BRISTOL, England — The first time Nick Golding stepped out of the Dynisma DMG-S simulator, he was visibly shaken, his breath short, his words barely able to keep pace with the adrenaline still coursing through his veins. “That was real mind-blowing. Absolutely incredible,” he said, leaning against the machine that had just transported him into a world where the laws of physics felt rewritten.
This was not a video game. This was a revolution in motion, and the man who built it was standing right beside him.
Golding, a veteran motorsport journalist for Racing News 365, had traveled to Dynisma’s sprawling technology campus in Bristol, United Kingdom, to test the DMG-S, the company’s first entry-level simulator designed not just for Formula 1 teams but for anyone with the means and the obsession. The machine, a sleek carbon-fiber monolith bristling with actuators and sensors, had just delivered an experience that Golding described as “exhausting” in the best possible way. And now, standing before the camera, he turned to Ash, the founder of Dynisma, to understand how this moment had come to be.
Ash, whose full name remains closely guarded by the company for security reasons, spoke with the calm precision of an engineer who had spent years perfecting a single, devastatingly effective idea. “This is the DMG-S,” he said, gesturing to the machine. “It is our latest and most accessible driving simulator.
It comes as the latest machine in a long line of technology developments and projects that we have developed for professional motorsport and automotive over the years.” The DMG-S, he explained, is the culmination of a journey that began in earnest in 2020, when Dynisma landed its first Formula 1 project. Since then, the company has supplied simulators to more than half the F1 grid, along with teams in Formula E, the World Endurance Championship, IMSA, and major automotive manufacturers.
The technology behind the DMG-S is nothing short of a paradigm shift in the world of simulation. At its core lies what Ash calls the “actuation technology,” a system of six struts that deliver movement with extraordinarily low latency and high bandwidth. This means that when a driver turns the wheel, the car responds instantly, with vibrations, tire slip, and engine feedback that mimic the real world with unnerving accuracy.
“The driver gets the reactions from the car that allow them to respond,” Ash said. “Short, sharp movements that indicate the car is about to step out, the vibrations that indicate the tires are starting to slip, and the incredible ride you experienced as you went over the curves.”
For Golding, that ride was transformative. He had driven the simulator through a series of corners, feeling the chassis shift, the tires bite, and the engine vibrate through the seat. The experience was so immersive that he found himself physically exhausted, a testament to the machine’s fidelity.
“I’m exhausted, so I’m going to let you talk,” he told Ash, his voice still carrying the strain of the simulation.
The DMG-S represents a strategic pivot for Dynisma, a company that has traditionally catered to the elite echelons of motorsport. Until now, its simulators were custom-built for F1 teams and hypercar manufacturers, with price tags that placed them far beyond the reach of individuals. But the DMG-S changes that equation.
“This is the first time that we have been able to get the technology to a price point where it is not only accessible for some of the smaller racing teams but also some individuals as well,” Ash said. “If they want to have one of these systems to complement their hypercar collection, that is now possible.”
The machine itself is a marvel of engineering and design. Its carbon-fiber shell, developed in collaboration with highly experienced automotive designers, can simulate multiple seating positions, from Formula 1 to GT to a more upright automotive stance. It is delivered as a single unit, ready to be bolted to a concrete floor anywhere in the world.
Customers can choose between screen-based visuals, LED walls, projectors, or virtual reality, the latter of which Golding was about to test. The head-tracking system mounted above the cockpit allows the VR experience to track the driver’s movements, positioning the car at the apex with surgical precision.
Ash’s pride in the DMG-S is palpable, but it is tempered by the humility of a founder who has seen his company grow from a nascent idea to a 180-employee operation. “Never in my wildest dreams did I think that we would bring this company to this point,” he said. “But we have been driven at every step by customers.
We brought the technology to the market, and I was amazed at just how much demand there was for it.”
The demand, Ash explained, stems from a fundamental shift in the simulator industry. Before Dynisma, F1 teams that wanted the best technology had to develop their own simulators in-house, a costly and risky endeavor. McLaren, Red Bull, and Mercedes all built their own systems because there was no off-the-shelf alternative that met their standards.
“We have really turned that on its head,” Ash said. “Today, when a team buys a simulator from us, they know exactly the level of performance they will get. There is acceptance criteria, a plan, and they know exactly when they will get it and what they will get when they turn it on.”
This shift has democratized access to cutting-edge simulation technology. Teams in lower formulae, where cars are spec and budgets are tighter, can now buy a turnkey solution from Dynisma, complete with a vehicle physics model built by the company. For F1 teams and automotive manufacturers, who already possess their own closely guarded data, Dynisma provides the hardware platform to test and refine their designs.
“The vehicle physics model is one of the areas where you have the most variability between customers,” Ash said. “F1 teams know the physics and design of their car like nobody else does. They load that into our system and test it.
For other customers, we build the model for them.”
The relationship between Dynisma and its clients does not end with delivery. “Once we deliver a simulator, that is really just the start of our relationship,” Ash said. “We are there to support them and help them get the best out of that technology.”
This support can range from upskilling internal teams to providing ongoing technical assistance, depending on the customer’s existing capabilities.
Golding, now recovered from his session, pressed Ash on the company’s evolution. “Since you founded the company, what have been the big ways Dynisma has changed?” he asked.
Ash paused, reflecting on the scale of the operation. “Now that there is a certain scale in the company, I know very little about what everybody is doing individually,” he admitted. “It has got to that point.
Every day there are deals with other racing teams, other automotive manufacturers, and the guys are talking about advancing those. There is far too much for me to be able to keep abreast of what is going on here.”
The company’s growth has been fueled by a relentless focus on innovation. The DMG-S shares the same actuation technology as Dynisma’s premium 360XY system, which is used by F1 teams and hypercar manufacturers. By standardizing the motion platform and packaging it in a more affordable form, Dynisma has opened the door to a new market of enthusiasts and smaller teams.
“The actuation technology is our USP,” Ash said. “We are able to deliver very low latency, very high bandwidth movement. That comes from the way we actuate the six struts on the system.”
As Golding prepared to test the VR mode, he asked Ash about the future. “What are your favorite parts of the tech behind the DMG-S?” he inquired.
Ash pointed to the motion system, the styling, and the versatility of the seating positions. “You can’t look at this machine without being drawn to the styling,” he said. “We worked with very highly experienced and sought-after automotive designers.
It is able to simulate both formula seating positions and GT seating positions and even a more upright automotive seating position. The use cases for this are vast.”
The interview concluded with Golding stepping back into the simulator, this time with a VR headset strapped to his face. The head-tracking system locked onto his movements, and the machine came to life. For a few moments, the world outside ceased to exist.
There was only the track, the car, and the relentless pursuit of the perfect lap. When he emerged, his face was flushed, his eyes wide. “Incredible,” he said, his voice barely a whisper.
The DMG-S is now available for order, with pricing that remains undisclosed but is rumored to be in the six-figure range. For Dynisma, it is the beginning of a new chapter, one where the line between simulation and reality continues to blur. As Ash put it, “Any driving simulation scenario that you can imagine, we are able to deliver this product for that.”
For the rest of the world, the message is clear: the future of driving has arrived, and it is more accessible than ever.
