy disk or CD or open a vehicle file from a floppy disk or CD This allows easy transfer of files from one computer to another You can now choose to list engine and component files alphabetically as normally done or by saved date with the most recently saved files listed first This should make it easier to find recent files more quickly When Opening Files the program now lets you list only files with certain letters in their name like Chev or Ford This lets you find files faster e Hundreds of new example parts have been added including the entire Crane Cams Catalog Brodix AFR Edelbrock World Products Dart and TFS heads more Import parts motorcycle parts and kart parts and more Several new Example Complete Engine Files have been added e Program now reads Engine Analyzer v 3 0 3 2 and 3 2 files and examples The user s manual is now available from inside the program by clicking on Help at the top of the main screen then Display User s Manual The manual is in a high qu
358. o open up Engine Library SUPERSTOCK Buick V 6 Engine nalyzer Pro Performance Trends Engine SUPERSTO CK To obtain the engine file RSTR SBCHEV File f ngine Calc HP F2 Help F1 Preferences About gt a Your name and phone can go Eng CID 263 9 click on the Retrieve button as shown in ag Runs Tests cond here Click on Preferences Chmbr ces 54 2 Figure 4 1 Retrieve the Engine file aa Current C t Fil RSTR SBCHEV as shown in Figure 4 2 BUICK VE Buick VS Short Block Specs If you have made any changes to the SUPERSTOCK engine file the program Head Specs Be pee E ee will first ask you if you want to save these take System Specs 1050 TNLRAM Tunnel Ram with a single Modified Holley 1050 changes Answer No and you will be otal returned to the Main Menu with the a HDR 31X2 1 Headers with 31 inch length by 2 25 inch OD RSTR SBCHEV specs loaded into the Cam Valve Train S BUICK 6 Super Stock Buick V 6 Roller Cam Valve Train program The original SUPERSTOCK See eee eee Titanium Valves With Rev Kit engine file will remain safely in the library ey ae eee Specs None for future use If you had wanted to save any recent changes to the original ie E Engine Comments 264 cid Buick V 6 for Super Stock Firebird d SUPERSTOCK specs you could have Dynaid at 390 ft Ibs 6250 and 524 HP 7500 answered Yes The program would then EEE Specs ask if you want to save then to the same name ove
359. o that in Figure 4 9 If it does not contain the graph from the Last calculation the 350 Holley performance click on the last menu item at the right side of the menu bar The plot shows the high RPM performance improvement more dramatically than just quoting peak HP numbers This modification showed a tremendous HP improvement over a broad RPM range Conclusions e The Graph option allows you to create graphs of projected torque and HP vs RPM The Graph option let you quickly compare performance between modifications and understand why performance has changed e The Projected Performance output allows you to estimate performance gains for various engine modifications e The calculated results contain a great deal of information This data allows you to understand why performance changed as it did These can also be easily graphed 163 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples For Advanced Users Referring back to the results for this example note the Primary Jet and Secondary Jet near the bottom of the estimated performance printouts This is the recommended primary and secondary jet sizes for this engine with these carburetor specs Since these carbs only had primary venturis the Secondary Jet is blank in both cases If your program is also showing Primary Jet as blank you must select the Yes option for Fuel Calculations in the Intake System menu If your program is showing very large n
360. oatings Combustion Chamber Design and Coating Cylinder Head Material MEFF Mechanical efficiency Most Short Block Specs Coolant Temp effects oil temp and therefore oil viscosity Supercharger Specs for centrifugal or Roots type belt driven superchargers 213 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 3 Intake and Exhaust Tuning Intake Inertia Tuning The intake process of a 4 cycle engine is a cyclic process During the intake stroke the piston accelerates a column of fresh air from rest to speeds of up to 1000 ft sec and then back to rest in only a few thousandths of a second Decelerating the inertia of this column of air at intake valve closing results in high pressures at the intake valve This high pressure forces additional fresh charge into the cylinder like a supercharger resulting in higher volumetric efficiency and torque This condition is called inertia tuning See Figure A 9 Figure A 9 Typical Intake Runner Pressure Pulsations Intake Intake Intake Intake Valve Valve Valve Valve Opens Closes Opens Closes Inertia Tuning Resonance Tuning At Valve Closing At Valve Opening N I Piston suction accelerating air column creates high vacuum pulse 214 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices SSS SSS SSS EEE aE A good analogy of inertia tuning is the water hammer effect in old plumbing when you quickly close a running faucet New plumbing has trappe
361. obe Lift in eid Max Lobe Lift in Actual Valve Lash in Use Specs Above Rocker Arm Ratio 353__ fs ad eid C Use Cam File Actual Valve Lash in Rocker Arm Ratio Use Specs Abovg 1 5 Select No to turn Off Valve Train Cam Fite Eam Fie Dynamics eis i Overall Cam Specs T Calculate Valy Train Dynamics Total Cam Advance 68 Advance E Designed Valve Lash in 026 OYes Noi See Specs for Dynamics Comments Lifter profile Type invrtd Solid Roller 2 Help Click on Spec Name or Spec Value for explanation of spec to be given here Restricted 355 SB Chev SH Lok Help See Alternate Specs Retrieve from Library Save to Library clicking on the Retrieve button as shown in Example 4 1 Then we will go into the Cam Valve Train menu an select No for Calculate Valve Train Dynamics See Figure 4 14 Now all specs of valve train weights and spring rates are ignored in the calculations Click on OK to return to the Main Menu As with any engine modification you first need to obtain a baseline performance test with the engine as is slightly different than the performance calculated in Example 4 1 because we have turned Off Valve Train Dynamics Click on the Run HP button at the top of the Main Menu which is a short cut to calculating performance Once performance calculations ar
362. ocharger this value will be plotted as 0 Its actual value for this case is not 0 The piston position from TDC in inches At TDC 360 and 720 degrees this will be 0 at BDC 180 and 540 degrees this will be the piston stroke The instantaneous torque produced from 1 cylinder of the engine in ft lbs The instantaneous rate of heat loss from the combustion gases to the cylinder head cylinder walls and piston top in BTU sec Multiply this value by 71 to obtain the instantaneous HP loss The instantaneous cylinder volume in cubic inches When the piston is at TDC 360 and 720 degrees this is the clearance volume When the piston is at BDC 180 and 540 degrees this is the clearance volume plus the swept volume 143 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output 144 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output 3 5 Printer Output The Graphing Features have been greatly expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info The Engine Analyzer Pro can print the tabular test results for a permanent hardcopy by clicking on Print in the menu bar or the Printer icon The menu of options shown in Figure 3 22 will appear Check the options you want to use for the printout by clicking on any or all of the top for boxes All options and buttons are discussed in this section Figure 3 22 Printer Command and Menu of Printer Output Options This op
363. ochure Circle Track Analyzer Brochure Suspension Analyzer Brochure Trans Gear Calculator Pia r Upcoming Products Install This Program View Circle Track Log Book Brochure Inertia Calculator Brochure Valve Coil Spring Tester Brochure Click here to start installing this program f you purchased a program click on that product s button to install it as described on your installation sheet You can install any of our other programs here as demos to see their features you will be asked to enter your name as the Registered Owner During this first session you can modify it until you are satisfied Once you accept the name the computer will generate a Registered Code based on the name To be eligible for Tech Help you will need both your registered name and code and to have sent in your registration card The name you enter should be very similar to the name you enter on the registration card Click on Help then About Engine Analyzer Pro at the Main Screen to review your name and code Unlocking Program Options The Drag Race DataMite Analyzer is equipped with copy protection Check Section 1 2 on page 2 for details on unlocking the program via a code you can obtain from Performance Trends Important In the 10 day Demo mode all features work as in the working version Therefore you do not need to immediately unlock it before you use it Then even after 10 days you can still cal
364. od Length C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Piston Skirt Figure 2 6 Effective Piston Skirt Length in inches This combo box describes the size of the piston skirt that rubs on the cylinder bore This specification only affects engine friction For users who want more detail use Table 2 1 to pick an appropriate Piston Skirt description based on the piston s effective piston skirt length Effective piston skirt length describes the average length of the skirt which rubs the bore which is below the lowest piston ring usually the oil control ring See Figure 2 6 Table 2 1 shows the effective piston skirt length for the various ratings for different bores Table 2 1 Effective Piston Skirt Length in Inches for Piston Skirt Ratings Bore inches Typical Skirt Small Skirt Very Small Skirt Large Diesel Skirt Bearing Size This combo box lets you either e Enter a number for Bearing Size Coefficient a number you are probably not familiar with e Click on the arrow button to pick a general Bearing Size Coefficient from a list e Click on the Clc button and calculate the actual Bearing Size Coefficient from engine bearing sizes Bearing Size Coefficient describes the relative size and number of the connecting rod main and cam bearing journals for an engine with this bore size If you calculate the bearing size coefficient by clicking on the Clc button see the details as explain
365. oduce no power at all The energy in the fuel can only be released if there is enough oxygen available to burn it completely and the fuel and air are well mixed in the right proportions Under perfect conditions it takes about 14 6 lbs of air to completely burn 1 lb of fuel an air fuel ratio of 14 6 1 or A F 14 6 Under these conditions extra fuel over the 14 6 A F is wasted and can severely reduce power if extremely rich A F ratios richer than 11 0 This wasting of fuel decreases efficiency Eff Therefore to get more fuel into the engine to produce more HP you must also get more air in so the fuel can burn completely From this information we can add something to the equation for the black box engine that HP does not depend on fuel flow but more importantly on air flow We will replace the Fuel Flow Rate with Air Flow Rate Air Fuel Ratio HP from Black Box Engine 4 A F R x C E F x Eff HP out A F 2544 Where A F R Air Flow Rate Ib hr A F Air Fuel Ratio 209 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Although it s easy to get extra fuel into the engine it is difficult to get more air oxygen into the engine The amount of oxygen the engine takes in for a given amount of time depends on The amount of air the engine can take into the cylinder s on one Intake Stroke The of intake strokes in the given amount of time The density of the air that enters the cylinder The amount o
366. ol 262 Ex Cam Accl 142 Ex Cam Vel 142 Ex Flow Ar 142 Ex Port Vel 142 Ex Pshrd F 142 Ex Vlv Lift 142 Example Component Files 147 261 262 Excel 5 1 74 125 130 232 261 Exh Pres 38 75 181 182 219 221 Exh Temp 80 Exh Turbine Eff 60 Exhaust System 5 35 100 105 106 107 108 116 213 219 221 ExPort Pres 229 Factor button 236 File Engine 2 5 43 74 84 91 97 130 132 136 145 148 155 157 168 169 170 172 173 175 178 179 182 188 193 194 200 219 232 235 237 249 250 251 252 261 262 Filter smooth Cam Lobe File 263 Firing Method 32 Floppy 232 235 Flow at Peak Eff 121 Flow Bench Flow 111 Flow Coef 14 18 19 20 21 23 26 27 34 36 83 87 88 89 102 105 106 107 142 161 174 187 188 189 190 191 192 217 220 221 235 Flow Obtained 103 Flow Table 18 19 21 22 24 187 188 190 191 192 220 235 236 252 261 Flow w o Runner 106 107 Flow with 106 Flow Normal Direction 103 Flow Reverse Direction 103 Flywheel Diameter 99 Flywheel Weight 99 FMEP 77 79 Font 236 Force on R A Tip 119 Fraction Eng Disp 114 Fretn HP 78 79 Fretn Tq 78 Fuel Economy 251 Fuel Flow 76 77 78 132 181 183 208 209 219 220 Fuel Octane R M 2 66 67 Fuel Type 66 Full HP Rating of System 68 Gasket Bore Dia 105 Gasket Thickness 97 104 Graph dyno power curves 261 Graph Set Scales 236 Graphs 5 1
367. ollector The program now allows for slowing down the burn rate by up to 50 Previously the program only allowed for speeding up the burn rate The minimum Eff Rocker Arm Stiffness has been dropped down to 1000 Some small engines do have numbers this low The minimum dimension required for some critical specs has been lowered so VERY small engines can be simulated The Air Meter and Intake Racing Venturi Restrictor inputs and their calculation menus have been finalized and updated An Air Cleaner restriction CFM can now be calculated from Flow Data 252 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices New Outputs As discussed above the Chain Calculation allows for many new types of output including average and peak torque and HP A Spring Table option to the Valve Train Dynamics screen has been added It allows you to print out tables of spring force at various lifts with option for forces as seated height and valve open height also Several features to deal with Valve Clash for Hemi and 4 Valve heads in the See Engine screen which also evaluates piston to valve clearance have been added Clash occurs when a valve enters into the valve curtain area of the other valve for example if the intake enters into the curtain area of the exhaust valve during overlap A new Preference for Desired Clash clearance has been added If Clash is less than this amount the Clash value is displayed in Red in the S
368. ommended jet sizes may work well in some cases do not use them to jet your carb Due to the many carb assumptions made by the Pro recommended jet sizes should only be used to show trends Secondary Jet The recommended diameter of the secondary main jet in inches or Holley Jet See the preceding Primary Jet explanation Secondary Jet is not reported if the Intake System Manifold Type is fuel injected WARNING Although recommended jet sizes may work well in some cases do not use them to jet your carb Due to the many carb assumptions made by the Pro recommended jet sizes should only be used to show trends Injctr Dty Cyc The recommended duty cycle in percent to deliver optimum power A F for this RPM Duty cycle is a way of saying what of the time is the injector open If this value is greater than 100 it means the engine requires more fuel than these injectors can provide even if they were open full time To provide enough fuel flow you would have to increase the injector flow rating or fuel pressure The Engine Analyzer Pro assumes a 8 millisecond lag for opening or closing the injector The lag of your injectors and EFI system may be quite different Injctr Dty Cyc is not reported if the Intake System Manifold Type is as carbureted Inj Plse Wdth ms The recommended pulse width in milliseconds to deliver optimum power A F for this RPM For example if Inj Plse Wdth is 24 5 it is saying the injector should be open 24 5 mill
369. ompressor is also documented in a map like that shown in Figure 2 28 Therefore we will characterize the centrifugal supercharger with specs much like we use for a turbocharger Centrifugal supercharger specs like those in this section are difficult for the average person to obtain The supercharger manufacturer may supply maps on request However if you do not have specs we recommend you use the specs which come preloaded in the Centrifugal Supercharger Library for common superchargers This section refers to many items discussed in detail in the Turbocharger section which follows You may want to glance at it first before you read this section Island CFM This spec is much like the turbocharger Island CFM The centrifugal compressor s Island CFM is the CFM at which the peak efficiency occurs on the map For a typical street Paxton tm supercharger this is approximately 320 CFM For larger superchargers like some Vortechs this CFM will be from 500 900 CFM 55 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Island Pressure Ratio Is the pressure ratio PR where peak efficiency occurs just like for turbochargers PR is usually the vertical Y scale and in the range from 1 25 to 2 0 with a street Paxton tm being approximately 1 35 and different Vortechs being from 1 5 to 1 8 Island Efficiency Is the highest thermal efficiency on the compressor map in percent just like for turbochargers The high
370. on The faster you spin the engine to recording cranking compression the less time available to leak and the higher the pressure Also the higher the barometric pressure obviously the higher the cranking compression Fig A46 Lifts at TDC are now done with NO lash to better match what most cam grinders report We re now doing a more precise simulation of the difference between aluminum vs cast iron heads for Knock Index difference We ve increased the Piston Speed limit above which program says is Impossibly High because materials and technology have made huge improvements over the years We ve made some refinements to the Cam Profiles created by the EA Pro to more precisely time them to the nearest 0 1 deg 263 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A43 New Features for Using Standard Engine Example Component Files Open Example fom Performance Trends Open From My Saved Files Open Std Engine Analyzer Example Open Std EA Chevy Corvair Cams Factory rated Conditions ref Engine Analyzi J Enter comments for describing this engine Click on Retrieve from Library and you are presented with choices This list of options can grow as you choose different options at the next Retrieve screen show below For example the Corvair choice is presented because you have picked a Corvair cam in the past imp blocked crassaver F ate estimated Retrieve
371. on of residual is higher than the mass fraction For example a 5 mass fraction of residual may mean a 10 volume fraction This means 10 of the cylinder s volume is filled with left over exhaust volume which can not be used to draw in fresh air fuel charge effectively reducing the volumetric efficiency 10 and power 10 To maximize power you will want to reduce the Residual Exh In fact the Residual Exh can be negative which indicates no exhaust from the previous cycle is left in the cylinder but that some fresh air fuel charge actually passed through the cylinder out the exhaust during the overlap period without being burned This condition is called short circuiting and is wasteful giving poor fuel economy and emissions but will maximize power output See Vol Eff and Shrt Circuit Shrt Circuit Is the percent of the fresh mass which short circuits or passes directly through the chamber and out the exhaust during overlap without being burned Exh Temp deg F Is the temperature of the exhaust gas in degrees Fahrenheit immediately after leaving the cylinder in the exhaust port The exhaust gasses are cooled considerably by contact with the exhaust port and the exhaust manifold or header Therefore exhaust temperatures measured downstream of the exhaust valve will likely be cooler than those calculated by the Engine Analyzer Pro especially at lower RPMs However in the actual engines some of the fuel may not burn com
372. on t Ask About Updating C Performance Trends Inc 2009 Engine Analyzer Pro Figure A46 Options in Preferences Under Calculations cont Tab Choose if you want more detailed Cranking Compression estimated If you choose Yes RPM is enabled for you to Cancel Restart Showing Cycle Data Write Errors to Error Log File Cranking Compression Estimate Do More Detailed Estimate Help Tips Turn Off Showing Help Tips Cranking RPM for Measurement Metric Outputs For RPM Data For Cycle Data None jz Hep Don t Ask About Updating Tq HP Decimal Places 2 248 34 HP Choose which outputs you want reported in Metric units Intake Flow Table Intake Flow for alve alye Lift in L D an Ze ox 2 OK Save Help Clear CFM Only Print Int Exh Clear All Data Pr Factor Up F ctor Down Look for ew Adobe Acrobat Choose how many decimal places for Preferences Appendices If you choose Picked the Pick from List button is enabled Click on it to display list of data channels enhanced Fe m _ ow BTU Heat Release Metric Outputs For RPM Data For Cycle Data Tq HP Secondary Jet in Calc Error Compressor Eff Cmprsst Pres Ratio Compressor HP Turbo Wastegt Turbo Surge torque and HP outputs Inches Water Pressure 1 Valve 2 4 dia Flow Coef lad Close keep Cancel
373. on to open the appropriate menu These menus and their specs are described in this section Turbocharger and Supercharger Specs have been expanded in later versions with new inputs See Appendices 9 10 and 11 on pages 235 276 for more updated info None Choose None to indicate the engine is not equipped with any type of supercharger or turbocharger All specs in these menu are then ignored in the calculations Roots Supercharger Specs Choose Roots Supercharger if the engine is equipped with a belt driven positive displacement Roots supercharger like those produced by B amp M tm Weiand tm or the original GMC 6 71 A Figure 2 25 Roots Supercharger Specs Menu Roots look lik Engine Analyzer Pro Performance Trends Engine SUPERSTO CK OO COMDrESSOL OOSSINOTE ATIE File engine Calc HP F2 Help F1 Preferences About a typical engine oil pump where a a Ne es eA our name and phone can go Eng CID 263 9 Ole OF gas rappe ag en a oY rere E a a forced into the intake manifold The advantages of an ideal Roots supercharger is that a relatively constant boost level can be maintained from low RPM to high RPM 0 Roots Supercharger Specs O General Supercharger Specs Volume Revolution cuin fr Throttle Location Blow Through Leakage seals TypicalRace Max Boost Limit PSI Mech Friction Much less than normal Number of S Cs 1 Single C Belt Ratio e eig intercooler E oz
374. oo critical Therefore to simplify the calculations which saves considerable calculation time and produce results more in line with typical engines we developed this option e Detailed says each exhaust header combines into a common pipe of large diameter usually called a collector For engines with of Cylinders greater than 5 the Pro assumes there are 2 collectors each with half of the header pipes from engine s cylinders Selecting this options enables all collector specs Generally selecting this option will let the collector have too much effect on calculated performance In actual engines the size and length of the collector generally is not too critical This option can be useful for those who want to see how collector specs should effect performance and at what RPMs However you must keep in mind if a change shows a 40 HP change at a particular RPM that the real change may be more like 5 HP instead This option can also be useful for cutting edge engines like Pro Stock or Formula 1 For these highly tuned engines collector specs may have more effect like that shown by the program More refinements will be made as we gain more experience 38 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Collector Length in Is the length of the collector from the end of the header primary or exhaust manifold runner to the next abrupt enlargement This abrupt enlargement is usually the opening to atmosphere for
375. ood tuning 1 5 3 0 characteristics Exhaust Muffler System Open Headers O Full Exhaust Click on the option button which describes your exhaust system If you choose Open Headers the CFM Rating spec is disabled because that is the CFM Rating of the exhaust system not the headers 36 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions CFM Rating Is the vehicle exhaust system and muffler restriction rating and describes the design of the exhaust system It is very similar to a carb or throttle body Total CFM Rating in the Intake System Specs menu The CFM Rating is measured in CFM Cubic Feet per Minute maintaining a 1 5 Hg inches of mercury or 20 4 inches of water pressure drop across the entire exhaust system Exhaust system flow data is becoming more common in magazine articles and performance how to books However the pressure drop used for doing the flow tests may not be 20 4 If not use the following formula to obtain CFM flows corrected to 20 4 CFM 204 FM XX x 204 XX Where XX is the actual test pressure in inches of water Also if they flow each side of the exhaust system separately simply add the two CFM values obtained For example a magazine article says the right side of a particular exhaust system flows 270 CFM at 28 water First convert 270 CFM 28 to CFM at 20 4 CFM 20 4 270 ho 270 854 230 CFM 28 Second add left and right side flows
376. or Multi RPM graphs of current results H graphing Cycle data from the 900 Crank Degrees a oa ee as Figure 3 9 Multi RPM Cycle Graphs Last and list must be turned off printed in l to do Multi RPM graphs a ode Mult grapns Click on PicRPM to display the Engine Analyzer Pro WARNER P RO Saved Data buick ruddi ba Pick RPM for Graph menu Back File Format View Help l mixed SINGLE i list last rpm CYC PichPM jal E ese tele less Lele Lede eli eeke rutview set scaes Ex Port Vel eS For Multi RPM graphs click on as Pick RPM for Graph Ex Portvel many of these RPMs as you wish Multi RPMs fi i Curent Tee 4 fexeorvel and data for each will be graphed ifironver This screen shows a Multi RPM i Graph of a Single Data type but Multi RPM Graphs can also be made of Mixed Data types Click on Yes for the Multi RPM oem i Graph option This option will be E e o E enabled only if list and last are CO No onpforseveral RPMs f turned off printed in lower case Crank Degrees 133 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Mixed Data Graph vs Single Data Graph Figure 3 10 shows how to switch between these graph types Figure 3 11 shows an example of a Single Data Graph of Cycle Data intake port pressure with explanations of some Single Graph features Figure 3 12 explains the menu for producing Mixed Data graphs Figure 3
377. or Small Diameter 5 5 Rotors Volume Revolution cu in rotor length inches x 22 64 For Large Diameter 5 8 Rotors Volume Revolution cu in rotor length inches x 27 45 For example for a 6 71 with 5 8 diameter by 15 long rotors Volume Revolution cuin 15 x 27 45 412 Leakage seals Roots superchargers must trap a volume of air and shove it into the engine s intake However this trapped air can leak out along several feet of sealing edges At low speed this trapped air has a lot of time to leak out which reduces boost At very low speed 10 RPM a Roots supercharger will produce no boost since all the air will eventually leak out At high speed less time is available for portions of each chunk of air to leak out Therefore the percent of air leaking out will decrease and boost will increase at higher speed Various Leakage ratings can be picked by clicking on the arrow button of the combo box The more leaky the Leakage rating the lower the boost level especially at low RPM However the advantage to leaky seals is there is less internal friction in the supercharger This is not significant at full throttle power levels but is significant in street driving situations Leaky seals therefore give much better street fuel economy The Pro simulates both the change in boost levels and frictional drag depending on your choice of Leakage rating Mech Friction Identifies any change in rubbing friction compared to a typica
378. or exhaust manifolds there is no clear distinction where the runner ends Cover the manifold to head mounting surface with a plate or heavy tape Tip the manifold so you can pour in liquid from a graduated cylinder or other measuring device through the carb or exhaust pipe opening Fill until you believe the liquid is to the abrupt enlargement defined above Port Width in The average width of the port or runner along its entire length in inches This can usually be estimated at the end of the port or runner at the cylinder head manifold header mating surface Port Height in The average height of the port or runner along its entire length in inches This can usually be estimated at the end of the port or runner at the cylinder head manifold header mating surface 101 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Port Shape Figure 2 43 Port Shapes Describes the general shape of the runner along its entire length Your choices are Rectangular e Rectangular e Rounded Rectangular e Oval A purely Rectangular runner would have sharp corners and a purely Oval runner would be 2 semicircles connected by 2 straight sections See Figure 2 43 Actual runners are likely somewhere between these two shapes which is the Rounded Rectangular choice Rounded Rectangular 2 9 4 Calc Valve Flow Coef Figure 2 44 Typical Flow Curve valve dia 1 52 Is the Flow Coef for either the intake or exhaust port
379. ore TDC Grss Tappet Lft Is the maximum inches the tappet is lifted above base circle If you are not using a cam lobe file it is the same as Max Lobe Lift entered in the Cam Valve Train specs 91 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions General Engine Calculations Displacement CCs Is the total engine displacement volume swept volume in cubic centimeters This is based on the standard equation including bore stroke and cylinders Divide this value by 1000 to obtain engine displacement in liters For example 4900 CCs is 4900 1000 4 9 liters Displacement cu in Is the total engine displacement volume swept volume in cubic inches This is based on the standard equation including bore stroke and cylinders Dynamic Comp Ratio Dynamic Comp Ratio is calculated like the Compression Ratio in the Head Specs menu except the swept volume used is the cylinder volume at intake valve closing Some people believe this is a more realistic compression ratio because the piston cannot compress the air until the intake valve has closed Dynamic Comp Ratio Clearance Volume Cyl Vol Intake Valve Closin Clearance Volume The Dynamic Comp Ratio is always less than the standard Compression Ratio and ranges from 6 to 9 for most engines You ve probably heard that long duration cams need higher compression ratios You will notice that when you specify long duration cams with late intake valv
380. ormance with the Calc Avg Diameter production head and intake Maive Diometer in p Pp e P a a t Save these test results as a n Port Length in ql ona Choose Yes Test File if you have not z PortVolume ccs dthem bef Single Flow Coat z Pot Width in here first saved them before Anti Reversion i d Port Height in i Q Use Single Flow Coef Bot Shape ae Return to the cylinder Head s VEES e Fill in port menu and enter the new Intake fE mbustion Chamber If the engine has 2 or 3 ports or runners per measu rements 3 cylinder enter the volume ccs for 1 runner only Valve Diameter of 1 94 Leave Int Port Length at 4 5 Click here to load inches since both heads ick a stock BowTie heads 2 02 x 1 60 calculated diameter intake ports are equally long valves i back into Avg Port Then click on Clc for Intake e Diameter in Avg Port Diameter to get this i SavetoLibray Head s menu Calculation Menu as shown in i Figure 4 43 Follow the descriptions in Figure 4 43 to Click here to calculate Single Flow Coef calculate 1 71 for the new Avg Port Diameter for the Click here to calculate Anti Reversion new head After calculating Avg Port Diameter click here to tell program Then click on the Intake you only have flow data at 1 valve lift option of Use Single Flow Coef The Single Flow Coef spec and Cle button become enabled and the Flow
381. orrelate well with dynamometer exhaust pressure measurements If the dynamometer data shows more pressure than the Pro you may want to increase the Pro s back pressure by reducing Exhaust System CFM Rating Mach Although you can not measure Mach with a dynamometer test it can be measured on a flow bench Accurate flow bench data will give accurate flow coefficients which are key for accurate Mach s Without significant tuning effects severely restrictive runners carb or exhaust system the Mach primarily dictates torque and HP peaks The torque peak will occur at a Mach of approximately 35 4 and the HP peak at a Mach of about 45 55 For example Example of Adjusting Torque Peak Using Mach e The dynamometer data show or you require a torque peak at 5500 RPM e The Engine Analyzer calculates a Mach of 48 at 5500 RPM e You should try to lower the Mach to 4 at 5500 by providing e More intake cam duration or lift e Larger intake valve area increase Valve Diameter or Valves Cylinder e Improved intake air flow increase Valve Flow Coef or Runner Flow Coef e Decrease Bore or Stroke for the same size head Brk Tq and Brake HP If you match up the secondary information as shown previously ideally the torque and HP will automatically match However this may not happen or perhaps some secondary information is not available from the dynamometer data Therefore you are left with matching dynamometer brake torque and HP with
382. ot correct for the flow test you must change this in the Head s menu before using this calculation menu You can not change this number in this menu 102 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Valve Diameter in Identifies the outside largest diameter of the head of the valve s in inches From Figure 2 44 you would enter 1 52 This number is set to whatever is currently in the Valve Diameter spec in the Head s menu for this port If this is not correct for the flow test you must change this in the Head s menu before using this calculation menu You can not change this number in this menu Valve Lift Tested in Is the valve lift at which the flow data CFM is measured Use a valve lift and corresponding CFM flow as close as practical to one fourth the valve head s diameter A range of lifts close to 1 4 the valve s diameter is given in the Notes at the bottom of this menu The program will warn you when Valve Lift is not 1 4 of Valve Diameter in this menu For example for a 1 52 diameter valve use flow CFM at 38 valve lift CFM at 4 lift would also be acceptable See Figure 2 44 Note This is NOT valve lift produced by the cam Flow Obtained CFM Is the CFM flow obtained at the valve lift given for Valve Lift Shown in Figure 2 44 is a typical flow curve from a flow bench For this data you would use the 192 CFM value For most conditions it is best to install a radiused inlet on the i
383. other common trend that the engine produces more torque at low RPM with dynamics turned On and many times less high RPM HP That s because the valve actually opens after and closes sooner than the cam would open and close the valve without dynamics Look at Figure 4 29 and notice that the Act IV Lift line jumps up more quickly than the In Vlv Lift line on the opening ramp The same happens on the closing ramp The profile actually followed by the valve has approximately the same lift as directed by the cam but less duration This combination of giving approximately the same higher lifts but limiting the lower lifts generally makes more torque However at high RPM where the engine needs all the breathing help it can get any loss in valve lift limits air flow and therefore limit HP Conclusions e This restricted engine likes the original cam for performance especially at lower RPM However at higher RPM it has a tendency to valve toss and produce high pushrod loads due to its aggressive acceleration rates e The Test Results will generally show more low RPM torque and less high RPM HP with valve train dynamics being simulated e The Engine Analyzer Pro allows you to investigate the complex workings of the engine s valve train 177 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples A Couple of Tips Instead of recreating the cam specs in the Cam Valve Train menu as done in the first part of this example you could
384. ou click on List in the Graph Screen To de select the 2 buick rudd Test Files click on them in this list The will become unhighlighted and be removed from the list of Selected Tests They remain in the Common List for quick recall should you need them 151 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Figure 3 28 Retrieving an Engine File retrieving a Component File is similar Click on File then Retrieve or the Retrieve button from the Main Menu to retrieve an Engine File from the Engine Library Click on the Retrieve from Library button in the Component Specs menus to retrieve Component Files from the Component Libraries Engine Analyzer Pro Performance Trends Calc HP F2 Help F1 Preferences About mp Chmbr ces 83 5 Chosen File 305 SBCH EV Engine 302 4V This is the typical menu to retrieve either an Engine or Component File Click on a file name and its name appears as the Chosen File and a preview of its specs and comments is given to the right Preview v1 2 Int Valve 1 99 Exh Valve 1 55 CFM Rating 650 Int Dur 218 No S C Click here and the current specs will be replaced with the Chosen File s specs The program will first ask if you want to save the current specs before they are replaced Click to see Short Block Specs Click here to permanently delete the file from disk Figure 3 29 Retrieving a Test File
385. ount of work the burned gases or explosion does on the top of the piston This work done on the piston is called Indicated Work or Indicated HP However not all this Indicated Work or HP gets out of the engine to the crankshaft Some of the HP is used up in forms which can be grouped under the title of Friction which include Where HP is lost to Friction Rubbing mechanical friction from piston rings rubbing on the bore bearings rubbing on journals lifters rubbing on cam lobes etc Required accessories like oil pump water pump cooling fan etc The cam and valve train could be included under this category Rubbing and accessory friction can be illustrated by removing the spark plugs putting a torque wrench on the crankshaft bolt and turning the engine by hand The torque required to turn the engine represents torque which could be used to power the vehicle if the engine had no friction The work or power lost to friction is called Friction Work or Friction HP and the work which actually appears at the crankshaft is called Brake Work or Brake HP See Figure A 8 Brake HP Indicated HP Friction HP Figure A 8 Indicated HP Friction HP and Brake HP Indicated HP Brake HP Friction HP 211 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices I SS SS a a The HP lost to friction can also be expressed as an efficiency Mechanical Efficiency _Brake HP Indicated HP Mechanical Efficiencies can be in
386. ow coefficient will likely be lowest at L D 25 See Figure 2 8 The flow coefficient will generally be its highest at low valve lifts because the flow restriction is due mostly to the valve and not the port itself Flow coefficients greater than 1 0 are highly unlikely except at very low lifts Flow coefficients less than 3 are highly unlikely for OHV ports less than 2 are unlikely for flat head ports See Example 4 4 For Advanced Users 21 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions If you are obtaining unreasonable flow coefficients check to ensure you have specified the correct test pressure Valves Ports and Valve Diameter Notes If you are going to use the flow table it is best to have at least 4 flow points 2 points at less than L D 25 point at approximately L D 25 and 1 point at maximum valve lift If you have less than these points it may be best to select the Use Single Coef option button For accurate flow tests use radiused inlets not the bare head for flowing intake ports Exhaust flow tests should be conducted with short 6 12 inches straight exhaust pipes bolted to the port not the bare head See Runner Flow Coef under Intake System Section 2 9 7 and Example 4 4 Flow Table features have been expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Anti Reversion Describes how well the port valve and manifold resist flow in the reve
387. p is driven by electric motor from battery power Lower Belt Ratio Pump has larger pulley or crank has smaller pulley to underdrive the pump Small Pump Pump has smaller diameter impeller or fewer vanes on pump or other efficiency improvements Production Size Typical production pump Note The Engine Analyzer Pro assumes the size and friction level of the water pump and drive is related to engine size Therefore if you change engine displacement the Engine Analyzer Pro automatically changes the size of the water pump and drive to accommodate for the additional cooling requirements 15 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SSS SSS SSS SS SE ee rr SSS Inertia Lb x Ft42 This combo box lets you e Type in an inertia value which may be difficult for you to estimate e Pick it from a list by clicking on the arrow button e Calculate it from other inputs by clicking on the Clc button Inertia in Lb Ft 2 is the rotating inertia of the engine flywheel and dynamometer in units of pounds x feet squared Although inertia does not affect power at a steady RPM it does absorb power while the engine is accelerating This power is not lost but can be recovered when the engine decelerates For example when the car jumps ahead when being power shifted the jump is from recovering the power absorbed in the engine s inertia Some dynamometer tests are done under accelerating conditions The Eng
388. pecs for SUPERSTO CK click on the Calculate Performance button at the Specs to Chain M Chain Spec 2 Main Menu and select the Yes option for Chain O1 2 Spec Type and Name Calculations as shown in Figure 4 55 Once Yes Chain Spec 1 Exh Header Primary Length 5 2 is selected click on the Show Chain Specs button TA Nees Starting Spec Value fie Ss to display the Chain Calculation menu shown in Figure 456 fen See fg Starting Spec Value 17 Chain Step Size The settings in Figure 4 56 will make 30 runs Chain Steps Preview with 5 settings of exhaust header diameter and 6 Chan Stop Sie Exh Header Primary Length 16 21 26 41 settings of exhaust header length When finished eee Current Value setting the Chain Specs click on OK then click Exh Header Primary Diameter 1 7 1 9 2 1 on Calculate Performance in the Calculate SS n Current Value Ri O Click on arrow for a list of possible specs for the Performance menu shown in Figure 4 55 These first chain calculation p xx 30 runs each consisting of 12 RPMs will take 30 Turn Off Chain Cales Off Chain Cal minutes or more to complete When they are finished the results will be displayed as shown in Figure 4 57 Click on the Graph button and you can obtain either a torque or HP graph 199 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Because Chain Calculations generate s
389. pendix 1 Appendix 2 Appendix 3 Appendix 4 Appendix 5 Appendix 6 Appendix 7 Appendix 8 Appendix 9 Appendix 10 Appendix 11 Index Installing a Larger Carburetor And Intake Manifold Installing Hydraulic and Solid Lifter Camshafts Supercharging Turbocharging And Nitrous Oxide Using Flow Bench Data Optimizing Tuning Accuracy and Assumptions Summary of 4 Cycle Internal Combustion Engine Theory Intake and Exhaust Tuning Fine Tuning Torque amp HP Curves Watching Tuning Pressure and Flow Why So Many Inputs Copying Files Cam Calculations New Features in Version 3 3 New Features in Version 3 5 New Features in Version 3 9 155 157 167 179 187 194 201 208 214 219 223 230 232 233 235 251 261 277 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction Chapter 1 Introduction 1 1 Overview of Features The Engine Analyzer Pro program by Performance Trends Inc is a software system to help professional engine builders racers and engineers understand and predict many aspects of full power engine performance The Engine Analyzer Pro has numerous options to allow the user to simulate innovative and unusual engine designs The Pro s major features are listed below Features e Calculation of all parameters every 4 degrees of crank rotation including dynamic valve lift valve flow area cylinder pressure port pressures net valve flow h
390. per of the model has not tried you are basically on your own The Pro is mostly theoretical which means it is based on numerous laws equations of basic physics like Force Mass x Acceleration These equations are then tuned to better fit known engine data A good analogy to a theoretical model would be cardboard cutouts of a 4 link rear suspension The cardboard strips represent the different links and pins locate the pivot points You can move the cardboard axle up and down and watch pinion angle change 230 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices PEE SS L ___EL E ES _E FT A good test of a theoretical model is does the model tell you things that the developer did not know For example does it know that you get about a 4 performance improvement by increasing compression ratio 1 point without the developer telling it Ifthe developer has told it then it is probably an empirical model If it gives the correct result without being explicitly told then it is probably a theoretical model Theoretical models can accurately simulate real engines However their big advantage is they can also simulate engines which the developer has never tested This could be a Jaguar V 12 when the developer has never seen a dyno curve for a V 12 Or it could be an engine from the future For example it could simulate heads with 100 anti reversion which allow no reversion of exhaust back into the intake runner even though
391. pletely in the cylinder but continues to burn in the exhaust port and manifold header In these cases some engine s may exhibit higher exhaust temperatures than those calculated by the Engine Analyzer Pro especially at retarded spark advance Mx Cyl Pres PSI Is the maximum pressure which occurs in the cylinder during combustion in PSI absolute Mx Cyl Tmp deg F Is the maximum temperature which occurs in the cylinder during combustion in degrees F 80 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions oe In Port Temp deg F Is the temperature of the fresh charge as it enters the cylinder chamber in degrees F In this version the program is including some fuel and nitrous evaporation effects which can cool the charge considerably This was not considered in version 1 2 Depending on the type of intake manifold air temperature and engine coolant temperature the fresh charge picks up considerable heat along the intake runner and port valve This rise of temperature hurts volumetric efficiency and power and is indicated by In Port Temp Piston Spd ft min Is the average speed of the piston in feet per minute Piston speed is a useful way to rate the RPM induced stress level of the reciprocating components of engines of very different sizes For example engines with typical production parts can usually rev up to a piston speed on 2750 ft min without overly stressing pistons connecting rods etc The equatio
392. ply click on the Bore PEREA mouse key in the upper left i corner of the area then hold Gere the key down and drag the i Bere APET an Mouse to the lower right corner of the desired area A box will be drawn as shown When you release the mouse key this area will fill the whole graph This feature is disabled if the cursor is turned on Also start the upper left corner well away from a graph line or the program may turn on the cursor instead 00 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 9000 9500 RPM This menu can be obtained 2 ways You can click on View in the menu bar then Specify Scales axes or click on C Graph Axes Specs the Set Scales button the right most Maximum Y Yalue vertical axis on left button on the screen Specify Graph Axes Minimum Y Value vertical axis on left 100 Maximum X Value horizontal axis on bottom The current scale limits are loaded when this menu opens Change any or all these to most any value you want Minimum X Yalue horizontal axis on bottom Tip This menu is useful for specifying the graph scales amp Y axis so they match the scales of another graph This menu can also be used to Zoom In or Out or shift the graph up down left or right Click on OK to have the graph redrawn to these new scale limits 141 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Cycle Plot Param
393. program assumes the same opening and closing profile This is not necessarily the case if you use a Cam File which may have very different opening and closing profiles Click on the Cle button or the See Alternate Specs button at the bottom of the menu to bring up the Alternate Cam Specs menu There you can enter Opening and Closing events at 050 lift instead of Centerline and Duration Also see Appendix 8 and Example 4 2 41 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 21 Cam Profile Definitions As Used By Engine Analyzer Pro Duration 050 Is the number of crank degrees where the tappet is lifted at least 050 inches above base circle This E ERPREE INS will correlate to most cam grinder s spec of duration 050 inches lift This has become an FADDER REEE aftermarket standard Be sure not Base Circle to use seat timing or advertised duration as these are usually much larger numbers Click on the Lash Clc button or the See Alternate Tappet Specs button at the bottom of the menu to bring up the Alternate Cam Specs menu There you can enter Opening and Closing events at Base Circle Sra OPEN 050 c 050 lift instead of Centerline and DEG BTC DEE ABC me Duration Also see Appendix 8 and Example 4 2 Lash Tappet is LASH VALVE IN divided by ROCKER ARM RATIO Lash Tappet is shown only to illustrate lash in general Lash Tappet is not
394. que peak of 403 ft lbs at 6250 RPM with a HP peak of 552 Figure 1 3 First Portion of Calculated Results at 7750 RPM Sure is easier than Engine Analyzer Pro Engine SUPERSTO CK Test Results Untitled dyno testing Results may be Graph Print Heinin File Analyze sec Engine PkTq 403 6250 Avg 368 different in later versions of the 3 ils PkHP 552 7750 Avg 511 program Bik Tq ft lbs Brake HP Exh Pres PSI The menu bar and the command Int Vac Hg buttons at the top of the screen ERE shows some of the options for Fuel Flow Ib hr various formats for data output Nitrous Ib hr Ntrs Fuel lb hr e Analyze will produce a report of performance and safety tips on the test results Valve Flow amp Cam Calculations int Exh h will d p Overlap Area deg sq in 48 3 Ulu Area deg sq in 424 3 347 9 e Graph will produce various Total Exh Int 82 8 Total Avg Flow Coef 6 381 6 562 types of graphs You can Lobe Separation deg 105 8 Lobe Area inchxdeg 46 17 Overlap deg 121 Duration deg 329 also compare the current test Opening Events deg 62 results to results of other tests Closing Events deg 88 Overlap 656 deg 74 Duration 656 deg 279 you have saved Opn Evnts 056 deg 37 Cls Eunts 656 deg 62 Duration 266 deg 199 e See Engine will show you a cross section view of your C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction engine so you can watch intake and exhau
395. r 1 longer the EZ version can not do it The EZ version does not have an input for runner length so you can not add 1 to the runner length The true value of engine simulations is the ability to accurately check for trends like If I lengthen the intake runner 1 inch this will happen The ability to accurately predict trends from modifications has been greatly improved in the new Windows Pro v2 1 Iterations Before we talk about accuracy it is important for you to understand the types of calculations going on inside the Engine Analyzer Pro and other sophisticated simulation programs A simple engine program could involve calculating torque from volumetric efficiency Torque K x engine displacement x volumetric efficiency Where K is a constant which includes many assumptions You enter a volumetric efficiency and obtain a torque value The answer you obtain on the left side of the equation has no effect on the inputs on the right side of the equations Some rather expensive programs are based on an equation no more detailed or complex than this See Other Engine Simulation Programs in this Appendix However lets look at a simplified version of the Pro s equation which calculates the temperature rise of intake air as it passes through the intake port 201 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Final Temp Intake Temp K x Final Temp Intake Temp In this case the Final Temp answer you
396. r HP 78 79 86 182 Compressor RPM 86 Controlled Valve Toss 236 Coolant HP 81 235 Coolant Temp 65 213 222 Cooling Fan Type 15 206 220 222 Crank Pulley Diameter 52 56 120 Cranking Compression 92 174 263 Cranking RPM 263 Crower 2 261 262 Current Length 94 Cycle Data 72 82 142 Cyl Leakage 82 Cyl Pres 142 183 Cyl Temp 142 Cyl Vol 92 143 Decimal Places 263 Deck Height 104 105 Deck Height Clearance 104 105 Depth 113 114 Depth in Center 114 Design 16 35 47 65 110 213 252 Designed Valve Lash 42 44 Desktop Dyno tm 262 Dew Point 64 123 222 Diameter 11 21 33 35 39 52 97 98 100 106 108 112 160 164 188 189 193 Diesel 235 Displacement 6 92 113 114 263 Dot Matrix 146 236 Dry Bulb Temp 124 Dual Plane 27 160 161 189 216 Duration 41 42 45 46 90 91 168 233 234 235 Duration 050 168 233 234 Dwell Over Nose 235 Dynamic Comp Ratio 92 DynoSim tm 262 E85 262 Eff Lifter Mass 48 49 119 Eff Lifter Stiffness 48 49 Eff Rckr Arm Stffnss 47 49 118 Eff Valve Mass 47 49 117 Element Type 112 Elevation 63 64 75 123 222 Email 1 2 251 261 EMC Engine Masters Challenge 263 Engine File 5 147 148 149 152 153 172 235 250 251 Engine HP 21 116 Engine Library 1 5 147 158 164 167 179 252 Engine Masters Challenge 263 Engine RPM 6 75 278 Estimated Idle Vacuum 263 Ethan
397. r Setup Printout Options Emailing a Total Engine File from the Main Screen ri Save Engine As Ctrl B Open fro External Drive floppy or CD Save to External Drive floppy or CD Backup files Restorg From a Backup Email Engine File Import Individual Files Import All Files from Earlier Engine Analyzer Pro Unlock Program Options Exit Program Report Printing Options X Include Engine Specs Include Engine Comments Request Report Comment Dot Matrix Printer Adjustment X Include Special Calcs Print Report Using These Specs Form used for emailing all types of files Email addresses you enter are added to the list Email To Ee Type in email address or pick from list below Enjail to marksmith aol com v Message to Send Here s that Porsche file I ve been talking about File to Attach and Send Engine Porsche 951 turbo Big 4 txt Send Cancel Engine Analyzer Pro Porsche 951 turbo Big 4 Back 9 Format view Help MIXED single HIS History Log pick tests for overlay graphs Print Black amp White dashed lines Print Color solid lines Windows Print Options Email 256 Color Graph Email 16 Color Grap Exit Click on File then one of these email options to email a graph as a bmp file Select this option to email a PDF file 258 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A42 File Backup and Restore Options Backup progress Clic
398. r revving the supercharger at higher RPM e With less boost at low RPM the centrifugal supercharger shows a lower Knock Index less likelihood to detonate at lower RPMs e Exh Pres does not increase as significantly as with the turbo However Compressor HP gets as high as 34 HP at 5600 This is the HP the compressor requires from the crankshaft through the S C belt e The recommended Primary Jet and Secondary Jet have increased significantly This is typical of blow through systems which require larger jets Safety Note Unlike real superchargers you can over rev the supercharger in the Engine Analyzer Pro with no problems The Pro will warn you of the over revving condition based on the Maximum Safe Impeller RPM spec and belt ratio but it is up to you to pay attention to it Always follow the manufacturer s recommendations for maximum belt ratios and RPM limits Figure 4 37 Single Data Graphs Comparing Baseline Single Turbo and Paxton Performance 182 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Since cae inane oa Figure 4 38 Nitrous Oxide Specs for 100 HP Single Stage System supercharger provides fairly good high RPM power you are Select Single Stage System considering installing nitrous Enter specs of 100 HP oxide injection as well You an d 2500 CrM a have heard that nitrous delivers Nitros Oxide Specs for 302 BASE SPC sim
399. r x Runner cylinder Similar to the intake recommendations the assumed number of exhaust runners per cylinder is also stated in parentheses This assumption is based on the Valves Ports in the Exhaust section of the Head s menu For example the area given for 2 runners per cylinder will be approximately half the area recommended for 1 runner per cylinder For example the area given for 2 runners per cylinder will be approximately half the area recommended for 1 runner per cylinder 94 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Rec Len 1st Pulse and Rec Area 300ft sec Is the exhaust runner length to produce strong resonance tuning for this engine This resonance pulse is from the first reflection and is usually the strongest pulse available for exhaust resonance tuning The area and diameter given will produce an average calculated exhaust runner velocity of 300 ft sec Several sources state this velocity gives good exhaust inertia tuning The Pro s detailed calculations do not use this simple rule of thumb but it is a good starting point for many engines Rec Len 2nd Pulse and Primary Tube O D Is the exhaust runner length to produce strong resonance tuning for this engine This resonance pulse is from the second reflection and is usually not as strong as the first pulse The diameter given is for the outside diameter of 18 gauge tubing which will give a calculated exhaust runner velocity
400. rake HP 3 BSFCNSZHP hr x 1000 4 No Plot vs RPM Graph T Multiplier Graph 2 Brake HP Graph 2 Multiplier gph 3 BSFC Ib HP hr Graph 3 MulGplier 1000 TT no effect 3 X Axis Tope ae A Graph Pattern consists of a set of all specs listed under the Use New Graph Pattern button This section gives a summary of the graph pattern selected highlighted from the list below it Graph Choices Delete Torque amp HP vs RPM Ta he amp BSFC Click on this button to delete the pre programmed graph pattern which is currently selected highlighted Click on the name of a particular pre programmed graph pattern here lise Multiptie s Specified Save This Graph Parer Click on OK to make the graph based on the Saved Graph Patten chosen Current Test Results Last Test Results and Test Results from the Common List Here s the definitions as given earlier e Current test results These are the test results whose RPM data is displayed when at the Test Results screen These can be for the test results just calculated or for a test retrieved at the test results screen using the File menu command e Last test results These are the test results from the previous calculation By comparing the current calculated results to the last results you can easily watch how each engine modification has effected performance This is similar to the typical graph comparisons or version 1 1 and 1 2 of
401. ranching together with another intake runner or an opening to atmosphere See Runner Length under Intake System Given to the right of the recommended length is recommended runner inside cross sectional area in square inches and inside diameter in inches This area will give adequate runner velocity for this length runner at this RPM If you have a rectangular runner calculate the recommended width and height from the following formulas Rec Width Rec Area Rec Height Rec Area Current Runner Height Current Runner Width For example if the recommended area was 2 08 sq in and your current runner was 1 8 x 1 0 Rec Width 2 08 1 16 Rec Height 2 08 2 08 1 8 1 0 You could either enlarge the width from 1 0 to 1 16 or enlarge the height from 1 8 to 2 08 to obtain the recommended area but not both If you want to increase both width and height the final dimensions multiplied together should equal the recommended area Current Length in and Rec Area sq in in For many intake manifolds it is significantly easier to change the runner area than change the runner length Current Length is the current total runner length specified by Port Length plus Runner Length in the cylinder Head s and Intake System menus The area and diameter given will give good inertia tuning for this engine and this specified runner length However runner velocity may not be optimum Also see Recmnded Lenght and Rec Area above Exhaust Dimensions fo
402. re For some of the Look in Users Cam Valve Train Files e cf Ey Restore options you a B 304 8 DAT asym msu can pick the file you ar E 85 302 4 305 4 DAT E BENINCA C1 want to restore If Recent 250 9 DAT 3 306 5 DAT you have chosen to 263 9 DAT 308 8 DAT restore an entire 280 2 DAT 333 SB C HEV folder pick one of 288 4 DAT 5 351 MARI NE the files in that Desktop a 292 3 DAT E 406 5BCH EV 3 292 6 DAT E 1998 Ford 4 6L DOHC Stock 33 a 294 3 DAT 3 2004 Engine Masters Kaase dat 296 8 DAT RBizs100mop max Once you have 300 2 DAT R25101m00 Max picked a file click IB 200 7 DAT gae on the Open button J 3 304 4 DAT z ASYM DES D zi a to start the Restore My Network lt 7 process Places File name Y Files of type All Files v Cancel l Open as read only My Computer IMPORTANT Be very careful when restoring files You can overwrite more recent files with changes you want to keep with older files if they have the same name You may want to make a backup of all your files as they currently exist before restoring files That way if you loose some files you can restore them 259 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices 260 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 11 New Features in v 3 9 Engine Analyzer Pro has had many updates since this user manual was written for the original v2 1 for
403. re only meaningful if you also know the air temperature when the reading was made However the air s dew point remains constant even when the air temperature changes For example 40 degree air with a 80 relative humidity has only a 10 relative humidity when the air is heated to 100 degrees However the dew point remains at 36 degrees for both air temperatures Elevation ft Is the elevation of the race track or dynamometer room above sea level measured in feet This value should be available from the local weather station and is used to correct the Barometric Pressure Hg specification Barometric pressure drops as you go up in elevation There are two different ways of entering this specification depending on how the Barometric Pressure measurement was made Barometric Pressure obtained from radio station TV station or weather service Official sources usually correct their barometric pressure readings to sea level meaning their reading is the barometric pressure you would get if you or your engine could be at sea level or 0 elevation If you have a Barometric Pressure corrected to sea level you must enter the engine s actual elevation above sea level in feet Barometric Pressure obtained directly from a barometer instrument at the track or dynamometer room This reading will usually not be corrected to sea level but will be the observed or actual barometric pressure reading at the same elevation as the engine For observed or
404. rel CFM Rating like a 600 CFM carb this is usually easier but is more of an estimate e Dimensions like throttle plate size number of throttle planes etc CFM Rating CFM This is the Total CFM rating for all throttle plates on the engine either Carbs or Throttle Bodies This spec is enabled only if you said you Know 4 Barrel CFM Rating This spec is initially set to the Total CFM Rating from the Intake Specs menu but you can change it to any value you want Be sure to use a 4 Barrel CFM Rating which means it was tested at 1 5 mercury pressure drop 20 4 water Use this conversion to convert from a 2 barrel CFM rating 4 Barrel CFM 2 Barrel CFM x 71 For example a 350 CFM 2 barrel would give a 350 x 71 249 CFM 4 barrel rating Total Pri Throttle Plates The total of primary barrels For a single 4 barrel carburetor this would be 2 for three 2 barrel carbs this would be 2 This spec is enabled only if you said you Know Dimensions Primary Throttle Dia in The diameter of the throttle opening or throttle butterfly plate for the Throttle Plates not venturi diameter This spec is enabled only if you said you Know Dimensions 114 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Total Sec Throttle Plates The total of secondary barrels For a single 4 barrel carburetor this would be 2 for three 2 barrel carbs this would be 4 This spec is enabled only if you said you Know Dimension
405. rence of the valve See Fig 2 9 Additional valve lift gives no increase in valve area although flow may still increase Figure 2 8 Typical Flow Test of Intake Port Flow Coef Valve Flow Area 200 Flow CFM 28 150 Typical Flow Data for 1 6 Dia Valve i o 0 0 Lift sE lt 2 3 4 5 Valve Flow L D 06 13 19 25 31 Area sq in C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 9 Curtain Area Valve Area BL YT Curtain Area The Engine Analyzer Pro lets you describe the flow characteristics of the port by either Entering one flow coefficient at the lift giving L D 25 if Use Single Flow Coef option button is marked This enables the Single Flow Coef spec and disables the Flow Table button Entering flow values to calculate flow coefficients for a series of lifts similar to data obtained in flow bench testing if Use Flow Table option button is marked This disables the Single Flow Coef spec and enables the Flow Table button Single Flow Coef If you do not have a full flow curve the Engine Analyzer Pro can estimate the full curve from a flow coefficient at L D 25 Table 2 4 gives some examples of flow coefficients for specific heads Table 2 4 Examples of Flow Coef at L D 25 Description amp Source Stock 461 SB Chevy Hot Rod 3 88 Stock 993 SB Chevy Open Chmbr Vizard Stock 186 SB Chevy Clsd Chmbr Vizard Light Portd Bow Tie SB Hot Rod 3 88 Bow
406. rences allow for Valve Toss or Lifter PumpUp to either always show a power loss typically a good setting if you are not studying Valve Train Dynamics or to allow the engine to breath better if the valves are open significantly more This is the setting to use if you are trying to simulate controlled valve toss as done with some small Kart engine cams User defined Spark Curve now allows for 4 break points increased from just 2 in v2 1 A header Primary pipe can now have 2 steps and you can specify exactly the lengths of each step New Turbo Turbine Eff options for ball bearings allowing boost to come on sooner Revised some turbo performance calculations after the wastegate comes on show less performance Dyno Inertia in the Short Block specs is now more accurate when you do an accelerating dyno test Burn Rating replaces Swirl as an input in the Head Specs menu and has several more choices for better fine tuning Several features have been added to the graphs including The graph screen is now larger and generally fills the entire screen The Graph cursor now interpolates between points This means that if one power curve has results at 2000 2400 and 2800 RPM and another has results at 2000 2500 and 3000 the cursor will read both curves at all RPM points you ran 2000 2400 2500 2800 and 3000 e TDC and BDC labels are now displayed on the Cycle Data graphs If you are using a cursor the cursor value is also
407. retor s or after the throttle body on fuel injected manifolds The best example of a plenum is the very evident box on tunnel ram type manifolds e The end which is open to atmosphere or air cleaner on individual runner fuel injection or carburetion For individual runner carb systems the runner length actually extends through the carb and through any velocity stack or air horn e Any point where a runner from one cylinder merges with a runner from another cylinder For an exhaust runner this is also the length from the cylinder head to the first abrupt enlargement downstream of the exhaust port On the exhaust side the abrupt enlargement can be e The header collector where individual tubes merge together e The end which is open to atmosphere on individual runner exhaust headers e Any point where a runner from one cylinder merges with a runner from another cylinder Again for the Exhaust Runner Diameter it is usually best to simply subtract 1 from exhaust header tubing OD to estimate their inside runner diameters rather than use this calculation menus Port Runner Volume CCs Is the volume of liquid required to fill the port or runner in cubic centimeters For a cylinder head this is a common spec head manufacturers quote For an intake or exhaust manifold you will likely have to measure this yourself This measurement does not require the precision of cc ing combustion chambers That s because for most intake
408. riction is a change from version 1 2 This should make the program more useful for users trying to design cooling systems To convert HP to BTU hr multiply by 2545 For example Coolant HP 45 HP 45 HP x 2545 BTU hr 114525 BTU hr HP 81 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Blow By CFM Is the amount of combustion gasses leaking past the rings measured in CFM The leakage area by the rings is defined by Cyl Leakage spec in the Short Block specs This value should correlate with blow by measured during dyno testing Blow by can be measured by e Disabling the PCV system if any e Sealing the crankcase except for 1 exit e Running the engine at full power and measure all blow by escaping from the 1 exit In Tune Prs PSI Is the average dynamic intake pressure from inertia tuning occurring at the critical period close to the intake closing event in PSI Use this value to quickly see the strength of the intake tuning pulses See Section 3 4 for graphing the cycle data Int Prs which is the instantaneous pressure upon which In Tune Prs is based Also see Example 4 5 Avg In Vel ft sec Is the calculated not actual average velocity of the fresh charge in the intake runner in feet second This is a simplistic value calculated by Runner Velocity Piston Velocity x_ Piston Area Intake Runner Area The actual velocity depends on volumetric efficiency cam timing intake pressure and temper
409. rinter option to do this only available if you own the full Adobe Acrobat e The Preferences menu now has a new Tab called Emailing where settings for these new email options are stored If you are using Outlook Outlook Express or Eudora all you need to do is choose one of them If you choose Other use specs below you will have to fill in the required fields e IP address can be obtained by clicking on the Find button e SMTP server must be obtained from the settings in your email program e Sender Email Address lets you specify the email address that the recipient of the email can reply back to e Note In Eudora to eliminate a MAPI warning click on tools options MAPI shut off the automatic warning of MAPI e In Preferences under the General Operation tab options for having the computer beep when calculations are done have been added e You can right click in the list of Std Engine Analyzer Example Cams and the Valve Lift tappet lift x rocker arm ratio is displayed e The program now makes metric to English and vice versa conversions of the head angle and clearance dimensions part of the Head Specs e Click on File at the top of the main screen and either Backup or Restore to backup or restore some or all data files with only a couple of key strokes This makes it much easier to backup and restore files and transfer the program from one computer to another e In the Head Intake and Exhaust screens there is a button to
410. rn the program Off on this old computer Then give Performance Trends the information for the new computer and they will give you a new unlocking code free Also see Section 1 4 on page 4 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction 1 3 A Word of Caution The Engine Analyzer Pro is a comprehensive software package which estimates an engine s performance based on limited user input These estimates can be used for analysis of dynamometer race track or normal street performance An engine is a very complex system which makes exact calculations of all details impossible Therefore several simplifying assumptions are made to reduce the calculations to a manageable level See the Assumptions in Appendix 1 The user must recognize The software can not predict the safety of an engine modification or running situation Done correctly with the proper quality parts and safety precautions extreme engine conditions can be safe Done by inexperienced builders with standard or low quality parts an engine can be a disaster waiting to happen Please read and follow the Safety Notes as highlighted in this manual The software like any computer model can NOT make exact predictions because e Much of the input data to the software is estimated e Even if the input data were exactly correct the simplifying assumptions within the program will limit the accuracy e Environmental conditions temperatures etc are rarely
411. ro s Main Menu with explanations of your options here Figure 2 2 shows the Cam amp Valve Train menu with explanations of options for most component menus Figure 2 1 Basic Main Menu Features Menu bar where you can select 1 File and then to save or retrieve an Engine file or to exit the program 2 Calc HP to calculate results like torque and HP 3 Help to bring up help screens to explain your options 4 Preferences menu where you can custom tailor the program to your needs 5 About screen to display your user name and code and the version of the program Command buttons where you can select 1 To retrieve an Engine file from the Engine Library 2 Save the current specs to the Engine Library 3 Run the program calculate torque HP etc 4 Review results from previous Tests calculated torque HP etc results 5 Display the engine comments along with the comments for all the component specs Buttons to display component specs menus Program title which appears on printouts This is a good place for a busines name Click on Preferences to change it Name of current complete engine file Engine Analyzer Pro Performance Trends Engine SUPERSTO CK File egging Calc HP F2 Help F1 Preferences About Current Component Files Current cubic inch Sheft Block Specs puce ve E displacement and total BUICK STGII Stage Il Buick V 6 Heads chamber volume in CCs Head Specs ce intake ports based on Short Block and 1050 TNL
412. rom carb manufacturers but can be obtained from flow bench tests See Sections 2 9 13 and 2 9 9 2 However the Air Bleed is a number which can only be determined after all other carb specs are set correctly Then you must Calculate Performance and see what Primary Jet and Secondary Jet are recommended If they match the jet sizes you are currently using and what you are using gives good performance on the actual engine 12 5 A F then Air Bleed is set approximately correct If the program recommends larger jets than you are using you should reduce the Air Bleed and vice versa Because these specs are difficult to determine the Primary Jet and Secondary Jet should only be used to show trends Like in this example switching to the 400 CFM carb showed the need for large jets at low RPM It also showed the trend for Primary Jet to increase with more Air Bleed Note The Engine Analyzer Pro assumes the primary and secondary Venturi Discharge Coef and Air Bleed are the same However for many carbs this is not true Therefore the actual carb may require different Primary and Secondary Jets even though the program predicts the same size jets 166 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Example 4 2 Installing Hydraulic And Solid Lifter Camshafts Features Introduced and suggested background reading Evaluating Valve Flow amp Cam Calculations and General Engine Calculations output
413. rop down combo box If there is NO white space between the down arrow button and the text entry box that means you can only click on the arrow button to select a pre programmed selection Standard text entry box where you can type in a component spec Name of component file displayed in this menu Calculation button which usually opens up another menu where you can calculate the spec from other inputs F Exhaust Cam Profile Centerline deg BIDC Duration 050 Max Lobe Lift in Actual Valve Lash in Non standard mpe LSUPERSTO CK ss Rocker Arm Ratio Command button which re opens up another menu or screen which is unique to this particular component menu Use Specs Above Eam Fite Calculate Valve Train Dynamics Total Cam Advance b f Advance OYes No Designed Valve Lash i Comments Lifter profile Type MilH Solid Roller BE Super Stock Buick 6 Roller Cam alve Train P Help Titanium Valves With Re Comment text frame to Location of center of intake lobe of can as currently installed degrees after TDC Click on Cle button to enter a comment to calculate from other cam specs p xx describe these component specs eee saved with the specs in the Component Library AA IE i Standard Command button to save the current set of specs to the Component Library under a name of your choice Standard Command b
414. rrent cam specs to the current q Intake Cam Profile _ Exhaust Cam Profle component name of RSTR SBC HEV Answer No since ee Centerline deg ATDC J Centerline degBTDC 110 TE you may want to use the original cam specs in some other Save a Cam Valve Train File ae Es engine at some time The program then presents a screen New Cam Valve Train Name 2 for you to enter a new name for these cam specs It OK Concer Hep Use Engine name faso defaults to the current name of RSTR SBC HEV so you Tips i i i i iti Enter a New Cam Valve Train N d click on OK Th nt can use it or make minor modifications to it if you want EN E ar are oper a OA We want to change it completely so use the delete key or i M aeae a en De a Ae a backspace key to erase it Then type in UD260 FIL for E erei ETA ET EEE 4 Engine file to the fil field the new name and click on OK See Figure 4 23 The EFN 4 a To save a complete engine file consisting of all Component Specs program will say it will have to modify the name to click on File engine or the Save Button at the Main Menu behind P60 deg at 110 lobe this Component Menu straight up from Cam am Dr File No Valve Train UD260 FI L but answer that that is OK spec to be given here You have now added a new cam and valve train to the i Cam Library Click on the Retrieve from Library and you p Lok Hele _SeeAltemate Specs _ Retrieve from Library _Sdve t
415. rse direction For the intake this would be flow leaving the cylinder and back flowing into the intake Ports which flow equally well in both directions would have 0 anti reversion A port with reed valves check valves which only allow flow into the cylinder would have 100 anti reversion See Section 2 9 5 and Example 4 4 for calculating anti reversion from flow test data Note Most heads have very little or 0 anti reversion Combustion Chamber Compression Ratio The engine s compression ratio based on cylinder clearance volume and total cylinder swept volume sometimes called static compression ratio Do not use compression ratios which are corrected for cam timing weather or supercharger boost Compression Ratio Clearance Volume Swept Volume Clearance Volume Clearance Volume and Swept Volume must be in the same units both either CCs or cubic inches Multiply CCs by 061 to obtain cubic inches multiply cubic inches by 16 39 to obtain CCs Since Compression Ratio has a Clc button see Section 2 9 6 for calculating Compression Ratio from clearance volume piston dome volume deck height and gasket thickness Chamber Design This combo box lets you pick a general chamber design This spec affects e How well the chamber burns the air fuel mixture for various compression ratios e Spark plug location and number of spark plugs which affects burn rate 22 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definition
416. rt If this is not correct for the flow test you must change this in the Head s menu before using this calculation menu You can not change this number in this menu 105 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Valve Lift Tested in Is the valve lift at which the flow data CFM is measured Use a valve lift and corresponding CFM flow as close as practical to one fourth the valve head s diameter A range of lifts close to 1 4 the valve s diameter is given in the Notes at the bottom of this menu The program will warn you when Valve Lift is not 1 4 of Valve Diameter in this menu For example for a 1 52 diameter valve use flow CFM at 38 valve lift CFM at 4 lift would also be acceptable See Figure 2 33 Note This is NOT valve lift produced by the cam Flow w o Runner CFM Is the CFM flow obtained at the valve lift given for Valve Lift with only the cylinder head being flowed This flow should be the maximum obtainable for the head only To obtain maximum flows the entrance to the intake port should have an optimum bell mouth or radiused adapter for smooth air entry The exhaust side may also benefit from installing a short 3 12 straight section of smooth pipe You can experiment by simply holding tubes of various lengths and diameters up to the exhaust port to see the effect on flow Once you know the approximate dimensions which give maximum exhaust flow you may want to make a more perma
417. runner lengths 6 20 inches and RPMs 3000 10000 RPM the resonant pressure wave is reflected several times between intake strokes Therefore at some RPMs positive intake tuning occurs and negative tuning occurs at other RPMs Resonance tuning is responsible for the wiggle seen in torque curves for engines with high valve overlap For engines with low overlap resonant tuning has much less effect Also each time this wave is reflected it looses some strength so at lower RPMs or for shorter runner lengths resonance tuning is negligible The Engine Analyzer Pro detailed tuning simulations will show these gains or losses in volumetric efficiency and performance for resonance tuning Figure A 10 Effect of Inertia and Resonance Tuning On Volumetric Efficiency and Torque Resonance Tuning Volumetric high over lap Efficiency Resonance Tuning torque low overlap Inertia Tuning No Tuning 215 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Intake Secondary Tuning Inertia and Resonance tuning deal with pressure waves present only in the primary intake runner Secondary tuning deals with pressure waves present in a plenum and secondary runner ahead of the primary intake runner A good example of secondary intake tuning is the dual plane V 8 intake manifold Most engine builders realize that a dual plane will produce good torque at a lower RPM than a single plane The question is Why Figure A 11 Dual Plane 8
418. rwriting SUPERSTOCK with these changes or to save the changes under a new name 157 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Figure 4 2 Engine Library Click on the different categories of engine specs or the Calculate Single click on desired engine for preview then click Performance button on the Main Retrieve button or just double click desired engine Menu Since we want to see the effect P i A Engine Agalyzer Pro Performance Trends Engine L SUPLRETO CK of installing a carb and manifold on this engine we first need to get a pa TET name and phone can go E OD 2839 baseline test A baseline is a gt nee an Engine File performance test before the i Chosen File RSTR SBC HEV modification Therefore if you no Preview v1 2 examine the contents of any io a Bore 4 03 Int Valve 2 02 component menus leave all current i f Cylinders 8 CEM Rating 255 T CID 355 1 Int Dur 247 values as they are r eE C R 10 No S C i Restricted 355 Chev 350 2bbl Holley Click on the Calculate Performance Bar piima hoader lengths 10 1 CR button and you will now be shown the i Calculation Conditions screen This ans ye 358 screen gives the conditions for mi calculating performance weather fuel RPMs to run etc For now eb Move mouse over item for leave these values as they are description to be given here Proceed with
419. s Table 2 5 Descriptions of Chamber Designs Typical Wedge Wedge chamber with spark plug significantly offset from the center high compression requires significant piston popup squish quench area does NOT have extremely tight clearance and is a low percent of the total chamber Compact Wedge Wedge chamber with spark plug more centrally located high compression does not requires significant piston popup squish quench area does have extremely tight clearance 040 060 depending on RPM range and is a high percent of the total chamber valve angles generally have to be reduced for this type of chamber Hemi Hemispherical chamber with centrally located spark plug large domed pistons squish quench area does NOT have extremely tight clearance 040 060 depending on RPM range and is not a high percent of the total chamber Dual Plug option for all Select the dual plug version of one of the chamber designs above if it has 2 spark plugs designs listed above which fire at approximately the same time but at different locations in the chamber This spec does NOT affect flow as that is described by the flow coefficient data described earlier Miscellaneous Material Coating This combo box lets you pick the head material cast iron or aluminum and whether any heat insulating coating is applied to the inside of the combustion chamber in the head See Piston Top under Short Block specs Section 2 2 Swirl Rating name switched to Bur
420. s Secondary Throttle Dia in The diameter of the throttle opening or throttle butterfly plate for the Sec Throttle Plates not venturi diameter If Total Secondary Throttle Plates is set to 0 or you said you Know 4 Barrel CFM Rating this value is disabled dimmed to gray and ignored Note Primary throttles and secondary throttles are not treated differently in this calculation menu The only reason they are listed separately here is to easily handle throttle plates which are different sizes For example if the primary and secondary throttles were the same size in the three 2 barrel examples above you could have used 6 Pri Throttles 0 Sec Throttles and arrived at the same answer 2 9 13 Calc Venturi CD Is the Venturi Discharge Coef CD calculated the from following specs Venturi Discharge Coef is defined on page 34 under Intake System specs See page 97 for general notes on Calculation Menus and for an example of their use Main Venturi Dia in The diameter of the main venturi not the smaller booster venturi for the carb bore being flowed in inches Main Venturi Flow CFM The air flow being drawn through the venturi being tested in CFM The basic procedure for this test includes e Block off all carb throttle bores except the one to be flowed Be sure to block off all other fuel and air metering passages in the carb e Flow this one throttle bore with the throttle plate at full open e Seta test pressure similar to that se
421. s No Gee Sp Total Cam Advance Lobe Separation Lift for Rating Events Profile Type aggressiveness can now be different on Int vs Exh A Hocker Am Rano aa E 4 You can now specify a Dwell Lifter profile Type Agar Hyd feller p Over Nose to simulate more aggressive and cheater cam profiles See Graph below Gross Valve Lift in Dwell Over Nose Duration 2007 Use a Cam File Duration at 200 inches lift is now opening closing events are displayed so you can adjust aftermarket standard is 050 l Cam File motorcycles use O40 1m SPeEcs to obtain a particular value Pick MFILES 2176 7 called advertised duration a by adjusting other specs Note Intake cl a method p 45 You can not enter this value directly OK Help Retrieve from Library Save to Library As with Head Specs you can also retrieve Standard Engine Analyzer v3 2 Cam Specs for thousands of different of cam profiles The Engine Analyzer Pro can now read several cam file formats including Cam Dr Cam Pro Plus S96 Doctor Dr Competition Cams and Andrews Simply use the Pick Intake or Pick Exhaust button to find the cam file and click on the cam file The program will automatically determine the format or say the format is unrecognized Lobe with 40 degrees of Dwell Over Nose Standard Lobe no Dwel
422. s This is a change from v1 2 which assumed 4 55 A F Alcohol is 13 more dense than gas Alcohol produces a 12 increase in products of combustion where gas only produces a 6 increase Alcohol produces 4 more heat per unit of air than gas Alcohol at 5 0 has the same burn rate as gas at 12 5 and therefore requires the same spark advance In actual practice there is conflicting data concerning alcohol s burn rate or required spark advance It appears very dependent of A F mixture quality A F distribution and other factors difficult to simulate Therefore this assumption is made e Drag Racing gas has a lower vapor pressure than gasoline does not want to atomize as easily e Drag Racing gas releases slightly more energy than gasoline e Both are assumed to run at 12 5 A F Obviously many more considerations must be made when building an alcohol engine than what are considered in the Engine Analyzer Pro Generally alcohol has a fuel octane R M 2 of 100 You must change the octane when you change fuels The Fuel Specs have been expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Fuel Octane R M 2 Is the octane rating of the fuel as reported on a service station gas pump There are two methods fuel suppliers use to rate the octane number one is the Research method the other is the Motor method Generally the Motor method will give an octane 66 C Performance Trends Inc 2009 Engine
423. s pics i fee paper Ales 4 Click on CSTM PRO to select this 3 A file then click on OK C Read Only 5 If you need to click here to choose a different directory where the qj List Files of Type Drives z cam file may be stored This is not An Fites 7 5 required for this example 2 Click on Pick button to display screen to pick cam file from disk Return to the Cam Valve Train menu select the Use Cam File option for both the intake and exhaust Then click on the Pick button to get the screen shown in Figure 4 19 Follow the instructions outlined in Figure 4 19 and you should get CSTM 260 as the Cam File for both the intake and exhaust You will notice that several specs have become disabled when you select the Use Cam File option Figure 4 20 File Options in Graph Screen vour comments appear heis avemind you Select File then Add Saved Test of what this test was for ie Corminen List You Zan only Edit List of Commonly Used Tests S l t raph saved tests which are in i Selec g List of Commonly Used J Ests highlight the Common List ise Eia nb ak z 3 Tests Selected examples rs355bas 6 00 11 17 97 only the 3 k 0 Select the 3 saved RS355 tests ofa 5c cramps is 3Betyd J600 11 17 97 RS355 test one at a time then click on Add Tyee files for to List and Select for Graphing graphing It will ask you for an RPM to E They will graphing cycle data Select y inis
424. s can be a great convenience In this example we will chain 36 changes to the exhaust header primary length and diameter On a fairly fast Pentium computer 36 runs of 12 RPMs could take a half hour or more to run While the program is running you can be doing other work Figure 4 55 Click on the Calculate Engine Analyzer Pro Performance Trends Engine SUPERSTO CK Performance button i Calculate Performance Conditions for SUPERSTO CK Test Conditions Fuel Specs wet Farme Sacco E Select Yes for Do Barometric Pressure Hg cre Fuel Octane R M 2 Chain Calculations intake ennea No Nitrous Oxide Wi F E See Ntrous Specs Dew Point deg O With Nitrous Oxide oe Elevation feet Spark Curve Specs Program sets spark for best power Use Specified Spark Curve Coolant Temp deg F Accel Rate RPM sec Do Chain Calculations O No Yes See Chain Calculation Specs l RPMs to Run Starting RPM 4tarting Point Recommendations Number of RPM Steps Tuning Recomendations RPM Click on See Chain RPM Step Size a Calculation S pecs to Click on arrow to select 2 standard set of dyno display menu shown in occa ee Figure 4 56 To run a Chain Calculation first be sure all specs 3 z except tlie ones you will chaied match the Figure 4 56 Chain Calculation Specs Menu specs of the engine you want to simulate Then Chain Calculation S
425. s in HUNDREDS of simple Cam specs from our std Engine Analyzer s Library Load from Cam Analyzer other cam file formats Tip Single click on an engine name to choosd for possible Opening or Deleting A preview ofl engine will be given in this frame Double clic nenoine name ta immediately Open it without Click on button above for info on loading This option lets you load files from other company s programs toadda Category of Example Cams as shown below Open Advanced This option loads in HUNDREDS of Cam specs from our std Engine Ang Library Categories of Cam Examples for Picking Categories groups of Performance Trends Examples Typical Cams American Motors 6 Cyl American Motors 8 Buick 6 Buick 8 Buick Other Engines Cadillac Small Block Chevy Big Block Chevy Chevy 4 Cyl Chevy Inline 6 Cyl Chevy 6 Other Chevy 8s Chevy Corvair Chevy Gen III LS 8 Comp Cams All Mopar Crane All Mopar Cancel Tip Click on a Category in either section to highlight it then click on the Use Category button or just Double Click on the Category to pick in one step Categories are groups of examples like a group of Chevy heads not individual examples Categories groups of Examples Added Sy User New Category Name i Add New Category Name to List See page 118 in mar Use Category Cancel Engine Family for Files Create Examples in Standard Engine Analyzer
426. s selected tolerance bands for the Pro s many iterations which give good accuracy with reasonable calculation times Because many of the equations within the Engine Analyzer Pro must be solved by iterations there is no one exact answer All calculations are an approximation For example do not be alarmed if an Intake Valve Flow Area is calculated as 200 4 for straight up cam timing and as 200 8 with 4 degrees of cam advance These numbers are close enough that they should be considered equal Advancing the cam should not and did not change Intake Valve Flow Area 202 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Correlation with Dynamometer Data First we must say that no engine simulation even those used by the Big 3 automakers replace dyno testing Although the Pro s results can match your dyno almost exactly for some engines for others with different combustion chamber design A F distribution carb fuel metering etc the trends and power levels could be off The Engine Analyzer Pro was validated using dynamometer data from many different engines from small 5 HP Briggs amp Strattons to 500 CID Pro Stocks In general the Engine Analyzer Pro s torque and HP results compared within 7 of the actual dynamometer data at most RPMs For example if the Engine Analyzer Pro predicted 400 ft lbs of peak torque the actual engine would have from 372 to 428 ft lbs from dynamometer tests The agreement is best near the torqu
427. s the valves Tuning Pressures and Flows Options Pause Help TOC BDC i i Int PortPres Exh Port Pres i Baro Pres Oe RE ei Nari ons ON ian fie ee enn nt et Ns ce ced ce ji moje Yl an a al al oo i 1 1 1 r r 7 Int Portel Exh Polt Note Any graphs shown here can be analyzed in more detail compared to other runs ete by click yu Jap Writ Cc calculations are done Click on Help above for more info Watch tuning pressures in this graph where the objective is to maximize intake pressure and minimize exhaust pressure Intake pressure close to intake valve closing is very high over 20 PSI absolute or over 5 psi higher than normal atmospheric pressure around 15 PSIA Exhaust pressure is low during overlap between intake opening and exhaust closing to pull a high portion of exhaust out of the cylinder A slight amount of reverse flow velocity goes below 0 is present at intake closing Too much reverse flow says piston is pushing fresh air amp fuel which has entered the cylinder back into the intake port Very little reverse flow is seen here for either the intake or exhaust during overlap This indicates no reversion Watch this Velocity graph to watch intake and exhaust flows and which direction the flow is going Exhaust flow velocities will be higher because the exhaust is much hotter than the intake 224 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices
428. sa h 3 No Plot z Graph Choices pisei iua Int amp Exh Runner Velocity Int amp Exh Valve Lift fsaph amp No Plot 3 Tuning SSS eee Int Valve Train Dynamics Graph 4 Multiplier Exh Valve Train Dynami Valve Flow Areas Di Axis Tepe Crank Degrees Pressure Volume Diagrai O Guess at Multipgers ise Mutiniiers Specified Save This Graph Pattern 660 Cyank Degrees 4 Click on Int Valve 6 Change scales as T Train Dynamics to necessary using any of these select it then click OK left 10 buttons to produce a on PicRPM to select 7000 RPM graph with good detail as for graphing If necessary click Figure 4 29 Max pushrod Engine Analyzer Pro RSTR SBC HEY Test Results Untitled 7 Legend shows pushrod force force of 11 IIS e e ee as 1086 Ibs or S Int Valve Train Dynamic current 7000 on opening ramp fernur See legend for h i i i t in Pshra exact E F High pushrod force on closing ramp also Where Act IV Lift is less than In Viv Lift the valve train is bending like here on the opening ramp Where Act IV Lift is higher than In Viv Lift the valve train is tossing like here on the slowing down portion of the opening ramp 660 CrankDegr 344 Pushrod force goes to 0 when lifter launches off cam during valve toss 176 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Exampl
429. se Know Port CCs Click on this combo box to select Yes or No Your choice here will enable turn to black print from gray and allow for inputs different specs in this menu You must select this choice first before any other specs in this menu can be entered Calculating Avg Diameter from volume is generally the more accurate method If you are using intake runners with a significant amount of taper answer No to Know Port CCs and use the Width and Height at the head to estimate the effective diameter at the head Then use the calculation menu to calculate Runner Taper For exhaust headers it is usually best to simply subtract 1 from the tubing OD to obtain the inside runner diameter 100 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions SSS SSS SS SSS T EE SSS Port Length in The length of the port or runner along its centerline in inches For a port this would start at the valve stem center location at the valve seat or valve throat It would continue down the middle of the port to the manifold or header mating surface For many intake ports 5 is a typical length for the exhaust port 3 is more typical For an intake runner this is the length from the cylinder head to the first abrupt enlargement upstream of the cylinder head The abrupt enlargement can be several different things e The intake manifold plenum The plenum is the open area where all the runners merge directly under the carbu
430. sor HP 78 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Note The friction calculated here is not the same as the friction measured during a dynamometer test where the engine is motored over by the dynamometer See Motoring HP FMEP PSI Would be the average pressure on the piston or amount of IMEP required just to overcome the rubbing mechanical friction of the engine which produces Frctn HP Like IMEP and BMEP FMEP is a method of rating the friction performance of engines of different sizes For example most engines will have an FMEP of 30 PSI at an engine RPM which gives an average piston speed of 2300 ft min Piston Speed 2 x Stroke inches x RPM 12 Note Checking to see if the Engine Analyzer Pro is calculating between 22 38 PSI of FMEP with a piston speed of 2300 ft min is a good check of your Short Block specs If the Engine Analyzer Pro friction is out of this range at approximately 2300 ft min piston speed check and possibly adjust the specifications which affect engine friction Mech Eff Is the mechanical efficiency as defined in Appendix 2 expressed in Mech Eff includes the effect of Compressor HP from any belt driven superchargers Motoring HP Is the HP required to motor the engine with a dynamometer Motoring tests are conducted with electric dynamometers where the dynamometer is driving the non firing engine to measure the engine s friction Motoring HP includes all rubbi
431. speeds make it easier to analyze particular portions of this graph Show Velocity and Pressure Show Pressure Only Show Velocity Only These options let you enlarge one section of this screen so items can be seen in greater detail Show Velocity and Pressure is the option displayed in Figure 3 2 Show Entire Cycle Show Overlap Only These options let you enlarge the overlap area of these graphs so items can be seen in greater detail Overlap is the critical portion of the cycle as far and intake and exhaust tuning is concerned This is where reversion and short circuiting can occur Intake closing is also critical as far as intake tuning alone is concerned Show Entire Cycle is the option displayed in Figure 3 2 Enable Printing slower more flicker Disable Printing These options let you select to be able to print these Tuning Pressure graphs or not If you select to Disable Printing the calculations are a little faster and there is some less flicker in the Engine Diagram graphic 127 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output SSS SSS SS SS a er A Standard Pressure Scale 60 PSI Higher Pressure Scale 120 PSI This option lets you graph port pressures either on a 0 to 60 PSI scale to show greater detail or a 0 120 PSI scale The 0 120 PSI scale is useful for graphing supercharged or turbocharged engines where port pressures can go well over 60 PSI 128 C Performance Trends Inc 2009 Engine Ana
432. st flows and Figure 1 4 Calculated Results with Help Definition tuning pressures as well as Engine Analyzer Pro Performance Trends Engine SUPERSTO CK see piston to valve clearance Back Graph Print Help F1 File Analyze See Engine A H Notes Sumpay Detonation likey Piston speed Extremely high rig eee Sei ee ess and valve train bending and Click on Notes for more Details PRuBasepeeoe Avg 513 tossing Engine APM 6250 esoo e750 7000 7250 7500 7750 e000 e250 Jesoo Al e Print lets you print these test Brk Tq ftlbs 378 371 366 367 367 359 3552 l It Brake HP 486 494 506 525 542 547 582 TESUNS Exh Pres PSI oo oo oo joo oo oo oo Int Vac Ha 0 4 0 5 0 5 0 6 06 06 06 If you have a printer hooked up to Actual CFM j Definitions of test results your computer try the Print Fuel Flow lb hr lei aver Nitrous lb hr i I Brake HP 506 at7250 RPM command by clicking on Print in Ses eA the menu bar or on the Printer Brake horsepower atthe flywheel p 80 button A small menu of printout eas earl Fr options are presented These tions all to enter ar rt Valve Flow amp int Exh opuons ow youto er S epo Overlap Area deg sq in Ulu Area deg sq in 423 4 347 9 m comment include engine specs Total Exh Int Total Avg Flow Coef 6 389 6 562 mm i Lobe Separation deg Lobe Area inch deg 39 97 37 71 and co ents in the printout etc Overlap deg Duration deg 321 335 These options are explained in Opening Events deg 58 96
433. st port pressure 810 Crank Degrees Smaller diameter header produces higher exhaust pressure during overlap hurting performance 229 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Appendix 6 Why So Many Inputs If you have used other engine simulation software you will notice that the Engine Analyzer Pro uses many more inputs than other programs For example you may wonder why we would ask for anti reversion especially when we say that most heads ports have 0 anti reversion The Pro does not need to know the anti reversion of the head to accurately predict the engine s performance potential It could simply make the assumption that there is 0 anti reversion and be approximately correct for all current heads Performance Trends does not know from where the next major breakthrough in engine technology will come But by giving you freedom to simulate numerous unusual engine conditions so many different inputs you could possibly discover a breakthrough on the computer This is the only way to try radically new designs without actually building and dyno testing them For example 40 years ago no one thought tire growth or clutch slippage was important in drag racing That was before the development of new technologies like wrinkle wall slicks and slider clutches If computer simulations had been available in the 1950s which let you simulate tire growth and slider clutches racers could have simula
434. st tappet are lifted at least 050 above base circle This value should correlate to most cam grinder s overlap 050 inches lift Duration 050 deg Is the number of crank degrees where the tappet is lifted at least 050 above base circle for either intake or exhaust This value should correlate to most cam grinder s duration 050 inches lift 90 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Opn Evnts 050 deg Is the location where the tappet has been lifted 050 lift above base circle on the opening ramp For the intake tappet this is reported in crank degrees BTDC before top dead center For the exhaust tappet it s reported in crank degrees BBDC before bottom dead center These values should correlate to most cam grinder s opening events 050 inches lift Cls Evnts 050 deg Is the location where the tappet has been lifted 050 lift above base circle on the closing ramp For the intake tappet this is reported in crank degrees ABDC after bottom dead center For the exhaust tappet it s reported in crank degrees ATDC after top dead center These values should correlate to most cam grinder s closing events 050 inches lift Duration 200 deg Is the number of crank degrees where the tappet is lifted at least 200 above base circle for either intake or exhaust This value should correlate to most cam grinder s duration 200 inches lift Events at 200 inches of lift
435. standard printout may have printed text extending outside the borders Select this option and the borders and indent spacing are adjusted for these situations Other Printout Types Print Blank Worksheet Click on this button to produce a list of major engine specs with blank lines next to them These worksheets are handy for gathering engine specs when creating new engines with the Pro Print Help Definitions Click on this button to produce a list of output parameters with a 1 line definition These definitions are the same as when you click on sections of the test results and help is displayed 146 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output 3 6 Data Libraries The Data Library Features have been greatly expanded in later versions especially for using simplified Standard Engine Analyzer Example component files See Appendices 9 10 and 11 on pages 235 276 for more updated info The Engine Analyzer Pro allows you to save sets of engine specifications to the Engine Library and sets of component specs Short Blocks cylinder Head s etc in separate Component Libraries In addition you can save calculated test results for analysis or comparison in the future Test Files also contain the engine and component specs which produced the test results The organization of Data Libraries is illustrated in Figure 3 23 Figure 3 23 Organization of Data Libraries Help screen from Main Menu Diagram of How Various
436. sults matches the dyno s results that all the Pro s inputs or predictions are correct It is always possible you have overestimated some specs and underestimated others Also check Example 4 5 and Appendix 3 for how to adjust tuning effects which can dramatically alter the torque and HP curve A new feature in V2 1 for Windows is the Analysis report where the computer makes several recommendations based on your desired HP peak RPM and general type of engine you are building See Analysis Report in Section 3 2 When creating any engine file for a particular engine it is best to start with an existing file which most closely resembles that engine Then modify all the specifications to match that engine for the things which you can measure or you know for certain For other specifications like Runner Flow Coef Exhaust System CFM Rating etc you may not have data to make a calculation Estimate these values as best you can from the tables or equations provided in Chapter 2 Calculate performance and compare the Engine Analyzer Pros results with your engine s actual dynamometer results or your desired torque and HP objectives First compare the Pro s secondary RPM data results not torque or HP to that which has been measured on the dynamometer i e air flow in Actual CFM Fuel Flow Motoring HP Int Vac Exh Pres and Mach Actual CFM Actual CFM is the volume of air flowing into the engine If the dynamometer data has air flow readings
437. sumed Rocker Arm Ratio This will give the cam s true Max Lobe Lift Then change the Rocker Arm Ratio to the actual ratio you are using and you will see Gross Valve Lift change to be correct for your rocker arm ratio Lobe Separation cam deg Is the separation between the intake and exhaust centerlines in cam not crankshaft degrees and is the standard method used by most cam grinders 46 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 6 2 Valve Train Dynamics Menu The Valve Train Dynamics menu shown here is displayed if you choose the Yes option for Calculate Valve Figure 2 24 Valve Train Dynamics Specs Menu Yalve Train Dynamics Specs for BUICK V 6 Train Dynamics and then click on the Intake Valve Train Specs Exhaust Valve Train Specs See Specs for Dynamics These specs are used to determine the valve train Am E alve Train Type Pushrod amp Rocker Arm 3 dynamics bending and tossing for the Eff Valve Mass gms 201 c engine being tested For 4 valve Eff Rekr Arm Stffnss Ib in J engines see note on page 49 Eff Lifter Mass gms Eff Lifter Mass gms isa E Eff Lifter Stiffness Ib in Eff Lifter Stiffness Ib in Spring Rate Ib in Spring Rate Ib in Intake Valve Train Specs Seated Spring Force lbs cia Seated Spring Force lbs Eie Click on arrow to pick type of Valve Train from list Valve Train Type This com
438. t EMEP PSI 135 unka 2 oe BMEP PSI k4d een e AdF Engine Analyzer Pro Engine 302 4 _ Test Results Untitled a Back Graph Print Help F1 File Analyze See Enging OL This menu appears after you click on the Add Directory button Enter most any name of 8 letters no periods This name will be added to the list of directories under SAVEDDTA See the figure below New Directory Name J0ES 302 Tips Enter a name for the new Directory of up to 8 characters with no periods joname Test e test results to by clicking a directory under ew Test Name 8 characters max with no periods OK Ennai oe can also click on a test name to choose it CIS CVNCS UU uey oT Duration 266 deg 168 Engine Analyzer Pro Engine 302 4 Test Results Untitled After adding the new directory click Back geer Print Help F1 File nalyze See Epai on it to tell the program that is Rop a ee T l ind Save Test Results bo Avge188 where you want to store these new Engine RPM 2000 New Test Name Directory to Save test results Brk Tq ftlbs New Test Name Brake HP Exh Pres PSI Int Vac Hg Vol Eff eS eaprox Actual CFM saveddta Fuel Flow Ib hr buick Nitrous lb hr 5 eeeeeeee Ntrs Fuel Ib hr BMEP PSI ASF Mxtr Olty l lfa elje T SS CS ee Ey eds amp vbwin Enter any comments to better describe this test These comments will b
439. t Island Efficiency 62 Sea E Usually there is a speed increasing drive astern e 28000 friwemte Location Biow Through system internal to the centrifugal sa Max Boost Limit PSI 147 compressor so the impeller is spinning much i 5 lad Number of S78 T Sie 570 faster than its external drive pulley m Antercooter EM 0 No Intercooler CFM air flow on compressor map at peak thermal i efficiency which indicates the blower s size p 63 Comments No supercharger or turbocharger E In general terms the boost of a centrifugal superchargers is directly related to the square of the RPM This means that if it will i produce 3 PSI boost at 3000 RPM it will __ox___J E produce 4 times that boost at twice that RPM kove mouae pyon Eem bly 12 PSI at 6000 RPM Therefore centrifugal supercharges can be quite peaky producing high boost over a narrow RPM range In addition since high boost conditions at low speeds are unlikely engines with centrifugal compressors are less prone to detonation spark knock Centrifugal Supercharger Specs have been expanded in later versions with new inputs See Appendices 9 10 and 11 on pages 235 276 for more updated info Centrifugal Specs Centrifugal superchargers are basically a belt driven turbocharger A centrifugal compressor looks like performs like and is tested much like a turbocharger compressor The performance of a centrifugal c
440. t high RPM Increase Cam Advance Decrease any of the cam timing specs especially the Intake Centerline or Intake Duration Decrease intake or exhaust Valve Flow Coef or Flow Table readings Specify longer length and smaller diameter intake and exhaust runners Adjust runner lengths to account for temperature and tuning variations Adjust intake Runner Flow Coefs to alter strength of tuning Specify smaller valve diameters e To increase CFM in the mid range e Specify Secondary Throttles as None or Mechanical e Adjust runner lengths to account for temperature and tuning variations e Adjust intake Runner Flow Coefs to alter strength of tuning e Specify short duration or early intake closing cam events but with high tappet lift or high rocker arm ratios Fuel Flow Fuel flow will generally follow air flow Actual CFM if the A F is constant If the dynamometer data includes fuel flow in Ibs hr and an actual A F measurement based on exhaust gas analysis calculate dynamometer air flow as follows Actual CFM Dyna Fuel Flow lb hr x Dyna A F x 218 Now you can use the Actual CFM rules to make dynamometer and Engine Analyzer Pro air flows match If the dynamometer data does not include a measured A F then assume your engine is running at 12 5 just as the Pro assumes Use the same rules as listed under CFM to get the Pro s fuel flow to match the dynamometer fuel flow For example if the Pro s results need more fuel in the midrange to ma
441. tal Cam Advance 0 Straight Up X Lobe Separation cam deg Lift for Rating Events 050 inches Calculate Valve Train Dynamics Yes No See Specs for Dynamics Variable Valve Timing T m x 7 a 4 a i o t n Designed Yalve Lash in Rocker Arm Ratio Enter the amount of Asymmetry Lifter profile Type Agar Solid Flat here Here 30 degrees means Choose a Spec Lifter profile the actual centerline based on TED iE TARD glen peak lift with occur 30 degrees Asymetry deg earlier than the centerline based Gross Valve Lift in on the opening and closing points Dwell Over Nose 0 Deg Std Profik 0 Deg Std Profik ab 050 litt ine adua peak occurs later which is somewhat Duration 200 unusual you would enter a Use a Cam File Yes Yes negative number Engine Analyzer Pro v2 1 LATE MOD EL Test Results Untitled Back Fi Format View Help mixed SINGLE history log list LAST rpm CYC PicRPM Asymmetric Profile In Vly Lift Symmetric Profile r Viv Lift Asymmetric Profile shown to an extreme degree to illustrate the point Crank Degrees 271 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Figure A53 Variable Valve Timing VVT Feature Cam Valve Train Specs for Honda TEC Big Cams Stock Import Set to Yes to enable Variable Intake Profile Exhaust Profile Centerline deg ATDC os ros
442. tch the dynamometer results try specifying Secondaries as None or Mechanical as listed under To increase CFM in the mid range Motoring HP If the dynamometer your engine is tested on can motor the engine spin the engine over at high speed with spark and fuel off the dynamometer data should include the measured motoring friction HP This data should be taken with oil and coolant at operating temperature and WOT wide open throttle If this data is available compare it to the Pro s Motoring HP Motoring HP from the Pro should match relatively well with motoring HP from a dynamometer If the measured motoring HP is lower increase the value of the Short Block specs which increase friction like Piston Skirt Bearing Size Cooling Fan Type Water Pump amp Drive or Windage 220 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices Int Vac To the Engine Analyzer Pro Int Vac is the intake vacuum after the carb or throttle body during the intake stroke Intake vacuum measurements on a dynamometer are an average over all 4 strokes Therefore dynamometer data will and should show less vacuum than the Pro s results especially for individual runner intakes or engines with less than 3 cylinders However if the dynamometer data shows more vacuum than the Pro you may want to increase the Pro s vacuum by reducing Total CFM Rating in the Intake System menu Exh Pres Exh Pres is calculated by the Engine Analyzer Pro so as to c
443. ted in relatively simple way e Effect of runner restriction Although the intake and exhaust Runner Flow Coefs can be measured on a flow bench we do not completely understand how they define the runner s ability to tune We do know that freer flowing runners do provide for better tuning but not the exact relationship Due to these limitations the Pro as with most any computer model can not predict the single best runner design However it is still quite useful for predicting trends and giving approximate runner designs For absolute peak performance these designs would have to be refined with dyno or track testing Conclusions e The engine s HP is strongly dependent on the amount of air it can flow which is strongly dependent on pressure waves in the intake and exhaust runners and ports e The Engine Analyzer Pro allows you to simulate intake and exhaust tuning in great detail e By plotting intake and exhaust port pressures and runner velocities you can gain a better understanding of tuning principles 198 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples For Advanced Users In this example as with many engine investigations we made several changes to a spec to see how the engine s performance curves reacted The Pro has a built in routine called Chain Calculations which let you program in several up to 36 changes and have the program do each one automatically without you being at the computer Thi
444. ted these parts before they were invented Once they saw that the computer predicted better ETs they would have developed the parts In other words Computer simulations should lead the technology breakthroughs by allow you to simulate running conditions which are not yet possible with existing parts Simulations which only follow what is already being done can be useful to the novice racer who is content to follow what the innovators are doing But they will not allow for new designs because there are not enough inputs which consider innovative designs Theoretical vs Empirical Models This brings up another point the difference between a theoretical model and an empirical model An empirical model is based on past history like the equations which predict HP per cylinder from intake valve air flow These are based on experience with flow testing lots of cylinder heads and then dyno testing the engines A good analogy to an empirical model is a book with lots of dyno curves with descriptions of the engines You try to find an engine description in the book close to your engine and then see what power it produced Sometimes mathematical regression techniques are used fill in the gaps between these dyno curves Empirical models can be quite accurate if you are doing things similar to the developer of the model was doing same fuel same cam profile same header design etc However if you want to simulate something which the develo
445. test e Ifyou have hydraulic lifters you must collapse the lifter allow all the oil to leak out e Make up a fixture to apply a force at the rocker arm tip and install a dial indicator to measure rocker arm tip movement See Figure 2 50 e Zero the dial indicator with no force no weights applied e Apply 500 1000 Ibs of force 50 100 Ibs of weight while measuring the rocker arm tip movement Enter these readings in this menu If the engine is mounted on an engine stand be sure it can not spin or tip over during this process e Remove the force and check that the dial indicator returns to zero Safety Note This test should only be attempted by qualified mechanics machinists or engine builders taking the proper precautions Note Accurate numbers are difficult and time consuming to obtain Unless you are doing valve train analysis or valve train and cam design it is recommended that you simply use estimates from Table 2 13 page 47 Figure 2 50 Method To Measure Rocker Arm Stiffness Measure DEFLECTION AT R A TIP with dial indicator Typical Values Note Bar X 1 3T must push y 12 30 directly UP i Weight 50 120 lbs on rocker arm Force 500 1500 lbs in the same DO NOT EXCEED direction as 1500 LBS FORCE the valve pe Y Safety Note Fabricate fulcrum and If engine is on bolt to cyl head stand ensure it does not spin or fall FORCE ON R A TIP LBS Weight x _Y x C Performance Trends Inc 2009 En
446. the Cam Valve Train menu and recalculate performance The new cam recommendations will be more reliable The duration recommendations are limited to 320 degrees maximum and 550 lift maximum HP Pk Int Dur 050 and HP Pk Int Tappet Lift Is the recommended intake duration at 050 tappet lift to produce a HP peak at the specified RPM The Tappet Lift is a typical lift for a cam lobe with this duration 050 designed for a typical American pushrod V 8 95 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions HP Pk Exh Dur 050 and HP Pk Exh Tappet Lift Is the recommended exhaust duration at 050 tappet lift to produce approximately 75 exhaust flow area compared to intake flow area of the intake cam profile recommended If the engine is currently supercharged or nitrous injected this percent is raised to 85 The Tappet Lift is a typical lift for a cam lobe with this duration 050 designed for a typical American pushrod V 8 96 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 9 Calculation Menus The following section explains the user input for engine specs listed with Cle buttons These specs are ones where you can simply enter a value or click on the Cle button and the program will present a menu of inputs which will calculate that particular parameter These menus are like computer scratch pads for calculating specs like compression ratio runner diameters
447. the calculations Plenum Volume Is the volume of the plenum in cubic inches It does not include the dimensions of the runners to the cylinders or any portion of the carb or throttle body or spacer which is approximately the same size as the throttle bores If the spacer is much larger than the throttle bores like one single large rectangular hole under a 4 barrel carb then include the volume of the spacer in the plenum volume Click on the Clc button to calculate this volume from simple dimensions See Section 2 9 11 Effective Carb Length in Effctv Thrttl Bdy Len in Is the length of the carb or throttle body throttle bores and any ducting before and after the throttle bores which are approximately the same diameter as the throttle bores 30 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Carb Area sq in Throttle Body Area sq in Is the total area of the carb or throttle body throttle bores and any ducting before and after the throttle bores which are approximately the same diameter as the throttle bores Click on the Cle button to calculate from simpler specs 2 4 1 Fuel Delivery Specs The specs in this menu only affect the recommended fuel settings in calculated performance not any of the power calculations Recommended fuel settings in the test results include e Primary Jet and Secondary 3 Jet if carbureted Figure A rur peel Menu en e Injctr Dty Cyc and Inj Plse File e Intake Syst
448. the fresh incoming intake charge e Preventing reversion by keeping the exhaust flowing out of the cylinder and the intake charge flowing into the cylinder e Letting the intake charge get a head start at filling the cylinder because the exhaust is sucking the intake charge into the cylinder before the piston has moved enough to suck the intake charge into the cylinder With high overlap camshafts and good resonance tuning on the intake side it is possible to completely scavenge the clearance volume of residual exhaust This provides for very high volumetric efficiencies and possibly short circuiting Short circuiting is when fresh intake charge passes directly through the clearance volume out the exhaust during overlap Obviously this wastes fuel but to produce optimum power that may not be important As on the intake side exhaust resonance tuning will produce torque gains when a vacuum pulse arrives at the exhaust valve during overlap However a torque loss will be produced when a positive pulse arrives As runner velocities increase smaller pipe diameters the shape of the exhaust pulses change e The primary blowdown pulse gets wider and the arrival of the 1st vacuum pulse gets delayed e The amplitude height of the blowdown pulse gets higher and generally the suction of the 1st vacuum pulse gets stronger also Therefore the combination of pipe length and diameter are important to determine what pipe should be used for a particular
449. this menu to obtain the resulting Intake Centerline and Duration 050 When you return to the main Cam Valve Train menu the correct Centerline and Duration 050 will be transferred from this alternate menu back to the main Cam Valve Train menu Intake Cam Profile Opening 050 Identifies crankshaft degrees before top dead center where the tappet has been lifted 050 inches above Base Circle on the opening ramp This value is generally available on your cam card or in cam catalogs If this event occurs after top dead center enter a negative value For example it is reported as 4 degrees after top dead center enter 4 Closing 050 Identifies crankshaft degrees after bottom dead center where the tappet has been lowered to 050 inches above Base Circle on the closing ramp This value is generally available on your cam card or in cam catalogs It is highly unlikely but if this event occurs before bottom dead center enter a negative value For example it is reported as 4 degrees before bottom dead center enter 4 Gross Valve Lift Is the maximum lift of the valve with NO valve lash even if it is a mechanical cam with valve lash Mathematically it is Max Lobe Lift multiplied by rocker arm ratio This is the standard way most cam grinders rate their cams for valve lift Note If you are not using the same Rocker Arm Ratio as what the cam grinder is assuming then first enter the cam grinder s Gross Valve Lift and as
450. those listed in the previous section Runner Specs at Head or Specs at Entrance by primaries 2 9 9 Calc CFM Flow Rating Is the CFM Flow Rating calculated from the following specs CFM Flow Rating is defined on page 29 under Intake System specs See page 97 for general notes on Calculation Menus and for an example of their use You will first be asked Do you have flow bench data for estimating CFM rating If you answer Yes you will be presented with the specs outlined in 2 9 9 2 If you answer No the following specs will be presented Note The most accurate way to determine the CFM Flow Rating is to flow the component on a flow bench The second best way is to use the manufacturer s CFM rating at 1 5 Hg or rating at 3 Hg and convert it to 1 5 by multiplying by 71 Only if these other methods are not available should you use the Calculation Menu based on diameter measurements 2 9 9 1 Calc CFM Flow Rating Total Pri Throttle Plates The total of primary barrels For a single 4 V carburetor this would be 2 for three 2 barrel carbs this would be 2 Primary Throttle Dia in The diameter of the throttle opening or throttle butterfly plate for the Throttle Plates not venturi diameter Total Sec Throttle Plates The total of secondary barrels For a single 4 V carburetor this would be 2 for three 2 barrel carbs this would be 4 Secondary Throttle Dia in The diameter of the throttle opening or throttle butterf
451. tion Menus and for an example of their use Know Relative Humidity Your choice here will determine which specs are enabled in this menu Outside Air Temp deg F Is the outside air temperature when the relative humidity measurement was made For example if the weather service or weather report gives a relative humidity of 56 and a temperature of 68 degrees use 68 for the Outside Air Temp If you chose No for Know Relative Humidity this spec is disabled and its value is ignored in the calculation 123 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Outside Rel Humidity Is the air s relative humidity as reported by a weather service or measured by humidity instruments If you chose No for Know Relative Humidity this spec is disabled and its value is ignored in the calculation Dry Bulb Temp deg F Is the temperature of the dry bulb thermometer on the psychrometer in degrees F This is also the temperature of any thermometer mounted in the shade when the Wet Bulb Temp reading is taken The Dry Bulb Temp must not be less than the Wet Bulb Temp If you chose Yes for Know Relative Humidity this spec is disabled and its value is ignored in the calculation Wet Bulb deg F Is the temperature of the wet bulb thermometer on the psychrometer in degrees F The wet bulb has a wick or cloth covering the bulb which is moistened with water The dryer the air the greater the difference between the wet and dry
452. tion of time at each lift and the flow potential at each lift for the entire head Technically the calculation of flow coefficient can vary significantly with the choice of valve opening and closing points The lower the lift points chosen the lower the flow coefficient The Engine Analyzer Pro uses a relatively low lift of 003 at the valve to calculate average flow coefficient Therefore average flow coefficients calculated by the Pro are likely to be less than average flow coefficients from other sources Figure 2 38 Illustration of Total Avg Flow Coef Valve Flow Profile for Perfect Camshaft and Perfect Port FLOW COEF 1 0 at max lift Valve Flow Profile for Typical Camshaft and Perfect Port FLOW COEF 1 0 at max lift Valve Flow Profile for Typical Camshaft and Typical Port FLOW COEF 5 at max ae 1 0 Flow 0 0 Intake Opening Intake Closing Flow Coef is similar to VALVE FLOW COEF AVG FLOW COEF area under typical cam port flow profile area under perfect cam port flow profile area A area A area B area Cl area C2 Lobe Separation deg Is the separation between the intake and exhaust lobe centerlines in camshaft degrees The Engine Analyzer Pro assumes the centerline is where max lift occurs You would have to double this value to obtain lobe separation in crankshaft degrees 89 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Lobe Area inch deg
453. tions lets you choose the Ss Printout Options printer or printer driver being used by Windows and also page orientation Report Printing peil f Include Engine Comments Click on Print or thePrinter button for Request Report Comment henou opten Dot Matrix Printer Adjustment menu shown to the right i Print Report Using These Specs Engine Analyzer Pro Engine ARNER P RO Other Printout Types Print Help F i i Print Blank Worksheet Print Test Results Print Blank Yor Print Definitions of Outputs Print Definitions Brk Tq Windows Printer Setup ped Son Program Printer Setup manual for more info Int Vac Hg 0 4 0 7 Include Engine Specs Select this options if you want all the current Short Block specs cylinder Head s specs etc printed with the results This will add 2 4 pages to the printed report Include Engine Comments Select this option if you want all the comments for the complete engine file and the Short Block specs cylinder Head s specs etc printed with the results 145 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 3 Output Request Report Comment Select this option if you want to be asked for a comment for each particular report you send to the printer These report comments are useful to identify important points for future reference like modifications engine results etc Dot Matrix Printer Adjustment If you are using a dot matrix printer the
454. tle displacement of the air which would normally enter the engine under non nitrous conditions e Nitrous increases the burn rate reducing the required spark advance You can not use the Engine Analyzer Pro to design nitrous systems but only to estimate performance improvements Select the No Nitrous Oxide options to simulate an engine without nitrous oxide injection The specs in the Nitrous Oxide Specs menu are then ignored 67 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions As you change specs in this menu the Nitrous HP graph is constantly being updated to show how the system specified will deliver nitrous This graph is the best way to see the effect of various systems nitrous levels and RPM set points Also watch the test results Nitrous lb hr and Ntrs Fuel lb hr to see the amount of nitrous injected Type of Nitrous System O Progressive O 2 Stage 1 Stage O 3 Stage Select the type which describes the system you are using Various portions of the Nitrous Oxide Specs menu become enabled and disabled depending on your choice here Progressive System Specs of Full HP at Start of Injection This is the amount of nitrous delivered of the full system HP rating when the progressive system first start to inject nitrous RPM to Start Nitrous Injection This is the engine RPM where the progressive system first start to inject nitrous Full HP Rating of System This is the amount of nitrous
455. to make it more obvious you can export the data as ASCII data Now program can now better find newer versions of Acrobat or Acrobat Reader to display the user s manual supplements and more You can also browse to find Adobe Acrobat in the Preferences screen Also the program now allows other PDF Writing programs produce PDF files for emailing other than just Adobe programs Program now better remembers the printer you have selected and landscape vs portrait when you click on Windows Printer Setup in various screens Some printouts now use a proportional font for better printouts Program now remembers its screen position and window size and restores it when it is opened again 261 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices E Now program should require you to Allow it to run in Vista same as right click on desktop icon then select Run As Administrator This should make the program more Vista compatible New Inputs The program now lets you enter various types of ethanol fuels like E85 and other percents of ethanol and gasoline It now also has a Richness factor input which makes it easier to pick different types of fuels and richness factors Fig A50 You can now specify a variable cam timing or Variable Valve Timing VVT This lets you specify a particular RPM where the program switches from the base cam timing to a modified cam timing and lift This can be for the intake and or cam profiles
456. together to obtain total exhaust system flow assuming the left flows equal to the right Total flow Lt flow Rt flow 230 230 460 CFM If you do not have flow data use Table 2 12 to estimate the CFM Rating or click on the Cle button to calculate CFM as explained in Section 2 9 14 Table 2 12 Estimate CFM Rating Designed Engine Power CFM Rating in Horsepower 0 50 51 100 101 150 151 200 201 250 251 300 301 400 401 600 601 1000 1000 2000 37 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Definitions for Table 2 12 e Quiet is a production exhaust system for a family sedan or luxury sedan where a throaty engine roar is undesirable e Sporty is a production exhaust system for performance sports cars e Race is an exhaust system with extremely low back pressure designed for classes of racing where rules require mufflers e For open headers no exhaust system enter a very large value of CFM for example 100000 CFM Note As a double check this is the range of Exhaust Back Pressures Exh Pres you should obtain when calculating performance for the various CFM Ratings Quiet 7 to 12 PSI at the RPM for peak HP Sporty 2 to 8 PSI at the RPM for peak HP Race 5to 3 PSI at the RPM for peak HP Open Headers 0 PSI If you have the exhaust system mounted on the engine you are simulating with the Pro you can verify the CFM Rating by actually measuring the ex
457. traight across to the surge line and then drop straight down to the horizontal air flow axis This air flow is the surge CFM PR 2 and defines the surge line to the program Also see Figure 2 28 If your map is given in lb hr click on the Clc button Island CFM to obtain the surge CFM PR 2 Ifyou do not have a compressor map use 3 4 of the CFM entered for Island CFM or pick one from the Turbocharger Library 59 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions eT Exh Turbine Eff Is the exhaust driven turbine s average thermal efficiency Seventy percent 70 is a good estimate for a typical turbo turbine For normal turbine designs 80 is probably the highest possible efficiency This can be obtained with a pulse turbo which is designed to more efficiently capture the pressure and velocity of the exhaust gasses A poor turbo design would have an efficiency of approximately 55 Turbine Nozzle Dia In Figure 2 29 Illustration of Turbine Nozzle Dia Is the exhaust turbine s minimum flow area s diameter in inches This parameter determines nozzle dia when the compressor will start to produce boost the smaller the diameter the earlier the boost This parameter allows you to simulate different turbine housings with various A R ratios Most radial flow turbines have no vanes and the flow area is the minimum area in the nozzle section as exhaust first enters the turbine See Figure 2 29 Click on the
458. try to match the Actual CFM readings of the Pro s results Most dynamometer equipment reads out directly in Actual CFM Actual CFM air flow can be increased by several means depending on the RPM where the increase is needed e To increase CFM at low RPM with little effect at higher RPM e Reduce Intake Heat to the Manifold in the Intake System menu to allow less heat to be transferred to the intake charge e Reduce coolant temp deg F to allow less heat to be transferred to the intake charge e Specify a smaller turbo Turbine Nzzl Dia or higher Belt Ratio if supercharged or turbocharged e To increase CFM at low RPM with little effect at higher RPM cont e Adjust runner lengths to account for temperature and tuning variations e Adjust intake Runner Flow Coefs to alter strength of tuning 219 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices aS SS SSS SSS SSS SS SSS ee a ree e To increase CFM at high RPM with little effect at lower RPM e Reduce any intake or exhaust flow restrictions or increase flow ratings i e Intake System Total CFM Rating Runner Flow Coef Exhaust CFM Rating e Adjust runner lengths to account for temperature and tuning variations e Adjust intake Runner Flow Coefs to alter strength of tuning e Increase Roots Supercharger Vol Rev Centrifugal Island CFM Turbocharger Island CFM higher Belt Ratio or set a higher Boost Limit if supercharged or turbocharged e To increase CFM at low RPM and reduce CFM a
459. ts can now be calculated from up to 3 flow lift points Using a full Flow Table is still the most accurate way of defining the flow of the port e Alternate fuels like Propane CNG compressed natural gas methane and various types of diesel Program now allows for Chassis Dyno torque where torque and HP are reduced by a certain percentage to simulate results from a chassis dyno This input is in the Calculate Performance Conditions screen and must be activated via a Preference in the Preferences menu e Added Ring Land specs for the Compression Ratio Calculation screen e Intercooler effectiveness can now be picked in 5 steps previously it was 25 steps 235 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices SSS SSS SSS SSS aN Program now allows a wider array of Bearing Size Coefficients more typical of 6 and 4 cylinder engines and other small engines The Calculation Menu for Bearing Size Coefficient now allows for estimates for roller bearings typical of small motorcycle or Kart engines A Preference allows you to have the program more closely match the results from the old v2 1D rather than giving what we believe are the slightly more accurate results of v3 3 This can be handy for users who have a great deal of experience with v2 1 D A Preference allows you to display either a Heat Release curve or Carb Metering Signal in the Cycle Data results The heat release curve is new to v3 3 e Two new Prefe
460. u clicked on CAMFILES it should be highlighted on the left side of the File Manager window and the files in that directory should be listed on the right side This is now the default directory e Click on the A disk drive icon in the upper left corner Find the Cam Dr file you want to copy Click on it hold the mouse key down and drag it to the C disk drive icon This will copy the file to the default directory on the C drive Windows 95 Vista e Click on Start Programs Windows Explorer e Click on Help from the Menu bar then on the Index tab then type in the word COPY and click Yes This will give an overview of copy commands Here s an example of copying a Cam Dr file from a floppy disk in the A drive to the CAMFILES directory the directory where the Engine Analyzer Pro first looks for cam profile files on the C drive e In Windows Explorer find the Disk Drive and folder you want to copy the file to in the list on the left called All Folders and click on it In this example that would be the CAMFILES folder under the EAP folder under the PERFTRNS PTI folder on the C drive e Find the Disk Drive Folder and Cam Dr File on the A drive in the All Folders list on the left You should see the Cam Dr file on the right side called Contents e Click on the Cam Dr file hold the mouse key down and drag it to the list on the All Folders list on the left While holding the mouse button down find the CAMFILES folder If it has moved off the scre
461. u graph different tests together for comparison From this screen you can e Choose to Graph certain Test Results by clicking on the Graph column to insert a Yes there Tests marked Yes to Graph will be graphed when you click on the Graph Tests Marked Yes The first test usually the current Test you are working with is always graphed even with no Yes marked The number of tests actually graphed are limited by available space usually a limit of about 24 graph lines total e Graph only the current test results the test file at the top of the Log by clicking on Graph Current Test Only e Click on Graph Title to change the Standard Title for this test The program defaults to the Engine File Name but you can change this to most any name of 24 characters or less You can also specify Alternate titles and legend names by clicking on Format at the top of the Graph Screen then Edit Titles Legends Important The History Log is only used as described here for picking which test results to graph in you have set Use Old v2 1 s Common List as Method of Picking Which Saved Runs to Graph to No in the Preferences menu Figure A34 History Log at Graph Screen Click on the History Log button or Menu Command to display History Log B Engine Analyzer Pro 1998 Busch Motor 10 19 am E Format Help MIXED ir ale lele From the Graph Screen hese columns are used e Benna or determining which a oe results are graphed
462. ual OFM i i Se oo 00 Jo0 o o foo Mio n0 eean Click on slide bar to display more Nits Fuel lb hr 0 I 0 0 Special Calculations Here is 100 0 where the RPM for Peak Ba Secondary Tuning is displayed a a lt 995 R a With the Dual Plane Performer s Tappet Lft in 6 353 6 368 intake it showed 2724 RPM Here General Engine Calculations it shows na because there Is no Displacement ccs 5820 3 Displacement cu in secondary tuning with this Single Dynamic Comp Ratio 8 15 Compression Ratio a Theo Crank Comprssn PSI Clearance Volume ccs k Plane intake ona V 8 engine Pk Secondary Tuning RPM na Idle Vacuum Hg Starting Point Specs For HP Peak G 5666 Slide B Intake Dimensions for 1 runner cyl based on current cam lage bar Figure 4 9 Comparison Graph of Baseline Performance last with New Intake current Be sure LAST is selected printed in Engine Analyzer Pro eee Test Results SUntitled upper case If not click on last to have Back File Format View Help MIXED single list LAST RPM cyc the program graph the last calcuated lal al To lele Tes ER EB SEIS Hekes performance the baseline 350 2 barrel Tera amp HP vs RPM performance with the current performance 500 2 barrel Current performance 500 2 barrel color codes given here Last performance 350 2 barrel color codes given here Current performance 500 2 barrel torque and HP shows huge increase in performance at al
463. ual for more info Some of the engine specifications have Clc buttons One example is Compression Ratio in the Head s menu Clc stands for calculate For example if you want to calculate compression ratio from chamber volume deck height etc simply click on the Cle button The program will display a new menu listing the inputs and the Calc Compression Ratio from these inputs For further explanation click on the Help buttons in these menus To use the Calc Compression Ratio calculated from these inputs click on the Use Calc Value button Otherwise click on Cancel to return to the Head s menu with no change to Compression Ratio Section 2 9 Calculation Menus explains all these calculations C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction LSE SSE SS es Once you feel comfortable changing specifications in the various menus and making various performance calculations read Section 3 6 of this manual called Data Libraries to learn how to save a set of total engine or component specifications or recall information which has been previously saved Then you will know all the basic commands to operate the program For a more in depth knowledge of using these commands and an explanation of the results read this entire manual C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Chapter 2 Definitions 2 0 Basic Program Operation Figure 2 1 shows the Engine Analyzer P
464. ually give the standard weather conditions temperature and pressure to which the data is corrected Enter this standard barometric pressure here converted to inches of Mercury If this pressure is in Multiply by 2 036 29 52 03937 To obtain Hg es If no barometric pressure is given on the map enter 29 92 2 9 22 Calc Turbine Nozzle Dia in Is the turbocharger Turbine Nozzle Dia calculated from the following specs in inches Turbine Nozzle Dia is defined on page 60 under Turbocharger specs See page 97 for general notes on Calculation Menus and for an example of their use 121 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions Figure 2 51 Illustration of Turbocharger Turbine Dimensions NOZZLE AREA NOZZLE AREA A R TURBINE HOUSING RADIUS d A TURBINE HOUSING RADIUS 7 Est from Comp CFM If you have no measurements or specs for the turbocharger turbine choose Yes Then enter the Compressor Island CFM that you will use as Island CFM in the Turbocharger Specs as the CFM Peak Eff in this calculation menu If you do have turbine specs or dimensions choose No and adjust the Turbine Specs that follow CFM Peak Eff Enter the Island CFM for the compressor as listed in the Turbocharger Specs If you chose No for Est from Comp CFM this spec is disabled and this value is ignored in the calculation Turbine Specs Spec to Use This combo box lets you choose the type of dimensions you h
465. ulate this nitrous tremendous low speed torque Type of Ni ous System i Staged System Saal S system f OC Progissive 2 Stage 1st Stage HP Rating which would fill in torque at 1 Stdge 3 Stage ai Stage Staring RF low RPM where the Progressive System Specs Zad Stage Added HP supercharger builds little boost SEA Ua eee a At the Calculation Conditions FIP to Stat Nivouriniecton Sae Added HP Graph shows menu click on the With Nitrous FA UP Reling of Spstom L__ asie seng summary of Oxide option which enables the manufacturer s rating See Nitrous Specs button Click Help a Se of HP added by on this button to display the E EE s nirons vers s engine Nitrous Oxide Specs menu RPM shown in Figure 4 38 We will Or a simulate a small 100 HP a single stage nitrous system activated at 2500 RPM by setting the Specs as shown in Figure 4 38 Recalculate performance and overplot torque and HP as shown in Figure 4 39 Even a relatively small nitrous system does provide HP improvements even at low RPM indicating tremendous torque improvement Test Results show a 135 ft lb increase at 2800 RPM Other factors to consider from the calculated results include e Nitrous nitrous oxide flow jumps up to 322 lbs hr and Ntrs Fuel fuel flow for the nitrous jumps to 45 at 2800 RPM and hold constant You will notice that Fuel Flow fuel flow from the injectors or in this case the carburetor remains basically ha
466. umbers like 70 or so you must go the Preferences menu at the top of the Main Menu and change the Jet Recommendations to Jet Diameter inches Though Holley Jet is more useful for many users this example discusses actual jet areas so jet diameters are required in inches A carburetor which is sized correctly for a certain engine should have approximately the same Primary Jet throughout the entire usable RPM range You will notice that the program recommended 0774 at 3000 RPM which dropped to 0740 by 7000 RPM with the baseline 255 CFM carb This need for a larger jet at low RPM is because the metering signal is weaker at low RPM and lower air flow It also means that if 1 jet size is selected the A F will be leaner at low RPM than at high RPM or The A F delivered goes in the opposite direction of Primary Jet or Secondary Jet recommended For example if you installed a 0774 jet you would get 12 5 A F at 3000 but it would be 9 too rich 11 5 A F at 7000 RPM The equation squares the diameter because fuel flow is based on jet area and jet diameter 2 2 0774 1 046 1 09 x 100 109 or 9 too rich 0740 Repeat the steps in the first part of this example this time paying close Figure 4 11 Test Results for 500 2 Barrel Holley attention to the fuel metering effects Retrieve RSTR SBCHEV from the pees sh Help Fi File Analyze i Primary Jet diameter Engine Library and
467. understand how the air bleed system works An air bleed rating of 0 would be no air bleed opening An air bleed rating of 100 would be for an air bleed orifice approximately as large as the main jet Notes The air bleed rating is the only carburetor spec which can not be measured directly Therefore set all other carb specs including calculating the venturi CD from flow bench data Then adjust the air bleed rating until the Primary Jet and Secondary Jet match the diameters of the metering jets you are using assuming the jets you are using give 12 5 A F for gas or 5 0 A F for alcohol The goal of most carburetors is to deliver the same A F for all RPMs You ll know if you have reached this goal if the Primary Jet and Secondary Jet are nearly the same at all RPMs By adjusting the venturi CD and air bleed rating you can usually obtain a nearly constant Primary Jet and Secondary Jet Restricted engines engines where class rules dictate a carb much smaller than optimum usually require more air bleed rating and a higher venturi CD less metering signal for constant Primary Jet and Secondary Jet and constant A F at all RPMs Many carbs will have different air bleeds on the secondary venturis than the primary venturis This detail is not accounted for in the program See Example 4 1 For Advanced Users for more detail 34 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 5 Exhaust System Specs The E
468. up of several major components Each component has its own library of various Short Blocks Intake Systems etc This is explained in Section 3 6 Data Libraries You can click on the name of any spec and a brief description appears in the Help frame along with a page from this manual for more help You can return to the Main Menu by clicking on OK or clicking on an area outside the Component menu Now click on the Calculate Performance button in the Main Menu to calculate performance for this SUPERSTOCK engine The next menu will show you the Calculation Conditions menu as shown in Figure 1 2 For now leave all the Calculation Conditions as they are and click on the Calculate Performance button This will start the program calculating performance for the specifications of the SUPERSTOCK stored in the Engine Library with the Calculation C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 1 Introduction Conditions currently displayed Results are displayed as each RPM Figure 1 2 Calculation Conditions Menu is calculated and a progress bar Calculate Performance Conditions for SUPERSTO CK graph shows how the calculations Test Conditions Fuel Specs Weather 2 Fueltype Gaccine SI Barometric Pressure Hg 29 92 23 92 cia Fuel Octane R M 2 are progressing The calculations may require several minutes on slower computers Intake Air Temp de
469. urrent calculated results to the last results you can easily watch how each engine modification has effected performance This is similar to the typical graph comparisons or version 1 1 and 1 2 or Engine Analyzer Pro e Test results from the Common List The Common List is also the List of Commonly Used Test Files This is a list of specially selected saved test results files ones which may be of special interest or significance Note that you can not graph the data from saved test results file until that file has been added to the Common List This is discussed later in this section RPM Data vs Cycle Data You can switch between RPM Data and Cycle Data 2 basic ways as shown in Figure 3 7 Figure 3 7 Switching between RPM Data and Cycle Data Click on Format then either Single Data Graphs or Mixed Data Graphs then you will have a choice between RPM or Cycle Graphs as shown here Under the Format menu are buttons for switching between RPM and Cycle Data Click on the left button shown to do Cycle Data the right button switches to RPM data Click on the RPM cyc menu item ee ee Whichever data type RPM or CYC is aL eT ea Soie Data Graphs PSERS Fs ESSE Eee given in upper case letters is the data Axed Data Graphs RPM Graphs current only RPM Comparison Graphs fees ne type currently being used In this case Edit Titles Legend Cycle Graphs current only Brake HP Grid Style Cycle Comparison Graphe
470. ut Figure 3 31 See Engine Options Menu See Engine Options Emphasize Intake Valve Exhaust Valyv Intake and Exhaust Valve Equally Thickness of Selected Lines Thin Lines Thick Lines slower RPM to See analyze Data To Graph Stock Cleveland Ford 351 C 2 19 1 71 114 13 114 27 Determines which valve is drawn with more emphasis See explanation below Determines if emphasis is shown with thick vs thin lines or thin vs thin dotted lines Lets you pick the RPM to analyze of the RPMs run for this particular test Lets you change the graph which appears above the piston and valve graphic Lets you pick an example of typical valve angles and Inches from Valve to Head Surface numbers For best accuracy you should use measurements from your own heads Figure 3 32 Illustration of Inches from Valve to Head Surface Closest distance from edge of valve to cylinder head deck surface in inches The See Engine Features have been greatly expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info 154 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Chapter 4 Examples The examples in this section start off with the various engine files exactly as you received them with the Engine Analyzer Pro diskette For example Example 4 1 uses the RSTR SBCHEV engine file To obtain a copy of RSTR SBCHEV Click on
471. utton to open up the Component Library for this particular component menu Here you can retrieve a new set of specs for this component menu These could be specs saved at the factory or specs you have saved Standard Command button to bring up Help for this component menu Standard Command button to close this component menu 10 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions 2 1 Preferences Click on the Preferences item in the menu bar at the top of the Main Menu screen to bring up the Preferences menu shown in Figure 2 3 Here you can adjust some program items to personalize the program for your needs Figure 2 3 Preferences Menu or i Preferences As you can see there is some empty space in this menu It will likely grow with new options as we get feedback from users Program Title Comments First Prog ram Title Comments Second here Click on Preferences Tip Enter text company name phone etc which Enter most any text here for the First and Second lines These 2 will appear at top of printouts lines will appear at the top of printouts and printed graphs This is a good place for your business name or your personal name l Miscellaneous You can change these entries as often as you wish Jet Recommendations Holley Jet 5 Lifter Pump Up Shows HP Loss Ask E Jet Recommendations Click on this combo box to select if you want the carburetor jet recommendations in the test results give
472. ve Lift 340 Valve Toss and Valve Train Bending shown here Cycle through all crank degrees click on the Continuous button to find the maximum values as shown in Table 4 4 Piston to Head Clearance 335 Print Note This screen is not a substi tute for checking clearances with clay Clearances are based on a flat top piston and NO rod stretch Some dimensions not to scale Click on Help button for more information Cylinder Pressure eR S 178 C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 4 Examples Example 4 3 Supercharging Turbo charging amp Nitrous Oxide Features Introduced and suggested background reading e Changing Turbocharger and Supercharger Specs Section 2 7 e Specifying nitrous oxide injection Section 2 8 1 e New results for turbo supercharger performance Section 2 8 2 New Turbocharger inputs and features have been added or expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Popular street bolt on performance modifications include nitrous oxide injection systems superchargers and turbochargers The Engine Analyzer Pro lets you simulate all 3 types of systems in detail For this street application we will use the 302 4V Mustang engine Retrieve the 302 4V from the Engine Library by clicking on the Retrieve button at the Main Menu Calculate baseline performance and save these
473. w Through v Max Boost Limit PSI fis Turbos Stages 2TwinTurbos Intercooler Eff 2 50 Quick Accel Airtoy aid Many more choices for Turbine Efficiency Exh Turbine Eff 65 Typical Intercooler CFM Rating Turbine Nozzle Dia in Wastegate Is Maximum Flow CFM Comments Typical medium sized twin turbos wastegate set to 15 psi 30 Hg With intercooler Help CFM air flow on compressor map at peak thermal This input lets you define the highest flow the turbo compressor can efficiently flow This tells program if wastegate is controlling to a pressure before or after the Intercooler Emailing Preferences Click on Help button in Preferences for more info Preferences Reading Data Files Calculations cont Printing 7 Graphing General Operation Calculations Gen Operation cont Emailing Cancel My Email Program Otheruse specs below aed S howing IP Address Find 85 23 127 192 WE DUS SMTP Server smtp SERVER twmi tt com Sender Email Address _ kevin performancetrends com Path to MSPaint Turn Off Showing Help Tips Find c windows system32 In tabular Results click on Print to send an Email of Results AE Analyzer Pro B gt Back Graph iis Engine Ramp Rating Help File History Analyze Print Test Results lick on Print Blank Worksheet Print Definitions Engine RPM Brk Tq ft lb Rrake HP T windows Printer Setup Program Printe
474. with some explanation and a list of some specifications from the Engine Analyzer Pro which effect that particular factor CID The cubic inch displacement of the engine Bore inches Stroke inches Of cylinders RPM The engine speed Stroke the shorter the stroke the higher the RPM limit Rod length the longer the rod the lower the piston Gs Anything which lightens reciprocating components extends safe RPM limit Other short block specs which affect strength of rotating components Valve Train Specs which allow high revving without valve toss 212 C Performance Trends Inc 2009 Engine Analyzer Pro Appendices VOLEFF Volumetric efficiency Most cylinder Head s Specs Most Intake System Specs All Exhaust System Specs All Cam Specs Most Supercharger Specs Weather Conditions and Nitrous Oxide under Calculation Conditions C E F Chemical Energy of the Fuel Gasoline Alcohol Possibly Nitrous Oxide Note This is where alcohol and nitro methane burning engines make additional power over gas engines When burned these fuels release more energy per pound of air than gasoline Nitrous oxide on the other hand is only a way to get more oxygen into the cylinder so more fuel can be burned Technically nitrous oxide is improving VE by supplying air with more oxygen for example 30 rather than the 21 oxygen typical of normal air TEFF Thermal efficiency Compression Ratio Spark Advance Specs Piston C
475. ws a peak torque of 415 ft lbs at 4000 RPM and 386 HP at 6000 RPM As with most restricted engines this shows an impressive power increase with a larger carb See For Advanced Users at end of this example To understand why the performance increased as it did look at the estimated performance items Int Vac In Tun Pres and In Port Tmp This Figure 4 7 Intake System Specs for New Single Plane Intake HIL QgINE m aes s bal Intake System Specs for EDL PERF 2 l Manifold Specs 1 runner cyl Runner Dia Head in Cie Runner Length in jas ks _ licd fo cia Single Plane carb s Noten El Runner Flow Coef Runner Taper deg Manifold Type Intake Heat Fuel Delivery Calculations Calculate carburetor Yes requirements like jet No size M Hel Clickon Spec Name or Spec Value for explanation of spec to be given here Carburetor s Total CFM Rating Air Cleaner CFM Rating l Plenum Specs Guess at Specs Use Specs Below Loles 42 een Lle Pinum Yolume cu in Etective Carb Length in Total Carb Area sy in Comments Edlebrock Victor Jr with 500 2BBL 400 CFM at 1 5 is done most easily with a graph Simply click on Single and select double click on these 3 data types one at a time For Int Vac you will obtain a graph like Figure 4 10 As one would expect intake vacuu
476. xhaust Valve Tatmaunamics OFF Add Directoy 215 8 ota x n specs for these 2 cams and the Lobe Separatio ia Overlap deg Description of Choosen Test 7 Enter original cam Test saved on 11 17 97 12 44 30 PM consisting of 10 RPPR peas Overlap 656 descriptive You will notice that cam grinders for a comment the original cam and hydraulic cam purateonercee aeg do not give similar specifications and that some of the hydraulic cam s do not match the specs of the Pro s Cam Valve Train menu Fortunately the Pro has an input menu for Alternate Specs where these specs can be entered directly to make the necessary conversions Table 4 2 Cam Specs from Catalog except for Solid ee ee o Int Open 050 Lift FF fle Int Close 050 Lift F dB fle S Int Gross Lift Tappet ss 353 fle i Int Gross Valve Lift fle i Int Duration 050 Lift 247 o fle i Int Advertised Duration 2s fle S Int Lobe Centerline 995 So OMO e 15 eee 525 Int Int Valve Lift 1 5 Rocker Ratio E E a ea 6 pe Exh Open 050 Lift ee 2 Exh Close 050 Lift pO aS fle i 026 S Exh Recommended Valve Lash__ 026 pO fle i Exh Gross Valve Lift pO Exh Duration 050 Lift C P4430 15 pO i i i fe o pO 5 Exh Advertised Duration Exh Lobe Centerline Exh Valve Lift 1 5 Rocker Ratio 2020000 15 o o O 56 113 Exh Gross Lift Tappet 168 C Performance Trends Inc
477. xhaust System specs affect exhaust system tuning and flow losses due to restrictions in the exhaust manifold or header and exhaust muffler system Exhaust System Specs have been expanded in later versions See Appendices 9 10 and 11 on pages 235 276 for more updated info Figure 2 18 Exhaust System Menu Engine Analyzer Pro Performance Trends Engine SUPERSTO CK File engine Calc HP F2 Help F1 Preferences About b g Eng CID 263 9 Header Primary Specs x CME tts testes 7a eh Header Primary Specs 1 runner cyl Exhaust Muffler System rnnr cyl Open Headers Full Exhaust EFH Ratna 2000 _ Ess The x rnnr cyl depends on the Inside Dia at Head in M Collector Specs current value of Valves Ports under Total Length in Collector Present Yes ONo Exhaust Port specs in the Head s Runner Flow Coef Cca fo j menu If x 2 or 3 then the Header insido Dia a Exit i Collector Dia in 3 6 ete Specs of Design Inside Dia at Head z ollector Taper deg 0 cte Total Length Runner Flow Coef and Help Inside Dia at Exit describe only 1 of Cie role iy Reet PE the 2 or 3 exhaust header or manifold larger diameter some lenath from the port p xx runners for each cylinder Important Click on the See Layout button at the bottom of this menu to see how your input specs are being used by the program Design This combo box l
478. you change specs in this menu the Spark No Other specs in the program determine the Advance graph is constantly being updated engine burn rate This graph is the best way to see the effect of changing spark curve specs Also watch the test Sask Past EL GON Aas results Spark Advance and Knock Index to see Break Point 1 RPM 2000 4000 6000 s000 10000 the spark advance at various RPMs and the level RPM of detonation If Knock Index is high greater Break Point 2 Spark Advance i p than 2 specify lower Spark Advance specs Break Point 2 RPM Spark advance is this value up to Break Point 1 then it ramps up to the Spark Advance of 2e Spark Curve Specs Spark Advance C Performance Trends Inc 2009 Engine Analyzer Pro Chapter 2 Definitions This Spark Curve Gives Best Performance O Yes These spark curve specs determine the engine s burn rate The less the spark advance the faster the burn rate No Other specs in the program determine the engine s burn rate You choice of these options will have a large impact on engine performance Their effect can best be explained by the following examples Example 1 If at the Calculation Conditions menu you chose the Program sets spark for best power option the menu and specs in this section are not available and have no effect on calculated performance Calculation Conditions Menu Program sets spark for best power O Use Specified Spar
479. you want to plot for these ases For some Cycle Graphs the program will pick the closest RPM tom this test to graph with the other ests For RPM graphs like torque and HP vs RPM data for all RPMs are graphed his RPM is not usad whin vou If there are more than 1 RPM you want to graph Cycle Data for Peon ee then you must add this Test File again to the Common List and select a different RPM from this list SU a After picking an RPM for Cycle Data All Saved Tests Preview of Chosen Test joes 302 basecarb dat Test saved on 10 22 97 2 36 54 PM consisting of 9 RPMs 2000 6000 Baseline of Joe s 302 engine as recieved production heads carb intake etc Tests Directories basecarb dat eds vbwin eaprox saveddta buick 5 eeeeeeee joes 302 Add to List Only Permanently Delete Add to List and Select for Graphing l List of Commonly Used Tests 1 Tests Selected 13 tests in list buick junktrbo 7000 9 4 97 buick 302 345 4000 9 8 97 buick ruddi ba 9000 9 21 97 buick rudd mal 4000 9 23 97 buick boss cam 4500 6 1 9 buick junktrbo 7000 9 4 97 buick 302 345 3000 9 8 97 buick ruddi sc the Test File appears in the Common List and is highlighted Note that the directory Cycle Data RPM and date are also listed with the file name The test also appears here as a selected test These selected test from the common list are the ones graphed when y

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