The tale of my journey into the reality of mechanical engineering and vehicle dynamics traces its origins to the year 1989, as I embarked on the final leg of my Mechanical Engineering Study at RWTH University in Aachen, Germany. Fueled by a burning passion for becoming an expert in vehicle dynamics, this chapter of my life was marked by a quest to understand the art of going around corners fast, a desire that had taken root ever since I obtained my driving license. With a vision of turning this passion into a lifelong pursuit, the plan seemed promising. Little did I know that this decision would shape my trajectory for the next 35 years, immersing me in the complexity of automotive engineering within an industry heavily dictated by cost constraints. Today, as I reflect on this journey, I can confidently affirm that it was indeed a well-crafted plan.
Throughout the years, my fascination with making vehicles navigate corners at exhilarating speeds has not faded. The automotive business, with its stringent cost controls, has been my professional playground, and I continue to relish every moment spent in this dynamic field. The famous words, "I love it when a plan comes together," resonate with me, capturing the essence of my enduring enthusiasm for the world of vehicle dynamics. As this journey unfolds, each twist and turn adds a layer to the story, a narrative fueled by a passion that remains undiminished. The quest to make things go around corners faster is not just a plan; it's a lifelong adventure that keeps evolving with each passing year.
The genesis of the DYNATUNE-XL Software Suite takes us back to the late 1980s, a period celebrated for its fantastic music but, perhaps, less renowned for the groundbreaking advancements in automotive suspensions and the intricate art of vehicle dynamics. The roots of DYNATUNE-XL lie in this era, shaped by the spirit of innovation and a passion for unraveling the mysteries of vehicle performance.
As the automotive world was making strides in various domains, I found myself immersed in the final stages of my mechanical engineering studies at RWTH University in Aachen, Germany. The desire to become an expert in vehicle dynamics was already deeply ingrained in my pursuits. It was during this time, characterized by the transition from the '80s to the '90s, that the foundation for what would eventually become DYNATUNE-XL was unwittingly laid.
The choice of a tabular-based simulation tool was not arbitrary; it was a response to the technological landscape of the time. The late '80s marked the advent of personal computers, with programs like Lotus 123 gaining popularity. This technological shift provided a fertile ground for innovation, and I seized the opportunity to explore the intersection of automotive dynamics and computational tools. In 1986, armed with a newfound tool called Lotus 123, I delved into the world of simulation by hacking equations for a bicycle model into a .WK1 sheet. This marked a significant leap from the VAX computer simulations to a more accessible platform - an IBM 6 MHz PC with an EGA Graphics Card. Little did I know that, in retrospect, this was the inception of the DYNATUNE (without XL) RIDE & HANDLING MODULE, albeit in an embryonic form. The subsequent evolution of computational tools, with Lotus 123 being quickly outpaced by MS EXCEL for MS WINDOWS around 1989, marked a pivotal moment. This transition served as the official birth year for the first infant version of DYNATUNE-XL RIDE & HANDLING MODULE, now housed in the familiar environment of MS EXCEL 2.0. The simplicity, versatility, and accessibility of MS EXCEL became the canvas upon which eventually the complete DYNATUNE-XL Software Suite would be crafted and refined over the years.
The trajectory of my academic journey took a significant turn at the end of 1991 when I graduated and embarked on a PhD. at RWTH Aachen. This phase marked the introduction to a cutting-edge software, ADAMS, in the realm of Vehicle Dynamics. The year was 1991, and the software version was 4.2.1, a precursor to the sophisticated tools we have today. ADAMS, short for Automated Dynamic Analysis of Mechanical Systems, a Multi-Body Analysis Software that held immense promise for advancing simulation capabilities. As part of my doctoral research, I found myself immersed in a simulation project for an original equipment manufacturer (OEM) specializing in heavy trucks. The challenge was to simulate the complex dynamics of an 10-wheeler, requiring the development of specialized subroutines tailored to the nuances of ADAMS. In those pioneering days, ADAMS/VIEW 1.0 and ADAMS/TIRE 1.0 were the go-to versions, representing the dawn of a new era in simulation technology. The capabilities of this software were groundbreaking, offering unparalleled insights into the complex interactions of mechanical systems. However, this transformative power came at a cos, not just in terms of software licensing fees but also the considerable time investment required to master, operate, and enhance the software.
For someone with a fervent passion for vehicles, a Petrol Head at heart, delving into the labyrinth of software subroutines was not the ideal path. Nevertheless, my journey took an unexpected turn when my proficiency in ADAMS caught the attention of an OEM located near Aachen. In a fortuitous twist, I was headhunted from what could have been a seemingly mundane university career into a role where I would become an full blown ADAMS expert. Becoming such an ADAMS expert was both a stroke of luck and a testament to the adaptability required in the dynamic landscape of automotive engineering. Despite the initial reluctance to veer away from the hands-on, visceral aspects of vehicle dynamics, the expertise gained in ADAMS opened new doors and set the stage for the subsequent chapters of my professional journey. Little did I know that this diversion into software intricacies would become a pivotal point, laying the groundwork for future endeavors in the automotive industry.
My plunge into the real-world industrial landscape commenced in 1994 when I joined the Advanced Vehicle Concept Department at FORD Motor Company in Cologne. Positioned within the Chassis & Dynamics section, I found myself immersed in the first order principles of crafting a car from scratch, a process that unfolded on a white canvas, or more accurately, a black screen. My initiation into this domain kicked off with a project that, at first glance, might not have seemed tailor-made for a fervent Petrol Head like myself, the layout of the still currently available Ford Transit. Yet, as chance would have it, this seemingly unassuming vehicle emerged as a fascinating subject, especially when viewed through the lens of vehicle dynamics. The Ford Transit, with its diverse array of more than 400 variants, presented a dynamic playground for testing and optimization.
In those formative years, the pinnacle of simulation technology was ADAMS - the crème de la crème of software in the automotive reality. However, the challenge lay in the early stages of concept creation, where delving into the intricacies of detailed ADAMS models proved time-consuming and inefficient for superficial trade-off studies. This era also witnessed the emergence of various software tools for so called Parametric Models and Design of Experiments (DOE) statistical procedures, ushering in a new wave of possibilities. Amid this technological landscape, a pivotal "Hang On Here" and "What If?" moment took root, an epiphany that questioned the conventional approach. Could we not harness the power of MS EXCEL for some aspects of this process? Wasn't it more efficient to craft a Parametric Model directly in MS EXCEL rather than fashioning a simplified version in complex software like ADAMS and then porting the results back into MS EXCEL? Driven by this realization, I excavated my old EXCEL sheets, using them secretly as the foundation for quick initial trade-off studies. This "clandestine" tool became particularly instrumental in setting initial program targets, especially during the early stages when comprehensive data was scant, rendering sophisticated tools like ADAMS less accurate. The development stage, characterized by uncertainties and the absence of detailed data, favored a simpler tool, a void that my growing collection of MS EXCEL sheets eagerly filled. As engineering programs advanced and data became more detailed, the need for a deep dive analysis was undeniable, and ADAMS reclaimed its role in thorough exploration. Nevertheless, the symbiotic evolution of both ADAMS and MS EXCEL continued, with the latter enhancing its functions and possibilities. Meanwhile, my sheets continued to burgeon alongside these advancements.
Looking back, those were the days when Ford, fueled by the merger of virtual power from ADAMS and the evolving capabilities of MS EXCEL, crafted some remarkable driver's cars. This convergence of technology and innovation laid the groundwork for my continued exploration of the intersection between simulation tools and practical engineering, an exploration that would ultimately pave the way for the genesis of DYNATUNE-XL RIDE & HANDLING MODULE as we know it now.
The year 1996 marked a truly joyful moment in my life, a culmination of many years of hard study & work and a realization of a lifelong dream. I found myself standing at the threshold of owning what I deemed the incarnation of true sports cars, the Donkervoort D8 Zetec Sport. A brief retrospection brings me to the year 1990, a time when the German Wall had recently fallen, ushering in a new era. However, the aftermath meant a significant redirection of financial resources from the German Educational System and companies toward the ex-GDR. Faced with a shortage of exciting topics for my thesis, my determination to delve into the world of sports cars remained unwavering. In pursuit of this passion, I penned a letter to Mr. Joop Donkervoort - founder and owner of the only existing Sports Car Manufacturing in the Netherlands - laying out my ambitious idea for a thesis. In that mission, I sought not only his endorsement but also a unique proposition: I requested the loan of a Donkervoort Test Car for six months and financial support to construct and utilize the necessary test rigs to measure his car comprehensively.
The ensuing interview became a platform to elaborate on the details of my proposal, where, how, and what I intended to investigate. Fortunately, I was able to convey my enthusiasm and determination, convincing Mr. Donkervoort to support my endeavor. The outcome was not only getting that test car and the necessary funding but it also meant the fulfillment of my academic pursuits, leading eventually to my graduation as a mechanical engineer. Moreover, this collaboration provided me with the opportunity to propose improvements to the Donkervoort factory.
A few years down the road, in 1996, the fruition of this collaboration and my dedication materialized in the acquisition of my own Donkervoort D8 Zetec Sport. With the car now in my possession, my innate desire to enhance its performance and capabilities took center stage. Consequently, my toolkit evolved, with many of the "user-tools" now being integral to various modules in DYNATUNE-XL Software Suite, finding their roots in those days of hands-on improvement and experimentation. Reflecting on this period, the limitations at the university in 1990 spurred me to innovate further. Faced with a lack of access to a K&C rig or a sophisticated kinematics program, I took matters into my own hands. In 1990 and 1991, I crafted a Suspension Kinematics Program in Fortran and Turbo Pascal. This bespoke program could calculate all conceivable geometries, embodying my commitment to pushing the boundaries of understanding suspension design and improving vehicle dynamics. Thus, the confluence of academic curiosity, a persistent passion for sports cars, and the pursuit of innovation laid the groundwork for the evolution of another one of my tools and became the founding concept for the years later to be developed DYNATUNE-XL SUSPENSION DESIGN MODULE.
And then, finally in the pivotal year of 1997, I found myself realizing my own Petrol Head dream—assuming the role of a resident engineer for Chassis & Dynamics at the Stewart Ford F1 team in Milton Keynes, United Kingdom. Entrusted with the mantle of overseeing all virtual and real-world developments in the Chassis & Dynamics Department, this marked one of the most significant juncture in my professional life. My reputation as a specialist in ADAMS had not gone unnoticed, prompting FORD to contemplate the idea of deploying someone with my expertise into the realm of their sponsored Formula 1 Team, the Stewart Grand Prix (SGP). Being at the forefront of technology F1 teams invested in those days heavily in virtual analysis and thus provided the ideal canvas for my endeavors. Hence, armed with the status of a known ADAMS specialist, I embarked on introducing state-of-the-art Multi-Body-Analysis tools to the Design Office in Milton Keynes. Formula 1, however, demanded tools of extraordinary swiftness. Development timelines were akin to precious commodities, and the luxury of time for conceptual studies was a fleeting 4-6 weeks. Moreover, at trackside events, the window for theoretical analysis further dwindled. Compounding the challenge, the era of ADAMS running on PCs or laptops had not yet dawned. Undeterred, we devised an ingenious solution back at the factory and within FORD, a colossal undertaking of Design of Experiment Studies (DOE's). These studies, housing the results of thousands of ADAMS calculations, found a symbiotic relationship with MS EXCEL. The marriage of these DOE sheets with my existing DYNATUNE-XL R&H sheets charged them with increasing complexity and refinement. Unbeknownst to my peers, my DYNATUNE-XL R&H sheets evolved behind the scenes, incorporating new suspension types, aerodynamic tables, and insights gleaned from the study of slick tires. These tools allowed me to swiftly discern the viability of ideas, separating the wheat from the chaff, as it were.
A silent partner in our analytical endeavors, MS EXCEL '97 emerged as a cornerstone in propelling our capabilities forward. The unspoken hero facilitating the synthesis of complex calculations and real-world insights, it played a pivotal role in our pursuit of excellence. Though I kept my DYNATUNE-XL sheets under wraps, their impact on raising the analytical bar in Formula 1 was undeniable. Stewart Grand Prix, with its arsenal of analytical tools, stood tall on the F1 stage, and I am inclined to believe that our contributions played a pivotal role in its commendable performance. As I reflect on those days, a sense of gratitude permeates my recollections, a nod to the tremendous leap forward afforded by MS EXCEL '97 and the unspoken resilience of my covert DYNATUNE-XL R&H sheets.
After an immersive span of over four years in the fast-paced world of Formula 1, my parent company deemed it necessary for my return to the automotive reality. This marked a juncture where I found myself ascending to the role of a "Technical Specialist" for Vehicle Dynamics. A chapter outside the confines of the racing circuits, yet no less intriguing. One of my initial assignments in this new capacity was to shoulder the responsibility for the handling dynamics of the Mark I Focus RS. Situated at the culmination of the product cycle of the CW170 platform, this endeavor presented a treasure trove of data awaiting exploration. My task entailed the development and definition of key vehicle dynamics metrics, a blueprint designed to objectively encapsulate the nuanced behavior of the car. As a Technical Specialist, the mantle of scrutinizing and defining metrics extended across a spectrum of cars. However, being an unabashed Petrol Head, my affinity for the RS inevitably colored the analytical process. The RS, with its audacious mandate to set new standards for a front-wheel-driven car, demanded attention. It sought to rival the performance of revered counterparts like the 4WD Subaru Impreza STi or Mitsubishi Lancer Evo, thereby elevating the bar and ensuring that we, the engineers, remained tenaciously focused. Those were the days when we delved into crafting the maiden prototypes of the patented "RevoKnuckle" Front Suspension for the Focus RS Mark II. A narrative that, while another lengthy tale, underscored the relentless pursuit of innovation and performance excellence in the automotive engineering reality of those days.
As the automotive landscape evolved, and data logging systems leaned towards MATLAB for post-processing - an arena I wasn't particularly inclined towards - an intriguing thought surfaced. Another "Hang On Here" and "What If" moment prompted the expansion of my repertoire of sheets. These sheets weren't mere abstract constructs; they were meticulously crafted tools that could stand the scrutiny of real-world data. Simultaneously, a realization dawned—many development engineers yearned for a tool aligning with their thought processes and ideas. Not every development engineer moonlights as a software virtuoso, and the prospect of grappling with tools like ADAMS or MATLAB wasn't always appealing. Enter MS Excel, the perennial favorite of engineers. This revelation led to a fervent interest in the series of development sheets I had been cultivating. Naturally, engineers eagerly delved into these sheets, appreciating the seamless integration with their preferred platform. In the spirit of collaboration and fostering progress, I liberally distributed a pair of sheets to the development engineer of the Focus RS Mark I, free of charge. A small contribution to the collective pursuit of automotive excellence. Simultaneously, my professional journey ventured into captivating arenas, the reality of WRC Rallying and German Touring Cars. These environments served as fertile grounds for knowledge enhancement.
Stepping into roles of increasing responsibility, first as a supervisor in Ford's Advanced Racing Department and later in Ford's Advanced Chassis Research, my reservoir of vehicle dynamics knowledge swelled. Concurrently, the suite of sheets I had meticulously curated continued to burgeon, a testament to the symbiotic relationship between experience and practical tools.
In 2004, another pivotal chapter unfolded in my career when I ascended to the role of "Manager." The trajectory of my professional journey led me away from the familiar halls of Ford Motor Company Cologne to the hallowed grounds of Ferrari in Maranello. The designation bestowed upon me was "Vehicle Integration Manager," a role that heralded a paradigm shift in responsibilities. With this new position came an inevitable reduction in the time available for delving into the depths of Vehicle Dynamics. While this shift was a concession, it was not unwelcome. Having traversed the realms of chassis engineering, from overseeing the dynamics of a 40-ton truck to fine-tuning the nuances of an F1 car, I felt a sense of contentment. There was a wealth of unexplored new worlds awaiting my attention, beckoning with the promise of novel insights. As a result, my once-active collection of vehicle dynamics sheets metamorphosed into a repository of dormant files, relegated to the dusty corners of a hard disk. It seemed, at that juncture, that MS EXCEL might no longer be a primary tool in my professional repertoire. The once-vibrant sheets lay undisturbed, frozen in time.
After several years - meanwhile growing into the role of "A Bigger Manager" for Vehicle Engineering at Maserati - a unique opportunity presented itself: an opportunity to establish a small department dedicated to virtual analysis. The team consisted of young, enthusiastic engineers, brimming with potential but lacking in extensive experience. Their mandate was clear: deliver the best possible handling car swiftly, navigating the constraints of limited time and resources. It was a familiar scenario, and once again, the reflexive "Hang On Here" and "What If" mindset kicked in.
In this moment of reflection, my mind wandered to a trove of dusty sheets, buried on a forgotten hard drive. These were artifacts from a bygone era, fragments of knowledge that perhaps only I could decipher at this point. The decision was made to resurrect these sheets, loading them onto my computer for a closer inspection. As I revisited each sheet, a twofold mission emerged: a) make them more accessible to the uninitiated, providing clarity for novices, and b) amalgamate these disparate sheets into a unified workbook. The goal was clear—to distill years of acquired wisdom into a format that young, eager, yet less experienced engineers could grasp, value, and, most importantly, seamlessly apply to their work. Each sheet underwent meticulous scrutiny, with the overarching aim of weaving them into a cohesive narrative within a single workbook.
Fortune smiled upon DYNATUNE-XL R&H in 2009 when I assumed the role of a " A Really Big Manager" at Fiat—donned the mantle of Vehicle Validation Manager for all FGA-produced European Cars. With a sprawling team of over 300 individuals under my aegis, my days were bustling with activities befitting the stature of such a responsibility. Yet, life on weekdays, spent in the confines of a Turin hotel, afforded me a surplus of time that could either be squandered on the flickering allure of Italian television or invested in a more purposeful pursuit. It was during these moments of solitude that the idea to shape the DYNATUNE-XL Software Suite as we now recognize it began to germinate. Viewed solely as a personal hobby, I dedicated a substantial portion of three years to craft DYNATUNE-XL Sheets into an accessible Suite of Tools. The guiding principle was to maintain an unwavering commitment to the MS EXCEL platform, adhering strictly to the essentials. There was no lofty ambition to position DYNATUNE-XL as a wholesale replacement for existing tools, each possessing its distinct and justified niche. Instead, the aspiration was to approach the zenith of functionality with a judicious application of simplicity, a philosophy echoing the words of the legendary Colin Chapman: "Simplify, and then add lightness.
DYNATUNE-XL has been an integral part of my professional and personal life for over 35 years. The persistent commitment to simplicity and adherence to fundamentals has shaped DYNATUNE-XL into what it is today, an advanced yet straightforward tool-set which ensures that the foundational driving experience of your car is precisely tuned, whether it's designed for normal roads, rallying, or racing on a circuit. That summarizes the essence of DYNATUNE-XL.
After my mother had urged me in 2012 to finally clean up my "own" room in our parental house, I dusted off my 16MHz AT386SX desktop computer, a relic from the past. With a touch of curiosity, I revived this piece of computing history, breathing life into Windows 2.1. Amidst rediscovering vintage games, I stumbled upon the original Fortran and Turbo Pascal source code of my original 1989 Suspension Kinematics Program, aged more than two decades. This rekindled a familiar question: "What if this tool could exist in MS EXCEL?"
Armed with the source code stored on 3.5" floppy disks, I embarked on crafting the DYNATUNE SUSPENSION DESIGN MODEL (SDM). As the "calculation engine" took shape, I incorporated features absent in the sophisticated tools I had encountered before. DYNATUNE-XL SDM for MS EXCEL emerged, envisioned as a universal suspension tool catering to engineers, amateur racers, tuning enthusiasts, and professional formula teams. The "BASE" version swiftly paved the way for the "RACE" Version, introducing Push-Rod & Rocker geometries. Initially contemplating closure, I embraced the final challenge to integrate a "simple yet efficient" method for calculating suspension compliance characteristics. The result was the "PRO" and "EXPERT" Versions of the Suspension Design Module, unveiled in early 2015 and commercially available by March 2015, marking the completion of the 360° development loop.
Between 2012 and 2015, many new challenges presented themselves, particularly in developing this website and commercializing the DYNATUNE-XL Software Modules to a broader audience. The initial response was remarkably positive, and DYNATUNE-XL started carving its own niche in the automotive world, appealing to privateers, race teams, and enthusiasts alike. Engaging with users has been a constant source of joy, with their requests and encouragement fueling the ongoing enhancement of existing modules and the creation of new ones.
In this period, my professional endeavors and personal interest in car tuning converged to give birth to three additional modules. Among them, the DYNATUNE-XL SUSPENSION TUNING MODULE (STM) emerged as the most intricate yet rewarding. Drawing on my extensive experience in racing, including my role as Engineering Director of a Formula E Team, damper tuning became a focal point for the next addition to the DYNATUNE-XL Software Suite. Spending considerable time in hotels and benefiting from the team's substantial investment in damper tuning know-how through rigorous rig and track tests, I developed a state-of-the-art RIDE Model, validated with a wealth of data. Since its initial release in 2016, the DYNATUNE-XL SUSPENSION TUNING MODULE has garnered acclaim for its functionality and efficiency from a growing user base.
The last two modules, the DYNATUNE-XL BRAKE-SYSTEM DESIGN MODULE (BDM) and DRIVE-LINE DESIGN MODULE (DDM), drew inspiration from my personal hobby of modifying my sports car and numerous requests, especially from privateers engaged in building their own vehicles.
The goal of the DYNATUNE-XL BDM was to provide a tool for designing a performance upgrade in the braking system. Since plug-and-play aftermarket disc and caliper sets were not readily available, I wanted the ability to lay out a new base brake system for my car by selecting different rotor sizes, brake calipers, and master cylinders. The results were so compelling that I decided to share this gem with the user community, especially for those who wish to mix and match existing brake system components into an optimally performing system.
The inception of the DYNATUNE-XL DDM originated from my desire to implement a new "supercharged" engine with a different torque/rev map into my sports car. This naturally led to a need for different gear ratios to achieve optimal acceleration performance. While developing the tool-set, my role as Engineering Director of a Formula E Team inspired the incorporation of features specific to electric vehicle (EV) power-trains. Consequently, DYNATUNE-XL DDM has played a crucial role in the concept design of several, albeit unnamed, EV Hyper-Car projects with which I have been involved in recent years.
Drawing the curtain on this 35-year odyssey, I wish to express my gratitude to all my (ex-)colleagues, friends, and peers and users. Throughout these years, your generosity in providing comments, critiques, invaluable hints, tricks, ideas, inspirations, pieces of software code, and suggestions on software enhancements has been instrumental. A heartfelt thank you also extends to the dedicated beta testers who invested their valuable time in rigorously testing the software, shaping the DYNATUNE-XL Software Suite into the intuitive and robust set of tools it is now.
I dedicate this work to my beloved mother, whose support has been a constant source of inspiration and encouragement.
Thank You !
Paul Fickers
Experience is the sum of all mistakes, Expertise is the sum of all successes !
http://www.linkedin.com/in/paulfickers
Throughout the years, my fascination with making vehicles navigate corners at exhilarating speeds has not faded. The automotive business, with its stringent cost controls, has been my professional playground, and I continue to relish every moment spent in this dynamic field. The famous words, "I love it when a plan comes together," resonate with me, capturing the essence of my enduring enthusiasm for the world of vehicle dynamics. As this journey unfolds, each twist and turn adds a layer to the story, a narrative fueled by a passion that remains undiminished. The quest to make things go around corners faster is not just a plan; it's a lifelong adventure that keeps evolving with each passing year.
The genesis of the DYNATUNE-XL Software Suite takes us back to the late 1980s, a period celebrated for its fantastic music but, perhaps, less renowned for the groundbreaking advancements in automotive suspensions and the intricate art of vehicle dynamics. The roots of DYNATUNE-XL lie in this era, shaped by the spirit of innovation and a passion for unraveling the mysteries of vehicle performance.
As the automotive world was making strides in various domains, I found myself immersed in the final stages of my mechanical engineering studies at RWTH University in Aachen, Germany. The desire to become an expert in vehicle dynamics was already deeply ingrained in my pursuits. It was during this time, characterized by the transition from the '80s to the '90s, that the foundation for what would eventually become DYNATUNE-XL was unwittingly laid.
The choice of a tabular-based simulation tool was not arbitrary; it was a response to the technological landscape of the time. The late '80s marked the advent of personal computers, with programs like Lotus 123 gaining popularity. This technological shift provided a fertile ground for innovation, and I seized the opportunity to explore the intersection of automotive dynamics and computational tools. In 1986, armed with a newfound tool called Lotus 123, I delved into the world of simulation by hacking equations for a bicycle model into a .WK1 sheet. This marked a significant leap from the VAX computer simulations to a more accessible platform - an IBM 6 MHz PC with an EGA Graphics Card. Little did I know that, in retrospect, this was the inception of the DYNATUNE (without XL) RIDE & HANDLING MODULE, albeit in an embryonic form. The subsequent evolution of computational tools, with Lotus 123 being quickly outpaced by MS EXCEL for MS WINDOWS around 1989, marked a pivotal moment. This transition served as the official birth year for the first infant version of DYNATUNE-XL RIDE & HANDLING MODULE, now housed in the familiar environment of MS EXCEL 2.0. The simplicity, versatility, and accessibility of MS EXCEL became the canvas upon which eventually the complete DYNATUNE-XL Software Suite would be crafted and refined over the years.
The trajectory of my academic journey took a significant turn at the end of 1991 when I graduated and embarked on a PhD. at RWTH Aachen. This phase marked the introduction to a cutting-edge software, ADAMS, in the realm of Vehicle Dynamics. The year was 1991, and the software version was 4.2.1, a precursor to the sophisticated tools we have today. ADAMS, short for Automated Dynamic Analysis of Mechanical Systems, a Multi-Body Analysis Software that held immense promise for advancing simulation capabilities. As part of my doctoral research, I found myself immersed in a simulation project for an original equipment manufacturer (OEM) specializing in heavy trucks. The challenge was to simulate the complex dynamics of an 10-wheeler, requiring the development of specialized subroutines tailored to the nuances of ADAMS. In those pioneering days, ADAMS/VIEW 1.0 and ADAMS/TIRE 1.0 were the go-to versions, representing the dawn of a new era in simulation technology. The capabilities of this software were groundbreaking, offering unparalleled insights into the complex interactions of mechanical systems. However, this transformative power came at a cos, not just in terms of software licensing fees but also the considerable time investment required to master, operate, and enhance the software.
For someone with a fervent passion for vehicles, a Petrol Head at heart, delving into the labyrinth of software subroutines was not the ideal path. Nevertheless, my journey took an unexpected turn when my proficiency in ADAMS caught the attention of an OEM located near Aachen. In a fortuitous twist, I was headhunted from what could have been a seemingly mundane university career into a role where I would become an full blown ADAMS expert. Becoming such an ADAMS expert was both a stroke of luck and a testament to the adaptability required in the dynamic landscape of automotive engineering. Despite the initial reluctance to veer away from the hands-on, visceral aspects of vehicle dynamics, the expertise gained in ADAMS opened new doors and set the stage for the subsequent chapters of my professional journey. Little did I know that this diversion into software intricacies would become a pivotal point, laying the groundwork for future endeavors in the automotive industry.
My plunge into the real-world industrial landscape commenced in 1994 when I joined the Advanced Vehicle Concept Department at FORD Motor Company in Cologne. Positioned within the Chassis & Dynamics section, I found myself immersed in the first order principles of crafting a car from scratch, a process that unfolded on a white canvas, or more accurately, a black screen. My initiation into this domain kicked off with a project that, at first glance, might not have seemed tailor-made for a fervent Petrol Head like myself, the layout of the still currently available Ford Transit. Yet, as chance would have it, this seemingly unassuming vehicle emerged as a fascinating subject, especially when viewed through the lens of vehicle dynamics. The Ford Transit, with its diverse array of more than 400 variants, presented a dynamic playground for testing and optimization.
In those formative years, the pinnacle of simulation technology was ADAMS - the crème de la crème of software in the automotive reality. However, the challenge lay in the early stages of concept creation, where delving into the intricacies of detailed ADAMS models proved time-consuming and inefficient for superficial trade-off studies. This era also witnessed the emergence of various software tools for so called Parametric Models and Design of Experiments (DOE) statistical procedures, ushering in a new wave of possibilities. Amid this technological landscape, a pivotal "Hang On Here" and "What If?" moment took root, an epiphany that questioned the conventional approach. Could we not harness the power of MS EXCEL for some aspects of this process? Wasn't it more efficient to craft a Parametric Model directly in MS EXCEL rather than fashioning a simplified version in complex software like ADAMS and then porting the results back into MS EXCEL? Driven by this realization, I excavated my old EXCEL sheets, using them secretly as the foundation for quick initial trade-off studies. This "clandestine" tool became particularly instrumental in setting initial program targets, especially during the early stages when comprehensive data was scant, rendering sophisticated tools like ADAMS less accurate. The development stage, characterized by uncertainties and the absence of detailed data, favored a simpler tool, a void that my growing collection of MS EXCEL sheets eagerly filled. As engineering programs advanced and data became more detailed, the need for a deep dive analysis was undeniable, and ADAMS reclaimed its role in thorough exploration. Nevertheless, the symbiotic evolution of both ADAMS and MS EXCEL continued, with the latter enhancing its functions and possibilities. Meanwhile, my sheets continued to burgeon alongside these advancements.
Looking back, those were the days when Ford, fueled by the merger of virtual power from ADAMS and the evolving capabilities of MS EXCEL, crafted some remarkable driver's cars. This convergence of technology and innovation laid the groundwork for my continued exploration of the intersection between simulation tools and practical engineering, an exploration that would ultimately pave the way for the genesis of DYNATUNE-XL RIDE & HANDLING MODULE as we know it now.
The year 1996 marked a truly joyful moment in my life, a culmination of many years of hard study & work and a realization of a lifelong dream. I found myself standing at the threshold of owning what I deemed the incarnation of true sports cars, the Donkervoort D8 Zetec Sport. A brief retrospection brings me to the year 1990, a time when the German Wall had recently fallen, ushering in a new era. However, the aftermath meant a significant redirection of financial resources from the German Educational System and companies toward the ex-GDR. Faced with a shortage of exciting topics for my thesis, my determination to delve into the world of sports cars remained unwavering. In pursuit of this passion, I penned a letter to Mr. Joop Donkervoort - founder and owner of the only existing Sports Car Manufacturing in the Netherlands - laying out my ambitious idea for a thesis. In that mission, I sought not only his endorsement but also a unique proposition: I requested the loan of a Donkervoort Test Car for six months and financial support to construct and utilize the necessary test rigs to measure his car comprehensively.
The ensuing interview became a platform to elaborate on the details of my proposal, where, how, and what I intended to investigate. Fortunately, I was able to convey my enthusiasm and determination, convincing Mr. Donkervoort to support my endeavor. The outcome was not only getting that test car and the necessary funding but it also meant the fulfillment of my academic pursuits, leading eventually to my graduation as a mechanical engineer. Moreover, this collaboration provided me with the opportunity to propose improvements to the Donkervoort factory.
A few years down the road, in 1996, the fruition of this collaboration and my dedication materialized in the acquisition of my own Donkervoort D8 Zetec Sport. With the car now in my possession, my innate desire to enhance its performance and capabilities took center stage. Consequently, my toolkit evolved, with many of the "user-tools" now being integral to various modules in DYNATUNE-XL Software Suite, finding their roots in those days of hands-on improvement and experimentation. Reflecting on this period, the limitations at the university in 1990 spurred me to innovate further. Faced with a lack of access to a K&C rig or a sophisticated kinematics program, I took matters into my own hands. In 1990 and 1991, I crafted a Suspension Kinematics Program in Fortran and Turbo Pascal. This bespoke program could calculate all conceivable geometries, embodying my commitment to pushing the boundaries of understanding suspension design and improving vehicle dynamics. Thus, the confluence of academic curiosity, a persistent passion for sports cars, and the pursuit of innovation laid the groundwork for the evolution of another one of my tools and became the founding concept for the years later to be developed DYNATUNE-XL SUSPENSION DESIGN MODULE.
And then, finally in the pivotal year of 1997, I found myself realizing my own Petrol Head dream—assuming the role of a resident engineer for Chassis & Dynamics at the Stewart Ford F1 team in Milton Keynes, United Kingdom. Entrusted with the mantle of overseeing all virtual and real-world developments in the Chassis & Dynamics Department, this marked one of the most significant juncture in my professional life. My reputation as a specialist in ADAMS had not gone unnoticed, prompting FORD to contemplate the idea of deploying someone with my expertise into the realm of their sponsored Formula 1 Team, the Stewart Grand Prix (SGP). Being at the forefront of technology F1 teams invested in those days heavily in virtual analysis and thus provided the ideal canvas for my endeavors. Hence, armed with the status of a known ADAMS specialist, I embarked on introducing state-of-the-art Multi-Body-Analysis tools to the Design Office in Milton Keynes. Formula 1, however, demanded tools of extraordinary swiftness. Development timelines were akin to precious commodities, and the luxury of time for conceptual studies was a fleeting 4-6 weeks. Moreover, at trackside events, the window for theoretical analysis further dwindled. Compounding the challenge, the era of ADAMS running on PCs or laptops had not yet dawned. Undeterred, we devised an ingenious solution back at the factory and within FORD, a colossal undertaking of Design of Experiment Studies (DOE's). These studies, housing the results of thousands of ADAMS calculations, found a symbiotic relationship with MS EXCEL. The marriage of these DOE sheets with my existing DYNATUNE-XL R&H sheets charged them with increasing complexity and refinement. Unbeknownst to my peers, my DYNATUNE-XL R&H sheets evolved behind the scenes, incorporating new suspension types, aerodynamic tables, and insights gleaned from the study of slick tires. These tools allowed me to swiftly discern the viability of ideas, separating the wheat from the chaff, as it were.
A silent partner in our analytical endeavors, MS EXCEL '97 emerged as a cornerstone in propelling our capabilities forward. The unspoken hero facilitating the synthesis of complex calculations and real-world insights, it played a pivotal role in our pursuit of excellence. Though I kept my DYNATUNE-XL sheets under wraps, their impact on raising the analytical bar in Formula 1 was undeniable. Stewart Grand Prix, with its arsenal of analytical tools, stood tall on the F1 stage, and I am inclined to believe that our contributions played a pivotal role in its commendable performance. As I reflect on those days, a sense of gratitude permeates my recollections, a nod to the tremendous leap forward afforded by MS EXCEL '97 and the unspoken resilience of my covert DYNATUNE-XL R&H sheets.
After an immersive span of over four years in the fast-paced world of Formula 1, my parent company deemed it necessary for my return to the automotive reality. This marked a juncture where I found myself ascending to the role of a "Technical Specialist" for Vehicle Dynamics. A chapter outside the confines of the racing circuits, yet no less intriguing. One of my initial assignments in this new capacity was to shoulder the responsibility for the handling dynamics of the Mark I Focus RS. Situated at the culmination of the product cycle of the CW170 platform, this endeavor presented a treasure trove of data awaiting exploration. My task entailed the development and definition of key vehicle dynamics metrics, a blueprint designed to objectively encapsulate the nuanced behavior of the car. As a Technical Specialist, the mantle of scrutinizing and defining metrics extended across a spectrum of cars. However, being an unabashed Petrol Head, my affinity for the RS inevitably colored the analytical process. The RS, with its audacious mandate to set new standards for a front-wheel-driven car, demanded attention. It sought to rival the performance of revered counterparts like the 4WD Subaru Impreza STi or Mitsubishi Lancer Evo, thereby elevating the bar and ensuring that we, the engineers, remained tenaciously focused. Those were the days when we delved into crafting the maiden prototypes of the patented "RevoKnuckle" Front Suspension for the Focus RS Mark II. A narrative that, while another lengthy tale, underscored the relentless pursuit of innovation and performance excellence in the automotive engineering reality of those days.
As the automotive landscape evolved, and data logging systems leaned towards MATLAB for post-processing - an arena I wasn't particularly inclined towards - an intriguing thought surfaced. Another "Hang On Here" and "What If" moment prompted the expansion of my repertoire of sheets. These sheets weren't mere abstract constructs; they were meticulously crafted tools that could stand the scrutiny of real-world data. Simultaneously, a realization dawned—many development engineers yearned for a tool aligning with their thought processes and ideas. Not every development engineer moonlights as a software virtuoso, and the prospect of grappling with tools like ADAMS or MATLAB wasn't always appealing. Enter MS Excel, the perennial favorite of engineers. This revelation led to a fervent interest in the series of development sheets I had been cultivating. Naturally, engineers eagerly delved into these sheets, appreciating the seamless integration with their preferred platform. In the spirit of collaboration and fostering progress, I liberally distributed a pair of sheets to the development engineer of the Focus RS Mark I, free of charge. A small contribution to the collective pursuit of automotive excellence. Simultaneously, my professional journey ventured into captivating arenas, the reality of WRC Rallying and German Touring Cars. These environments served as fertile grounds for knowledge enhancement.
Stepping into roles of increasing responsibility, first as a supervisor in Ford's Advanced Racing Department and later in Ford's Advanced Chassis Research, my reservoir of vehicle dynamics knowledge swelled. Concurrently, the suite of sheets I had meticulously curated continued to burgeon, a testament to the symbiotic relationship between experience and practical tools.
In 2004, another pivotal chapter unfolded in my career when I ascended to the role of "Manager." The trajectory of my professional journey led me away from the familiar halls of Ford Motor Company Cologne to the hallowed grounds of Ferrari in Maranello. The designation bestowed upon me was "Vehicle Integration Manager," a role that heralded a paradigm shift in responsibilities. With this new position came an inevitable reduction in the time available for delving into the depths of Vehicle Dynamics. While this shift was a concession, it was not unwelcome. Having traversed the realms of chassis engineering, from overseeing the dynamics of a 40-ton truck to fine-tuning the nuances of an F1 car, I felt a sense of contentment. There was a wealth of unexplored new worlds awaiting my attention, beckoning with the promise of novel insights. As a result, my once-active collection of vehicle dynamics sheets metamorphosed into a repository of dormant files, relegated to the dusty corners of a hard disk. It seemed, at that juncture, that MS EXCEL might no longer be a primary tool in my professional repertoire. The once-vibrant sheets lay undisturbed, frozen in time.
After several years - meanwhile growing into the role of "A Bigger Manager" for Vehicle Engineering at Maserati - a unique opportunity presented itself: an opportunity to establish a small department dedicated to virtual analysis. The team consisted of young, enthusiastic engineers, brimming with potential but lacking in extensive experience. Their mandate was clear: deliver the best possible handling car swiftly, navigating the constraints of limited time and resources. It was a familiar scenario, and once again, the reflexive "Hang On Here" and "What If" mindset kicked in.
In this moment of reflection, my mind wandered to a trove of dusty sheets, buried on a forgotten hard drive. These were artifacts from a bygone era, fragments of knowledge that perhaps only I could decipher at this point. The decision was made to resurrect these sheets, loading them onto my computer for a closer inspection. As I revisited each sheet, a twofold mission emerged: a) make them more accessible to the uninitiated, providing clarity for novices, and b) amalgamate these disparate sheets into a unified workbook. The goal was clear—to distill years of acquired wisdom into a format that young, eager, yet less experienced engineers could grasp, value, and, most importantly, seamlessly apply to their work. Each sheet underwent meticulous scrutiny, with the overarching aim of weaving them into a cohesive narrative within a single workbook.
Fortune smiled upon DYNATUNE-XL R&H in 2009 when I assumed the role of a " A Really Big Manager" at Fiat—donned the mantle of Vehicle Validation Manager for all FGA-produced European Cars. With a sprawling team of over 300 individuals under my aegis, my days were bustling with activities befitting the stature of such a responsibility. Yet, life on weekdays, spent in the confines of a Turin hotel, afforded me a surplus of time that could either be squandered on the flickering allure of Italian television or invested in a more purposeful pursuit. It was during these moments of solitude that the idea to shape the DYNATUNE-XL Software Suite as we now recognize it began to germinate. Viewed solely as a personal hobby, I dedicated a substantial portion of three years to craft DYNATUNE-XL Sheets into an accessible Suite of Tools. The guiding principle was to maintain an unwavering commitment to the MS EXCEL platform, adhering strictly to the essentials. There was no lofty ambition to position DYNATUNE-XL as a wholesale replacement for existing tools, each possessing its distinct and justified niche. Instead, the aspiration was to approach the zenith of functionality with a judicious application of simplicity, a philosophy echoing the words of the legendary Colin Chapman: "Simplify, and then add lightness.
DYNATUNE-XL has been an integral part of my professional and personal life for over 35 years. The persistent commitment to simplicity and adherence to fundamentals has shaped DYNATUNE-XL into what it is today, an advanced yet straightforward tool-set which ensures that the foundational driving experience of your car is precisely tuned, whether it's designed for normal roads, rallying, or racing on a circuit. That summarizes the essence of DYNATUNE-XL.
After my mother had urged me in 2012 to finally clean up my "own" room in our parental house, I dusted off my 16MHz AT386SX desktop computer, a relic from the past. With a touch of curiosity, I revived this piece of computing history, breathing life into Windows 2.1. Amidst rediscovering vintage games, I stumbled upon the original Fortran and Turbo Pascal source code of my original 1989 Suspension Kinematics Program, aged more than two decades. This rekindled a familiar question: "What if this tool could exist in MS EXCEL?"
Armed with the source code stored on 3.5" floppy disks, I embarked on crafting the DYNATUNE SUSPENSION DESIGN MODEL (SDM). As the "calculation engine" took shape, I incorporated features absent in the sophisticated tools I had encountered before. DYNATUNE-XL SDM for MS EXCEL emerged, envisioned as a universal suspension tool catering to engineers, amateur racers, tuning enthusiasts, and professional formula teams. The "BASE" version swiftly paved the way for the "RACE" Version, introducing Push-Rod & Rocker geometries. Initially contemplating closure, I embraced the final challenge to integrate a "simple yet efficient" method for calculating suspension compliance characteristics. The result was the "PRO" and "EXPERT" Versions of the Suspension Design Module, unveiled in early 2015 and commercially available by March 2015, marking the completion of the 360° development loop.
Between 2012 and 2015, many new challenges presented themselves, particularly in developing this website and commercializing the DYNATUNE-XL Software Modules to a broader audience. The initial response was remarkably positive, and DYNATUNE-XL started carving its own niche in the automotive world, appealing to privateers, race teams, and enthusiasts alike. Engaging with users has been a constant source of joy, with their requests and encouragement fueling the ongoing enhancement of existing modules and the creation of new ones.
In this period, my professional endeavors and personal interest in car tuning converged to give birth to three additional modules. Among them, the DYNATUNE-XL SUSPENSION TUNING MODULE (STM) emerged as the most intricate yet rewarding. Drawing on my extensive experience in racing, including my role as Engineering Director of a Formula E Team, damper tuning became a focal point for the next addition to the DYNATUNE-XL Software Suite. Spending considerable time in hotels and benefiting from the team's substantial investment in damper tuning know-how through rigorous rig and track tests, I developed a state-of-the-art RIDE Model, validated with a wealth of data. Since its initial release in 2016, the DYNATUNE-XL SUSPENSION TUNING MODULE has garnered acclaim for its functionality and efficiency from a growing user base.
The last two modules, the DYNATUNE-XL BRAKE-SYSTEM DESIGN MODULE (BDM) and DRIVE-LINE DESIGN MODULE (DDM), drew inspiration from my personal hobby of modifying my sports car and numerous requests, especially from privateers engaged in building their own vehicles.
The goal of the DYNATUNE-XL BDM was to provide a tool for designing a performance upgrade in the braking system. Since plug-and-play aftermarket disc and caliper sets were not readily available, I wanted the ability to lay out a new base brake system for my car by selecting different rotor sizes, brake calipers, and master cylinders. The results were so compelling that I decided to share this gem with the user community, especially for those who wish to mix and match existing brake system components into an optimally performing system.
The inception of the DYNATUNE-XL DDM originated from my desire to implement a new "supercharged" engine with a different torque/rev map into my sports car. This naturally led to a need for different gear ratios to achieve optimal acceleration performance. While developing the tool-set, my role as Engineering Director of a Formula E Team inspired the incorporation of features specific to electric vehicle (EV) power-trains. Consequently, DYNATUNE-XL DDM has played a crucial role in the concept design of several, albeit unnamed, EV Hyper-Car projects with which I have been involved in recent years.
Drawing the curtain on this 35-year odyssey, I wish to express my gratitude to all my (ex-)colleagues, friends, and peers and users. Throughout these years, your generosity in providing comments, critiques, invaluable hints, tricks, ideas, inspirations, pieces of software code, and suggestions on software enhancements has been instrumental. A heartfelt thank you also extends to the dedicated beta testers who invested their valuable time in rigorously testing the software, shaping the DYNATUNE-XL Software Suite into the intuitive and robust set of tools it is now.
I dedicate this work to my beloved mother, whose support has been a constant source of inspiration and encouragement.
Thank You !
Paul Fickers
Experience is the sum of all mistakes, Expertise is the sum of all successes !
http://www.linkedin.com/in/paulfickers
