Case Studies – Cam Angle Sensor and Drive Belts on a Infiniti G35

My G35 has been driven hard and put away wet by many various members of my family, and just the other day the car threw the dreaded P0340 CAS error. Oh well, I guess I can’t be too upset considering the G35 has over 230,000 miles on it.

What better time to replace my drive belts and freshen things up on my VQ35DE?

Tools you will need to do this job.

Although this job can be performed with the car on the ground, it can become rather cumbersome. Instead we head to the garage and get it up on the 2 post for an easy install.

First disconnect your negative battery as always.

Next with the car raised, undo the 10mm bolts holding the lower G35 splashguard in place, along with the pushpin in the center of the splashguard.

With the guard removed, you now can see the undercarriage and subframe clearly. Locate the 2 tensioners for your drive belt assembly.

Here you see the power steering and alternator tensioner, and on the opposite side of course you see the air conditioning tensioner, shown below:

Now take your 14mm socket and lightly crack the center nut holding both tensioner pulleys tight.

With both pulleys cracked loose, now undo the 14mm tensioner rods that are shown in the first two pictures. Undo the tension slowly until the tension in the belt is loose enough to slip the belts off.

Make sure to remember your belt layout, and that the A/C belt must be put on the car first before slipping the power steering and alternator belt in place.


Unfortunately, before installing the cam angle sensor we find that the dealer sold us the left bank when it’s the right bank we require.

Up Next : Installing the cam angle sensor after a trip to the dealer.

Case Studies – Installing a B&M Command Flo FPR in a Supercharged B series

Anthony’s Jackson Racing Supercharged EG last put down 219 hp at the wheels with a completely stock Jackson Racing setup. Since then he’s added a walbro 255HP fuel pump, which has significantly increased the fuel pressure under load.

Unfortunately, it’s also wreaked havoc on his idle fuel pressure, causing an overly rich condition at idle and fouling his plugs / making his girlfriend super pissed.

So it’s onto installing a new B&M Command Flo Fuel Pressure Modifier, which will allow us to adjust his pressure within a certain range. B&M lists the range at 25-60 psi of adjustment, which is completely false.

Things you will need for this install :

  • B&M Part number 46057
  • 10mm socket
  • Bench saw / rotating table saw / Dremel
  • metric socket set
  • flat head screw driver
  • ear plugs in case your friend’s annoying girlfriend wants to commentate during installation.

First the basics, undo the battery

Next undo the gas cap to relieve any pressure that exists in the line currently.

With the gas cap removed, now undo the stock fuel pressure regulator by removing the 2 10mm bolts holding the assembly into the fuel rail.

Your stock rail will have the 10mm bolts, as Anthony is rocking an aftermarket riser which uses the hex bolts shown.

Next use your flathead and undo the return line going back to the firewall

Make sure to undo the vacuum line going to the stock FPR as well.

Now undo the stock FPR carefully.

Use caution when taking this unit off, as to not lose the pressure o-ring located under the unit.

Don't lose meeeee!!!

Now you can elect to either cut the top half of the FPR off using a Dremel ( recommended) or a table saw as I used ( not recommended )

A picture of what your stock unit should look like after cutting the top half of the FPR off.

Now refer to your B&M instructions as they show you exactly how to install the Command Flo on your B series motor.

Secure the new top half of the unit and make sure it is centered before putting the horseshoe brace on the bottom half of your FPR unit. Clamp the two together using the bolts supplied and you should have something like this :

Put everything back together and your FPR is now ready for adjustment!

Happy Boosting!

Up Next : LHT Performance’s Water-to-Air Intercooler setup, a 10psi crank pulley and we go to the dyno with Anthony looking for the high 200s at the wheel.

Project 383 – Installing a new fuel pump and Edelbrock 8134

After our last setback in our Project 383 where a fuel line ruptured causing a small engine fire, Butch and the gang at Treds decide to step it up a notch by installing a new fuel pump with Edelbrock’s 8134 Single Feed Fuel Line Kit.

Onto the install on our carbureted Project 383, and the parts you’ll need for the job.

Parts needed

First, disconnect the negative terminal of your battery before starting the job at hand. Next remove the fuel inlet fitting from your carburetor.

Attach the Edelbrock 8134 to the fuel inlet using the supplied washers and banjo bolts shown here :

Do not tighten at this time, as you may need to adjust before starting your vehicle again. Install your fuel filter ( Edelbrock 8128 / 8131 / 8133 or in this case 8134 ) by using the supplied fittings or a barb fitting.

Next connect the line to your fuel pump and adjust the lines so that they are safely tucked away.

Next we undo our stock fuel pump and install a new Edelbrock XXX, make sure to use the fittings specified above.

With the old pump out, now install your new pump and make sure to tighten all fittings at each juncture.

Out with the old…….

Now, put the key to the on position or prime your fuel pump ( if electric ) and check for leaks. If leaks exist make sure to shut off the engine immediately before retightening.

New pump installed!

Time to test her out!

Up next : Turbocharge or Supercharge Project 383…. that is the question.

Falcons Hire Mike Nolan as New Defensive Coordinator

Well, that didn’t take too long now did it?

A few days after hiring their new offensive coordinator in Dirk Koetter, the braintrust at Flowery Branch have hired Mike Nolan to direct the Falcons defense in 2012.

Nolan had been Miami’s coordinator for the past two seasons, with a brief stopover in Denver after his failed head coaching tenure in San Francisco.

The Dolphins allowed the sixth-fewest points in the NFL (19.6 per game), ranked third in rushing yards (95.6) and tied for 10th with 41 sacks.

Now the real question, what will Nolan bring to the Falcons? Most likely the 4-3 hybrid defense he ran in his last 2 years in San Francisco, as the Falcons lack the proper personnel to run the 3-4. Without draft picks or any substantial trade bait, the conversion to the 3-4 may take longer than many anticipate.

Before joining the Broncos’ staff, Nolan ran a hybrid defense as the San Francisco 49ers’ head coach from 2005 to 2008. While the run defense was excellent during that time, giving up just 3.9 yards per rush, Nolan failed to manage the many different tasks a head coach is expected to handle.

Mike Nolan enjoyed the most success in a 3-4 with the Baltimore Ravens, from 2001 to 2004 where his defense tied for the NFL lead in takeaways ( 106 ) while ranking fifth in the league in points allowed.

Earlier today, the Falcons also dismissed Paul Boudreau as the offensive line coach.

I’ll be posting more on Nolan’s defense and the 3-4 transition that may come to the Atlanta Falcons later.

This post can also be found at Bleacher Report : Falcons Hire Nolan

UP NEXT : Taking a look at the 3-4 and how it fits the Atlanta Falcons

Piggyback Heaven – Installing a VAFC in a Acura RSX

Today we’ll be installing a VTEC Air Fuel Controller part number 401-A015, otherwise known as the VAFC for this supercharged Acura RSX. Running a CT Engineering supercharger kit, but opting to leave out the programmed ECU, we’ll be installing a VAFC to round out the RSX’s fuel trims before going full blown AEM EMS standalone.

Why install the VAFC? This controller will allow us to fool the PCM into adjusting the fuel trims and move the VTEC engagement point wherever you wish. While this isn’t a long term viable solution, it’s more than enough to get us on the road until the standalone is installed.

Tools required for this job

Electrical Tape
Wire strippers
Wire clips or Solder iron

Before starting on this job, you must first read and review your VAFC installation booklet and familiarize yourself with the wires and the sequence in which they are installed. Now make sure to print out the ECU pinouts, shown here :

The wires you will be referencing for this job are :


  • Red Power
  • Yellow / BlackBrown ( Secondary Ground )
  • Black ( Primary Ground )
  • Gray ( Throttle Signal )
  • Red / blackOrange ( TDC Signal )
  • Blue / WhiteLight Blue ( VTC Cam Signal )
  • GreenYellow ( ECU Side of pressure signal output )
  • Green / RedWhite ( Harness Side of pressure signal output )
  • Greed / RedPurple ( ECU Side of VTEC Solenoid signal output )
  • Green / YellowPink ( Harness side of VTEC Solenoid Signal output )
  • Green / YellowGreen ( RPM )

First pull up on the passenger side seat lever and slide the seat as far back as it allows you to go. Next look towards the passenger side floorpan and pull back on the carpet until it gives you access to the ECU cover and panel.

You will see 2 pin buttons, pull those push pins out and pull off the cover to expose the ecu.

Now you unplug your ECU harness

Now, source the green / red wire on the 31p plug of your ECU wiring harness and cut the wire. Make sure to leave plenty of slack on either end of this wire. Now, solder the yellow VAFC wire to the ECU side of the pressure signal pin, and then connect the white wire to the harness side of the pressure signal pin.

You can elect to use the Apexi supplied bullet connectors as I did here, as this VAFC install is not permanent. If you intend to rock the VAFC for any extended period of time, I would recommend soldering the pressure wires to maximum reliability.

Next it’s time to tee into the power by locating the power wire located on same 31p harness. Source your two VAFCII red power wires to the yellow/black ecu power pin on the 31p plug.

Now locate your black and brown wires ( ground and secondary ground ) on the VAFCII harness and splice them into your ECU ground pin, found again on the 31p plug. Be sure to take care when soldering these two wires in, as they must be an inch apart and the BROWN wire must be soldered closest to the ECU side of the harness.

Now connect the gray VAFC throttle wire to the red/black TPS pin located on plug 31p.

Then connect the orange VAFCII wire (VTEC CAM SIGNAL) to the green wire located on plug 31p

Now connect the blue VAFCII wire ( TDC ) to the blue / white TDC wire on the ecu plug on the ever popular 31p plug. The green VAFC II wire tees into the one lonely RPM signal on the 31p plug on the opposite end of the harness.

Set your sensor number setting and number-of-cylinders setting through the ETC section of the Menu, along with VTEC type setting, throttle sensor voltage checking, throttle sensor type setting in TH-POINT.

If this is a fresh install, make sure to closely follow the throttle opening learning found in your VAFC manual under “Initial Setup”

Dont forget to set the reference cam angle for vehicles with an i-VTEC.

Congratulations! You’ve now installed a VAFCII into your I-VTEC equipped K20 motor! Happy Boosting!

Tebow and John 3:16…………..

Teeebow.... WHOOOAA

Tim Tebow is easily the most intriging athlete of our generation, easily the most polarizing name in sports in recent memory. No other athlete will garner the reaction that Tim will, you either hate him or love him, there is no middle ground.

As a Christian myself, I love his morals and his faith and applaud that he wont back down from his stance no matter who the critic.

However as a football fan, I dislike that so many take shots at his faith as opposed to his ability. For the record, I just don’t see Tim lasting past this year unless he puts in some serious work as a passer. His footwork, release and tangible traits are all in question.

But if anyone can do it, this guy can. I’ve doubted him since he took over for Kyle Orton, and you just cannot dispute what he’s accomplished for a Denver team projected to be one of the leagues worst….. AND??? He’s won his first playoff game!

Did Dick Lebeau and the Steelers get caught with their pants down? Yer damn skippy they did. Just too damn cocky for their own good. And while I don’t think that Belicheck will allow his Patriots to fall into the same trap, some people are unwavering in their belief that Tebow and the Broncos will get it done.

Now, I’m not a conspricacy kinda of guy, I don’t hunt for UFO’s, I don’t think Sasquatch exists, and in the grand scheme of things, I don’t think God cares much about who wins a football game.

But the numbers Tebow generated in his playoff victory are undeniably eerie, or one huge circumstance. Don’t believe me? Take a look.

The picture above is from the 2008 BCS Championship game, where Tebow wrote one of the most famous Biblical versus on his eye black, prompting MILLIONS to search for “John 3:16”

  • Tebow beat the Steelers by passing for 316 yards.
  • Tebow averaged 31.6 yards per completion, highest in NFL history
  • Ben Roethlisberger threw his crucial interception on a third and 16, leading to a Matt Prater field goal
  • The Steelers finished the game with 31:06 time of possession
  • CBS’s last quarter-hour ratings were a 31.6

Bizzare huh? Whether you believe it or not, the fact is that Tim Tebow and the Broncos have a momumental task ahead of them at Gillette Stadium. While the Patriots defense is probably one of the worst in the league, you cannot dispute Tom Brady’s accolades in the postseason.

Tebow with all of his flaws will lead his team to Foxboro and try to dislodge one of the NFL’s premier AFC powerhouses coached by one of the NFL’s most successful coaches of all time.

And I for one, am not betting against him. Go Tim.

Piggyback Heaven – Installing a SAFC in a MKIV Supra TT

I’ve died and gone to piggyback heaven in the early stages of 2012, as a good friend recently picked up a MINT 1997 Anniversary Edition Toyota Supra Turbo. I have always loved these cars and the insane amount of over-engineering that went into the legendary 2JZGTE.

Since this car is probably one of the ONLY stock Supras left on the face of planet Earth, my friend decides to go slow and just start at BPU for now. Basic Performance Upgrades for the Supra can routinely and reliably push the car into the mid 400 wheel horsepower range.

Here we install an older Apexi Super AFC piggyback fuel controller onto the Supra, just one part of the BPU process.

Things you will need
– S-AFC or AFC NEO – Depending on your preference. My buddy happens to be an ex-employee of Apexi, and he prefers the older AFCII. That’s what we’ll be installing in this writeup.
– 10mm socket
– Wire strippers
– soldering iron and solder
– flux if applicable

First disconnect the negative battery terminal, and open the passenger door to reveal the kickfloor and ECU panel.

Undo the three 10mm nuts and pull back on the ECU cover to reveal the ECU.

Next, take a look at the Supra ECU diagram, you will be splicing into most of the wires, and cutting just one.

Next locate the 40 pin plug, located closest to you if you are looking towards the front of the car. You are splicing the RED wire into pin 31 for switched power to the AFC unit, if you own the AFC NEO it will be the RED wire with WHITE stripe.

Next we locate the primary ECU plug that is part of the plastic shroud, again you want the plug closest to you or E10 for those who have a service manual. You will be splicing the green wire into the RPM signal pin 58

Here is a shot of the green wire spliced into pin 58.

Next we will ground the SAFC, make sure to locate your brown and black wires and FOLLOW the detailed instructions in your AFC manual. You must splice the black and brown wires apart on the ground pin, located on E11 pin 69.

Pin 69 must be spliced and soldered by placing the brown wire (ground 1) closest to the ECU, and the black wire (ground 2 ) an inch downstream of the ECU harness. Here is what you power and ground wires should look like installed.

Next keep the E11 plug in your hand and locate pin 43, which is the throttle position pin. Splice the gray wire into pin 43 for the throttle input to your AFC. Now, locate pin 66 and cut it leaving yourself plenty of room on either end of the wire.

Now take the yellow AFC wire and solder it into the wire you just cut, TOWARDS the ECU. After that take the white AFC wire and solder it into the wire, AWAY from the ECU

I used the Apexi supplied quick connectors on this Supra, as the plans are to move to a VPC or standalone later down the road. Soldering here is optional and not recommended should u have more plans for your 2JZ down the road.

Lastly, you can elect to wire the blue AFC wire to pin 48 on the E11 connector for narrowband 02 readings on the fly.

Now snap the ECU connectors back into the ECU and double check your wires for positive connection. Reconnect your battery cable and turn the ignition to the “on” position.

Once your AFC boots up, you can now make the proper adjustments before starting your Supra.

Select from the MAIN menu, go to SETTING, then to TH-POINT and set your LO value to 94, and then your HI value to 95% throttle.

Select from the MAIN menu, go to SENSOR TYPE and select HOT-WIRE with input values of 1 in and 1 out.

Select from the MAIN menu, go to CAR SELECT and select cylinder 6 with the throttle position in the upward position.

Now, use the NE-POINT menu in ETC to set your NE = 7000 RPM.

Since we are not installing injectors this time around, we will not be modifying the Supra’s low throttle fuel trims at this time.

Next up, installing the downpipe, exhaust and boost controller in the dash to 400 whp.

2011 Atlanta Falcons – One and Done… again

It’s been 4 days since my Falcons were pulverized by the New York Giants, and it’s taken that long for me to collect my thoughts in a coherent fashion. It’s one thing for me to go off half-cocked but I like my ability to be subjective about the subject matter so it’s taken me a week to stand back and calm down.

Looking back at the season and the disappointing outcome, it’s easy to lose yourself in exactly what the Falcons have accomplished over the last 4 years.

After the Bobby Petrino – Michael Vick debacle of 2007, if someone walked up to me and said “would you take a 43-21 regular season record but a 0-3 in the playoffs for the next 4 years” you’d be hard pressed to find any Falcon fan that wouldn’t leap at that. But that’s not the way the NFL works in it’s “what-have-you-done-for-me-lately” and constantly increasing expectations.

So for those fickle fans screaming for Mularkey, Brian Van Gorder, TD or Mike Smith’s head, I think a little bit of proper perspective is needed. The Falcons over the past 4 years have been very successful, it’s transformation into a consistent winner is something that you can’t just discount.

But still, the 24-2 dismantling of the Dirty Birds showed that last year’s whipping to the hands of Aaron Rodgers and the Green Bay Packers was no “aberration” as Mike Smith likes to put it. Simply put, the Falcons have a long way to go before they are ready to compete with the Packers and Saints of the NFC.

As I did with the losses against Green Bay and Arizona, the team once again failed to rise to the occasion and seize the moment. For all the talk of being “explosive” and the aggressive moves to draft Julio Jones, the Falcons were anything but last Sunday at MetLife Stadium.

3 things I took away from Sunday’s loss

1. Michael Turner has fulfilled the Curse of the 360. pretty simple right? The NFL is a meat grinder and running backs have a short shelf life, especially when taking on such huge workloads as Turner has (335+ carries every season). see Shaun Alexander.

  • From 2008-2010, the Falcons converted 33 of 51 4th down conversions for a disgusting 65% success rate.
  • In 2011 this conversion rate fell to 31 % with numerous key 4th down failed conversions against the Giants as well as the Saints (Mike Smith’s infamous overtime failed conversion)
2. The Falcons over-extended their expectations of the offense and Mularkey mismanaged key situations in games
  • 1. They got an offense that scored zero points against a team that surrendered 400 points during the regular season, the most by any playoff team.
  • Caught up in the hype of the passing league and believing the offense was a Julio Jones away from becoming a Saints or Packers like offense led TD to neglect the offensive line.
  • They got zero movement from their offensive line in two key short-yardage situations and lacked the ability to consistently give Matt Ryan time.
  • You are on the road in a hostile environment and your 1300-yard wrecking ball of a running back is standing on the sidelines while your franchise QB attempts not ONE failed 4th and 1, but TWO.
3. The Falcons lost their identity this year.
  • The Falcons pride themselves on playing smart, tough football and being a run first physical team. And the first half of the season was lost as the offense awkwardly bumbled trying to become this high flying passing attack.
  • When Matt Ryan throws the ball more than 40 times, the Falcons are 1-7.
  • Instead of addressing clear issues on defense and the offensive line, the Falcons gambled on draft day moving up to take Julio Jones.
What has that move gotten them in 2011? Take a look :

2010 Record 13-3 – Playoff seed No. 1 – Points scored 414 – Points allowed 288

2011 Record 10-6 – Playoff seed No. 5 – Points scored 402 – Points allowed 350

Winning less games, scored fewer points, gave up more points and fell from the first seed to the fifth. Yes the Falcons underachieved horribly, and the front office knows it.

To be fair, the Falcons have acted quickly and as Dimitroff said in Wednesday’s press conference, that there was not “going to be a minor tweak, like changing the color of socks.” When a team sweeps both coordinators out of the door, it’s clear that there will be change.

But who will replace Mularkey and Brian Van Gorder? Who can make this offense click and operate without targeting Roddy White 200 times in a season? And the real kicker, who can take Matt Ryan to the next level?

Because with the meek showing in NY, Ryan now faces a crossroads for the first time in his career. No longer is he the boy wonder that broke the record for winning as a QB in his first four years, bucking the trend of struggling rookie quarterbacks.

Now the focus and whispers are that Matt Ryan comes up small in big situations, hey it may sting to hear, but that’s the reality of it. If he wants to change this perception, it’s up to him.

And perhaps more importantly who will help transform the defense from a soft zone pudding to an “aggressive, attacking” defense as Dimitroff spoke about on Wednesday. A defense that can get off the field in a 3rd and long situation for once. A defense that doesn’t play the docile bend but don’t break philosophy.

A scheme change is definitely something the Falcons should discuss, but do they have the personnel? I’ll get into that later.

These are all questions that need to be seriously contemplated this off-season, not to mention issues regarding free agents, RB, OL and FS.

But for the meantime, I can still say I am proud to be a Falcons fan, and I’m proud of the way the team fought through the season. I’m not happy with how the season ended, but I’m excited for the future and what moves will bring Atlanta their first Super Bowl Championship.

Case Studies : Preparing the Talon for Dyno Day

Jesse’s Talon has come quite a ways after being cleaned up and gone through. Now all that remains is re-torquing the head studs and heading back to the dyno in our quest for 500whp.

Make sure to look up your head tightening sequence to ensure you follow manufacturer guidelines. The studs we are tightening are part number ARP-207-4201.

Now take your torque wrench and follow the guidelines given to you by ARP, if this is a fresh install make sure to follow the 2 step tightening method outlined on your white card inside your box.

Torquing head

Next, we install a set of Pro Street Cam Gears for the 4g63 to move our overlap to a more desirable range for our 62-1 turbocharger.

Pro Street Motorsports

Next up : Installing our cam gears, adjusting the overlap, and heading to the dyno!!!!


Case Studies – My R33 Skyline

I had my Skyline imported back in 2008 as a parts car with the original intention of following Motorex’s guidelines in federalizing the vehicle. After just 3 hours the motor and transmission was installed and within 5 the car roared to life.

With a bevy of HKS parts, my Skyline belted out 365 at the rear wheels at 19psi on my DynoJet.

Unfortunately, plans and funds derailed my legalization process, and after careful inspection of the NHTSA guidelines, I took the car off the streets and now it’s a track-only race car.

  • Short Mods list :
  • RB25DET Series 1
  • OS Giken Triple Plate Clutch
  • HKS 3037S Turbo upgrade
  • HKS Intercooler Kit
  • HKS HyperMax Coilovers
  • Apexi Power FC
  • Fujistubo 3.5 inch catback

On to the eye candy :

My R33 fresh off the boat

Front shot with no motor or trans

Stock interior, with the Japanese Navigation that I could never understand

Driveshaft Tunnel

Motor and trans put together

Motor and transmission installed

JDM doo!


My 60mm DEFI Gauges

Yes, the radio and navigation were completely Japanese, no clue how to operate them lol

365 whp on 91 pisswater octane

Thanks for lookin!