FLI has been Beta Testing Cobb Tuning’s AccessTuner Pro for Nissan Car-

FLI is now Beta Testing Cobb Tuning’s Nissan/Infinity AccessTuner software-

FLI has been a part of Cobb Tuning’s Nissan/Infinity’s Beta testing software program for a few weeks now.   This means FLI can create custom maps for most 2003-08 Nissan 350/370Z’s and Infinity G35 2 door coupe automatic or manual cars. You must have a Cobb Tuning AccessPort so FLI can save the custom tuned map on it.   If you do not have an AccessPort, FLI is offering a Beta discount package.  If you do have an AccessPort then there is a Beta tuning discount that will be applied.   Both discount options include a Valet Map, Anti Theft map and a 91 Octane map.   Race fuel maps are extra.  The Beta discount will last until the software has been fully tested (most likely a couple months).

For more information, please email tuning@finelineimports.net

Here is an example of the first FLI AccessTuner Protune-

2003 Infinity G35 coupe MT:

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Baseline Info-

Stock mapping with Injen CAI, Nismo catback dyno room temperature  is 89 degrees with 31% humidity.

Test Info-

FLI Stage 2 custom mapping with Injen CAI, Nismo cat back, dyno room temperature is 84 degrees with 39% humidity.

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Baseline Info-

03 350Z Track MT stock run,  dyno room temperature is 64 degrees with 48% humidity.

Test Info-

FLI Stage 2 custom mapping with Injen CAI, Nismo cat back, dyno room temperature is 84 degrees with 39% humidity.

Flagship 001 Revamped-Link G3 Plus Stand Alone ECU

With any complicated, high-horsepower engine setup, an efficient, and powerful ECU is required to safely control all the functions properly. In this case, FLI chose to run a Link G3 Plus wire-in stand alone ECU. At the time of this build, the E-Throttle plug and play unit was not available, so FLI custom made a plug and play wire harness that would work with this custom engine set up. One of the most significant changes in using the Link ECU vs. the factory ECU, is that the factory mass air flow sensor can be eliminated. The reason for this is because the Link ECU uses a custom version of the speed density system (you can use the mass air flow meter if you wish). The Link ECU looks at the barometric pressure sensor, manifold air pressure (MAP), and divides them to create a manifold gauge pressure (MGP) calculated load. This system works extremely well, but you must use an aftermarket intake air temperature sensor so the ECU knows the temperature of the intake air charge. The Link G3 stand alone ECU includes most of the features of the new Link G4 ECU, but cannot control an electronic throttle pedal setup.

FLI converted the gas pedal from electronic to a standard cable, just like 02-05 USDM WRX’s, or all JDM WRX/STI’s (pre-GR series). The customer loves the feel of a cable setup because you can mechanically feel the throttle, and it is a much more linear feeling. Boost will also be controlled with the Link ECU by a closed loop setup, which can be set up in the software. All the radiator fans, a/c fans, a/c clutch, idle, timing, boost, and fuel settings will be controlled by the Link G3 ECU.

Another useful feature of the Link ECU is the ability to control a methanol/H20 spray kit. With the use of 91 Octane California fuel, the customer had decided to run the Aquamist HFS-5 methanol/H20 injection system, which had already been installed by us last summer. The only change to the system, is that now the Link ECU can control the methanol/h20 spray map (3D) by either using manifold air pressure (boost), or fuel injector duty cycle just like the HFS-5 kit comes with (Fuel Injector Amplifier controller). The Link ECU can also be wired to automatically change to a different timing, fuel, and boost map if the ECU detects a clog in the methanol line (by a pressure sensor), or if activated by a mechanical switch.

Overall, FLI and the customer are very happy with this setup, and we are looking forward to making some power!  Check back for updates after the engine is broken in.

Flagship 001 Revamped-FLI RFMIC

With this new, and aggressive, street-power package, FLI and the customer agreed that an RFMIC (reverse intake manifold front mount intercooler) set up is a must.  The FLI RFMIC will help in achieving the most amount of boost at the lowest rpm for better response. FLI has improved our RFMIC kit over the years, and we now include welded on bracing brackets for tighter clearances, as well as better fitment.

This intercooler system started out as an APS DR725 front mount intercooler kit. This setup also uses a 2003 Subaru WRX intake manifold, ‘03 WRX throttle body (cable), APS TGV deletes, and FLI’s own custom intercooler piping. The piping has brackets to bolt down, to eliminate any movement during high boost situations. The intake manifold, TGV deletes, and the intercooler piping have been powder coated “Wrinkled Titanium Flat Grey”. FLI and the customer are very happy with the final product. Not only is the intercooler piping secure, and shortened by 3-4 feet in overall piping length, but the color adds to the cosmetic features of the car.

FLI’s Flagship 001 has been revamped-

Flagship 001 was a well-balanced, respectable, daily street-driven 2006 STI. Although the car was making close to 400 wtq, and 390 whp on race fuel, the owner is now ready for more power, combined with a more aggressive look/feel for his STI.  FLI must stay true to the street driving status, so we had to come up with a power band that can be used on a daily basis.  Lots of thought went into this very special project car.

The FLI custom Stage 3 Engine Package-

Short block:

FLI’s stage 3 closed deck 2.5 liter short block has been tested with great success over the years, and consists of our own custom 100mm forged pistons (using stock OEM rings), forged rods, coated main and rod bearings, and the stock forged STi crankshaft. FLI has designed these pistons to handle the power, while at the same time maintaining tight clearances for noise reduction. We chose to use the Moroso oil pan because of its very high quality baffling system, and extra large oil capacity. The Moroso oil pan works well with the APS equal length header, as you can see in the pictures.

Heads and valve train package:

FLI and the customer wanted an efficient, streetable engine package. When running large cams, idle and fuel quality tend to be lessened, so we found a set of Japanese Spec Subaru STI Version 8 complete heads and valve train. Normally FLI does not like using any used parts, but these heads have been fully tested for hair line fractures, and any other defects. FLI performed a multi angle valve job, and a minor street port on the heads. The JDM V8 camshafts and valve train are one of the best that Subaru has created.

Turbo and Exhaust System:

The heart of the turbo system is a Garrett rotated mount GT30R turbo, with a .82 exhaust housing. FLI made a custom up-pipe (which bolts up to an APS equal length header) that uses a Tial 44mm external wastegate, which is plumbed back into the exhaust system for noise reduction. FLI also custom made an adapter so that the turbo will bolt up to the APS 3.5 inch turbo back exhaust. All flanges use the heavy duty V-band exhaust clamps.

*This engine has a compression ratio of 8.7:1 using .040 Cosworth head gaskets.

FLi Engine Break-In Procedure-

FLI’s normal street car engine break-in procedure is performed on our dyno, and on the road. The first 85 miles is done on our dyno. The first 50 miles consists of simulating driving up a hill and letting the rpm’s fall in each gear, usually between 1000-5000 rpm. Using the aforementioned process during the first 50 miles places the most load on the piston rings to ensure that they are broken in properly. The following 35 miles we simulate driving normally up and down a hill, along with simulated freeway driving to make sure the air-fuel ratio (AFR) mixtures are safe for the customer to complete the final 915 miles on the street. The total engine break-in mileage is around 1000 miles.

FLI uses Motul Petro 4000 two-stroke engine oil for the first 1000 miles of engine break-in. After the initial 1000 miles are completed, FLI recommends using Motul synthetic oil, Mobil 1, or standard oil depending on the customer’s preferences.

We are very excited to see what this street monster will produce, stay tuned!

I Club Post

Nasioc Post

FLI and Link ECU Completes Final Testing for G4 US STI Plug and Play ECU System!

Link G4 P&P USA STI ECU Testing is Complete!-

FLI and Link ECU has finished testing the US STI plug & play G4 Xtreme ECU with success last week. The two model years tested were 2006 and 2007 Subaru STI cars.   All testing was done in FLI’s dyno room. The final plug & play kit will include a G4 Xtreme ECU, an adapter board (either for 2004-06 or 2007) and a adapter harness.  The final product will most likely be released in August, 2009.   FLI will provide an official release then.

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Notes from Testing:

The G4 ECU can control all the factory ECU sensors/actuators including the Tumble Generator Valves for cold starts. The Electronic throttle can be spanned and adjusted which makes a big difference especially on the 2007 STI. There will be 3 maps (ignition, fuel and boost) that can be either internally changed by certain conditions (that the user/tuner sets with switch logic) or by a mechanical switch that will have to be wired in. You can also control 8 fuel injectors safely and wire in a wide band O2 sensor(innovate LC1, Zeitronix, AEM, etc.) from the adapter board by an auxiliary plug which cuts down on installation time.

Overall, the testing went well and here are some dyno sheets on the two cars that were tested on:

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2006 “Recipe for Power” STI-

Baseline Info 100 Octane + Methanol (Hydra 2.5 EMS):

Sae is off, temp in room is 75 degrees with 42% humidity, IAT is 85 degrees, max boost of  22 psi.  Mods:  FLI closed deck block, FLI CNC PP heads, Aquamist HFS-5 Meth/H20 kit, Cosworth Cams, GT35R turbo, FLI RFMIC, PE 850cc injectors, APS header/ up pipe, APS 3.5 inch TBE, APS 85mm Rotated mount CAI and a Hydra 2.5 EMS.

Test Info 100 Octane + Methanol (Link G4 ECU):

Sae is on, temp in room is 77 degrees with 32% humidity, IAT is around 85 degrees, max boost of  22 psi.  Mods:  FLI closed deck block, FLI CNC PP heads, Aquamist HFS-5 Meth/H20 kit, Cosworth Cams, GT35R turbo, FLI RFMIC, PE 850cc injectors, APS header/ up pipe, APS 3.5 inch TBE, APS 85mm Rotated mount CAI and a Link G4 ECU.

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2007 “Jekyll and Hyde” STI Limited (full article soon to come)-

Baseline Info 91 Octane + Methanol/H20 (Stock ECU with Protune):

Sae is on, temp in room is 90 degrees with 30 % humidity.  Max boost of 22 psi tapering to 20 psi.  Mods:  Blouch 3.0 R BB, APS 725 FMIC, APS 70mm CAI, APS header/up pipe, Cobb TBE catless, Cobb V2 AP, PE 850 cc injectors, Walbro 255 m/l ph fuel pump, Alky Control Methanol/H20 kit  and V2 AP.

Test Info Info 91 Octane + Methanol/H20 (Link G4 ECU):

Sae is on, temp in room is 79 degrees with 42 % humidity.  Max boost of 21 psi tapering to 19 psi.  Mods:  Blouch 3.0 R BB, APS 725 FMIC, APS 70mm CAI, APS header/up pipe, Cobb TBE catless, Cobb V2 AP, PE 850 cc injectors, Walbro 255 m/l ph fuel pump, Alky Control Methanol/H20 kit  and V2 AP.

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Methanol/H20 System advantages for the new G4 Link ECU:

The Link ECU can control the methanol/h20 spray in a 3d map by either using manifold air pressure (boost) or fuel injector duty cycle as load sites.  There are other options as well like coolant temp, intake air temp, etc.   his works extremely well and to compare, the Aquamist HFS-5 and 6 kits comes with Fuel Injector Amplifier controller which controls the  spray percentage with a 1:1 linear ratio to match the fuel injector duty cycle.

The Link ECU also can be wired to automatically to change to a different timing, fuel and boost map (3 total) if the ECU detects a clog in the methanol line (by a pressure sensor) or activated by a mechanical 3 way switch.  This ensures that a fail safe map will automatically be activated if the ECU detects a problem.

FLI will release updates as soon as we get them. FLI is extremely excited to offer this very powerful ECU to the Subaru community here in the US.

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FAQ-

Q:  Can I place an order for one now?

A:  Not yet, but FLI will be taking pre orders 2 weeks before the official release.

Q:  When is the ECU going to be released?

A:  Around August 2009.

Q:  Will the G4 Xtreme control  a wide band O2 sensor?

A:  There will be a 4 wire plug that comes off the adapter board that will be used for an LC1, Zeitroix, AEM, etc wide band O2 sensor and there controller.  The Link ECU does not control the sensor, but does take in the signal from the controller.

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APS Single Turbo G35 Update: FLI Custom made down pipe using Turbonetics External Wastegate

FLI Custom External Tial Wastegate Downpipe-

FLI has made a custom 3.5 inch down pipe which uses a Tial 44mm external wastegate actuator to assure better boost control. The APS internal wastegate set up limits the boost pressure that can be ran on this turbo kit because the internal spring can only control up to 4-6 psi properly. Now with lower compression, it is important to be able to control boost up to around 15 psi. This custom FLI down pipe bolts up to the APS single turbo and to the customers 2.75 inch cat back exhaust system. This was tricky and took some time but it was well worth it. The APS internal wastegate actuator flapper is actually part of the down pipe itself. FLI made a new downpipe which bolts to the turbo directly with our own custom cut flange. This flange was custom because it is an APS design.

As you can see by the pictures, the large external wastegate sits further down the exhaust system due to lack of room under the car. The wastegate also dumps excess boost back in the exhaust system to minimize the noise.

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APS Single Turbo G35 Update: APS Extreme Fuel System-

APS Extreme Fuel System Addition-

With a lower compression engine combined with more boost, more fuel is needed to create the proper fuel map saftely under all conditions. FLI did some market research and found that the APS Extreme Fuel System is more then adequate for this turbo system. The APS full Return Fuel System includes a replacement in-tank twin fuel pump with an anti-surge tank, billet fuel rails, twin fuel rail mounted 4 Bar fuel pressure regulators, and six high performance 880cc fuel injectors. The APS full return system allows for better fuel delivery compared to the the factory VQ35 fuel system which shares the return and feed line from the stock intank fuel pump. The factory fuel system works well with a naturally aspirated engine but not with forced induction. This APS fuel system comes with two heavy duty fuel pressure regulators (one for each fuel rail) which creates a more balanced fuel delivery on this V6 engine.

The APS Extreme Fuel System is one of the most efficient and complete fuel systems FLI has seen for any car. This kit comes with all hardware needed for installation and detailed instructions.

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APS Single Turbo G35 Update: Engine Break In

FLI 350Z/G35 APS Single Turbo Built Engine Project Car

There has been lots of progress on this project in the past few months.  Here is the break down:

LONG BLOCK-

The time has come for FLI to assemble the complete VQ35DE(T) long block (blue printed and balanced) which includes a complete multi angle valve job and the factory valve train (camshafts, valve springs and retainers). This engine went together with no problems. All the proper clearances were verified and confirmed. This engine now has 8.8:1 compression (from 11.5:1), which will allow more boost safely on 91 Octane California fuel.

*Assembling this engine is much like a watch!  Check out all the Timing Chains.

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FLI’s Engine Break In Precedure-

At this point of the build, it is now time to break in the engine. FLI’s normal street car engine break in procedure is performed on our dyno and on the road. The first 85 miles is done on our dyno. The first 50 miles consists of simulating driving up hill and letting the rpm’s fall in each gear, usually between 5000-1000 rpm.. This puts the most load on the piston rings to assure that they are broken in properly. The next 30 miles simulate driving normal up and down hills, freeway driving to make sure the air fuel ratio mixtures are safe for the customer to complete the final 915 miles on the street. The total engine break in mileage is around 1000 miles.

FLI uses Motul Petro 4000 two stroke engine break in oil for the first 1000 miles because it has minimal additives to ensure a proper piston seat. After the 1000 miles are completed, FLI recommends using Motul synthetic oil, Mobil 1 or standard oil depending on the customers preferences.

The customer has picked up this project car to complete the engine break in process. Check back for updates soon for a full power dyno graph and summary of this great project G35 single turbo car.

Up close look at DMS camber plates

We at Fine Line Imports have been using the DMS camber plates for a number of years now with great success. I have found though that people are not to familiar with the DMS camber plates and what makes these camber plates unique as compared with there competitors. While these may not be the end all be all of camber plates they are very very strong and widely used in rally gravel and tarmac racing at a professional level and for us have withstood the test of time with some of our customers who are very hard on there cars both auto x-ing and road coarse racing is what made us believers. Below are some pictures of the DMS front and rear camber plates.

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Front camber plates

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Rear Camber Plates

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There are a several major differences that set the DMS camber plates apart from its competitors. The first of these differences is the materials used in construction. The DMS camber plates are constructed out of Aircraft grade 6061-t6 aluminum. This is used because it is less brittle then other types of aluminum and more impact resistant. While a T7 series aluminum offers more tensile strength resistance, this is not ideal for competition use such as off-road racing were abrupt impacts are common.

All the bolts and mounting hardware used in the front and rear kits is true 316 stainless steel for increased corrosion resistance and tensile strength , not low cost cadmium or zinc coated hardware. One of the largest differences between DMS camber plates and other plates on the market is going to be the bearing. DMS camber plates use a NMB bearing which is a high quality Japanese bearing capable of withstanding 4x the radial loads as other lower quality bearings found in some camber plates. These same bearings are ground to a precision tolerance of less than .013mm (not inches, mm). This results in a bearing with minimal loose between the sections allowing for a much quieter application than most bearings on the market place.

The DMS camber plates are also caster adjustable as well. The caster adjustment is not independent of the camber so the more camber you give the car the more caster it gets as well. According to DMS every whole on there camber plates is .19-.21 degrees of adjustment depending on what shock absorber you are using. For us we have gotten up to 3.5 of negative camber out of the front plates and negative 3 degrees out of the rear with no problems. The max caster you can gain from the camber plates is around 2 degrees at full negative camber.

While theses camber plates are very well built and use a very quiet bearing they do have one draw back. They do raise the car up about half of a inch. Which means using these camber plates on the factory struts or Ohlin fixed perch is pretty much a no go. On some coilovers where suspension travel is very limited this might be a problem as well. We have used these camber plates with KW Variant 3, RCE T2, Ohlin Flags and Ohlin HA’s with no problems. Coilovers with double ride height adjustments do make compensating for the increase in front ride height a bit easier. Overall we have been very pleased with both the front and rear camper plates. In the past we have had some of our autocross and road racing customers beat the bearing out of some camber plates. In a effort to find something a little stronger we came across the DMS camber plates and have not been let down since.

Disclaimer: While I have not tried every camber plate available for the Subaru’s I have tried most of them out there and met for the most part with success. I do not pretend to be the all knowing suspension guru either. These are just some of the facts I have learned from talking with DMS North America as to what makes there camber plates unique I found it interesting so I thought I would share with the community. If you have any questions what so ever by all means let me know.

Ryan

APS Single Turbo Powered 04 G35 Update!

The time has come for FLI to extract as much power as we can from this 04 G35 APS single turbo charged 2004 G.  To start with, FLI custom built a low compression VG35 engine using Cosworth billet rods, Cosworth forged pistons and the factory crank.  The engine has been blue printed and all rotating parts have been balanced.  Other parts used are ARP main and rod bolts, ARP head studs, Cosworth head gaskets and Cosworth bearings.

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Balancing Stock Crank-

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Cosworth Pistons and Rods-

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Engine Short Block Build-

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Next stage will be head work and assembling the complete long block.  FLI will perform a multi angle valve job and will be using the factory valve train parts.  Stay tuned!

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