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DYNATUNE-XL SIMULATION TOOL SUITE

10 “EASY” STEPS TO HAPPY VEHICLE DYNAMICS

A Vehicle Dynamics Tuning Guide

Click image to follow link

The following 10 Step Recipe is describing our Standard Approach & Recommendation for Creating a

DYNATUNE-XL Vehicle Dynamics Model with subsequent Tuning & Optimizing for maximum

Performance. All Analysis will be executed in the “EXPERT” Version of the DYNATUNE-XL RIDE &

HANDLING MODULE using the standard included data set of a typical Formula Car.

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TUNING GUIDE – 10 “EASY” STEPS

• STEP 1: MASS PROPORTIES, DIMENSIONS & AERODYNAMICS

• STEP 2: LONGITUDINAL DYNAMICS – POWER TRAIN & BRAKING SYSTEM

• STEP 3: VERTICAL DYNAMICS – WHEEL RATE & NATURAL FREQUENCIES

• STEP 4: LATERAL DYNAMICS – ROLL RATE

• STEP 5: SUSPENSION CHARACTERISTICS – KINEMATICS & COMPLIANCES

• STEP 6: LATERAL LOAD TRANSFER DISTRIBUTION

• STEP 7: LINEAR UNDERSTEER GRADIENT & SIDE SLIP ANGLE GRADIENT

• STEP 8: TIRE CHARACTERISTICS

• STEP 9: VEHICLE DYNAMICS OPTIMIZATION

• STEP 10: DAMPER OPTIMIZATION

This document will be referring frequently to the DYNATUNE-XL FAQ webpage for customers: http://www.dynatune-xl.com/support-rh.html

STEP 1: MASS PROPORTIES, DIMENSIONS & AERODYNAMICS

• The first essential step is to define Vehicle Mass & Vehicle Inertia. Whilst the mass data weight

and weight distribution are usually not difficult to obtain, it can be more complicated to define

the Yaw & Pitch Inertia data of the Vehicle on the VEHICLE DATA Sheet.

In such case we do recommend one of the following options:

1) Do use the Empirical Formula as indicated on the DYNATUNE-XL FAQ webpage.

2) Or use the Vehicle Passenger & Luggage Mass points feature as a “substitute” calculator by

replacing passengers with large vehicle components like for instance Motor, Gearbox and their

geometric location. This should give one - in combination with the already available unsprung

mass information - a good first indication of the total Inertia of the big solid parts. Finally, one

must define / estimate the Inertia for the Body in White to finalize the estimation.

Plan View

Plan View: Masses & Inertias

Fr. Right Pass. 0.0 kg Pass. 0.0 kg Pass. 0.0 kg

Pay-Load

36.0 kg 570.0 kg 0.0 kg 44.0 kg 0.0 kg

Z X 380.0 kgm² Pass.

Y

Driver 0.0 kg Pass. 0.0 kg Pass. 0.0 kg

0.0 mm 1765.0 mm 3040.0 mm

730.0 mm 0.0 mm 715.0 mm

Front H-Point 2nd Row H-Point 3rd Row H-Pt Pay-Load Mass Location

X Coordinate 1100.0 mm 1800.0 mm 2750.0 mm 3000.0 mm

Y Coordinate 400.0 mm 370.0 mm 230.0 mm 0.0 mm

650.0 kg 3040.0 mm 233.1 mm 605.3 kgm²CoG Z-Height

Fr. Unsprung Axle Mass

CURB Sprung Mass

CURB Sprung Yaw Inertia

Wheel Base

Fr. Wheel Center

X Coordinate

Y Coordinate

CURB Sprung Mass

Rr. Unsprung Axle Mass

Rr. Wheel Center

X Coordinate

Y Coordinate

Total Yaw Inertia

X Coordinate

Y Coordinate

Total Mass

All Model MASS and INERTIA Data refer to REFERENCE HEIGHT "0" which is defined according to CURB - UNLADEN - Weight Condition. Additional "DELTA" Front & Rear Ride Heights can be added to the REFERENCE Plane. This will affect the final CoG- Height, Suspension Roll Centre Heights and Aerodynamic Operating Points. Aerodynamic Loads will be imposed on top of the CURB Condition for the imposed Reference Speed.

START

Initialise

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• Provide the Aerodynamic Characteristics of the Vehicle:

1) One can choose basic Lift and Drag Coefficients or go into full detail Formula 1 type

Aerodynamic Maps for Front Downforce, Rear Downforce & Drag with full Ride-Height

Sensitivity. If you do not know the Frontal Area you can use the Power and Top Speed calcs to

tune the model to match reality.

2) All Vehicle Mass & Aerodynamic Data should be entered for a Reference Design Position and

a reference Ride-Height. Typically for an Aerodynamic Car, one should also consider the

Reference Velocity for the aerodynamic data. Read the info on the VEHICLE DATA sheet.

STEP 2: LONGITUDINAL DYNAMICS – POWER TRAIN & BRAKING SYSTEM

• The first essential step is to define the available Power at the wheels. This will define top speed

and maximum available traction forces at the wheels:

• Secondly one must define the Powertrain Traction Concept. FWD, RWD or AWD by defining

the Percentage Torque going to the Rear Axle:

1) The DYNATUNE-XL R&H MODULE does not consider specific gear ratios and does always

provide up to the maximum available traction force to the wheels (based on the available

power). For detailed Drive-Line Analysis one should use the DYNATUNE-XL DRIVE-LINE

MODULE.

Click image to follow link

2) As the R&H model does distribute the traction forces ideally on to the inside and outside wheels

it does in effect simulate a perfect LSD. Based on the inside and outside traction forces one

could for instance in a lap time simulation analyse the perfect LSD percentage locking corner

by corner.

Rear Roll rate w/Tires

120.0 < 314.3 500.0 Vmax [kph]

Model Ref. Speed 120.0 kph

11.00 [-] Power 500.0 kW

(@ wheels)

Lat. Acc. 0.00 g (< 1.97 g) Generic Calc

Speed

Steering Ratio

100.00% 0 to 100 %

g 1.34 gMax. Acceleration @ Traction Configuration

Percentage Rear Drive Torque

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3) By using a Percentage Rear Drive Torque value other than 0% or 100%, one can simulate an

AWD configuration. The software does also automatically calculate the best AWD distribution.

4) At this point it is worth mentioning that one can also simulate the “perfect” AWD distribution in

all conditions by entering instead of a fixed percentage the variable =OPT_AWD in the above

shown input cell. In a subsequent lap time simulation, one could then for instance analyse the

perfect AWD distribution corner by corner and make a recommendation for the real car.

• Third and final step is defining the Percentage Brake Distribution:

1) The software does automatically calculate the maximum Axle Deceleration Capability:

2) At this point it is worth mentioning that one can also simulate the “perfect” Percentage Brake

Distribution in all conditions by entering instead of a fixed percentage the variable

=OPT_BRAKE_DISTR in the above shown input cell. In a subsequent lap time simulation, one

could then for instance analyse the perfect Brake Distribution corner by corner.

3) Detailed Brake System Analysis and/or Hydraulic System optimization can be executed in the

DYNATUNE-XL BRAKE SYSTEM DESIGN MODULE.

Click image to follow link

STEP 3: VERTICAL DYNAMICS – WHEEL RATES & NATURAL FREQUENCIES

• Typically, the first step in a vehicle setup is to define the target wheel rates and more importantly

a target for front and rear body natural frequencies. As on most vehicles the vertical stiffness

of the tire (in general typically above 200 N/mm) is significantly higher than the suspension

wheel rate, the key tuning parameter will be primarily front suspension and rear suspension

wheel rate to achieve the desired natural body frequencies:

1.34 g

72.97% % Rear Drive Torque

Max. Acceleration @ Traction Configuration

Optimal AWD Configuration for Max. G

49.37% 0 to 100 %

, Fr. max g Rr. max g

Front Percentage Brake Distribution

Fr. max g Rr. max g

-2.180 -2.240 g

% Front Brake Distribution

Max. Acceleration @ Traction Configuration

Optimal AWD Configuration for Max. G

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1) Front & Rear Body Natural Frequencies can vary from typically 1 Hz on a standard road car to

up to well above 5 Hz on a light and heavily sprung race car. Please look at the SPRING

TUNING sheet, the README section and check DYNATUNE-XL FAQ webpage for more

detailed info & tuning recommendations.

2) Front and Rear Wheel Rates do also define the so-called “Bounce” & “Pitch” Centres which do

influence the ride comfort perception but can on heavily sprung & light racing cars also affect

the tire grip via altered aerodynamic pitch angle sensitivity.

Please download from the DYNATUNE-FAQ website the “BOUNCE & PITCH CENTRE”

Document for better understanding on the topic and tuning guidance.

STEP 4: LATERAL DYNAMICS – ROLL RATE

• After having defined the Vertical Wheel Rates, usually the next step is to define the Total

combined Roll Rate of combined Heave Springs and Anti-Roll Bars:

1) In order to define the Total Roll Rate, one must first think about defining an appropriate target

value for the so called “Body on Chassis Roll Angle”. The range of this value can vary from 0.1

°/g for a Formula 1 car to significantly above 5 °/g for a heavy truck.

Please look at the ROLLBAR TUNING sheet, the README section and check the

DYNATUNE-XL FAQ webpage for more detailed info & recommendations. Once the target

value has been identified the corresponding required Total Roll Rate can be calculated.

2) At a later stage one will have to consider the influence of the Tire Vertical Stiffness on the Total

Vehicle Roll Angle. Once the tire data are defined the above loop will have to be repeated.

3) As a typical rule of thumb a good initial target for the (total) Roll Rate provided by the Front and

Rear Anti-Roll Bars should be similar to the (total) Roll Rate provided by the Heave Springs. At

a later stage when the Suspension Roll Centres have been defined, the Total Roll Rate number

and distribution over front and rear axle will be have to be fine-tuned.

Linear Body on Chassis Rollangle 0.10 °/g

Linear Vehicle Rollangle (w/ Tires) 0.26 °/g Front Roll Rate due to Springs

FRONT TOTAL ROLLRATE

TOTAL FR. & RR. SUSPENSION ROLL RATE 10505.4 Nm/° (without tires)

6150.3 Nm/° 4355.1 Nm/°

Front Roll Rate due to Springs 4650.3 Nm/° Rear Roll Rate due to springs 2855.1 Nm/°

FRONT TOTAL ROLLRATE REAR TOTAL ROLLRATE

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STEP 5: SUSPENSION CHARACTERISTICS – KINEMATICS & COMPLIANCES

• After having defined most of the vertical suspension parameters the next important step will be

to implement the Suspension Geometric Characteristics aka Kinematics:

1) Define on the CHASSIS DATA Sheet Axle Type (Independent, Semi or Solid), Bump Steer,

Camber Gain, Suspension Anti-Angles and Roll Center Locations for Front & Rear Suspension.

2) If you do not have the all numbers available or if you are uncertain whether your numbers are

correct please do consult the incorporated SUSPENSION K&C DATA TOOL for reference.

Most suspension types are included with typical values for the required data.

3) If you do have DYNATUNE-XL SUSPENSION DESIGN MODULE at your disposal and did

design and optimize the Suspension Geometry in there, it is possible to export all relevant SDM

Data and import them into the R&H MODULE with software procedures.

Click image to follow link

Front Suspension Wheel Kinematics Rear Suspension Wheel Kinematics

Bump Steer -1.0 U °/m Bump Steer 1.0 U °/m

Camber Gain 1.0 U °/m Roll Steer 0.00 N 0.00 N (° toe) / (° roll) Camber Gain -15.0 U °/m

Outside Wheel Camber Gain w. Steer Angle -0.2 O °/° Roll Camber 0.00 N 0.00 N (° camber) / (°roll)

Front Suspension Compliances Rear Suspension Compliances

Solid Axle & Twist Beam Only (Values will be ignored for Axle Type "0")

Select Suspension - Click on Type

TRUE

Front Bump Steer -3.0 °/m

Front Camber Gain -20.0 °/m

Front Lateral Force Toe Compliance -0.25 °/kN

Front Lateral Force Camber Compliance 0.20 °/kN

Front Brake Steer -0.03 °/kN

Front Acceleration Steer 0.03 °/kN

Front Aligning Torque Compliance Steer 3.50 °/kNm

Roll Steer (Solid Axle Only) 0.00 °/°

Roll Camber (Solid Axle Only) 0.00 °/°

Front Roll Center Height 50.0 mm

Roll Center Movement vs. Wheel Travel Ratio 1.50 -

Front Anti-Lift Angle 2.0 °

Front Anti-Dive Angle 5.0 °

Front Damper to Wheel Motion Ratio 0.80 -

VERIFY STEERING RATIO ! if Suspension not available select closest similar

Typical Suspension

Data NumbersDouble Wishbone Standard

FRONT SUSPENSION K&C DATA TOOL

Power Steering

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• Similar to the Geometric Suspension Characteristics DYNATUNE-XL R&H does allow to

integrate Compliant Suspension Characteristics aka Elasto-Kinematics:

1) Provide Toe & Camber “Flexibility” for Longitudinal, Lateral Contact Patch Force & Aligning

Torque.

2) If you do not have the all numbers available or if you are uncertain whether your numbers are

correct please do consult the incorporated Suspension K&C Data Tool for reference. Most

suspension types are included with typical values for the required data. In the README

section and especially on the DYNATUNE-XL FAQ webpage one can find substantially more

information on the topic of Suspension Compliance.

3) If you do not wish to include Suspension Compliance Characteristics please set all values to

0. In that case they will have no effect. Race Vehicles do typically have rather small suspension

compliance numbers.

4) If you do have DYNATUNE-XL SUSPENSION DESIGN MODULE at your disposal and did

design and optimize the Suspension Kinematics & Compliance Characteristics in there, it is

possible to export all relevant SDM Data and import them into the R&H MODULE.

STEP 6: LATERAL LOAD TRANSFER DISTRIBUTION

• Now that Suspension Geometric Characteristics – and in particular Front & Rear Roll Centre

Heights – have been defined, one can focus on defining the target Lateral Load Transfer

Distribution Percentage (LLTD %). Whilst the rather well-known Roll Couple Distribution is only

considering the so called “Elastic” Load Transfer - due to Spring & ARB only - the LLTD% does

also consider the Load Transfer which is induced via Suspension Links aka “Geometric” Load

Transfer and is thus the only correct metric for the evaluation of Mechanical Vehicle Balance:

1) Define Target Lateral Load Transfer Distribution Percentage and LLTD Bias in relation to the

CoG-X-Location. This usually requires to re-balance the effective ARB roll rates from STEP 4.

As a very basic rule of thumb (assuming similar tire sizes on both axles) one can say, that the

LLTD Bias should have the “opposite” sign and value wrt. to the 50/50 Weight Distribution.

Example: if the Weight Distribution is 53% Fwd, then the LLTD % should be around 47% Fwd

and LLT Bias should be consequently -3%. Likewise, if the Weight Distribution would be 47%

Fwd, the LLTD% should be around 53% and LLT Bias should consequently be +3%.

Front Suspension Compliances

Lateral Force Toe Compliance -0.010 U °/kN

Lateral Force Camber Compliance 0.100 U °/kN Actual Roll Steer

Brake Steer -0.030 U °/kN Actual Roll Camber

Acceleration Steer 0.000 N °/kN Inclination Angle Gain

Aligning Torque Compliance Steer 1.250 U °/kNm (Inclination Angle = Vertical Wheel Angle vs. Road)

Roll Motion

Linear Lateral Load Transfer Distribution 45.3 % front

Linear Roll Couple Distribution 58.54 % front TOTAL FR. & RR. ROLL RATE WITH TIRES

L.L.T. Bias 3.0 % rel. to CoG

Front Roll Stiffness w/ Tires

FRONT

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STEP 7: LINEAR UNDERSTEER GRADIENT & SIDE SLIP ANGLE GRADIENT

• After having defined most of the vehicle & suspension parameters the next important step will

be to set targets for the “Linear Understeer Gradient” UG & “Linear Side Slip Angle Gradient”

SSAG. Both parameters are Key (if not THE KEY) Vehicle Dynamics Metrics, which describe

in essence the natural Vehicle Balance AND how the driver does perceive the behaviour of the

front axle (UG) and the rear axle (SSAG) on the balance of the vehicle. Both Metrics are also

an objective measure for the inherent natural stability of a vehicle:

1) Define the Desired Value for the Linear Understeer Gradient.

If one is unfamiliar with the above terminology, please revert to Vehicle Dynamics Literature

and consult the corresponding UNDERSTEER BEHAVIOUR sheet, the README section in

the Workbook or read the extensive information on the DYNATUNE-XL FAQ webpage. The

Linear Understeer Gradient can vary form 0 °/g (or even negative) for racing cars up to above

5 °/g for a heavy truck. Please revert to the above-mentioned pages for the most commonly

recommended UG values for each vehicle type.

2) Define the Desired Value for the Linear Side Slip Angle Gradient.

If one is unfamiliar with the above terminology, please revert ot Vehicle Dynamics Literature

and consult the corresponding UNDERSTEER BEHAVIOUR sheet, the README section in

the Workbook or read the extensive information on the DYNATUNE-XL FAQ webpage. The

Linear Side Slip Angle Gradient can vary form 1 °/g for racing cars up to above 5 °/g for a typical

road car application. Please revert to the above-mentioned pages for the most commonly

recommended SSAG values for each vehicle type.

3) At this point it is worth mentioning that if a vehicle is showing an UG =< 0 °/g, the vehicle is

inherently unstable. This does mean that any disturbance in lateral direction would require an

action from the driver to counteract that disturbance. If the driver would not intervene the vehicle

would “spin” out of control all by itself. Such vehicles cannot be analysed with typically used

stability procedures like the “Frequency Sweep” or “Step Steer” Test.

STEP 8: TIRE CHARACTERISTICS

• With all-except-one data now being defined it is time to define the final and most complex

component, the Tire. As the Tire is THE major non-linear component in a vehicle system, it is

also the root causes for the complexity of (non-linear) vehicle dynamics simulations. Looking

back at the first picture of this document, one can see that the DYNATUNE-XL R&H MODULE

does use 2 different types of Tire Models. A simple “Base Tire” Model for all the Linear Stability

Investigations and an “Enhanced Tire” Model for all the Non-Linear High G-Lat Simulations:

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1) Define Front and Rear Tire Grip Coefficient. The Tire Grip Coefficient is probably the most

commonly known Key Tire Parameter, which does define the maximum lateral force a tire can

produce and thus effectively does also define the maximum lateral acceleration the vehicle can

achieve. The Nominal Tire Grip Value is usually defined at a so-called Reference Vertical Load,

which is typically close to the static corner weights of the vehicle. The Tire Grip Coefficient can

vary from 0.9 for an ordinary road tire to values up and well above 1.5 for a good racing tire.

At low vertical loads the Tire Grip value does behave in a linear manner but does change with

increasing vertical load increasingly non-linear (depending on the tire construction & rubber

compound). With increasing vertical load, usually the Grip Coefficient does decline. Typical

values are between 2% and 10% loss/gain per kN of Vertical Load change.

If these particular Tire Grip values are not available, please do consult the TIRE DATA TOOL

on the TIRE DATA sheet. For a selection of Tire Types, indicative Grip Value numbers are

recommended.

2) Next to the Tire Grip Coefficient another – less commonly known – Key Tire Parameter will

need defining: Tire Cornering Stiffness. Tire Cornering Stiffness does define the amount of

Tire Deformation - measured in degree of slip angle per g of lateral acceleration – which is

needed to provide a certain amount of lateral g. Typically, this value is measured/defined at low

lateral accelerations where the tires do behave more or less in a linear manner. Whereas the

Tire Grip Value does solely come into play at very high lateral accelerations, the Tire Cornering

Stiffness does majorly define and influence the whole lateral g operating range of the Vehicle.

In fact, the “Linear Understeer Gradient” UG & “Linear Side Slip Angle Gradient” SSAG are

quite dominantly affected by them.

Similar to the Tire Grip Value, Tire Cornering Stiffness is also dependent from vertical load. The

load dependency on a scale from 0% (no change) to 100% (1:1 change with vertical load) is

typically between 50% and 85%, very much depending on the tire application & construction.

If Tire Cornering Stiffness values are not available, please do consult the TIRE DATA TOOL

on the TIRE DATA sheet. Depending on the Tire Dimensions and Tire Types, indicative Grip

Value numbers are recommended. Extensive information on the topic of Tire Cornering

Stiffness can be found on the DYNATUNE-XL FAQ webpage.

Tire Grip Level Front Rear

Nominal Grip µ 1.52 - 1.58 -

Av. Fr. & Rr. Roll. Res. Coeff. 0.010 - 'Max. Actual µ-x & µ-y @ 0 g-lat

Rr. Tire Corn. Stiff. (Actual)

% Grip Loss/Gain per kN from Ref. Load * 5.00 %/kN

* Only Affecting Tire Forces due to Slip Angle

Select Tire

Width [mm]

Size

Rim ["]

Select Aspect Ratio

[%]

Select Tire Type

[-]

Aligning Torque

Stiffness [Nm/°]

Camber Thrust

[N/°]

Tire Grip

µ [-]

285 17 55 4000 4000 1735 60 66 75 1.1 209

225 20 25 4000 4000 1373 48 69 81 1.1 200

* Nominal Values for One Specific Reference Load (4kN)

TIRE DATA TOOL - CREATE YOUR OWN TIRE

High Performance

Tire

Load Dependancy

[%]

Vertical Stiffness

[N/mm]

Cornering

Stiffness [N/mm]

Enter Tire Data Reference Load

[N]

Selected Rear Tire out of Database

SELECT TIRE & RIM SIZE, ASPECT RATIO AND TIRE TYPE

FOR ESTIMATED TIRE CHARACTERISTICS *

Selected Front Tire out of Database

Copy Front & Reat Tire Data to Input CellsCopy Front Tire Data to Input Cells Copy Rear Tire Data to Input Cells

Front Tire Data

Cornering Stiffness (CS) 1700.0 N/° % CS & µ-y

Nominal Grip Coefficient µ @ 0° Camber 1.52 -

All Values @

Tire Reference Load

& Static Camber

Lateral / AT / Camber Stiffness Load Dependency 87.0 %

Aligning Torque Stiffness (AT) 100.0 Nm/°

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3) The 3rd important Tire Parameter is the Camber Thrust Rate. Camber Angle (negative) is an

important Suspension Setup Parameter, as it forces the tire to produce an “additional” lateral

force which is not induced by Slip Angle, but is a result of the more “tapered” tire cross-section

in the area of the contact patch forcing it to “roll” on a conic trajectory. This movement will create

a lateral force which is always pointing to the centreline of the vehicle. The Camber Thrust

Force does depend quite strongly on the side wall construction of the tire. The “tapered” shape

of the tire form does also support keeping a better overall tire contact patch form at high lateral

loads.

If Camber Thrust Rate Values are not available, please do consult the TIRE DATA TOOL on

the TIRE DATA Sheet for some generic recommendations. More information on Camber Thrust

Force can be found on the DYNATUNE-XL FAQ webpage.

4) The Tire Data Sheet does come with a Tire Data Map Plotting Tool. It is highly recommended

to use the tool and familiarize oneself with the various graphical tire data representations. On

the DYNATUNE-XL FAQ webpage is extensive information available on how to generate/fit tire

data suited to your requirements.

Camber Thrust Rate 200.0 N/°

% Growth of Loaded Radius w/ Speed 0.35 %/100kph

-3° Static Camber

-3° Static Camber

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

0 1 2 3 4 5 6

La

tera

l Gri

p µ

[-]

Slip Angle [ ]

Front Tire Grip Curves w/ Camber

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

0 1 2 3 4 5 6

La

tera

l Fo

rce

[N

]

Slip Angle [ ]

Front Tire Slip Angle / Force Map w/ Camber

0

200

400

600

800

1000

1200

1400

1600

1800

2000

0 1 2 3 4 5 6

Ca

mb

er

Th

rus

t F

orc

e [

N]

Camber Angle [ ]

Front Tire Camber Angle / Force Map

0

1000

2000

3000

4000

5000

6000

7000

0 1 2 3 4 5 6

La

tera

l Fo

rce

[N

]

Slip Angle [ ]

Front Tire Slip Angle / Force Map

825 1650 2500

3325 4150 5000

VerticalLoad [N]

0

50

100

150

200

250

0 1 2 3 4 5 6

Ali

gn

ing

To

rqu

e [

Nm

]

Slip Angle [ ]

Front Tire Slip Angle / Aligning Torque Map

0 Static Camber

0 Static Camber -3 Static Camber

-3 Static Camber

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STEP 9: VEHICLE DYNAMICS OPTIMIZATION

• After having entered all necessary input data one can start running the first full vehicle analysis,

focusing initially on maximizing lateral acceleration capability. It is highly recommended to set

the model up in the right starting conditions by using the START/INITIALISE Procedure on the

MASTER CONTROL sheet. This will make sure that any potential model condition from a

previous simulation is corrected. Verify if this “static” vehicle condition – where the vehicle is

running straight at the Reference Speed - is giving representing the desired setup condition.

1) The START/INITIALISE Procedure does calculate automatically a vast amount of KPI which

should be immediately checked prior to proceeding to more a complex analysis. Most of the

required Key Metrics described in the steps above are instantly available.

• Check Linear Roll Angle Gradient

If Roll Angle Gradient is not to expectation check the total ARB Rates and adjust them.

• Check UG @ 0 g

• Check SSAG @ 0 g

If UG or SSAG are not to expectation check Front Axle or Rear Axle Cornering Stiffness and

trace numbers back to Tire or Suspension Kinematics/Compliance Data. For more info on the

concept of AXLE Cornering stiffness please revert to Vehicle Dynamics Literature and/or read

the extensive info available on this topic on the DYNATUNE-XL FAQ webpage.

• Check Roll Couple Distribution

• Check Lateral Load Transfer Distribution

• Check Lateral Load Transfer Bias

If LLT BIAS is not to expectation check LLTD by verifying the Roll Couple Distribution (Front &

Rear Roll Rates) and/or Suspension Geometry (Front & Roll Centre Heights).

• Check Front & Rear Axle G-Lat Capability

When using the START/INITIALISE Procedure the calculated maximum Axle G-Lat Capability

is an ESTIMATION which can change significantly when running a FULL NON-LINEAR

Simulation. It is though a good indication of what to expect.

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• After running the START/INITIALISE Procedure the next logical step in the optimization

process will be to run the FULL NON-LINEAR Lateral Acceleration Procedure. It is highly

recommended to consult the README section and the DYNATUNE-XL FAQ webpage to learn

more about the various simulation features available in the tool. As the name of the Procedure

indicates it will start a full non-linear calculation considering all non-linearities in the model. One

can opt for a “Constant Velocity Sweep” or a “Constant Radius Sweep”. Our recommendation

is to use the “Constant Velocity Sweep”:

1) Verify and Compare the changes with respect to the START/INITIALISE Procedure. One can

see that the LLTD and LLT Bias have changed. Furthermore, the Maximum Lateral G

Capabilities of Front & Rear Axle have moved closer together due to the effect of all non-

linearities in the system. The Front Axle though is in this example still the limiting factor.

2) Analyse the UG & SSAG over the whole G-Lat operating range. In this particular example one

can see that the vehicle does remain very neutral until high lateral accelerations with a

significant increase in UG and SSAG at the very end indicating that the Vehicle is starting to

“slide” with significant increased perception of Understeer.

3) Check all the detailed results provided in the VEHICLE MODEL and UNDERSTEER

BEHAVIOUR sheets. With the information about Tire Operating Points, Suspension Kinematic

& Compliance numbers and detailed information about their contribution to the UG $ SSAG one

can get good directions which parameters need tuning.

4) If needed run a few iterations of the above-mentioned steps. Once a good Base Setup has

been achieved one can/should set/copy the actual model to a reference data set.

UNDERSTEER BUDGET 120.0 kph Constant Velocity Test

0 0.26855085 1.10023533

Characteristic Speed 287.16 kph 0.196692 0.2743445 1.14841123

Linear Roll Angle Gradient 0.26 °/g 0.3907644 0.28165311 1.19995577

0.5827517 0.2940597 1.26506102

Front AXLE Cornering Stiffness @ 0 g-lat 113008 N/rad 0.7746016 0.31039057 1.33980934

Rear AXLE Cornering Stiffness @ 0 g-lat 191640 N/rad 0.9673578 0.32898667 1.43755073

Understeer Gradient @ Wheel @ 0 g-lat 0.27 °/g 1.1628614 0.36512613 1.55981429

Side Slip Angle Gradient @ 0 g-lat 1.10 °/g 1.3631818 0.40590565 1.73849013

1.5697798 0.45583417 2.02669848 1000.0

Understeer (US) Gradient @ g 6.75 °/g 1.7873175 0.5629729 2.59713083

Sideslip Angle (SSA) Gradient @ g 7.97 °/g 2.0647923 6.37294384 7.89507394

1000.0

Imposed Fr. & Rr. SSA Limit [°/g]

(Max. Value during Cornering)

BUNDORF GENERIC CORNERING

COMPLIANCE DE-ACTIVATED

Imposed US Gradient Limit [°/g]

(Max. Value during Cornering)

2.06

2.060.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

0.0 0.5 1.0 1.5 2.0 2.5

Sid

e S

lip

& S

WA

[°

]

Lateral Acceleration [g]

Axle Slip Angle & Steering Wheel Angle

Front Axle Slip Angle

Rear Axle Slip Angle

Vehicle Side Slip Angle

Steering Wheel Angle / 10

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

0 0.5 1 1.5 2 2.5

Sid

e S

lip

An

gle

Gra

die

nt

[°/

g]

Lateral Acceleration [g]

Side Slip Angle Gradient

GENERIC(LINEARPREDICTION)

SPECIFICDATA POINT

FULL NON-LINEAR

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

0.0 0.5 1.0 1.5 2.0 2.5

Un

de

rste

er

Gra

die

nt

[°/g

]

Lateral Acceleration [g]

Understeer Gradient

GENERIC(LINEARPREDICTION)

SPECIFIC DATAPOINT

FULL NON-LINEAR

Note: When running a Full Non-Linear Sweep, the last data point is indicated by the "Specific Data Point" marker.

13

• The logical next step in Performance Optimization is running the LAPTIME SIMULATION

Procedure. This procedure will allow to investigate & judge the behaviour of the selected setup

under both lateral and longitudinal accelerations at various velocities on a virtual Race/Test

Track. Please do read all available information in the README section and/or the DYNATUNE-

XL FAQ webpage regarding specific tips & tricks.

1) The LAPTIME SIMULATION does not use directly the 7-DOF Vehicle Model but does use so-

called PERFORMANCE ENVELOPE MAPS (also known as G-G-V MAPS) which - as the latter

name does indicate - describe the maximum G-LAT, G-LONG the vehicle can achieve at

various Velocities. These Maps must be generated for each change in the Simulation Model by

running (automatically) a range of single events prior to running the actual virtual Laptime.

2) As the Laptime Simulation does not use the 7-DOF Model, effectively the the 3-Dimensional

Surface of the G-G-V Maps is constantly being interrogated focused on minimizing the required

time to cover the distance of the lap, making it a robust and straightforward procedure. In order

to make life easier, the tool does offer a LAPTIME SENSITIVITY STUDY Feature which does

allow to automatically change up to 20 different model parameters in order to analyse the effect

of each change on the Laptime, such allowing the user to potentially create a better new setup.

3) The LAPTIME SIMULATION itself does not offer any output results other than G-Long, G-Lat,

Velocity and Time & Distance. However, there is the possibility to create a Full Time-History

Results Data Set. If requested, all relevant G-G-V datapoints of the Laptime Simulation will be

fed into the 7-DOF Vehicle Model and the corresponding results will be automatically stored in

the LAP RESULTS Sheet. This procedure does allow a detailed analysis/comparison of setup

changes at specific points on the track.

Elapsed time for Selected Parameter Sensitivity Study 72.0 [min]

Approximate CPU Time for 1 Setup & Laptime Simulation 216.0 [s] 0

SENSITIVITY STUDY - TRACK FOCUSED Run Nr. Include RunDelta

ValueKeep Result Laptime [s]

Delta

Laptime [s]

Delta Laptime

[%]1

Reference Setup 1 Always 0 Always 114.648 0.000 0.000 0.000

Body Curb Mass Delta 2 TRUE -25 kg FALSE 113.496 -1.152 -1.004 -0.040 0

Overall Tire Grip µ Delta 3 TRUE 1.00% FALSE 113.986 -0.662 -0.578 -0.578 0

Overall Aero Lift & Drag Delta 4 TRUE 5.00% FALSE 113.772 -0.876 -0.764 -0.153 0

Aero Front Lift Delta 5 TRUE 5.00% FALSE 113.824 -0.823 -0.718 -0.144 0

Aero Rear Lift Delta 6 TRUE 5.00% FALSE 114.578 -0.070 -0.061 -0.012 0

Aero Drag Force Delta 7 TRUE 5.00% FALSE 114.655 0.008 0.007 0.001 0

Power Delta 8 TRUE 5.00% FALSE 114.456 -0.192 -0.167 -0.033 0

Spr. Mass CoG z-Height Delta 9 TRUE -25.00 mm FALSE 114.487 -0.160 -0.140 -0.006 0

Weight Distribution Delta 10 TRUE 1.00% %Fwd (+) FALSE 115.021 0.373 0.325 0.325 0

Front Wheel Rate Delta 11 TRUE 25.00% FALSE 114.509 -0.139 -0.121 -0.005 0

Front Roll Rate Delta 12 TRUE 25.00% FALSE 114.556 -0.091 -0.080 -0.003 0

Front RH Delta 13 TRUE -5 mm FALSE 113.580 -1.068 -0.931 -0.186 0

Rear Wheel Rate Delta 14 TRUE 25.00% FALSE 114.522 -0.126 -0.110 -0.004 0

Rear Roll Rate Delta 15 TRUE 25.00% FALSE 114.538 -0.110 -0.096 -0.004 0

Rear RH Delta 16 TRUE -5 mm FALSE 114.730 0.082 0.072 0.014 0

Front Static Toe Angle Delta 17 TRUE 0.25 ° FALSE 114.683 0.035 0.030 0.122 0

Front Static Camber Angle Delta 18 TRUE -0.5 ° FALSE 114.005 -0.642 -0.560 -1.121 0

Rear Static Toe Angle Delta 19 TRUE 0.25 ° FALSE 114.614 -0.034 -0.030 -0.118 0

Rear Static Camber Angle Delta 20 TRUE -0.25 ° FALSE 114.664 0.016 0.014 0.057 0

Percentage

Gain/Loss per

(Absolute) Unit

of Delta

Run 2

Run 3

Run 4

Run 5

Run 6

Run 7

Run 8

Run 9

Run 10

Run 11

Run 12

Run 13

Run 14

Run 15

Run 16

Run 17

Run 18

Run 19

Run 20

Keep 2

Keep 3

Keep 4

Keep 5

Keep 6

Keep 7

Keep 8

Keep 9

Keep 10

Keep 11

Keep 12

Keep 13

Keep 14

Keep 15

Keep 16

Keep 17

Keep 18

Keep 20

Keep 19

14

• Finally, after having optimized the Lateral-G Performance of the vehicle, it is considered good

practice to check the transient stability of the vehicle. As a matter of fact, these stability checks

should already be performed at the first START/INITIALISE Calculations in order to avoid

potentially unpleasant surprises later. The most commonly used simulation procedures for

Vehicle Stabiltiy Analysis are the FREQUENCY STEER TEST and the STEP STEER TEST.

At this point some important notes are to be made:

▪ FREQUENCY STEER & STEP STEER EVENTS are only available in the “EXPERT”

Version of DYNATUNE-XL R&H MODULE.

▪ FREQUENCY STEER & STEP STEER EVENTS are typical OEM Road Car Test &

Simulation Procedures and less often applied on Racing Cars.

▪ FREQUENCY STEER & STEP STEER EVENTS do only make sense on vehicles with

an UG > 0. In fact, it is not possible to use these tests on inherently instable vehicles.

The fact that many Race & Rallye cars come with an (almost) inherently instable setup

is one of the contributors to not frequently using this kind of analysis.

▪ The interpretation of the FREQUENCY STEER & STEP STEER EVENTS is rather

complex for the novice and even a seasoned race engineer can struggle with that.

▪ It is very strongly recommended to consult all results on the FREQUENCY STEER &

STEP STEER sheets. If unfamiliar with the topic do consult the DYNATUNE-XL FAQ

webpage and/or collect more information on the internet.

1) The FREQUENCY STEER Test is a method to analyse the vehicle STABILITY behaviour in

the Frequency Domain. It basically describes how quick and how much the vehicle does

respond when excited with a certain amount of STEERING WHEEL ANGLE input at a certain

frequency. Any peaks in the graph indicate the natural frequency of the vehicle for parameters

like Yaw Velocity or Lateral Acceleration. The graphical representations of the results are

typically shown in a HALF logarithmic scale (X-Axis only).

Although this type of analysis does require a certain amount of elevated understanding of

vehicle dynamics principles it is not impossible to give some general “rule of thumb” tuning

guide lines:

- One should aim (on the horizontal axis) for the peaks to occur at the highest possible frequency.

By doing so the vehicle provides sufficient responsiveness up to very quick steering inputs.

- One should aim (on the vertical axis) for the peak overshoots to be as low as possible. By doing

so the vehicle response – when excited at that natural frequency – is still moderate and

controllable for the driver.

- When looking at Phase Shift Angles (as they are displayed on the FREQUENCY STEER Sheet)

one should aim to keep them as low as possible. The lesser the shift in phase, the quicker the

reaction of the vehicle to the input.

Frequency @ Peak Hz Hz 4.00 Hz 4.60 Hz

Static Gain @ 0 Hz 1/s g/° 0.449 °/g 16.863 °/s/g

Dyn. Overshoot @ Peak % % 36.11% % 89.96% %

Delay Time @ 1 Hz ms ms 77.7 ms -22.5 ms

Yaw / G-LatG-Lat / SWAVeh. Slip Angle / SWA

GENERIC FREQUENCY STEER RESPONSE DATA @ G-Long = 0g

Yaw Velocity / SWA Veh. Slip Angle / G-Lat

0.00

0.050

0.00%

45.7ms

Hz

-

%

1.00

0.849

0.33%

23.3

0.00

0.023

0.00%

123.4

0.000

0.005

0.010

0.015

0.020

0.025

0 1 10

Gain

[-]

Frequency [Hz]

GAIN Vehicle Slip Angle / SWA

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0 1 10

Gain

[g

/°]

Frequency [Hz]

GAIN G-Lat / SWA

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0 1 10

Gain

[°/

g]

Frequency [Hz]

GAIN Vehicle Slip Angle / G-Lat

0

5

10

15

20

25

30

35

0 1 10

Gain

[°/

s/g

]

Frequency [Hz]

GAIN Yaw Velocity / G-Lat

0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0.80

0.90

0 1 10

Gain

[1/s

]

Frequency [Hz]

GAIN Yaw Velocity / SWA

15

- Aerodynamics can affect the results quite significantly (ref. aerodynamic high-speed instability)

and as such it is recommended to check the results for a range of velocities by using the

specially developed routine on the FREQUENCY STEER Sheet.

- The presented Metrics are the most commonly used metrics to evaluate the results of this test.

It is recommended to use those for evaluation in addition to the graphic representation.

2) The STEP STEER Test is a method to analyse the vehicle STABILITY behaviour in the Time

Domain. It basically describes how quick and how much the vehicle does respond when excited

with a certain amount of STEERING WHEEL ANGLE input. Maximum Amplitude/Overshoots

& Decay over time of the induced (lateral) oscillation of the vehicle are the most important

evaluation metrics.

- Like the previous test procedure also this specific type of analysis does require a certain amount

of understanding of vehicle dynamics principles. However, also in this case is it possible to

give some general “rule of thumb” tuning guide lines:

- One should aim (on the horizontal axis) for the peaks to occur as quickly as possible. By doing

so the vehicle demonstrates good responsiveness on a steering input.

- One should aim (on the vertical axis) for the peak overshoots to be as low as possible. By doing

so the vehicle response – when excited at that input – is moderate and the induced oscillation

will decay quicker resulting in earlier return of the vehicle into a stable trajectory.

- Aerodynamics can affect the results quite significantly (ref. aerodynamic high-speed instability)

and as such it is recommended to check the results for a range of velocities by using the

specially developed routine on the STEP STEER Sheet.

- The presented Metrics are the most commonly used metrics to evaluate the results of this test.

It is recommended to use those for evaluation in addition to the graphic representation.

STEP 10 DAMPER OPTIMIZATION

• In the last and final step the dampers will have to defined and optimized. As the “Handling”

section of the DYNATUNE-XL RIDE & HANDLING MODULE is functioning with a quasi-static

solving algorithm, damper forces do not affect the results. Hence ending up last on this list.

1) The first step in the damper optimization exercise is to set targets/analyse the numbers/charts

for Damping-Ratio – which is also known as Percentage Critical Damping on the DAMPER

TUNING sheet. In field of Damper Tuning, one should know and understand 2 particular values:

- 100%. A Damping-Ratio of 100% does mean that the vehicle is critically damped, which

does mean that it will not perform an oscillation after a vertical input but will move

(slowly) to its final position without any overshoot.

90% Response Time 44.0 ms 172.0 ms 140.0 ms

Peak Value 1.5 1/s 0.1 - 0.2 g/°

Time to reach Peak Value 108.0 ms 352.0 ms 316.0 ms

Dynamic Overshoot @ Peak 12.93% % 0.19% % 0.21% %

GENERIC STEP STEER RESPONSE DATA @ G-Long = 0g

Yaw Velocity Gain [1/s] Slip Angle Gain [-] G-Lat Gain [g/°]

-0.010

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.0 0.2 0.4 0.6 0.8 1.0 1.2

Sli

p A

ng

le G

ain

[-]

Time [s]

Vehicle Slip Angle / SWA

0.000

0.020

0.040

0.060

0.080

0.100

0.120

0.140

0.160

0.180

0.0 0.5 1.0 1.5

G-L

at

Gain

[g

/°]

Time [s]

G-Lat / SWA

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

0.0 0.2 0.4 0.6 0.8 1.0 1.2

Yaw

Velo

cit

y G

ain

[1/s

]

Time [s]

Yaw Velocity / SWA

16

- 70%. A Damping Ratio of 70% will allow the vehicle to do 1 positive overshoot and 1

negative undershoot (half-) oscillation relative to its final position after a vertical input.

2) The README section and DYNATUNE-XL FAQ webpage do provide a lot of information and

suggestions for Target Values for Damping Ratio and Typical Shapes of the above shown

curves. As a general rule of thumb, one can say that the range between 0 mm/s and 100 mm/s

vertical wheel speed does affect primarily the Body Control and the range above those speeds

affect does primarily affect Wheel Control.

• Next to the Classical Damping Ratio Charts, DYNATUNE-XL R&H MODULE does also offer an elementary transient (Linear Damping) RIDE FREQUENCY TEST and RIDE STEP TEST.

At this point corresponding notes to the ones in the handling section have to be made:

▪ RIDE FREQUENCY & RIDE STEP EVENTS are only available in the “EXPERT”

Version of DYNATUNE-XL R&H MODULE.

▪ RIDE FREQUENCY & RIDE STEP EVENTS are typically applied on 4-Poster

Hydraulic Rigs and are as Test & Simulation Procedures actually quite well known in

the world of Racing Cars.

▪ The interpretation of the RIDE FREQUENCY & RIDE STEP EVENTS is rather complex

for the novice and even a seasoned race engineer can struggle with the interpretation

of the charts.

▪ As the Ride Frequency operating range - with a range from 0 Hz to 30Hz – is

significantly larger than the Handling operating range, many additional Metrics have

been developed by the industry with a “somewhat more or less” empirical basis.

▪ It is very strongly recommended to consult all information on the README section and

on the DYNATUNE-XL FAQ webpage and/or collect more information on the internet

on the topic.

1) The RIDE FREQUENCY Test is a method to analyse the Vertical RIDE behaviour in the

Frequency Domain. It basically describes how quick and how much the vehicle does respond

when excited with a certain vertical ROAD input at a certain frequency. Any peaks in the graph

– which is called Transfer Function – does indicate the location natural frequency of the front

and rear Sprung Masses and/or Unspung Masses. Exciting modes are typically Bounce and

Pitch. The graphical representations of the results are typically shown in a FULL logarithmic

scale (X-Axis & Y-Axis).

17

As a general tuning recommendation, one can say that the peaks at the natural frequencies of

sprung & unsprung masses should be as low as possible and the transfer functions of especially

the unsprung masses should be as closely as possible to “1” over the whole operating range.

For vehicles with high aerodynamic loads (which are typically very sensitive to pitch angles) the

tuning usually is solely focused on optimizing the body transfer function.

2) The RIDE STEP Test is a method to analyse the Vertical RIDE behaviour in the Time Domain.

It basically describes how quick and how much the vehicle does respond when excited with a

certain vertical ROAD input. Maximum Amplitudes/Overshoots & Decay over time of the

induced (lateral) oscillation of the vehicle are the most important evaluation metrics.

Again, as a general recommendation one should aim for minimizing the Overshoots and reduce

the number of oscillations in the decaying phase. The indicated metrics on the picture are

commonly used in the world of ride development and provide goog tuning directions as such.

3) The special Ride Features in the DYNATUNE-XL R&H MODULE have been limited to Linear

Dampers. Especially for those who do want to deep dive into Damper Tuning DYNATUNE-XL

has specifically developed the SUSPENSION TUNING MODULE, which does also come with

a unique automatic damper creation and optimizing tool.

Click on picture to follow link to website

Body Dynamic Overshoot @ Peak Freq. 11.65 - Body Dynamic Overshoot @ Peak Freq. 3.71 -

Front Wheel Dyn. Load Indicator 0 - 20 Hz 16.60 - Rear Wheel Dyn. Load Indicator 0 - 20 Hz 8.06 -

Front Frequency Sweep Results Rear Frequency Sweep Results

Activate / Re-Calculate Ride Frequency

De-Activate Ride Frequency

0.1

1

10

0.1 1 10

Tra

ns

fer

Fu

nc

tio

n [

mm

/mm

]

Frequency [Hz]

Front Ride Frequency Transfer Function

Body to Road Wheel to Road

0.1

1

10

0.1 1 10

Tra

ns

fer

Fu

nc

tio

n [

mm

/mm

]

Frequency [Hz]

Rear Ride Frequency Transfer Function

Body to Road Wheel to Road

0.1

1

10

0.1 1 10

Tra

ns

fer

Fu

nc

tio

n [

mm

/mm

]

Frequency [Hz]

Ride Frequency Transfer Function

Front Body to Road Front Wheel to Road

Rear Body to Road Rear Wheel to Road

0.146 s 0.182 s

1.556 - Peak Overshoot 1.349 -

0.032 s Time to reach Peak Value 0.066 s

Front Body Rear Body

Time to 95% dampened oscillationTime to 95% dampened oscillation

Peak Overshoot

Time to reach Peak Value

Activate / Re-Calculate Ride Step

De-Activate Ride Step

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

0 0.1 0.2 0.3 0.4 0.5 0.6

Re

sp

on

se

Fu

nc

tio

n [

mm

/mm

]

Time [s]

Front Ride Step Input Response Function

Body To Road Wheel to Road

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

0 0.1 0.2 0.3 0.4 0.5 0.6

Re

sp

on

se

Fu

nc

tio

n [

mm

/mm

]

Time [s]

Rear Ride Step Input Response Function

Body To Road Wheel to Road

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

0 0.1 0.2 0.3 0.4 0.5 0.6

Re

sp

on

se

Fu

nc

tio

n [

mm

/mm

]

Time [s]

Ride Step Input Response Function

Front Body to Road Front Wheel to RoadRear Body to Road Rear Wheel to Road

18

DYNATUNE – XL

DYNATUNE-XL is the registered name of a suite of core skill MS EXCEL ® based Engineering and

Simulation Tools.

The DYNATUNE-XL Tool Suite does provide Professional Engineering Tools covering the most

Important Aspects of Vehicle Dynamics. All Tools aim to achieve a Maximum of Results with a Minimum

of Input Data allowing quick Setup Checks or - if wanted - more complex Generic Parameter Studies.

Being a fully MS EXCEL ® based Tool does significantly reduce the application threshold for many

engineers and technicians. MS Excel is available on most computers as part of MS OFFICE ® and

widely supported in business applications.

SOFTWARE REQUIREMENTS & LICENSE MANAGEMENT

Software requirements for RELEASE 8.0 are Full Versions (incl. latest updates) of MS EXCEL ® 2007,

2010, 2013, 2016 or 2019 or Office/365 with a MS Windows ® XP, Windows Vista, Windows 7

Starter, Windows 7, Windows 8 or 10 Operating System.

All Modules of DYNATUNE-XL come as a compiled executable (*.exe) binary file which will call MS

EXCEL® as a separate stand-alone instance. Source code is copyright protected and safe data

handling is guaranteed through secure binary files.

Standard Customer Licenses are typically valid for the use of the workbooks (and ALL user-saved

variants) on 1 computer and for 1 user only without a timing constraint.

The protection software does offer to the customer next to the security of encoded binary data handling

also - by means of a unique License Key Verification Procedure - a state–of-the-art data protection.

License support is available for the latest releases only and as there is no annual maintenance fee

existing clients with older product releases can acquire "upgrading" licenses to the latest version release

at special client rates.

Recommended minimum hardware configuration for the DYNATUNE-XL Tools are Intel Core i5/i7 CPU

(or similar) with 4GB Ram.

All Units in DYNATUNE-XL are SI.

DYNATUNE-XL STORE

B2C customers can acquire the various DYNATUNE-XL Modules online in our webstore:

http://www.dynatune-xl.com/store/c1/Featured_Products.html

B2B customers are kindly requested to contact us directly.

DYNATUNE-XL CONTACT

Website: www.dynatune-xl.com

Email: info@dynatune-xl.com