Snakes On A Dyno

No, I’m not talking about the kind of snakes that Samuel L. Jackson has to deal with on a plane. This is the kind of snake every petrol-head actually wants in their garage. I am, of course, talking about the classic Shelby Cobra.

Recently, we have had the pleasure of tuning some fuel-injected Shelby Cobras for DenBeste Motorsports. This has been an exciting opportunity for us to provide our excellent tuning service on some truly iconic cars from America’s motorsport history. Then there is the fact that the cars DenBeste Motorsports brings to us are easily among the best-sounding, and best-looking cars that have been on our dyno. The sound of an American CNC’d-aluminum V8 motor is one of the best and most recognizable in automotive history, at least in the opinion of yours truly. Among the cars DenBeste brought us, there was a 427 Cobra, a couple of 50th Anniversary Cobras, and a rare Shelby Series 1. The Shelby Series 1 is actually the only car that Carroll Shelby both engineered and designed from scratch, as opposed to re-purposing an existing platform by a major automotive manufacturer. Needless to say, the Series 1 is a very special car.

To give you an idea of why DenBeste Motorsports is working so hard at keeping the legacy of these legendary cars alive, I am providing an excerpt from their website which explains it nicely:

“Since before he could drive, Bill DenBeste has been fascinated with automobiles. His enthusiast’s passion for cars, has continued to grow throughout the years and, is a result of his admiration for the contradiction of beautiful design coupled with outstanding power. Bill is an avid collector of Shelby Automobiles. Bill recognizes the complexity of unique qualities that are combined to create a superior automobile, and he believes that Shelby Automobiles are the finest examples of pairing superior design with domination.

Bill’s passion for Shelby Automobiles is something he desires to share with others. He formed DenBeste Motorsports enabling other enthusiasts to own one of the World’s most collectible cars.“

50th Anniversary Cobra

50th Anniversary Cobra

All of the cars DenBeste Motorsports brought us utilize FAST ECU engine management to allow for custom tuning of these fuel-injected V8 motors. Each Shelby Cobra also has an aluminum body, making them extremely lightweight machines.

DB1 50th anni FLI Tunedjpg_Page1

The first 50th Anniversary Cobra had a very restrictive 2” exhaust, which limited it to 275whp 291wtq.

DB 4, 50th anniversary 2nd one FLI tunedjpg_Page1

The second 50th Anniversary Cobra had about a 2 ¼” exhaust, allowing it to put down more power. Final numbers were 324whp and 330wtq. This illustrates the importance of a free-flowing exhaust system matched to the engine.

427 Shelby Cobra

427 Shelby Cobra

The 427 Cobra’s graph is not shown due to the fact that its tires were slipping on the dyno, and therefore the numbers are misrepresentative of its actual power output. When the tires weren’t slipping, the 427 Cobra was making 400whp/400wtq by 4800RPM, but at about 4800RPM the rear tires lose traction. This Cobra would probably have put down close to 500whp if it wasn’t slipping on the dyno. 

DB 2 Series 1 FLI Tunedjpg_Page1

The Shelby Series 1 had a similar motor to the 427 Cobra, but is a heavier car with a different weight distribution, as well as stickier tires providing traction. The final numbers were 468whp and 445wtq.

Shelby Series 1

Shelby Series 1

To learn more about DenBeste Motorsports and the vehicles they offer, visit their website at http://denbestemotorsports.com/index.html. For more information on Fine Line Import’s dyno tuning services, please check out the dyno tuning section on our website, or contact us if you still have any questions not answered by our website.

FLI Stage 1.5 Nissan GTR

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530bhp. 0-60MPH in 2.7sec. Those are only two figures on the long list of the 2010 Nissan GTR’s impressive résumé. With that in mind, you can understand that when a GTR pulls up, people take notice. Taking notice was therefore unavoidable when our latest customer showed up in a very special 2010 GTR. This GTR is fully wrapped in flat gunmetal, with matching flat gunmetal wheels. The badges on this GTR have been carefully done in plastidip to match the color scheme, along with smoked taillights, making this particular “Godzilla” look more like a military stealth aircraft than a street car.

20131022_100005

When this GTR arrived at our shop, it already showed us glimpses of the owner’s ambitious long-term plans for it. The owner is an avid drag racer, and the modifications reflect the desire for lower times in the ¼-mile. The GTR already had Gotboost intakes, AP Racing “j-hook” brake rotors, AAM non-resonated catless midpipe, and an AAM Competition 90mm adjustable exhaust. The AP Racing “j-hook” brake rotors are possibly the best-performing rotor design available at the moment. These modifications weren’t enough for this GTR owner though, and so he enlisted our services to install the Gotboost intercooler piping kit – which includes twin Tial Q blow-off valves. We then installed twin Aeromotive fuel pumps to handle the additional fueling that will be required during the custom dyno tuning on our Mustang Dyno, using the UpRev tuning software. At this point, the GTR was ready to roll onto our dyno for fine tuning.

20131025_141948

TUNING – When upgrading any car which has forced induction, a custom tune is required.  FLI does not support Internet Tuning / E – Tuning due to many unknown factors, fuel quality being the most important. Other factors include: barometric pressure, humidity, driving style, air temperature, and variations in mechanical parts (engine, exhaust, intake, etc..).

20131025_142107

The factory GTR ECU is very sophisticated, using the latest technology Japan has to offer. The GTR has always been Nissan’s premiere performance platform, and the R35 has raised the bar to a whole new level.  FLI is an official UpRev tuning facility, naturally we used their professional tuning software.  FLI used what was already a solid computer platform, and fine tuned it for the upgrades we had installed. The power results and the driveability were dramatically improved.

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“I was very impressed with how well the R35 computer-controlled platform responded to simple bolt-on upgrades combined with a custom tune.”  Miles Hechtman, lead tuner at FLI.

DYNO GRAPH STOCK MAP (Below)

GTR Rossi Stock Map

DYNO GRAPH COBB TUNING BASE MAP vs. DYNO GRAPH STOCK MAP (Below)

As you can see, the factory mapping made more useable power than the Cobb Tuning base map.

GTR Rossi Cobb map vs Stock map

DYNO GRAPH STOCK MAP VS FLI 91 OCTANE MAP (Below)

GTR Rossi Stock map vs FLI map

DYNO GRAPH FLI TUNED 91 OCTANE VS FLI TUNED 100 OCTANE (Below)

GTR Rossi FLI 91 map vs FLI 100 map

DYNO GRAPH FLI TUNED 91 OCTANE vs. DYNO GRAPH STOCK 2010 GTR (Below)

GTR Rossi STOCK 2010 GTR vs FLI St 1.5 91 map

To summarize, you can see that the FLI 91-Octane custom tune created 30 more horsepower and 22 more torque to the wheels, while running 13.7 PSI  boost pressure, when compared to the stock mapping.  Compared to the Cobb Tuning map, the FLI 91-Octane custom tune created 27 more horsepower and 42 more torque to the wheels.

Link ECU offers the new G4+ Product Line

FLI offers Link ECU's new G4+ product line

FLI offers Link ECU’s new G4+ product line

Link ECU recently released the G4+ product line which improves upon the standard flagship G4 line. The G4+ line uses different hardware and software but visually appears to be very similar. It is important to understand that a G4 ECU CANNOT be upgraded to a G4+.  The Link G4+ Xtreme and Storm will be available first (in a couple months), then the Plug In G4+ line will be available a few months after that.  More info will be available soon.

Some of the notable G4+ features that differ from the G4 line:

  • Labelling of inputs and outputs – e.g. DI 5 can appear as “NOS Switch”
  • Twenty General Purpose tables (up from twelve) and many dedicated tables
  • Looping on-board data-logging with selectable parameters and rates – logging can loop continuously
  • Metric / Imperial display at the push of a button
  • Built in Trigger Oscilloscope which is displayed within PCLink to ensure optimum accuracy
  • Memo text file for the tuners notes stored within the ECU
  • Push Button – engine start / stop – as used on many modern cars
  • Improved CAN protocol communications
  • Dealer upgradable features for an additional charge which include: Full Logging (25 channels which can sample at different rates per channel), Internal closed loop Knock Control, Internal closed loop E-Throttle and full OBDII support via the standard OBDII connection.

FLI or Fine Line Imports offers Link G4+ ECUs


FLI or Fine Line Imports offers Link G4+ ECUs_

Complete G4Plus Xtreme Key Features

The following list details why the G4Plus ECUs are so great, but if you talk to someone with a G4 or G4Plus system they love the powerful, smooth total experience :

  • Super smooth triggering for rock solid ignition timing thanks to the precision automotive microprocessor
  • Lamda and AFR tuning options – switchable as per user preference
  • OBD2 data stream by firmware upgrade
    • Connect up a blue-tooth or wifi adapter (available from your Link dealer, or e-bay etc).
    • Live data to your phone or tablet for graphical display of the ECUs data
    • Compatible with smartphones & tablets
  • Re-nameable labels for inputs and outputs
  • 20 General Purpose tables (up from 12 in G4)
  • Trigger Scope – Help diagnose triggering problems.
  • Metric and Imperial display modes – customise them how you want.
  • Up to 6 dimensions of Fuel and Ignition mapping
  • Advanced closed loop cam control (up to four cams)
  • 5 different fuel delivery modes including sequential and staged injection
  • Support for 6 different ignition system types including direct spark.
  • 77 pre-configured digital trigger modes (Aug 2013) and the ability to setup the triggers for engines without a pre-configured mode.
  • Rotary support – up to 4 rotor engines with sequentially staged injection.
  • Support for solenoid, stepper and e-throttle idle systems.
  • 5 dimensions of boost control with three switchable tables.
  • Motorsport features:
    • Anti-lag
    • Launch control
    • Gear cut control (flat shifting)
  • Up to two CAN communication buses
  • QuickTune – automated fuel tuning assistant.
  • Individual cylinder ignition and injection control.
  • Odd-fire and 2 stroke engines
  • On board logging:
    • Looping – able to continuously log, overwriting the oldest data.
    • Select up to 25 parameters to log and specify the rate each one is logged at.
    • Advanced PC Logging
  • Closed Loop knock control – More filter and gain channels than G4.
  • Statistics
  • Open and Closed Loop boost control
  • Flex fuel capable
  • Limiting
    • RPM
    • MAP
    • 2 x General Purpose
    • Speed
  • Air Conditioning system control
  • Starter Motor system control
  • Gear Detection – Now with support for CAN, Engine/Wheel speed, or Voltage based systems.
  • Electronic Throttle Control
  • Tacho output – with Tacho sweep
  • Speedo Output
  • Fuel Pump speed control
  • Closed Loop Lambda
  • Virtual Auxiliaries and Timers
  • Custom calibration tables for sensors

Features retained from the G4

  • Lightweight enclosure that incorporates an easy fit mounting bracket
  • Lightweight loom
  • Waterproof connectors
  • Up to 6D fuel and ignition mapping
  • Precision closed loop cam control (four cam, independent control)
  • Up to 8 channel sequential fuel and ignition
  • Large number configurable input and output channels
  • Digital triggering, all OEM patterns
  • Rotary – up to four rotors, fully sequentially staged injection and two rotary specific ignition modes.
  • OEM idle hardware supported
  • 8 injection drives
  • 5D boost control with three switchable tables
  • Motorsport features – antilag, launch, flat shift
  • Continuous barometric correction (on board)
  • CAN port
  • QuickTune – automated fuel tuning
  • Individual cylinder correction
  • Odd-fire engines & two-strokes
  • USB tuning cable included
  • Statistics recording into on-board memory
  • Gear compensation for boost control
  • Real time selectable dual fuel, ignition and boost maps
  • Sync and crank sensors can be a combination of Hall effect, variable reluctance or optical
  • Boost control referenced to gear, engine speed or throttle position
  • Up to 4MB internal logging memory
  • Staged injection
  • Closed loop knock control
  • Firmware updates available online (linkecu.com)

Brief Specification

  • eight injection drives
  • eight ignition outputs
  • eleven analog voltage inputs
  • four analog temperature inputs
  • ten digital inputs
  • ten auxiliary outputs
  • two, thirty four pin, waterproof connectors
  • external, 2.5 bar or 5 bar, MAP sensor (sold separately)
  • optional internal e-throttle upgrade
  • all G4Plus Storm features

Quick Tune

Using PCLink, QuickTune is an interactive tuning tool that assists in time efficient fuel tuning.

A graphical display of Target lambda (desired lambda) and Actual lambda (measured lambda) is provided.   A dual pointer gauge allows the tuner to quickly see how close Actual lambda is to the Target lambda.  QuickTune can be setup to operate over the entire fuel table or just over a particular area.

QuickTune can be used in Manual or Automatic modes.  In Manual mode, QuickTune guides you to cell centering and advises you when is a suitable time to make a fuel table adjustment.   With the press of a key a calculated adjustment is made.  Often only one or two adjustments are required to tune each cell.  In Automatic mode QuickTune does all the adjustments for you.   This leaves the tuner free to operate the Dyno or perform other tuning work such as making ignition or cam angle adjustments.

Full G4+ Xtreme Specs:

Fueling

  • Up to 440 Zone Fuel Table with configurable row and column centres. Configurable X and Y Axis Parameters
  • Multiple Fuel Tables, internally or externally switchable
  • Up to 6D Fuel Mapping
  • AFR / Lambda Target Table
  • Individual Cylinder Fuel Correction (3D or single cell)
  • Saturated Injection Drives
  • Injection Rate
  • Master Enrichment
  • Pre Crank Prime
  • Crank Enrichment
  • Post Start Enrichment
  • Warm Up Enrichment
  • Acceleration Enrichment
  • IAT Fuel Correction
  • Injector Deadtime Compensation
  • Overrun Fuel Cut
  • Idle Load Trims
  • Fuel Temperature Correction

Ignition

  • Up to 440 Zone Ignition Table with configurable row and column centres. Configurable X and Y Axis Parameters
  • Dual Input Closed Loop Knock Control.
  • Crank Dwell Extension
  • Maximum Advance
  • Spark Duration
  • 3D Dwell Time Table. Configurable X and Y Axis Parameters
  • Multiple Ignition Tables – internally or externally switchable
  • Up to 6D Ignition Mapping
  • Individual Cylinder Ignition Trim
  • IAT Trim
  • Voltage Correction
  • ECT Trim
  • OEM Compatibility – support for almost all factory and after-market igniters
  • CDI Compatibility

Auxiliary Output Options

  • Each Output independently configurable
  • Unused ignition and injection outputs available as auxiliary outputs
  • General Purpose Output – combination of conditions
  • General Purpose PWM – combination of conditions plus 3D table
  • Continuously Variable Valve Timing Control
  • Closed Loop Idle Speed Control (E-throttle, Solenoid or Stepper (4 & 6 Terminal))
  • Fuel Pump
  • Fuel Pump Speed Control
  • Engine Fan
  • Air Con Clutch
  • Air Con Fan
  • Intercooler Spray
  • Tacho
  • Check Engine Light
  • Purge Solenoid
  • Oxygen Sensor Heater
  • Switched Cam Solenoid

Limits

  • Engine Temperature Dependent Soft and Hard RPM Limit
  • Engine Temperature Dependent Soft and Hard Boost Limit
  • Vehicle Speed Limit
  • System Voltage Limit
  • Two user configurable General Purpose RPM Limits

Triggering

  • Digital Trigger Decoding
  • Reluctor, Optical Proximity or Hall Sensors
  • Programmable filtering and arming thresholds
  • Configurable trigger patterns or preset triggering options.
  • Supports nearly all OEM trigger patterns and custom trigger arrangements

MotorSport Features

  • Antilag
  • Launch Control
  • Gear Cut Control (Flat Shifting)

Variable Valve Timing

  • Up to 4 channel independent
  • Precision Closed Loop Control
  • 3D Target Tables with configurable X and Y axis controls
  • Preset or Custom Configuration
  • 38 Supported Engines – More modes added often. See the list of supported engines in PCLink.

Communications

  • Tuning Port USB on board
  • Serial RS232
  • One CAN bus

Processing

  • 40 MHz Specialised Engine Management Microprocessor
  • Ignition control to 0.1 degree, fuel to 0.01 ms
  • 32 Bit Calculation
  • 10 Bit ADC Resolution
  • 20000+ RPM
  • 4MB Non Volatile Flash

Inputs/Output

  • 8 Injection Channels
  • 8 Ignition Channels
  • 10 Auxiliary Outputs
  • 10 Digital Inputs
  • +5V Out
  • +8V Out
  • 4 Temperature Inputs
  • 11 0-5V Analog Inputs
  • 2 Trigger Inputs (Reluctor, Optical or Hall Sensors)
  • On Board Baro Correction (Real Time)
  • 2 Knock Inputs

Analog Inputs

  • Each channel independently configurable with preset or custom calibrations
  • Wideband O2 (from external controller)
  • Boost Adjust Signal
  • Configurable Fault Detection Settings
  • Voltage (0-5V)
  • Exhaust Gas Temperature (from external controller)
  • Throttle Position
  • Pressure (general purpose, fuel, oil)
  • Air Flow Meter
  • MAP
  • Temperature (coolant, IAT, general purpose)
  • Throttle Position
  • Narrow Band O2

PCLink

  • Adjust ALL parameters in real time
  • Mouse or keyboard operation
  • Tuning
  • QuickTune – automated fuel self tuning
  • Logging Analysis
  • Diagnostic Information
  • Comprehensive On-Line Help for all Tuning Functions
  • Definable Screen Layouts
  • View over 400 possible runtime parameters

Boost Control

  • Engine Temp Correction
  • IAT Correction
  • Multiple Boost Tables
  • External Adjustment

Idle Control

  • Reliable and stable user configurable Closed Loop Control
  • Solenoid or Stepper Motor ISC Valve (2 / 3 wire solenoid, 4 / 6 terminal stepper)
  • Aircon, Engine Fan or Power Steer idle up
  • Open Loop Control Mode for diagnostics

Environment

  • Internal Temperature Range -10 – 85°C
  • Ambient Temperature Range -30 – 90°C
  • Voltage 8 – 22V
  • Operating Current 200mA
  • Electrical protection on all inputs and outputs

Physical

  • Length: 167 mm
  • Width: 126 mm
  • Height: 42 mm
  • Weight: 640 grams
  • Connector : 2 x 34 Pin Waterproof Automotive

Package Contents

  • Xtreme G4Plus ECU
  • 2 x 2.5 Metre Wiring Harness (loom A & B)
  • Mounting Brackets and Screws
  • Wiring and Installation Instructions

Manufacturing Standard

  • ISO 13485

Additional Accessories (Purchased Separately)

  • Intake Air Temperature Sensor
    • 3/8 NPT
    • Bosch push in
    • 14mm (Aluminium or Steel Mounting Bosses to suit)
  • Throttle Position Sensor
  • Link Ignitor
  • Narrowband Oxygen Sensor
  • Wideband O2 Controller & Sensor
  • MAP Sensors
    • 2.5 bar absolute (1.5 bar boost)
    • 5 bar absolute (4 bar boost

FLI or Fine Line Imports offers Link G4+ ECUs

G4 Storm Key Features

  • Built in 4 bar MAP sensor (4 bar absolute, 3 bar of boost)
  • Up to 6D fuel and ignition mapping
  • Precision closed loop cam control (four cam, independent control)
  • Sequential fuel and ignition delivery
  • Digital triggering, all OEM patterns
  • Rotary – up to two rotors, fully sequentially staged injection
  • OEM idle hardware supported
  • 5D boost control with three switchable tables
  • Motorsport features – antilag, launch control, gear cut control (flat shift)
  • Continuous barometric correction (on board)
  • CAN port
  • QuickTune – automated fuel tuning
  • Individual cylinder correction
  • Odd-fire engines & two-strokes
  • USB tuning cable included
  • Statistics
  • Gear compensation for boost control
  • Real time selectable dual fuel, ignition and boost maps
  • Sync and crank sensors can be a combination of Hall effect, variable reluctance or optical
  • Boost control referenced to gear, engine speed or throttle position
  • Up to 4MB internal logging memory
  • Staged injection
  • Electric blue anodized enclosure
  • Power LED in the connector end of the enclosure
  • Low power consumption thanks to the new switch mode power supply
  • Firmware updates available online (linkecu.com)
  • Brief Specification

    • four injection drives
    • four ignition outputs
    • three/four analog inputs*
    • two temperature inputs
    • three/four digital inputs*
    • eight auxiliary outputs
    • one, thirty four pin, waterproof connector
    • built in, 4 bar, MAP sensor
    • 5V out
    • USB to Link cable
    • Link CAN connector
    • Spare injection and ignition channels can be auxiliary outputs
* One digital input shares the same pin as one analog input

Quick Tune

Using PCLink, QuickTune is an interactive tuning tool that assists in time efficient fuel tuning.

A graphical display of Target lambda (desired lambda) and Actual lambda (measured lambda) is provided.   A dual pointer gauge allows the tuner to quickly see how close Actual lambda is to the Target lambda.  QuickTune can be setup to operate over the entire fuel table or just over a particular area.

QuickTune can be used in Manual or Automatic modes.  In Manual mode, QuickTune guides you to cell centering and advises you when is a suitable time to make a fuel table adjustment.   With the press of a key a calculated adjustment is made.  Often only one or two adjustments are required to tune each cell.  In Automatic mode QuickTune does all the adjustments for you.   This leaves the tuner free to operate the Dyno or perform other tuning work such as making ignition or cam angle adjustments.

Up to Six Dimensions of Fuel & Ignition Tuning

Under most circumstances a 3D Fuel Table is sufficient. RPM is typically used for one axis with load (typically represented by TPS or MGP) on another axis.  The 3rd axis/dimension is the fuel zone value.

This 3D mapping will be very familiar to the average tuner and a 3D surface representing the fueling can be easily visualised or physically displayed by selecting Surface Graph.

In special cases 3D mapping may not be adequately flexible to cope with all operating parameters.

Multi-throttle turbo charged engines typically show an example of this.  With the throttle wide-open at a MAP value of, for example,  200kPa and an engine speed of 5000rpm the engine will have considerably different fueling requirements than with the throttle half open and the same MAP and engine speed.  In this case the 4D Fuel Table table may be used.  This second table may be spanned using throttle position on the load axis.

When a 4D/5D table is turned on, its Table Activation mode can be selected.  This allows the 4D or 5D Fuel Table to become active only under certain conditions.  This is useful if an external switch or switching output is required to activate the table (e.g. switching in the 4D Fuel Table when the NOS solenoid becomes active).  If the table is required to be always active, set this adjustment to Always ON.

As with all tables, 4D and 5D Fuel Tables can have their X and Y axis parameters selected and their row/column locations adjusted.  To do this, click on the table and press X or Y.

These specifications will be updated fully to the G4Plus Storm soon.

General

Oddfire cylinder support
Adjustable zone centers on all 3D tables
Custom top dead centers (odd fire)
Adjustable baud rate
Adjustable firing order
Various datastream outputs

Triggering

Reluctor, optical, proximity or hall effect sensors
Programmable filters
Programmable arming thresholds
Configurable trigger patterns
Preset trigger patterns
Supports many OEM applications
Supports cam position on sync signal

Launch Control

Progressive cut control
Selectable fuel or ignition limiting
Selectable cut effect (adaptive or constant)
Adjustable control range
Vehicle speed controlled
Clutch switch controlled
Launch fuel trim (3D)
Launch ignition trim (3D)

Power Supplies

5V output
8V output

Calculated Inputs

Gear position
Wheel slip

Diagnostics
ECU Statistics

ECU Logging

Various activation methods
Adjustable logging rate
4MB Onboard Logging

Log analysis with PCLink

Fuel

4 Injector drives
Sequential injection Mode
Grouped injection mode
Staged injection mode
Single point injection mode
5A maximum saturated current
5A auxiliary current
Quick tune (automated fuel tuning)
Multiple fuel equations
Barometric pressure compensation
Multiple switched fuel tables
Multiple overlayed fuel tables
AFR target table
Individual cylinder fuel trims (3D)
Pre-crank prime (2D)
Crank enrichment (2D)
Post start enrichment (2D)
Warm up enrichment (3D)
Acceleration enrichment (3D)
Air temperature correction  (3D)
Injector deadtime voltage correction (3D)
Overrun fuel cut  (2D)
Fuel temperature correction
Idle load trims
Master fuel adjustment
Injector test function
Injection angle adjustment (3D)
Narrowband closed loop lambda
Wideband closed loop lambda

Auxiliary Outputs

8 Auxiliary Outputs
8 Lowside outputs
4 Highside outputs
2.2 Normal lowside current limit (A)
5 Normal highside current limit (A)
Unused fuel drives can be used as outputs
Unused ignition drives can be used as outputs
Test mode (PWM or ON/OFF)
Idle speed control solenoid
Boost control solenoid
General purpose PWM (3D)
General purpose switched (conditional)
Fuel pump
Fuel pump speed
Engine fan
Air-con fan
Air-con clutch
Intercooler water spray
Tacho
Check engine light
Purge solenoid
VVT solenoid
Hold power relay
Speedo signal
E-throttle relay
Oxy heater
Cam solenoid (lift or angle adjust)
Inlet runner control solenoid
Tumble generation valve
Virtual auxiliary channels x3
Stepper motor control (4 wire / bi-polar)
Stepper Motor Control (6 Wire / Unipolar)

Analog Inputs

2 temperature inputs
Engine coolant temperature
Inlet air temperature
Fuel temperature
Engine oil temperature
Gearbox oil temperature
Diff oil temperature
Mass air flow sensor air temperature
General purpose temperature
4 voltage inputs
Onboard 4.0bar manifold pressure sensor
Throttle position sensor
Foot position sensor
Wideband lamba signal
General purpose voltage
General purpose input
Oil pressure
Fuel pressure
General purpose pressure
Exhaust gas temperature (from external controller)
Narrow band 02 sensor
Rotary oil metering pump position
Tumble generation valve postion
Stepper motor position
Crankcase pressure
Damper position
Configurable calibration tables
Configurable fault settings
Voltage channels can measure temperature with external resistor
Internal barometric pressure sensor
ECU temperature

Ignition

4 Ignition drives
4 Direct spark ignition mode
8 Wasted spark ignition mode
12 Distributed ignition mode
12 Twin distributed ignition mode
2 Rotary wasted leading spark, direct trailing spark
2 Rotary direct leading spark, direct trailing spark
7V squarewave drive signal
2.2A auxiliary current
Adjustable dwell mode
Dwell control (3D)
Engine temperature trim (3D)
Inlet air temperature trim (3D)
Multiple switched ignition tables
Multiple overlayed  ignition tables
Individual cylinder ignition trims (3D)
Transient ignition retard

Limits

RPM limit (engine temperature controlled)
MAP limit (engine temperature controlled)
Speed limit (set or switchable)
Dual general purpose limits (e.g. oil pressure)
Overvoltage limit
Optional hard cut
Progressive cut control
Selectable fuel or ignition limiting
Ignition trim
Adjustable control range
Selectable cut effect (adaptive or constant)

Idle Speed Control

Closed loop and open loop modes
Stepper motor control (4 wire / bi-polar)
Stepper Motor Control (6 Wire / Unipolar)
Solenoid control
External electronic throttle control
Idle up tables

Digital Inputs

4 inputs (total)
General purpose switch
4 General purpose frequency
1.6V rising trigger
1.0V falling trigger
Vehicle speed
Air-con request
Intercooler water spray request
Anti-theft request
Power steering pressure switch
Neutral switch
Throttle closed switch
Speed limit request
VVT cam position
Gear shift cut request
Start position switch
Clutch switch
Brake switch
Turbo RPM
Digital mass airflow sensor
Various wheel and shaft speeds
Seimens E85 sensor

Anti-lag System

Various activation modes
Fuel enrichment (3D)
Ignition cut (3D)
Ignition retard (3D)
Cyclic idle (normal and cool-down)
Dual enrichment, cut and retard tables
Idle speed solenoid overide
Safety timeout

Gear Cut Control

Timed or controlled modes
Adjustable progressive cut levels
Power re-introduction control
Ignition retard control
Fuel enrichment control
Cut duration based on gear

Electronic Throttle

External E-Throttle
Idle speed control
Comprehensive safety features
Automated setup
Supports OEM applications
Multiple throttle position target tables
Supports anti-lag

Boost Control

Open and Closed loop control
Multiple tables (3D)
Engine temperature trim
Inlet air temperature trim
Gear based trim
External adjustment (high/low switch)

Knock Control

1 internal Knock input (optional upgrade)
Adjustable frequency
Adjustable gain (per cylinder)
Individual cylinder detection
Individual cylinder ignition retard
Adjustable detection angle (start/end)
Noise threshold table (3D)
Adjustable ignition retard sensitivity
Configurable ignition reintroduction

Variable Valve Timing Control

Up to 4 cams independent control
Supports many OEM applications
Closed loop control
Cam angle target tables (3D)
Optional cam centerline display

Tuning Software

Configurable panels
Surface plotting
Password protection
Error logging
Multiple gauges
Keyboard support
Time plot
XY plot
Histogram
Multiple pages
Parameter search function
Context sensitive help browser
Firmware updater
Fault code display
PC logging
Runtime values dialog
Full wiring manual
Full tuning manual
Full software operation manual

Manufacturing

Comprehensive testing
ISO 13485
Made in New Zealand

Physical

Length 135mm
Width 126mm
Height 42mm
34 Way Connector waterproof automotive
Status LED

Package Contents

G4+ Storm ECU
2.5m Wiring Harness
Mounting Bracket
Quick Start Guide

Operation (was environment)

Operating temperature range -10 to 85 deg C
Ambient temperature range -30 to 90 deg C
Input Voltage 8 to 22V
Power Consumption 150mA
Electrical Protection on inputs and outputs
Mil Spec acrylic coating on PCB and components
40 MHz dedicated automotive engine management microprocessor

Engine Configurations

2-12 Cylinder Distributed
2-8 Cylinder Wasted Spark
2-4 Cylinder Direct Spark
2 Rotor Engines
Odd Fire Engines
2-Stroke Engines
Configurable Firing Order
Configurable TDC Points (for odd fire)

Fueling Adjustments

Up to 440 Zone Fuel Table with configurable load and RPM centres. Configurable X and Y Axis Parameters
Multiple Fuel Tables
Up to 6D Fuel Mapping
Injection Rate
Master Enrichment
Pre Crank Prime
Crank Enrichment
Post Start Enrichment
Warm Up Enrichment
Acceleration Enrichment
IAT Fuel Correction
Injector Deadtime Compensation
Overrun Fuel Cut
Idle Load Trims
Fuel Temperature Correction

Ignition Adjustments

Up to 440 Zone Ignition Table with configurable load and RPM centres. Configurable X and Y Axis Parameters
Closed Loop Knock Control.
Crank Dwell Extension
Maximum Advance
AFR / Lambda Table Correction
Spark Duration
Definable Dwell Time Table.  Configurable X and Y Axis Parameters
Individual Cylinder Trim
Individual Cylinder Tables
Multiple Ignition Tables
Up to 6D Ignition Mapping
Individual Cylinder Ignition Trim
IAT Trim
Voltage Correction
ECT Trim
OEM Compatibility
CDI Compatibility

Limits

Engine Temperature Dependent Soft and Hard RPM Limit
Engine Temperature Dependent Soft and Hard MAP Limit
Vehicle Speed Limit
System Voltage Limit
Two user configurable General Gurpose RPM Limits

Triggering

Digital Trigger Decoding
Reluctor, Optical Proximity or Hall Sensors
Programmable filtering and arming thresholds
Configurable trigger patterns or preset triggering options.
Supports nearly all OEM trigger patterns and custom trigger arrangements

MotorSport Features

Antilag
Launch Control
Gear Cut Control
Statistics Logging

Auxiliary Output Options

Each Output independently configurable
Unused ignition and injection outputs available as auxiliary outputs
General Purpose Output
General Purpose PWM
Continuously Variable Valve Timing Control
Closed Loop Idle Speed Control (Solenoid or Stepper (4 & 6 Terminal))
Fuel Pump
Fuel Pump Speed Control
Engine Fan
Air Con Clutch
Air Con Fan
Intercooler Spray
Tacho
Check Engine Light
Purge Solenoid
Oxygen Sensor Heater
Switched Cam Solenoid

Analog Inputs

Each channel independently configurable with preset or custom calibrations
Wideband O2 (from external controller)
Boost Adjust Signal
Configurable Fault Detection Settings
Voltage (0-5V)
Exhaust Gas Temperature (from external controller)
Throttle Position
Pressure (general purpose, fuel, oil)
Air Flow Meter
MAP
Temperature (coolant, IAT, general purpose)
Throttle Position
Narrow Band O2

Communications

Tuning Port USB on board
Serial RS232
One CAN bus

Inputs/Output

4 High Current Injector Drives
4 Ignition Channels
8 Auxiliary Outputs
3 / 4 Digital Inputs
+5V Out
+8V Out
2 Temperature Inputs
3/4 0-5V Analog Inputs
2 Trigger Inputs (Reluctor, Optical or Hall Sensors)
On Board Baro Correction (Real Time)
On Board 4 bar MAP Sensor

Boost Control

Engine Temp Correction
IAT Correction
Multiple Boost Tables
External Adjustment

Variable Valve Timing

Up to 4 channel independent
Precision Closed Loop Control
3D Tables with configurable X and Y axis controls
Preset or Custom Configuration
38 Supported Engines – More modes added often. See list of supported engines in PCLink

Processing

40 MHz Specialised Engine Management Microprocessor
Ignition control to 0.1 degree, fuel to 0.01 ms
32 Bit Calculation
10 Bit ADC Resolution
20000+ RPM
4Mb Non Volatile Flash

Idle Control

Reliable and accurate user configurable Closed Loop Control
Solenoid or Stepper Motor ISC Valve
Aircon, Engine Fan or Power Steer idle up
Open Loop Control Mode for diagnostics

Environment

Internal Temperature Range -10 – 85°C
Ambient Temperature Range -30 – 90°C
Voltage 8 – 22V
Operating Current 200mA
Electrical protection on all inputs and outputs

PCLink

Adjust parameters in real time
Mouse or keyboard operation
Tuning
QuickTune – automated fuel self tuning
Logging Analysis
Diagnostic Information
Built In Help
Definable Screen Layouts
View over 400 possible runtime parameters

Physical

Length: 142 mm
Width: 126 mm
Height: 42 mm
Weight: 600 grams
Connector : 34 Pin Waterproof Automotive

Package Contents

Storm G4Plus ECU
2.5 Metre Wiring Harness
Mounting Brackets and Screws
Wiring and Installation Instructions

Additional Accessories (Purchased Separately)

Intake Air Temperature Sensor
- 3/8 NPT
- Bosch push in
- 14mm (Aluminium or Steel Mounting Bosses to suit)
Throttle Position Sensor
1,2 or 3 Channel Link Igniter
Narrowband Oxygen Sensor
Wideband O2 Controller & Sensor
Injector Ballast Resistor Packs

- 1 x 1R (6 x <6R injectors)
- 2 x 1R (12 x <6R injectors)
- 1 x 4R7 (1 x <6R injectors)
- 2 x 4R7 (2 x <6R injectors)
- 1 x 2R2 (1 x <3R injectors)
- 2 x 2R2 (2 x <3R injectors)
- 4 x 4R7 (4 x <6R injectors)
- 6 x 4R7 (6 x <6R injectors)

Manufacturing Standard

ISO 13485

!!! Rally Team Takes 2nd Place at Seed 9 Rally

seed 9.1.main

Will Hudson, the team owner and driver talks about Seed 9:

“Seed 9 is held about an hour outside of Las Vegas, NV in Jean. This is real desert racing with sand rough gravel and large dips and ruts. The rally took place over only one day with recce and rally on the same day.

Our competition was a Ford Raptor built for real off-road racing driven by Bill Holmes. On the first stage we took the lead with five seconds. Second stage he took back the lead by two seconds. the battle continued throughout the day. I was pushing really hard to keep the lead and before the last stage had an eight second lead. The last stage was super rough with a very large ditch thing that ran across the road. I hit this ditch not seeing it in tell it was too late. A front control arm got bent pushing the tire into the back of the wheel well making it very difficult to drive. We pushed hard knowing that there wasn’t much time separating us and Bill. At the end of the stage we found we had lost first by five seconds, a bummer but a very fun race indeed.”

This race was the last race that !!! Rally Team would race in the current 2003 Subaru WRX car.  The damage was beyond repair or at least from the cost:benefit stand point.  FLI is currently breaking down this car and installing all the parts on another 2003 Subaru WRX chassis which is being prepped with a new roll cage.  This car will serve as the practice car for the team, as the new main race car will be a 2007 Subaru STI chassis with lots of excellent parts, and state-of-the-art electronics.  Look for this car sometime in the 2013 race season, and campaigned with FLI along with the team in the 2014 race season.

Here are some pictures of the damage from Seed 9:

!!! Rally Team Places 3rd at the Pacific Forest Rally, BC

PFR 2012 banner

Here is the summary from the team owner and driver, Will Hudson:

“The Pacific Forest rally is held in BC, Canada just a couple hours from the US border. I arrived there to meet Gabe Wright, a guy I met through another rally friend who stepped in to help service, and Adam Kneipp a brand new co-driver. Adam would be my first new co-driver from Brian Szykowny whom I started rally with.

The rally was situated in some beautiful country side with rolling hills and lakes. We started and were running well in the top 5 or so, and about 20 seconds off rally leader Antoine L’Estage. It was difficult getting used to the new co-driver and the notes. This was the first time I had written our own notes, but it was also very satisfying. The car felt good throughout the first day, although my times were inconsistent. After the first leg was completed we ran a new road that ran up a steep hillside. The stage was very technical, rough and narrow. We managed to stay on the road but not without some scares.

Day two we ran three new roads, ending with a long stage that was the best road I’ve ever driven. Fast, flowing and relentless, we put on my other tires that were a soft compound thinking that the emending rain would come but it didn’t. On the first run through the stage we set a fast time. On the second and third run though our tires were really worked over and we found that a rear shock had started to tear through the car at the top were it mounts, so we ended up loosing allot of time to our first run through.

At the end we ended up placing third, thanks to two of the top guys having car problems and one crashing out.”

To see the damage of the car check out these pictures.  It is really amazing how the team finished the race, let alone in 3rd place!  FLI is very excited to be a part of this team, and we look forward to the 2013 + race seasons.

2003 Porsche 996 TT Custom FLI Tune

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This customer contacted FLI because he wanted a few dyno runs to see where his car was at.  His 2003 Porsche 996TT made decent power but he wanted a bit more.  After choosing a custom FLI tune, power gains were about 130 wheel torque and wheel horsepower over stock and about 75 wheel horsepower and 100 wheel torque over the baseline dyno run before the custom tune!  Modifications are slightly larger turbos (using stock OEM housings), Fabspeed exhaust, intake air box system with everything else remaining stock.  The owner drives this car as it should be driven.  These are great cars and you have to love the beautiful tan interior with black paint.

Stock 996 TT, t is 58, h is 50, 10 psi max vs FLI T is 65, h is 44, 19.5 psi maxBLOG

Stock 996TT vs FLI Stage 2.5 Dyno Graph Info:

Baseline – Stock Porsche 996TT – Sae is off, temperature in room was 58 degrees with 50% humidity with 10 psi max (Dyno boost gauge – 30 ft. of plumbing).

Test – FLI Stage 2.5 Porsche 996TT – Sae is off, temperature in room was 65 degrees with 44% humidity with 19.5 psi max (Dyno boost gauge – 30 ft. of plumbing).

1st dyno run Tune Temp is 66, humidity is 65, 20.5 psi vs FLI Tune, Temp is 64, h is 40, 19.5 max psi BLOG

Before FLI tune vs FLI Stage 2.5 Dyno Graph Info:

Baseline – Before Dyno run Porsche 996TT – Sae is off, temperature in room was 66 degrees with 65% humidity with 20.5 psi max (Dyno boost gauge – 30 ft. of plumbing).

Test – FLI Stage 2.5 Porsche 996TT – Sae is off, temperature in room was 64 degrees with 40% humidity with 19.5 psi max (Dyno boost gauge – 30 ft. of plumbing).

2006 Charger SRT8 gets a 7.0 liter stroker engine built by Sinister Performance, FLI Tuned

Base, T is 69 h is 41,long tube headers, Intake and exhaust 6.1 L vs 7 liter stroker, t is 68 h is 62BLOG

This 2006 Dodge Charger SRT8 black beauty is owned by one of Sinister Performances customer.  They recently installed a 7.0 liter stroker engine which added about 75 wheel torque and 60 wheel horsepower.  This monster makes peak torque at 4500 RPM and peak horsepower at 5500 RPM!  This is the ideal power package and is available at Sinister Performance.

 

Sinister Performance’s own 2006 Chrysler 300M SRT8 412 WHP – FLI Tuned

Sinister Performance Stage 3, FLI tuned

Sinister Performance is one of FLI’s partner’s in the automotive industry (and next door neighbors).  Sinister specializes in Modern Mopar Performance and one of the owners new beautiful car made some really good power!  This is what you call the SP Stage 3.  This package offers great power and does not empty your wallet (relatively speaking).   This package includes an Internia Motorsports camshaft, exhaust, long tube headers, a cold air intake, a Diablosport Trinity or Predator and of course a custom FLI tune.

Base, t is 69, h is 30 Diablosport basemap vs FLI custom tune, T and h is the same BLOG

Before Dyno run 2006 300M SRT8 vs FLI custom tune / Sinister Performance Stage 3 Dyno Graph Info:

Baseline – Before upgrades and FLI custom tune – Sae is off, temperature in room was 69 degrees with 30% humidity.

Test – FLI custom tune / Sinister Performance Stage 3 upgrades – Sae is off, temperature in room was 69 degrees with 30% humidity.

1959 VW Euro Fully Built Turbo Air Cooled Beetle, Controlled by an Electromotive Tec 3 ECU Tuned by FLI

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This very special, beautiful 1959 VW Euro Beetle was built by a customer who is a perfectionist, which is displayed in his amazing show car.  Not only has this bug been in VW Trends magazine, but he attends all types of car shows around the country.  Attends, meaning he drives his car to the actual show, no trailer required or desired.  At first glance, this show car seems too pretty to drive hard.  I was actually nervous strapping her down on the dyno.  However, this car is FAST on the street, as the owner showed me first-hand, this bug gets driven hard.  Sure you have a little bit more maintenance, but you get heads turned on the street.

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Power Results

Sae is off, t is 72, h is 41, 10 psi maxBLOG

Custom 59 VW Euro Bug built by customer, powered by Electromotive Tec3 Stand Alone ECU tuned by FLI Dyno Graph:

Baseline – Fully Built 2.1 liter VW air cooled engine, tuned by FLI – Sae is off, temperature in room was 72 degrees with 41% humidity with 10 psi max (Dyno boost gauge – 30 ft. of plumbing).

Test – Fully Built 2.1 liter VW air cooled engine, tuned by FLI – Sae is off, temperature in room was 72 degrees with 41% humidity with 10 psi max (Dyno boost gauge – 30 ft. of plumbing).

Here is the complete Spec Sheet of this unique Bug:

Engine:

  • VW case, 2110cc w/ 8.5:1 CR, blueprint & balance by R&R Machine
  • CB Performance forged counterweighted crank(82mm)
  • Jet titanium rods, 5.5” chevy journal
  • Cima/Mahle P&C’s w/ Total Seal 2nd rings(90.5mm)
  • Engle TCS10 cam w/ straight cut gears
  • CB 044 heads(40×35.5) w/ dual springs & titanium retainers
  • Scat 1.25 pro comp rocker arms w/ Manton tapered pushrods
  • 10mm Raceware studs
  • modified Garrett VNT25 variable vane turbo w/ water jacket cooling
  • Tial 38mm wastegate w/ dash adjustable Hallman manual boost controller
  • Electromotive TEC3 full sequential engine management w/ 60lb. injectors
  • blow through EFI turbo w/14psi boost & AIS water/meth injection
  • custom exhaust and intake w/ CB 48mm throttle bodies & manifolds
  • Bergman 911 fan kit

Tranny:

  • type 1 gusseted swing axle w/Berg 5 speed & Quaife LSD by Harold Carter
  • 3.88 R&P, 3.78 1st, 2.21 2nd, 1.58 3rd, 1.21 4th, 0.89 5th
  • Sway-a-Way long spline long axles (‘68 only)
  • larger type 3 rear drums
  • custom hydraulic clutch
  • 12lb. flywheel w/ Kennedy Stage 2 pressure plate & Kush Loc disc

Suspension:

  • modified 4” narrowed, adjustable front beam by Airkewld
  • CB 2.5” dropped spindles w/ CSP wide 5 disc brakes & Hurst Line Loc
  • Sway-a-Way 26mm rear torsion bars
  • custom 0.75” rear sway bar by Addco
  • CSP torque bar & Berg traction bar
  • custom one-off aluminum wheels(15×5 front, 15×6 rear)

Body & Interior:

  • VW mouse grey PPG single stage urethane and clear coat
  • original style interior w/ German square weave carpet & Haartz stayfast canvas ragtop by West Coast Classic Restoration
  • 1.25” widened fiberglass rear fenders by Creative Car Craft
  • Dynamat throughout
  • custom wiring w/ blinking semaphores & front/emergency blinkers

Check out some of the amazing work performed by the customer and his network:

FLI Builds the First True 100% Flex Fuel (no map switching) Subaru WRX

I have a 2006 WRX wagon with a stock motor, and over 90k miles on it. About one year after I got the car new, Fine Line started to tune it for me. First a downpipe and Accessport (a custom FLI tune was created), then full exhaust, light weight crank pulley, and light braking improvements. Then I got a deal on a ’06 STI turbo (VF39). I installed a carbon fiber driveshaft, Ohlins adjustable struts, wheels and all manner of steering and shifting improvements. Then I got some PE 800cc fuel injectors , a few other bits, and got myself an E85 map (custom-made by FLI). The power was great, but the car was really finicky on the stock ECU. The car ran differently every time I turned the key, and changing maps and resetting codes was bumming me out. It just never ran perfectly.

As my daily-driver, I wanted a true flex-fuel car with stock manners around town, crisp response, and gobs of torque at low rpm. I put off an aftermarket ECU for a while, but finally listened to Ryan and Miles when Link ECU came out with an easy plug & play direct replacement ECU that would work with the GM flex-fuel sensor. This sensor reads the ethanol content in the fuel system, sends this info to the Link ECU instantaneously, and FLI created the map which adjusts the tune accordingly. No map switching, no check engine lights, no problems.

After the Link ECU was installed, with no other changes, the dyno graph jumped up roughly 20 whp and 20 ft lbs. across the board. It now makes 360 ft lbs of torque at 3500 rpms and 316 horsepower at 5500 rpms (stock motor / VF39 / E85). The car sounds great, and I can feel that it’s happy. What’s special is the massive amount of torque under 2900rpms. Pulling away from 1500rpms feels good, where before nothing happened until 2100rpms. 91 octane feels nearly as good as E85, which I know is hard to believe. Miles tuned the throttle response to exactly where I like it, so it’s not too twitchy into first and second gear or while cruising, but pulls briskly once you get on it. Getting on it in fourth gear is like smearing torque onto the road. I’m pretty picky about how it behaves in the tight, twisty back roads as well, and it comes on and off throttle in a much more controlled manner than it used to. Basically, the car has been tuned perfectly to my liking.

Just to recap – with 93K miles on the car, it has never run smoother or stronger. It’s fast as stink, and trouble free. For those of you that question the value of a stand-alone ECU on modified Subaru’s, I can tell you that it’s worth the money to get all your “blingy” parts to sing in harmony. It really was the icing on the cake for my car.

The above info was written by James J, Oakland Ca, 2012.

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