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Vehicle testing can refer to diagnosing faults at your local garage to full blown development testing in Formula 1. Testing generally refers to the evaluation of prototype vehicles by manufacturers to determine functionality & performance.

CAN-bus systems are now acknowledged as the automotive industry's standard format used to transmit information around vehicles;interconnecting the ECU's and Sensors which are vital to monitor and control all aspects of a modern vehicles systems. CAN is also used as the system-bus throughout our range of data acquisition units and sensors.Our data loggers also have the capability to link to the CAN-bus network on-board a vehicle to log and verify CAN-bus data "traffic".

Pitch 'n' Roll ..... Explained Vehicle pitch and roll angles can be determined by measuring the distance between three car-body points and the road or track surface. This process requires an exact knowledge of the geometric arrangement of the sensors. Calculation of Pitch and Roll is an iterative process. Therefore, it is not possible to calculate pitch and roll angle independently of each other. Error estimation shows the influence of the different measurement parameters on the results. The CORREVIT(r) Pitch and Roll System is designed to precisely determine the position of a vehicle relative to a road or track surface. This advanced measurement system incorporates three optical sensors mounted to a vehicle, each of which provides individual dynamic measurements of the distance between the vehicle and the road or track surface. Several sensor mounting configurations are possible, however it must be noted that each of these configurations requires distinct calculations to determine pitch and roll angles. This overview also provides an analysis of possible sources of error and indicates which of the measurement parameters will have the greatest influence on accuracy.

The common term of understeer / oversteer is really a measure of the SLIP ANGLE of a vehicle. Does the vehicle slip at the front or back or both? Have a look at the Slip Sensor in the product section.

MFDD - Mean Fully Developed Deceleration. There are a variety of ways to calculate deceleration using speed, distance and time formulae. The braking of a vehicle is greatly influenced by the initial braking system response to the pedal depression and the pitching of the vehicle,especially at low speed. The MFDD calculation starts at 80% of the start speed and stops at 10% of the start speed, this attempts to negate the effects mentioned above. Now some equations! The acceleration data may be calculated by different formula: 1/. a(v,t): (Ve - Va) / (Te - Ta): 2/. a(v,s):(Ve^2 - Va^2)/((Se - Sa) *2) 3/. a(s,t):2 * ((Se - Sa) / (Te - Ta)^2 - Va /(Te - Ta)) The MFDD (mean fully developed deceleration) is displayed only after deceleration tests. This value is calculated using the data between 80% and 10% of the start speed. You should enter the desired start and end speed (for example 100 and 0 km/h) in the test configuration. The test also works if it is started either by an external trigger or manually. The end speed should be set to 0. The formula of the MFDD-value is: a_mfdd: ABS (( v_01^2 - v_08^2 ) / (( s_01 - s_08 ) * )) with v_01 = 0.1 * (startSpeed-stopTrigger) if startSpeed > stopTrigger or 0.1 * (startSpeed) if stopTrigger > startSpeed v_08 = 0.8 * (startSpeed-stopTrigger) if startSpeed > stopTrigger or 0.8 * (startSpeed) if stopTrigger > startSpeed s_01 = distance in time of v_01 s_08 = distance in time of v_08 So now you know!

Data logging, or data acquisition to give it it's posh name, not only measures parameters from various sensors around the car, it also records the values,usually against time.

Data logging is purely the collection of data, although we see that there are two distinct areas: 1 - Time based data logging: this is normally used for long term data collection when vehicles are being monitored during extensive durability tests. The data can be gathered onboard and/or sent to a central base using GPRS connection. 2 - Specific data logging: this is where there is a defined start and stop condition to the test, brake and acceleration tests for example. The data logging is started on a pre-defined parameter such as speed or switch and is stopped on a different parameter e.g. brake tests from 100 kph to rest.

Roll angle 'g' is the angle between the transversal axis (y-axis) of the vehicle and the projection of that axis to the road. 'g' exhibits positive values when the vehicle rolls to the right, and exhibits negative values when the vehicle rolls to the left.

Pitch angle 'b' is the angle between the longitudinal axis (x-axis) of the vehicle and the projection of that axis to the road. 'b' is a positive value when the vehicle pitches forward, and a negative value when the vehicle pitches back.

The co-ordinate system for the test vehicle is defined in accordance with the DIN 70 000 standard. Each of the three co-ordinate axes (x, y and z) originate at the vehicle centre of gravity and coincide with the three main axes of inertia: The positive X-axis corresponds to the vehicle longitudinal axis, pointing forward. The positive Y-axis corresponds to the vehicle transversal axis, pointing left. The positive Z-axis corresponds to the vehicle vertical axis, pointing upward. Using your right hand,point your index finger forward (X-axis),your second finger at 90 degs (Y-axis) and your thumb up (Z-axis).

CORREVIT Principle is the operating principle behind the optical sensors that we supply. The principle was initially devised by the Leica company in Germany over 20 years ago and has been the basis of the Correvit sensors ever since.

The MicroSAT produces a data file (*.R1) which can be read in either MS History or the 2D 'Race' software. The MS History is a basic package allowing you to produce a latitude vs longtitude graph. The 2D 'Race' software for the microsat is a cut down version of the full racing analysis package, the software is free issue when you buy a microsat. The software will allow you to create track maps and analyse the GPS data that you logged.

By mounting a Datron/OXTS RT3000 GPS/INS system onto a rail vehicle which is then driven along the track(s) to be mapped. Data gathered from the RT3000's array of sensors is then used to provide a very accurate log of the position of the vehicle. When the data is extracted from the RT3000 system this positional information can be processed to produce a very accurate track map.

By using a Datron/OXTS RT3200 Vehicle Dynamics measuring system a full range of performance and ride parameters can be logged during a test run. Speed, acceleration and braking, plus roll, pitch and yaw parameters can be measured. This gives valuable feedback to design engineers involved in traction, braking and suspension systems design. The compact RT3200 can be fitted to a test vehicle in a matter of minutes. If an RT3200 is mounted in a powered rail vehicle and another in a non-powered, then a comparative study of the ride qualities of both can be made and the interactive effects studied.

. Very small size means ease of fitment to bikes . High channel count, logging capacity and fast sample rates . Isolated inputs allow use of existing bike sensors - saving money and setup time . Sensors and software developed for bike use - not modified from car or kart . Systems designed for future expansion - rather than forcing the purchase of new model

2D loggers are CAN capable and will record all data from most current ECU's so that all signals - motor and chassis - can be analysed with the same powerful 2D software. This is becoming the most economical and flexible package that allows teams to choose the best hardware available which can be carried over to another bike in the future.

Yes. We can offer a complete system WITH sensors and software from around £2400 which gives you the same quality hardware as the MotoGP and WSB teams. The software is exactly the same, just not so much of it. You can upgrade with additional functionality at extra cost when needed.

You get what you pay for. Although a cheap system appears to do everything you want to begin with, they quickly become useless as you get better - as many teams will tell you. Our systems are designed for race bike needs and the developments have followed riders feedback. The software is not the same as car/kart logging alternatives, the sample rates allowed are up to 800Hz (even the smallest logs at 400Hz!), the hardware design ensures fast set-up and the sensors are small and lightweight.

You could, however there are limitations. For example, the ECU's main task is to look after the engine and therefore is compromised for logging unless you opt for a really expensive unit, which would probably be too big for bikes. Most ECU loggers have small recording capacity, few spare channels, low sample rates and generally low resolution analogue inputs. For basic logging, the ECU solution is fine and you can still take advantage of 2D's analysing software and range of sensors, with the possibility to add more later - for more detailed analysing a dedicated logger is required. So why compromise your data logging? Start as you mean to go on by using the best available, it would work out cheaper in the long run as an added bonus!

Not true! It is possible to log data without ANY sensors by using the bike's own sensors - throttle, RPM, wheel speed etc. The easily configurable loggers and software allows any analogue, digital or CAN sensors/devices including ECU's to be connected and calibrated quickly and simply.

Not necessarily, the 2D equipment is a modular system which can be expanded at a later date.

Unless you use tyre warmers the only way is to ride along. Bearing in mind friction creates the heat, tyres can be encouraged to warm up faster by increasing the friction. So, you could run tyres at a slightly lower pressure, which would cause more deformation at the contact patch, and so create more friction. But this isn't practical for road use. You can cause the tyre to deform more under acceleration and braking because it carries a larger load. This also creates more slip at the contact patch because the tyres aren't just rolling along. So the quickest way to get heat into your tyres would be to ride along with the front brake dragging slightly, or to accelerate and brake heavily. This causes load at the front and rear contact patches, and more heat than simply riding along. In tests we've conducted with 2D non-contact temperature sensors, tyres take about 1.6-1.9 miles to reach a stable temperature with normal riding .

Funny Cars are a major category in US drag racing where quarter-mile passes of 4.8 secs and speeds of over 320mph are normal.This class grew out of the Factory Experimental (A/FX) racing in mid-1960's America where the Detroit car makers,seeing the marketing potential of the sport,built some wild machines with altered wheelbases,set-back engines and super light bodies which still resembled production cars.But they looked "real funny" compared to their production line cousins,hence the name. Todays Fuel Funny Cars have a full space frame chassis with a front-mounted "nitro" burning,supercharged engines producing in excess of 6,000 h.p. The driver sits right behind that "beast" of an engine,legs astride the transmission,making it one of the most dangerous places in motorsport;engine explosions being quite common.The whole machine is clothed in a thin,lightweight composite one-piece body which closely resembles a late-model US car.The bodies have many aerodynamic features with wings and spoilers playing an important part in the stability and traction of these "extreme machines".

In Drag Racing there is GAS (petrol),METHANOL (alcohol) and then FUEL (extreme power!). Fuel is an oxygen rich brew of Nitric Acid and Methanol (CH3NO2) which doesn't burn in the engine like petrol but explodes. A 500 c.i.(8 litre) supercharged engine burning methanol can produce about 2,500 to 3,000 h.p. A similar engine burning Fuel will produce twice that power BUT this makes the engine prone to exploding like a grenade when things go wrong;complete engines sometimes being reduced to just hunks of scrap metal in a split second. When everything works the results are spectacular !!!! U.S. Top Fuel cars are now recording times of 4.4 seconds at terminal speeds of almost 340mph for the quarter mile. As 2003 European Top Fuel Drivers Champion "Smax" Smith commented "It's like firing a gun and riding on the bullet".

Non-contact Doppler Radar sensors are available for temporary or permanent mounting on all types of railway rolling stock Loco's,EMU's,DMU's,etc.They work completely independantly of the wheels or drive systems.

Datron's GSS11 and GSS20 doppler radar sensors have a direction output signal which can be recorded to show the relative directional movement of the train.

Datron's Vericom VC4000 Brake Tester is ideal for this application.Using a precision internal clock and decelerometers the VC4000 accurately calculates deceleration,speed, distance and time.Installed in seconds,it records and displays results moments after the vehicle has stopped.It can be set up specifically for Tram and Light-Rail use.

GPS suffers from loss of signal when under bridges or tree cover and also when between buildings in towns and cities.To get good positional data an Inertial Navigation System such as Datron's OXTS RT INS/GPS system is required.This compact product is a single-box solution with a core IMU using laser gyros and accelerometers.The GPS signal is only used when it is good to help overcome the drift inherant in all INS systems.With prices starting from just £13,750 + VAT the RT units are ideal for all forms of survey work whether road,rail or aerial.

Yes,the Datron OXTS RT3000 system has a trigger input which can be integrated with the camera shutter operation and the exact global position recorded.

An excellent solution is to use an Inertial Navigation System with two GPS antennas.The Datron OXTS RT3003 is a survey proven system which incorporates a high accuracy Inertial Measurement Unit with two GPS antennas.Drift can be measured to correct the exact position data recorded.

Datron's Vericom Performance Testers have both Braking and Acceleration measurement modes.The Acceleration mode can be programmed to measure from zero to a speed or to a distance or to a time.It can also be set to record time and distance between pre-set speeds such as 30 to 50 mph.

Datron's Vericom Performance Tester can be used as On-Board Dynamometer.It is able to calculate a vehicles horsepower at the wheel(s)during acceleration.The all-up weight of the vehicle should be measured and then entered into the Vericom's Set-up.Max HP will be calculated and displayed.A horsepower curve can be plotted in the Profile software.

The Datron Vericom VC4000DAQ is a brake tester which has additional inputs so that data from pressure sensors can be simultaneously recorded alongside deceleration,stopping distance,test E.T and speeds.Data can be graphed to evaluate the air brake performance.

The Datron Vericom brake tester uses the unique RDP (Run Duration Protocol) in it's operating firmware.This ensures that the data is recorded from the braking point to zero speed in all tests.For more information on the RDP function please contact Datron.

The Datron Vericom Brake tester has a unique feature which enables the brake test to be done from a few mph above the desired speed.At the end of the test the on-board display will show the actual distance from the desired test speed as well as overall distance and speed from which the test was started.

We have a complete range of KIT systems available starting from £1950 plus the dreaded VAT. The system comes complete with Logger, Dash, Loom and Software. You can fit the kit very easily and will have a cut down version of the full blown WSB. Several of our customers are not computer people, you don't need to be !

GPS alone will not give you accurate slip angle as you cannot get the seperation required when using two antennae. The other significant problem with using GPS is that effectively you will measure the slip angle at the roof, not much use to chassis engineers ! The only way to really measure SLIP ANGLE correctly is to combine the GPS with an Inertial Navigation System, we have the answer. The RT range of systems will give you slip angles at all 4 wheels if you require it, in addition to the body slip angles. Give us a call and we will discuss your application with you.

A piece of equipment measuring only one axis will make assumptions (for example, that the vehicle did not yaw during a skid test, and the ground is completely uniform). The Vericom VC4000 makes use of accelerometers in three axes; this means that undulations in the road will be taken into account, as will yaw. This means that a skid test will be much more accurate under difficult conditions.