Field Report: Can 'Over Building' Your Engine Damage It? Tuned In podcast

10:16

Designing an elaborate engine block or cylinder head in CAD is one thing, but actually manufacturing that design is another challenge altogether. In this video, we talk with Gerry from Crest CNC about what it takes to turn complex billet and cast designs into reality Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Gerry handles CAD design at Crest CNC, creating engine blocks, cylinder heads, and the tooling and fixtures required to manufacture them efficiently. He explains how his early career as a toolmaker led him into CNC machining, CAM programming, and then full-time CAD design. During his time in the UK, he worked at JCB’s engine division, gaining critical experience in engine block and cylinder head design fundamentals. For their cylinder head development, Crest CNC work closely with third-party experts such as Cylinder Head Specialists to optimise port and combustion chamber geometry. They use traditional flow bench testing and 3D scanning to bring these designs into CAD before finalising them for manufacturing. Gerry also discusses design for manufacture considerations, often called DFM. Whether working with billet parts or cast parts, understanding machining limitations, tooling aspect ratios, taper angles, and draft requirements is essential. Design for manufacture ensures that parts are not only functional but also practical and cost-effective to produce. If you want to learn more about how advanced billet and cast engine components go from idea to finished product, or how companies like Crest CNC and Cylinder Head Specialists push high-performance design, this interview is packed with insights you can apply in your own engineering or fabrication projects.…

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142: “Composites” aren’t just for high-end motorsport 1:22:12

5 days ago1:22:12

1:22:12

“Composites” aren’t just expensive and elaborate carbon fibre parts for high-end race teams. It may be easier, more accessible, and cheaper than you think to get started in the composite game. This week on the podcast, we sit down with Keith Peden from Rodin Cars to unravel the world of composites. 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Keith shares his journey from a childhood passion for cars to becoming a composite specialist in the automotive industry, building parts to the highest level. He emphasizes the importance of hands-on experience and how collaboration between engineering and manufacturing teams is key to success. The conversation explores the properties of different composite materials and their applications in motorsport and automotive design. He discusses various aspects of composites, focusing on the differences between chopped strand mats and woven mats. He also explains resin types, why proper mixing is critical to strength, and how many factors can impact the final product. We discuss different manufacturing methods, from wet layups to prepreg and autoclaves. One of Keith’s big takeaways is that composites don’t always have to mean expensive carbon fibre. For many motorsport and automotive needs, affordable alternatives can deliver excellent results — especially for the home enthusiast. Follow Rodin Cars here : Website: rodin-cars.com Instagram: rodincarsofficial Facebook: Rodin Cars Youtube: RodinCars Timestamps: 0:00 “Composites” aren’t just for high-end motorsport 4:00 How did you form an interest in cars? 5:33 How do you become qualified in composite manufacturing and what’s your background? 16:18 Can you give us an overview of Rodin Cars? 27:44 What is your role as Composites Team Lead? 31:47 What does the word composites actually mean? 33:03 Is a carbon fibre part stronger in compression or tension? 35:21 What is carbon fibre and why is it so good for motorsport? 38:09 Carbon vs Kevlar vs Fibre glass cost variation? 40:42 What is a chopped strand mat? 43:05 What is a woven mat? 44:44 What is resin? 48:49 What does the term prepreg mean? 52:55 What is an Autoclave? 59:09 Other types of layup methods 1:11:55 Downsides of composites parts being repaired 1:13:21 How do you add threaded bosses for attachments to a composite part? 1:16:24 Final 3 questions…

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Field Report: A Clever Solution | 400HP 3-Cylinder G16E-GTS 8:30

8 days ago8:30

8:30

The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster. Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip In this interview, Ben from @artec_performance reveals the 18-month R&D journey behind their fully emissions-compliant bolt-on turbo kit for Toyota’s GR platform. This isn't a generic setup, every component is purpose-built to retain OEM fitment, support factory ECU control, and maintain legal emissions systems. That means you keep your sensors, your catalytic converter, and your conscience clean while chasing 400+ hp. You’ll hear how ARTEC engineered their own turbine housings, compressor covers, and manifold solution to suit Garrett G25 rotating assemblies, why packaging and emissions compliance required more than just off-the-shelf parts, and what makes the G16E-GTS engine one of the most exciting new tuning platforms in years. Whether you’re building a street-legal time attack car or want to keep your road car emissions-friendly while unlocking serious power, this bolt-on system is worth a closer look.…

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Field Report: Is a 940kg Toyota MRS the ULTIMATE Grassroots Racer? 12:43

15 days ago12:43

12:43

"The closest we've got to a mechanic is a panel beater." - Has this group of friends on a budget built something quicker and more special than many big chequebook builds ever will be? Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Most people overlook the third-gen Toyota MR2 (MR-S), but Justin from Close Enough Racing has spent years turning his into a proper grassroots weapon. From a modest 1ZZ track car to a 450kW turbocharged 2ZZ build with APR widebody aero, a Jubu Racing close-ratio gearbox, and Porsche brakes, this is a fully developed MRS that competes on the world stage at World Time Attack Challenge. You’ll learn how Justin and his mates handled the powertrain setup, aero evolution, and suspension development while working around the MR chassis’ limitations and strengths. The car features a Gen 2 Garrett G35-82R turbo, factory-based poly bushed mounts, and a 3582R-based turbo system pushing 35 psi through a built 2ZZ engine. The team worked with brands like CMS Performance for tuning, APR for aero, Shockworks for suspension development, and even adapted Porsche Boxster calipers using custom dogbones. Despite not being professional engineers, this group of friends put together a car that can compete with far more expensive, professionally built competition. If you’re building your own track car and want to see how to combine smart part selection, testing, and a bit of ingenuity to go fast on a budget, this one’s worth your time. #highperformanceacademy #buildtunedrive #closeenoughracing #aprperformance #shockworks #cmsperformance #juburacing #toyotamrs #mr2build #worldtimeattack #2zzge #grassrootsracing #aprperformance #cerbuild #wtac #carmods #motorsport…

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141: This Could Make or Break Your New Harness. 1:50:08

19 days ago1:50:08

1:50:08

Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics. This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials. 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Philip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring. We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application. They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness. Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one. Follow Technica Racewire here: Instagram: @technicaracewire Facebook: Technica Racewire WWW: technicaracewire.com 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Links: Autosport Manual: https://www.te.com/commerce/DocumentDelivery/DDEController?Action=srchrtrv&DocNm=1-1773721-9_as_technical&DocType=DS&DocLang=EN Timestamps: 0:00 This Could Make or Break Your New Harness 4:12 How did you get interested in the automotive scene? (Kevin) 6:52 How did you get interested in the automotive scene? (Philip) 9:51 How did you move towards building motorsport grade harnesses? 14:44 How did you go about sourcing Porsche electronics for your harnesses? 17:46 When and how did you decide to start wiring for a living? 24:15 What does Technica Racewire look like today? Location? Size? 30:21 Are you doing production runs on harnesses? 32:43 What brands of ECU are you aligning with? 36:15 Do you get into ECU configuration and setup? 40:40 What is a high pot tester? 41:20 How much of your business is business to business vs business to consumer? 45:12 Do you get involved in programming CAN messaging? 46:57 What’s the difference between a club level harness vs a motorsport harness? 53:31 What do you need to know to start working with Autosport connectors? 56:33 Understanding current through a connector and what size wire do we use? 1:08:48 Are DTM connectors still suitable for a motorsport harness? 1:12:50 The intricacy of working with Autosport connectors continued. 1:14:45 What’s your opinion on crimping vs soldering? 1:17:57 Using solder to pot an actuator or sensor. 1:20:45 Moisture ingress in connectors 1:23:31 What are the most common mistakes in building a harness? 1:30:36 What is star point earthing? 1:33:24 What do you use for your planning? Software? 1:38:50 Final 3 questions…

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Field Report: A BETTER conversion option? 8:51

22 days ago8:51

8:51

Ever wondered what it takes to convert an old car into a modern 600hp EV using aftermarket tech instead of a Tesla swap? Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip At SEMA, Rory Baldrey from Legacy EV walks through the full electric conversion of HP Tuners classic air-cooled 1984 Porsche 911 Carrera, powered by a Cascadia Motion motor and controlled via HP Tuners' Core EV VCU (ECU). Rory explains how this setup compares to more common OEM-based swaps, like Tesla drivetrains, and why they opted for a high-voltage 800V system. From regen tuning to thermal management, and the cost vs. flexibility tradeoffs of aftermarket parts, it’s a practical look into how EV swaps are evolving and what's possible at the cutting edge of performance electric conversions. #highperformanceacademy #buildtunedrive #evswap #ElectricPorsche #CascadiaMotion #hptuners #sema @cascadiamotion @HPTuners…

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Field Report: 550hp Micra | 'Let TORQUE take the wheel' 7:16

29 days ago7:16

7:16

Ever seen a 550whp front-wheel-drive Micra out on track? Sean Austin’s FWD K11 Nissan Micra is running a turbocharged Primera P11 SR20VE+T Neo VVL (the best SR20?) & 6-speed gearbox, Haltech Nexus R3 engine/power distribution management, Haltech iC-7 dash, and enough power to torque steer into another dimension. Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip With help from CDI Motorsport, Raceworks, Knight Family Motorsport, and a front end swapped in from a Pulsar, this car has evolved from track beater to full track weapon at the World Time Attack Challenge. It’s light, fast, and rowdy, but Sean’s also realistic about its limitations, admitting the platform might have hit its ceiling. That said, not sure we believe that a project is ever truely 'finished'! This walkaround covers the build, from the engine setup and fabrication, through to suspension compromises and alignment headaches. It's a quick look at what it takes to extract big performance from an unlikely chassis, and believe it or not at this stage all for under $20,000 Kangaroo Dollars (AUD). #highperformanceacademy #BuildTuneDrive #laterk11 #noideaclub #SR20VVL #Micra #FWD #k11 #TimeAttack #Haltech #WTAC2 #learndriveoptimise #learntotune #enginebuilding101 #dontletthesmokeout #wiring101 #cars #motorsport #racing #boost…

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140: You Don't Need a PhD to Add SERIOUS Performance. 1:54:24

5 weeks ago1:54:24

1:54:24

You can go a long way with club-level aero — and this is how to do it. On this week's episode of Tuned In, ex-Mercedes F1 aerodynamicist and brand new HPA tutor Kyle Forster helps you find big gains in performance by adding aero. 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Kyle shares his journey of how he became an aerospace engineer with a passion for motorsports, he also discusses the challenges he faced while pursuing a PhD to break into Formula 1. We get a first hand look at Kyle's time at Mercedes F1 and the complexities of aerodynamics in high level racing, including the differences between CFD and wind tunnel testing and the challenges of validating aerodynamic performance in real-world conditions. Kyle digs into club level aero packages showing us you don’t need a big budget or an engineering degree to gain performance and lap time. He now runs a consulting company ‘JKF Aero’ which can help you do exactly that. We discuss the fundamental aerodynamic principles, the importance of selecting the right components, and practical methods for validating aerodynamic effectiveness that anyone can do. Check out Kyle here: YouTube: Kyle.Engineers Instagram: kyleengineers WWW: jfkaero.com 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: hpcdmy.co/podvip Timestamps: 0:00 You Don't Need a PhD to Add SERIOUS Performance 3:47 How did you form an interest in cars? 7:40 Why was there an era where Formula SAE didn’t have aero? 12:45 How did your passion for aero grow from the Formula SAE team? 15:57 What is a degree, masters and PHD in Engineering? 19:21 How hard was it to land a job in F1? 22:06 What responsibilities do they give you when you join a team as a fresh aerodynamicist? 27:43 How do you end up with a cohesive aero package where all the parts work together? 31:27 What’s the process of testing these aero parts you design? 37:50 Why isn’t what you see in the wind tunnel not the same on the track? 48:23 What data and sensors do you have to validate aero on the track? 54:26 Why don’t we use a 1:1 model in the wind tunnel? 1:02:42 Why are there caps on CFD time? 1:05:06 How much does ride height affect downforce? 1:06:44 How long were you in F1 and how did you exit? 1:09:36 What does a typical consulting job look like for a high level motorsport team? 1:11:03 And what does that look like for a club level car? 1:14:13 Getting people to see the real benefit in aero? 1:18:19 What does a club level guy need to know? 1:24:56 How does a front splitter create downforce? 1:28:38 Do we need to think about spring rates when adding club level aero?1:29:46 How do we even need our front splitter tunnels? 1:32:31 How do we validate our aero components are working at the club level?1:41:19 Why is flow-vis not a viable technique at club level? 1:44:55 Final 3 questions…

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Field Report: They Can't Afford to Get This Wrong. 8:16

5 weeks ago8:16

8:16

Ever wonder how a connecting rod that can handle 3000hp+ is designed, tested, and manufactured? Here's a rare inside look at how true high performance aftermarket components are engineered and delivered. At the World Time Attack Challenge, Christian from Nitto Performance Engineering explains the complete workflow behind designing internal engine components like connecting rods. This includes using CMM (Coordinate Measuring Machines) to capture OEM specs, designing in Fusion 360, running FEA (Finite Element Analysis) simulations, prototyping with SLA (Stereolithography) resin 3D printing. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Once validated, the design moves into manufacturing, using Mastercam software for CNC machining, followed by forging, nitriding, and final CMM verification. Learn why skipping motion studies or relying only on simulation data can cost you big, and how real-world validation is what separates a good part from a race-winning one. This is your inside look at doing it right the first time, using both cutting-edge software and practical track-tested experience. This is not just a tick box design process, it’s about ensuring the part is right from the start and built to handle the punishing demands of the huge cylinder pressures high performance engines see.…

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Field Report: 1969 Datsun + 16 feet of Titanium = 1 EPIC Build. 11:16

6 weeks ago11:16

11:16

What happens when you combine flame-bent titanium, 3D scanning, and a 1969 Datsun Roadster? You get one of our favourite builds, and a happy missus. Connor McElvain @ConnorButter from Butter Welding showcases his custom Nissan/Datsun Roadster project, where old-school cool meets new-school tools. Starting with a complete 3D scan of the body, Connor designed and built a full custom chassis using CAD, ditching the original outdated geometry for a purpose-built cantilever suspension system that was prototyped with 3D printing and finalised via CNC machining. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Every part has been carefully modelled and refined from the Nissan SR20 VVL head to a pair of Weber carbs mounted on a one-off manifold for both form and function. A Haltech Elite 550 ECU runs the ignition and variable valve timing, blending modern control with vintage charm. The real showpiece is the titanium exhaust header, flame bent by hand and slip-fit for flexibility. This material isn't often used in this way and might not be ideal for long-term durability, but time will tell and in the meantime it looks incredible and sounds even better. This build is proof that with the right tech and dedication, you can create something pretty epic. Probably not surprising, but Connor and his roadster took the SEMA Battle of the Builders 'Young Guns' 1st place award 🥇…

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139: The TRUTH Behind Drivetrain Losses on the Dyno. 1:57:32

7 weeks ago1:57:32

1:57:32

Real-world performance is what matters when tuning a vehicle, but let’s not pretend the numbers on a dyno sheet mean nothing. The thing is… How can we trust one result from another? How are different dynos arriving at their calculated power and torque figures? And what’s the deal with drivetrain losses? Todd Lewis from Mainline Dyno is here to answer these questions and many more. 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip We’ve been using Mainline dynos for over a decade now, so when Todd flew over to our facility to carry out some upgrades on our four-wheel-drive hub dyno, it seemed like the perfect opportunity to sit him down and get some definitive answers about the sometimes confusing world of dynometers. We start by discussing the history of dynos — both engine and chassis — covering the rapid pace of advancement over the last few decades, the different types available today and their pros and cons, as well as what modern dynos are now capable of. We then jump into the heavy tech side, covering fascinating topics like inertia and load bearing systems, how much power some dynos can really handle, eddy current retarders, and plenty more. The conversation rounds out with some great chat around properly strapping a car to a rolling road system, accounting for variances in drivetrain loss and how it should be calculated, as well as achieving complete consistency from run to run — probably the most important factor for any tuner. Looking to Invest in a Dyno? Listen to This First. Check out Mainline Dyno here: Instagram: @mainlinedyno Facebook: Mainline DynoLog Dynamometers WWW: https://www.mainlinedyno.com.au 👉 Don’t forget, you can use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip Timestamps: 0:00 The TRUTH Behind Drivetrain Losses on the Dyno 4:05 How did you become interested in cars? 10:55 What has changed in the dyno space since you’ve been involved? 14:39 What is a vane dyno? 15:43 When did Mainline start focusing on dynos? 20:01 What drove demand for dynos in the early 2000s? 22:15 What other brands of dyno were around in the early 2000s? 24:09 What is an inertia dyno? 28:56 What is a load-bearing dyno, and how do we apply that load? 34:43 What is an eddy current retarder? 41:42 Why do we get varied dyno readings? 47:17 How do you train people to get consistency on their dynos? 57:19 Why is everyone using an eddy current retarder? 59:29 Do you get to a point where the rolling road doesn’t make sense? 1:03:20 How did the development of the hub dyno come about? 1:16:21 Hub dynos vs roller dynos? 1:23:15 How much power are we losing in the drivetrain? 1:37:04 Is there much demand for linked dynos? 1:41:16 When did you start with Mainline and can you give us an overview of Mainline today? 1:45:50 New operating system — why have you updated it? 1:52:27 Final three questions…

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Field Report: Why YOU Are Doing Car Aero WRONG. 20:28

7 weeks ago20:28

20:28

We often chase engine and tuning upgrades first, but could a front splitter and rear wing be a smarter starting point for our race cars? We caught up with Kyle Forster from JKF Aero to break down how aerodynamics work in practice and how to make effective improvements at every level of motorsport. From the priorities of downforce vs drag, to choosing the right aero balance for your car's drivetrain layout, this conversation covers everything from tuft testing a club racer to CFD and F1-style development cycles, noting Kyle was an aerodynamicist for the Mercedes Formula 1 team during their hybrid era peak. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Kyle explains key tuning strategies using splitters, wings, rake, and gurney flaps, plus the difference between 2D and 3D wing profiles and how things like swan neck mounts and dual elements can drastically improve efficiency and downforce. He also clarifies some common misconceptions about turbulent flow, stalling, and the practical implications of end plate design, big and small. Practical advice is given for grassroots racers, including the use of tufts or strong coast-down testing, and why stopwatch and driver feedback still matter. At the professional level, Kyle explains how CFD, wind tunnel testing, and track validation work together in a continuous development loop for professional motorsport including Formula 1 car development. So, where are the biggest gains to be had for a club racer? As you might have guessed, front splitters and rear wings. Get them on the car and develop over time from there, forgetting about flat floors and rear diffusers until further down the line is Kyles advice. Whether you're trying to gain lap time at your local time attack event or you’re part of a pro-level development team, this video gives valuable insight into how to build aero that works. To see more of Kyle’s work, check out JKF Aero at jkfaero.com or his YouTube channel @KYLEENGINEERS .…

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Field Report: Can 'Over Building' Your Engine Damage It? 6:35

8 weeks ago6:35

6:35

Some bearings are tough enough to survive 3000 horsepower, but that doesn’t mean you should use them in your street build. Choosing the right bearing isn’t as simple as just picking the toughest option and sometimes what seems like a part from 'the top shelf' can do more harm than good. In this interview, Christian from Nitto Performance Engineering breaks down some small but key differences between OEM-style bearings, ACL Race Series bearings, and coated bearings like those treated by Calico. While high-end coatings offer increased durability for extreme horsepower builds, they come with trade-offs in embeddability and long-term street reliability. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in This conversation clears up common misconceptions around bearing selection, including how coatings affect clearance, what embeddability actually does, and why some “race-spec” parts can do more harm than good in the wrong application. Christian explains that coatings like Calico are better suited to high-power engines with short service intervals, not long-life street builds. If you're chasing reliability and performance, this video will help you make an informed decision and avoid common (and expensive) bearing mistakes. Whether you're building a 3000hp drag monster or a 1000hp weekend car, it’s about matching the component to your use case, not just chasing specs.…

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138: The Secret to Effective Aero on a Budget. 1:43:33

9 weeks ago1:43:33

1:43:33

Think getting extra speed out of an aero package is just for the pros with all the money? It’s not... But you DO need to know what you’re doing. This week, we’re sitting down with aero specialist Amir Bentatou from RS Future to discuss creating an effective aero package for your vehicle, how to actually test it, and much more. 👉 Use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course: https://hpcdmy.co/aerob It’s no secret that over the last decade or so, the use of aero components has really grown thanks to disciplines like time attack and hill climbing. The reality is, these days, if you want to be competitive on track, a solid aero package is no longer optional. In the past, this usually meant consulting with experts, having your car scanned, and a custom aero package designed and built for your car — and that costs a lot of time and money. Things are different these days, though, and Amir dives straight into discussing how the average racer can build out a successful aero package to pick up a whole lot of speed using the 80/20 rule — that is, 80% of the performance for 20% of the money and effort. We also discuss testing at the grassroots level through the use of wool tufting and flow-vis — these can be easily implemented, but you still need to understand what you’re looking at when the car comes back into the pits. This conversation goes deep into the aero world, but also touches on Amir’s self-taught journey to get where he and RS Future are today, as well as his insight into the world of time attack and GT3 racing, which is something he’s been heavily involved in for a good few seasons now. Check out Amir here: Instagram: @rsfuture_amir , @rsfuture Youtube: RS Future WWW: rsfuture.com 👉 Don’t forget, you can use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course: https://hpcdmy.co/aerob Timestamps: 0:00 The Secret to Effective Aero on a Tight Budget. 3:35 How did you become interested in cars and motorsport? 5:46 How did you transition into aerodynamics and composites?` 14:00 How did you get a job as a Motorsport driving instructor? 18:15 When and how did you start RS Future? 22:40 How did you decide what products you would focus on with RS Future? 25:53 Can you explain wool tuffs and how we can use them? 30:49 What is flow vis? 32:42 How do we go about developing an aero package for a race car based on a road car? 39:28 How do we produce front-end down force on a production road car? 54:15 How do you manage ride height and downforce? 59:02 What is a third member? 59:55 How important is having a flat floor? 1:06:05 Where do we want our ducts for oil coolers, trans coolers, and brakes 1:09:47 How are these aero parts constructed? 1:19:16 How did you move into race engineering for GT3? 1:21:33 What is the GT3 class? 1:36:22 Final three questions…

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Field Report: Will This Replace Your Tape Measure? 16:17

9 weeks ago16:17

16:17

3D scanners are not always cheap, but here's why they might still be worth your money. 3D scanning is changing the game for motorsport and custom fabrication, and tools like the Peel 3 scanner are bringing that capability to a more affordable level. In this interview from SEMA, we speak with Gabrielle Williams from Peel 3D/Creaform about how this tech works, where it's most useful, and what enthusiasts need to know before diving in. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in The Peel 3 offers an impressive 1.25 million measurements per second (try doing that with your tape measure!), with around 1mm of accuracy loss over 4m, plenty for reverse engineering and CAD work in automotive applications. For more precision, positioning targets (tracking dots) and scanning sprays like Magnaflux and AESUB supply help solve the usual problems with reflective or transparent surfaces. The Peel.CAD software acts as the bridge between scan data and usable CAD models, allowing users to extract entities and create features like cones, planes, and shells for use in software like Fusion 360 or Solidworks. While traditional CAD can't work directly with scan meshes, Peel.CAD simplifies this post-processing step. If you’re wondering whether your system can handle it, Peel recommends a Windows 10/11 PC with at least an Intel i7, RTX 3070 GPU, and 32GB of RAM. Pricing starts around $12,300 USD including the software, putting it within reach for serious workshops and dedicated enthusiasts.…

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137: Fabricating the BEST Custom Cars on Earth. 1:54:58

11 weeks ago1:54:58

1:54:58

Anyone who knows modified cars will have heard of the Ring Brothers, builders of some of the greatest custom machines ever conceived. With huge scope and an equally impressive price tag, these incredible vehicles take every single piece of a build to the next level. This week, we’re sitting down with the fabricator responsible for bringing these works of art to life. 👉 Use code ‘RING100’ to get $100 off HPA’s Fabrication Starter Package:https://hpcdmy.co/fpackageb When it comes to fabrication, Ring Brothers’ Ryan Fielding is all about the finer details, and that makes him the perfect person to head up the creation of this Wisconsin-based shop’s incredibly impressive builds that somehow perfectly mix subtle with insane. Ryan kicks off the conversation by telling us how he got involved in fabrication and eventually made his way into the Ring Brothers shop. That naturally takes us to the company itself, and Ryan spends time discussing Ring Brothers’ ethos in building its unique resto-mod machines. This involves thinking outside the box, unmatched craftsmanship, and a whole lot of attention to detail. With build budgets starting at around $600,000, we had to ask — how is that kind of money justified, how do they find the type of enthusiasts who want to spend the big bucks, and what do these customers get for their money? Ryan also discusses his likes and dislikes in the fabrication game, Ring Brothers’ latest Aston Martin build, as well as what improvements in 3D printing and scanning technologies have done for his work. With some great chats on TIG welding, and a dive into what separates an average fabricator from a great one, this episode is perfect for anyone interested in the fabrication game. Instagram: @fabguy_ryan , @ringbrothers Facebook: Ringbrothers Youtube: Ringbrothers WWW: ringbrothers.com 👉 Don’t forget, you can use ‘‘RING100’ to get $100 off HPA’s Fabrication Starter Package: https://hpcdmy.co/fpackageb Timestamps: 0:00 Fabricating the BEST Custom Cars on Earth. 4:20 How did you get interested in cars? 6:53 Do you have any formal qualifications? 9:27 What do you think separates a high-level fabricator from an average fabricator? 13:42 What is it that keeps you passionate about fabrication? 17:14 Give us an overview of Ring Brothers? 23:54 When did Ring Bros become a big name in the custom car scene? 29:59 What does your typical build process look like? 34:26 How do you find the clients for these SEMA-level builds? 39:49 What does a Ring Brothers build cost? 41:26 How much input does the customer have in these builds? 48:55 How long does one of your big-end builds take? 52:41 How do you keep price expectations updated with your clients? 56:20 Why are Roadster Shop chassis so good? 1:02:34 Do you do wiring in-house? 1:05:05 How long have Ring Brothers been using CAD, 3D scanning & modelling? 1:09:24 Why did you decide to bring CNC machining in-house? 1:13:21 Give us the rundown on the Aston Martin DBS 1:17:36 How do you decide to use carbon fibre or steel? Pros and cons? 1:23:49 Is there still a place for a MIG welder in Motorsport Fabrication? 1:26:57 Top 3 TIG Welding tips? 1:33:53 What to look for when buying a MIG or TIG? 1:38:39 What fabrication equipment are you using on a daily basis? 1:44:29 Final 3 questions…

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Field Report: What’s really KILLING your catalytic converter? 6:28

11 weeks ago6:28

6:28

You might love the look and sound of your flame-tune, but is it killing your catalytic converter (CAT)? In this interview, Matt Latino from G-Sport by GESi explains the limitations of factory catalytic converters and why performance builds often require something more capable. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in G-Sport’s aftermarket catalytic converters are EPA-compliant, stainless steel, and designed for high horsepower, but they’re not indestructible. Matt dives into the real-world causes of CAT failures, including improper sizing, rich tuning, and aggressive launch control or anti-lag strategies. Burble, flame, and pop tunes might be fun, but they push unburnt fuel through your exhaust and straight into your catalytic converter — which can result in thermal overload or even complete failure. Like tyres on a track day, pushing your CATS too far too often will shorten their lifespan dramatically. Matt shares practical advice on how to make power in a street car while keeping your CAT alive, and what makes GESi’s designs different from cheaper OEM-style ceramic core converters. Many exhaust specialists already include the likes of G-Sport CATS in their complete systems, so it's possible you might even have one and be benefiting from the performance gains. ------------------------------------ TIME STAMPS: 0:00 - G-Sport by GESi 0:22 - Limitation of Factory Catalytic Converter 0:53 - Exhaust Backpressure 1:06 - Aftermarket Options 2:10 - Aftermarket Vs OEM Construction 2:29 - Why OEMs Use Ceramic 2:39 - Stainless Steel Construction 2:50 - Not Bulletproof 3:20 - Tuning Mistakes 4:00 - Everything In Moderation 4:45 - Tyre Analogy 5:00 - Thanks Matt! 5:30 - BUILD.TUNE.DRIVE…

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Field Report: How is this tool is making EFI easier than ever? 12:17

12 weeks ago12:17

12:17

Will carbs on V8 hotrods etc become a thing of the past when some alternatives are this easy? For those unfamiliar with ECU tuning, switching from a carburettor (carb) to EFI can seem daunting, but it doesn't have to be. The @EdelbrockUSA Pro-Flo 4 is designed to make the transition as simple and hassle-free as possible. With pre-calibrated sensors, a self-tuning system, and an easy-to-use app, this sequential port injection system eliminates the need for a laptop, making it one of the most user-friendly EFI solutions on the market with plug-and-play options for the Gen 3 or 4 LS, Gen 1 or 2 Ford Coyote and Chrysler Gen 3 HEMI V8's. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Unlike traditional throttle body injection (TBI) systems that mimic a carb, the Pro-Flo 4 offers true multi-point injection, improving fuel atomization, drivability, and efficiency. Injector and fuel system selection are simplified, with kits available for different power levels, and installation is made easy with a fully terminated wiring harness that requires no crimping or cutting. The distributor-based ignition system means there's no need for an additional crank trigger, further reducing complexity. The system features closed-loop control that continually learns and adapts while driving, improving fuel mapping in real-time. For those worried about fine-tuning aspects like cold starts and transient enrichment, the Edelbrock E-Tuner App provides intuitive adjustments using familiar carburetor-style terminology. This ensures that even those new to EFI can confidently dial in their setup. TIME STAMPS: 0:00 - Carb to EFI 0:16 - Mark Honsowetz 0:22 - Edelbrock Pro-Flo 4 EFI 1:09 - Self Tuning 1:38 - Entry Level Tuning Option 2:15 - Simple Installation 2:44 - Injector Selection 3:17 - Fuel System Selection 3:56 - Ignition System Setup 4:40 - Edelbrock E-Tuner App 4:51 - No Crank Trigger 5:20 - Pre-Calibrated Sensors 5:40 - Aftermarket Cams 6:40 - Closed Loop Control 7:10 - Needs Varied Driving To Learn 7:42 - Dyno Tuning 8:30 - Cold Start, Transient Enrichment etc 9:41 - Tuning Made Fun 10:00 - Edelbrock Pricing 10:27 - Batch vs Sequential Fire 11:10 - Edelbrock 11:21 - BUILD.T…

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136: Does Fast Have a Future? 1:19:34

13 weeks ago1:19:34

1:19:34

Running IndyCars, engineering championship-winning V8 Supercars… and going carbon zero? This episode of the Tuned In podcast with performance engineer Brad Eyes takes us in some very interesting directions. 👉 Use code ‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb Brad shares his unique journey into motorsport, beginning with his determination to break into the high-stakes world of IndyCar — despite living on the other side of the planet. He dives into the challenges of performance engineering in a tightly regulated series and explains how teams still find speed in the most unlikely places. From there, Brad transitions to Australia’s V8 Supercars, where he played a key role in a multi-championship-winning team. With firsthand insight, he breaks down what makes this series one of the most intense and exciting in global motorsport. Brad’s career then takes a surprising turn as he shifts into the world of sustainable transport. Are EVs actually a con? Is there a future where performance and environmental responsibility can coexist? Brad shares his perspective. Packed with talk on race car electronics, systems engineering, race strategy, and the future of speed, this episode is a great listen. Check out Brad’s book here , and follow him here: LinkedIn: Brad Eyes 👉 Don’t forget, you can use ‘‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb Timestamps: 0:00 Does Fast Have a Future? 3:58 How did you get interested in cars and motorsport? 5:15 What was your role in Formula SAE? 8:20 How did you get into Indy Car and what was your role? 12:46 What are the parts that you can change in an Indy Car? 14:11 Indy car setup, road course vs oval 18:49 Does simulation react the same in the real world? 21:38 How long did you work in IndyCar, and what did your role progress to? 24:53 Moving to Australia and into V8 SuperCars 32:32 What was your role at DGR Team Penske? 33:54 How do you make race strategy calls? 43:28 What was next after V8 SuperCars? 46:21 What is transport decarbonisation? 49:11 What’s your opinion on electric vs hybrid vs internal combustion vehicles 1:11:34 Where do you want to go from here in your career?…

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Field Report: Hate CAN Bus? You're Using It Wrong. 9:34

13 weeks ago9:34

9:34

Say goodbye to messy curly cords and more potential failure points. Steering wheel-mounted controls make it easier to adjust key functions on the fly, but getting those signals from the wheel to the car is not as simple as it sounds. Running multiple wires through a rotating steering column is unreliable, time-consuming, and they can be prone to failure due to the nature of their use. Zestek has developed a CAN-based steering wheel PCB solution (CAN hub) that simplifies installation, reduces wiring complexity, and integrates seamlessly with MoTeC ECUs, dashes, and PDMs. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With only four wires required for full functionality (CAN high, CAN low, power, and ground), this system eliminates the need for bulky wiring looms. The pogo pin system built into the quick-release hub provides a clean and hassle-free connection, removing the need for traditional curly cords. A pre-configured DBC file is available for MoTeC users (and we're sure more in the future), while others can configure the CAN signals using a spreadsheet for quick setup. Each button and switch is fully customizable, including momentary and latching functions, as well as full-spectrum RGB LED feedback. Paddles can be used for more than just shifting, allowing functions like anti-lag, launch control, and nitrous activation. It is also sim racing compatible, making it easy to use the same wheel for both real and virtual driving while you wait out the winter weather.…

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Field Report: Why OEMs Limit Performance (And How to Fix It). 12:59

14 weeks ago12:59

12:59

Car brands are secretly limiting your car’s potential, and it has NOTHING to do with reliability. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Getting more power out of a factory car can be surprisingly straightforward with the right software (and sometimes hardware modifications), but what goes into developing a proper tune that exploits more potential without pushing the OEM components past their limits? At SEMA, HPA had a chat with Arin Anhell from APR, one of the pioneers in the European aftermarket tuning market, to find out how they test and develop tunes, what safety measures they implement, and why modern turbocharged engines leave so much untapped potential from the factory. Also discussed: The limits of factory components How APR ensures reliability in their tuning Why OEMs leave horsepower on the table How direct injection affects tuning potential The APR Plus warranty program and what it covers If you're considering tuning your BMW, Mini, Volkswagen, Audi, Porsche, or other VAG vehicles etc this could be a very helpful insight into some of your options from APR and sister company Dinan Engineering. TIMESTAMPS: 0:00 - Getting More Power From Your Factory Car 0:07 - Arin Anhell: APR 0:13 - How APR Develops a Tune 0:35 - Finding the Limits 0:50 - Sensors & Data Collection 1:19 - Dyno Testing & Power Increases 1:40 - Why Do Factory Cars Have Headroom? 2:23 - The Audi RS6 & Porsche Power Differences 3:04 - Factory ECU Safety Margins 3:39 - Fuel Quality & OEM Limitations 4:07 - The MK8 GTI & Octane Impact 4:42 - Oil Change Intervals & Reliability 5:50 - Cylinder Pressure & Peak Torque Management 6:36 - Low-Speed Pre-Ignition (LSPI) 7:35 - In-Cylinder Pressure Testing 8:04 - Tuning Safely Without Risk 8:42 - When Factory Hardware Becomes a Limitation 9:26 - Turbo Upgrades & Stage 3 Tuning 9:50 - Direct Injection Fuel System Limits 10:38 - APR Plus Warranty Explained 11:32 - APR Engine Replacements? 12:00 - @APRtube 12:08 - BUILD.TUNE.DRIVE…

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135: The TRUTH About Life in Formula 1. 1:44:24

15 weeks ago1:44:24

1:44:24

When Joel Vermiglio isn’t working his day job at McLaren Formula 1, he’s in his Garage 68 Motorsport workshop building an old VW Caddy… with a McLaren twin-turbo V8 in the rear tray, a Lamborghini gearbox, and Porsche 911 suspension. 👉 Use 'JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Joel never set out to work in Formula 1 — in fact, he didn’t have any plans to get into motorsport at all. That changed in his late teens when he got into cars, went on to study, and eventually found his way into the industry. In this conversation, Joel shares his unexpected journey to joining one of the world’s top F1 teams — proving that you don’t need a PhD in mechanical engineering to claw your way to the pinnacle of motorsport. We also dig into the inner workings of a Formula 1 team, getting as much behind-the-scenes insight out of Joel as we can. From design and build to the day-to-day operations and the brutal pace of life in F1, it’s a fascinating look into what really goes on. Finally, Joel walks us through his VW Caddy project — a Frankenstein build sparked by spotting a perfectly good(ish) McLaren race motor in the scrap bin at work. Now it’s a running, driving weapon with supercar DNA and a whole lot of DIY ingenuity. Joel’s been using our courses to learn parts of the build process that he had little experience in, so this chat also offers an interesting look at how what HPA teaches gets applied in the real world. Follow Joel here : IG: @garage68motorsport YT: Garage 68 Motorsport WWW: mclaren.com/racing/ 👉 Don’t forget, you can use ‘JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Timestamps: 0:00 The TRUTH About Life in Formula 1. 3:42 What was your passion growing up? 5:34 How and when did cars come on the scene? 9:23 How did a passion for electronics and cars lead to a career in motorsport 14:49 A career in motorsport can be a hard nut to crack. Just how challenging is it 23:36 Landing a job with McLaren GT 28:34 What’s involved in turning a supercar into a competitive GT race car? 33:29 What’s involved in being a systems engineer for McLaren F1? 43:30 What is a Cirrus tester and why do you use it? 44:59 Component reliability and lifespan in F1. 52:20 Crimping vs Soldering? 56:40 How has your role at McLaren F1 changed over the 9 years you’ve been with them? 1:01:25 Balancing F1 and family life. 1:10:54 What are your thoughts on where F1 is going? 1:16:34 McLaren’s development path in 2024. 1:19:57 Is Red Bull going to be lost without Adrian Newey? 1:22:54 Can you tell us why you’re an HPA member? 1:26:05 What is this project car you’re building? 1:34:52 Final three questions.…

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Field Report: Time For a Change? 14:48

15 weeks ago14:48

14:48

Is it time to ditch your factory ECU? HP Tuners is known for reflashing factory ECUs, but now they’re flipping the script with their Core Standalone ECU, a complete engine management system that offers boost control, traction control, nitrous control and more right out of the box. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We stand up (not much seating at SEMA!) with Justin Burt from HP Tuners to break down who this ECU is for, when you should ditch a stock ECU, and what makes CORE different from the competition. Whether you’re pushing 1500hp on a factory ECU or building a dedicated motorsport machine, this discussion covers CAN bus customization, pricing, and potential future support for DI engines. Building on from the VCM Suite reflash tuning interface, VCM LIVE software ensures a familiar interface for HP Tuners users tuned to the needs of a standalone ECU tuner, while 12 base maps, sample data logs, and beginner-to-advanced tuning modes make it accessible for both new and experienced tuners to learn and grow with. With Gen 3/4 LS support out of the gate and Gen 3 Hemi & Coyote in development, this is more than just an LS swap ECU. In time and with the backing of a large company like HPT, is the CORE ECU potentially going to become the most versatile standalone ECU yet?…

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Field Report: GT-Z: The RZ34 Nissan SHOULD have built? 13:05

16 weeks ago13:05

13:05

S15 suspension in a 240Z—good idea or nightmare? Joel Dimmack’s 1971 Datsun 240Z is no ordinary drift car. Running a VR38DETT swap with Garrett GTX3071R mirrored turbos and making 600-700hp, this 1100kg wet monster blends old-school styling with modern competition-ready tech. But is an S15 suspension transplant really the best setup for drifting? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We dive deep into the Parts Shop MAX kit, chassis stiffening by Pace Innovations, and the MoTeC M150 ECU tuned by Nick Ashvin at NA Motorsport to see what it takes to make this build work. Plus, we break down the Albins 6-speed sequential gearbox, R32 GTR diff & axles, and the challenges of running an S-chassis suspension on a shorter wheelbase. Braking is handled by R33 GTST calipers with Project Mu pads and rotors, along with a twin-caliper rear handbrake setup—a must for a competition drift car. This is one of the wildest Z builds around, and it has presented Joel with some lessons and aspects he would do differently the second time around, but that is precisely what a build like this is all about and how ideas are built into skills.…

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134: Performance EVs — Do They Have a Future? 1:40:12

17 weeks ago1:40:12

1:40:12

The performance EV landscape is changing rapidly, and public opinion on electric vehicles also seems to be on the move. How much faster can they go? What are their limitations? Are they even still relevant? A lot has changed since we first had this week’s guest, Sasha Anis of Mountain Pass Performance, on the podcast back in 2022. This conversation gets us right up to date on where the industry sits now and what it’s going to look like in the very near future. Use ‘ONPOINT50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb Sasha has a foot in both the EV and ICE worlds, driving an extremely quick hybrid 350Z race car as well as owning and operating both Mountain Pass Performance and On Point Dyno, so he’s the perfect person to get down into the weeds on the latest automotive tech without much of a bias one way or the other. In this conversation, we jump straight into just how much things have changed since Sasha was on the podcast only a couple of years ago, discussing the good and the bad consequences of this rapid evolution. We also talk about where it’s all heading next. Is hybrid the way forward? And what about hydrogen? And how much better can EVs actually get? The chat then turns towards the technical side as Sasha talks us through the basics of an EV system, covering all the major components and their purposes. We also discuss why it’s so hard to extract extra power out of an EV system and how an amateur enthusiast should go about carrying out an EV swap if they want to actually get a good result. Follow Sasha here: IG: @mountainpassperformance FB: Mountain Pass Performance YT: Mountain Pass Performance WWW: https://www.mountainpassperformance.com , https://www.onpointdyno.com Don’t forget, you can use ‘ONPOINT50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb Timestamps: 0:00 Performance EVs — Do They Have a Future? 4:06 Who are you and where are you from? 5:26 Hybrid 350z 8:15 What has been the advances in electric vehicles in the last 2 years? 16:04 How do you see the resale value of older EV models being affected as tech improves rapidly? 22:24 Pros and cons Hybrid vs Full EV? 26:44 What are your thoughts on alternative fuels for internal combustion engines? 31:40 Where are the limitations of EV performance? 36:46 HPA EV course overview 41:47 Why can’t I make more power? And why does it overheat? 53:59 How to maintain battery life? 56:05 Motors and inverters: how do they work? 1:00:20 What does the BMS do? 1:02:52 How concerned should we be about EVs catching on fire? 1:08:13 Final elements that the HPA EV course covers 1:08:56 What’s involved in an EV swap? 1:22:44 Traction control in an EV vehicle? 1:26:42 Can the average home enthusiast perform an EV conversion? 1:31:00 Final 3 questions…

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Field Report: Why all the fuss? | Executive Order Approval. 8:01

17 weeks ago8:01

8:01

Why don't OEMs tune for the maximum reliable performance and what's all the fuss about over emissions compliance in the United States 'street legal' modified car scene? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Emissions compliance might not be the most exciting topic, but if you're tuning a street car, ignoring it could land you in serious trouble. We're joined by Chris Mountain from @cobbtuning to break down how emissions regulations have changed, what CARB (The California Air Resources Board) EO (Executive Order) certification really means, and how you can still make large power gains while staying '50-state' legal within the regulations the EPA (Environmental Protection Agency) has developed and enforces (like it or not). Covered during this SEMA show interview is why OEMs tune for lambda instead of maximum performance, how hardware mods like intercoolers and turbo upgrades affect emissions, and the rigorous (and expensive) testing companies like COBB are now going through to ensure compliance. Plus, find out how you can achieve 20-30% power gains without risking fines or legal headaches. If you're modifying a street car in the USA and need to keep it legal, this is a must-watch.…

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Field Report: This Build Makes Your 4x4 Look Like a Prius. 14:18

18 weeks ago14:18

14:18

2000HP, twin turbos, and a manual transmission – is this the ultimate fun off-roader? A 2000hp twin-turbo Lamborghini V10 in a street-legal off-road monster? That’s exactly what @MorganClarkeDesign1 aka MCD1 built with this prototype Range Rover Velar Dakar-inspired hyper off-roader. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Designed as a luxury play car rather than a full race build, this machine blends extreme off-road capability with high-end comfort. Featuring a pressurized cabin, air conditioning, full Range Rover infotainment, and an Albins 5-speed synchromesh manual gearbox, it delivers an unmatched high-performance driving experience—whether blasting through dunes or cruising on the street. Morgan explains the design process, balancing form and function, and why CAD modelling vs. hands-on fabrication played a unique role in the build. With carbon fibre body panels, fully billet CNC suspension, and a fully custom chassis, every inch of this machine has been engineered for both durability and aesthetics. With just 7 units being produced, this million-dollar build is set to redefine the limits of off-road luxury performance.…

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133: The Dos and Don’ts of Diesel Tuning. 1:53:45

19 weeks ago1:53:45

1:53:45

What’s the deal with diesel tuning? Is it really that different? Yes… But also no. This week Matt Smith of Just Autos joins us to discuss all things diesel tuning — operating principles, combustion temperature, reflash options, and a whole lot more. Use JUST50 to get $50 off HPA’s Diesel Tuning Starter Package: https://hpcdmy.co/dieselstarterb Just Autos, based out of Queensland, Australia, specialises in diesel performance tuning — but perhaps not the platforms you’re more familiar with. Matt has gone down the Japanese diesel path — specifically Toyota’s Hilux, Prado, and Landcruiser platforms. These workhorses are common on Aussie roads, and Matt is at the very forefront of developing their stout Toyota diesel motors to get the absolute best performance from them. In this conversation, Matt tells us how he got into the business, and how it’s changed and improved to become the very professional outfit it is today. We then jump into the real meat and potatoes of this episode — a very deep dive into the world of diesel engines and tuning. Matt takes the time to really go through how a diesel engine operates and how that differs from a petrol engine, as well as why we need fuel pulses, the general dos and don'ts of diesel tuning, controlling combustion temperatures, and the usefulness (or not) of exhaust gas temperature sensors in a diesel application. Matt is a great communicator and manages to get tech heavy without leaving the real world, so if you’ve always wanted to better understand diesel technology and how to get the absolute most performance out of it, this episode is a great place to start. Follow Matt here: IG: @justautosmechanical FB: Just Autos YT: Just Autos Mechanical TKTK: justautos WWW: justdieselperfomance.com.au Don’t forget, you can use JUST50 to get $50 off HPA’s Diesel Tuning Starter Package: https://hpcdmy.co/dieselstarterb Timestamps: 0:00 The Dos and Don’ts of Diesel Tuning. 3:41 How did you become interested in cars? 10:57 Are we losing key mechanical skills these days? 15:30 What drove you towards the diesel world? 22:48 How does a diesel engine work? 26:15 Diesel engine timing. 29:16 What is pilot injection for in a diesel engine? 32:36 Diesel fuelling and tuning. 40:12 EGTs on a diesel engine. 50:47 Common rail diesel fuel pressure. 54:19 Diesel fuel system failures. Are people pushing them too hard? 1:03:32 How much power can you pull out of a turbo diesel with just a tune? 1:06:03 How do you go about tuning different engines for different applications? 1:09:39 What instrumentation should we add to help monitor our tuned diesel engine? 1:13:33 Diesel engine flow, intercoolers, exhaust etc. 1:14:39 What do we need to know about sizing a turbo for diesel engines? 1:23:05 Why does Toyota not have good support for reflashing? 1:26:23 How are you reverse engineering the factory Denso ECUs? 1:33:19 What do you think about emission devices? 1:38:49 What does Just Autos look like today? 1:46:03 Final three questions.…

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Field Report: This 900hp Air-Cooled Sleeper is WILD! 9:33

19 weeks ago9:33

9:33

With 903hp at the wheels, a 9.71-second quarter-mile at 161mph on an unprepped strip, and a fully air-cooled 3.6L turbocharged engine, this Porsche is the definition of a sleeper. In this video, we chat with Arthur to uncover the secrets behind his beastly build. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Originally a 230hp Carrera Supersport, Arthur's Porsche now runs 102mm @lnengineeringllc Nikasil barrels, ARGO conrods, a GT3 RS crank, CMW Racing billet heads prepared by @ramsheadservice8427 , and a @precisionturbo 8385 pushing 38 PSI. The drivetrain features a 996 Holinger sequential gearbox, billet 32-spline axles, and OEM @Porsche (yup!) CV joints. Cooling is a unique challenge for this air-cooled monster, with dual oil coolers, fuel cooling strategies, and a switch to a water-to-air intercooler keeping intake temps in check so far without the need to use ice on the strip. Engine management comes from a tried-and-true Autronic ECU, once a leader in the market but now a little long in the tooth but an @AEMpowerTVelectronics dash/logger helps keep it ticking the boxes it needs to for this particular project. Running on E85, with dual 1000hp @WeldonAutomotive pumps and a @BoschMotorsportAustralia 044 primer, this car shows what’s possible when you push air-cooled tech to its limits and it was awesome to see running in the Flying 500 at the @WorldTimeAttackChallenge . A sleeper? Absolutely. And one that’s redefining what these classic Porsches can do at that.…

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Field Report: You've Been Living A Loctite Lie! (Maybe). 8:33

20 weeks ago8:33

8:33

When it comes to performance parts and tools we all want to reach 'straight for the top shelf' and get the best we can. While that isn't always possible for some high price components, when choosing between purple, blue or red Loctite at the same price point, many assume that red must be the strongest and therefore 'best' option. These people are wrong, and they're possibly also applying the compound incorrectly too! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Matthew Eager of Henkel (they own the Loctite brand) helps clear up some of our fair, but incorrect assumptions around red vs blue Loctite and its application, including a common but useless way many of us have been guilty of applying the compound directly to fasteners.…

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132: The Best Stock Turbo System? 1:34:22

21 weeks ago1:34:22

1:34:22

He co-invented one of the top (and earliest) standalone ECU companies on earth, helped develop unique V10 F1 engines, created ignition systems for top-tier motorsports, and finished it all off by producing stock-frame turbocharger upgrades that push the limits of what a factory turbo is capable of. Mark Boxsell has had a varied and fascinating career in the performance industry, and he’s ready to unpack it all in this episode of Tuned In. Use GTPUMPS100 to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Having grown up on a farm in rural Australia that instilled a drive towards resourcefulness and ingenuity, by his early twenties, Mark Boxsell would latch on to the emerging EFI revolution and create his own fuel injection system for his personal Mazda rotary. And that was just the start. Mark went on to invent one of the world’s first aftermarket standalone ECUs, which we all know today as Haltech. In this episode, we get straight into the mind-blowing history of how Haltech came about, discussing what was involved in creating it, the incredibly basic tools he had at his disposal to make it happen, and how it actually worked. We next discuss Mark’s stint developing a unique V10 Formula 1 engine that used rotary valves instead of the traditional poppet valves. Mark goes into detail about how it worked, and why we never saw it on the grid. Then it’s time to talk about ignition systems, which Mark knows a lot about as one of the founders of M&W Ignition — which supplies series like Australia’s top-tier V8 Supercars. We finish the episode off by moving into Mark’s current venture, GT Pumps. This company specialises in stock-frame turbocharger upgrades, which are currently aimed squarely at the WRX and Evo markets. This gets into some heavy turbo tech, covering the benefits of journal-bearing turbos, stock turbo system capabilities, and more. If you’re into tuning history and love a dose of nostalgia, this episode with Mark Boxsell is an absolute must-listen. Follow Mark here: IG: @gtpumps FB: GTpumps WWW: gtpumps.com.au Don’t forget, you can use GTPUMPS100 to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Timestamps: 0:00 The Best Stock Turbo System? 3:43 How did you get into the automotive industry? 7:57 Why did you decide to try and make your own EFI? And how? 12:53 How did that first EFI system perform? 15:13 How did Haltech start? 23:47 How does the HC11 chip compare to modern ECU chips? 26:49 Once you got the ECU working, how did you sell it? 28:52 Why did you decide to use bar graphs for the interface? 33:23 What were the biggest challenges building those first ECUs? 36:28 Marketing first Haltec ECU continued. 43:15 Why are there so many ECU manufacturers from Australia? 46:05 When and how did you leave Haltec? 53:52 Can you explain the different ignition systems? 59:05 M&W ignition system. 1:00:43 Transition from electronics to F1 engine development 1:05:04 Had the rotary valve been tried by other competitors? 1:09:10 Why did this rotary valve never make it to the track? 1:12:25 How did your current business GTpumps come about? 1:13:25 Why focus on a stock frame turbocharger? 1:17:52 Are journal-bearing turbos dead? 1:21:53 Are you looking to produce stock frame turbos for different models? 1:28:12 Final three questions.…

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Field Report: Is This Tuning Risky Business? 16:22

21 weeks ago16:22

16:22

If you’ve ever considered an EV conversion but weren’t sure where to start, Ryan from @rywire takes us through the technical details of his incredible Honda Civic EK EV swap, showcasing the integration of Tesla drive units, AEM Electronics VCU, and CSF Radiators for cutting-edge performance and thermal management. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in This lightweight (EV comparative) build features a $1,000 Tesla front drive unit and a $2,200 rear drive unit, delivering 300hp (each!) with infinite tunability thanks to a Cascadia Motion logic board. Ryan explains why switching from Tesla’s OEM controls to standalone AEM strategies unlocks full control over torque split, regen tuning, and thermal strategies—key elements in achieving high performance and reliability. Thermal management is a standout feature, utilizing CSF radiators, Freon-based heat exchangers, and a multi-directional cooling system to optimize temperatures for the motor, charger, and 400V battery pack. With insights from OEM designs, Ryan has implemented a system that ensures the batteries stay in their optimal temperature range, boosting efficiency and performance. Whether you’re interested in OEM vs. aftermarket motors, Bosch brake boosters, or regen tuning with paddle shifters, this build is a masterclass in EV conversions. With a range of up to 400 miles and a weight of approximately 3,400 lbs, this Civic is a lightweight powerhouse that sets a new benchmark for EV swaps. By the end of this interview you should understand that EV tuning is as risky as tuning your ICE powered projects, and without a high level of care for any project you undertake, you can potentially damage expensive components.…

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Field Report: What's So Special About 'Trophy Truck' Suspension? 14:30

22 weeks ago14:30

14:30

Off-road racing demands suspension that can handle extreme terrain, and Dane from @FOXFACTORY is here to break down the tech behind their world-class dampers. From remote reservoirs to internal and external bypass systems, we explore how Fox designs for the brutal conditions of off-road racing events like the Dakar, Baja 1000 and the Finke Desert Race while keeping the tech scalable for daily drivers. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Topics discussed in this SEMA interview also include how heat management, damper size, and semi-active Live Valve systems let vehicles like the Ford Raptor and custom trophy trucks tackle everything from high-speed whoops to precision jumps. Also included is a quick explanation of how the system uses ECU data, including from aftermarket options, including MoTeC, rather than complicating things with their own separate electronics. This means existing sensor data is also used, including steering and throttle inputs, pitch, yaw, and of course, speed.…

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131: UNTAPPED Potential? BOVs and Wastegates Decoded. 1:31:58

23 weeks ago1:31:58

1:31:58

Blow off valves and wastegates are fairly simple in their operation, but correctly sizing and fitting them requires a lot of careful consideration if you want to get the most out of your turbocharged engine. This week, Gregg Jones of TiAL Sport — someone who’s been in the turbocharging game since the mid-eighties — is here to get us up to speed on these simple yet crucial components. Use TIAL50 to get $50 off HPA’s EFI Fundamentals course: https://hpcdmy.co/efifundb Gregg started his career in performance cars in the dark ages of turbo technology. It was the mid-eighties, and there weren’t a whole lot of good options around for the aftermarket boost industry — but working with rudimentary laggy turbos and cast-iron wastegates got Gregg thinking that he could create something much better — so he did. TiAL Sport was formed in 1993 and the company quickly blossomed as turbocharged European and Japanese imports began to filter into the mainstream. In this conversation, Gregg talks us through those early days, touching on how much room for improvement he saw and how his company was able to step up the game year after year. Gregg discusses how his products are designed, tested, and made — as well as where he sees the industry going in the future. We then move into the tech-focused section of the episode, where Gregg drops knowledge on all things turbocharging — especially when it comes to speccing, fitting, and getting the most out of blow off valves and external wastegates. There are some real nuggets of gold to be found in this conversation, and anyone who wants to better understand boosted engine applications is going to be better off for listening to it. Follow Gregg here: IG: @tialsport , @xonarotor FB: TiAL Sport WWW: tialsport.com , xonarotor.com Don’t forget, you can use TIAL50 to get $50 off HPA’s EFI Fundamentals course: https://hpcdmy.co/efifundb Timestamps: 0:00 UNTAPPED Potential? BOVs and Wastegates Decoded 3:14 How did you form an interest in the automotive industry? 8:10 Move to Florida and exposure to turbocharged vehicles 10:24 Early cast iron HKS wastegate 15:34 Why did it take so long for V bands to become the standard? 17:23 What materials did you move to instead of cast iron? 19:12 How have we overcome turbine back pressure? 21:39 What was the design process for these wastegates? 29:21 What are the challenges in designing a wastegate? 34:13 What is the actual benefit to a blow off valve? 40:52 Where’s the best place to put your blowoff valve? 48:13 How do blow off valves work with MAF sensors? 52:32 Do we need to tune the blow off valve for the application? 54:30 Do you have a size guide for blow off valves? 56:17 How do we choose the right wastegate? 1:01:46 What’s the best way to mount a wastegate? 1:04:36 Wastegate springs explained 1:11:56 Is there still room to improve wastegates and blow off valves? 1:16:05 How did you start working with Robert Young and Xona Rota? 1:21:59 What’s next for turbo technology?…

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Field Report: Easiest way to engine swap? | HELLTACO. 6:42

23 weeks ago6:42

6:42

Engine swaps on modern vehicles are no easy task, but Stewart from @mesocustoms1696 has taken it to the next level with this insane Toyota Tacoma build, featuring a 6.2L Hellcat supercharged HEMI under the hood. In this video, dive into the challenges of integrating late-model electronics and why a turnkey Hellcat system from Cleveland Power and Performance made this swap not only possible but seamless. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With 800-900 horsepower on tap, at the SEMA Toyo Tires Treadpass stand Stewart explains why the Hellcat package was chosen over alternatives like the 2JZ, emphasizing the importance of retaining factory ECU integration for plug-and-play simplicity. From the OBD2 compatibility to a functional Hellcat gauge cluster and shifter, the truck now thinks it’s a Dodge—but with the soul of a Toyota. Beyond the drivetrain, we explore the custom wide-body fibreglass panels, hand-shaped and perfected using 3D scanning and CNC routing. Stewart shares how this approach not only ensures perfect symmetry but also makes future repairs and reproduction straightforward with reusable moulds. Whether you’re into engine swaps, custom bodywork, or the cutting-edge tech that bridges OEM and aftermarket, this Tacoma build is packed with ideas and inspiration.…

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Field Report: This Build Rocks. 12:39

24 weeks ago12:39

12:39

Rock crawling isn’t just about getting to the top—it’s about doing it with precision, relative speed, and control. In this video, we catch up with Rodney from Lasernut Racing to break down the incredible engineering behind their single-seat unlimited class buggy, built for the toughest rock crawling challenges. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in From low weight and tight packaging to innovative techs like portal hubs and rear-steer functionality, this 10mph max speed and 42" BF Goodrich tyre-equipped buggy is a masterclass in off-road engineering. During SEMA, Rodney takes us through the key decisions, such as using a 220hp 2.0L Chevy LNF Ecotec engine for its compact size and power-to-weight ratio and the ingenious placement of the axle-mounted fuel cell for improved safety and balance. Learn how air lockers and diff locks provide precise control, and how hydraulic winches keep the suspension loaded during vertical climbs. Plus, explore the air suspension system that allows the vehicle to adjust ride height by up to 20 inches on the fly. On the electronics side, Rodney explains how the Ecumaster PMU16 and ADU5 Dash streamline power distribution and steering control using Blink Marine CAN-based keypads. With clever innovations like adjustable steering indicators and a ride height potentiometer, this buggy has no shortage of cutting-edge solutions. If you’re into off-road motorsport or just love clever engineering, this deep dive into rock-crawling tech is one you won’t want to miss.…

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130: Using Your Automotive Skills to Start Your OWN Business. 1:43:30

25 weeks ago1:43:30

1:43:30

Considering striking out on your own in the performance automotive industry? There’s nothing more satisfying than building your own successful business and being your own boss but… getting it right isn’t easy. On this episode of Tuned In, we catch up with M26 Engineering’s Matthew Bernasconi, who we first interviewed back in 2022 just as he was leaving stable employment at offroad legends Kibbetech to build his own business. Use M26ENG50 to get $50 off HPA’s 3D Modeling & CAD for Motorsport course: https://hpcdmy.co/CADb Matthew has designed and machined parts for the automotive and aerospace industries his entire adult life. If you’ve ever encountered any of his popular social media channels, you’ll probably already have a good understanding of just how talented he is. This skill was what first had us reaching out to appear on the podcast two years ago, and considering that episode (linked below) ended on a cliffhanger with Matthew just about to strike out on his own, we decided it was time to fire up the mics again and get caught up on how it’s all gone. This episode is filled with great technical chats about 3D modelling, machining, and component design, all mixed in with quality business discussions that’ll provide a whole lot of inspiration and insight if you’re ever thinking about starting your own company in the performance industry. Listen to Matthew's first episode here: https://hpcdmy.co/mattb Follow Matthew here: IG: @M26Engineering , @matt_eight26 FB: M26 Engineering WWW: m26engineering.com Don’t forget, you can use M26ENG50 to get $50 off HPA’s 3D Modeling & CAD for Motorsport course: https://hpcdmy.co/CADb Time Stamps: 0:00 Using your automotive skills to start your own business. 3:30 Who are you and what do you do? 4:48 What were you doing at Kibbetech? 16:22 What did you learn at Kibbetech that you then applied to your business? 18:27 How did you decide the time was right to start your business? 28:05 Did you start off just doing the design portion and outsourcing the machining? 33:30 Is making one-off CNC parts financially viable? 42:06 Did you have a business plan? 44:37 You’ve been running the business for two years, What’s that journey been like? 54:37 How did you transfer from rapid prototyping to production-style work? 1:00:35 How have you decided what makes and models to support? 1:06:58 How big are these production runs? How many parts are you making at a time? 1:11:18 Why are your parts better/different from the competition? 1:17:10 What’s your opinion on business-to-business or direct-to-consumer sales?1:20:10 How does product development work? 1:25:25 Liability on your products, Is it a concern? 1:28:09 What does M26 look like in 5 years? 1:35:38 Final three questions.…

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Field Report: We're OBSESSED With These Tools! 8:38

25 weeks ago8:38

8:38

Building high-performance engines just got easier! In this video, we’re with Tom from Hughes Race Built to explore how they’re solving one of the biggest challenges in performance engine building: finding the right tools for the job. Whether you’re tackling a 2JZ, RB26, SR20, 4G63 or even Honda’s K and B series, Tom’s specialized and generic option toolkits are designed by engine builders, for engine builders, to simplify the process and make it more accessible for enthusiasts and pros alike. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in From engine-specific kits priced around $580 USD ($1,000 NZD) to their innovative hydraulic balancer puller, these tools take the frustration out of tasks like removing front pulleys, compressing valve springs, and installing piston rings. Tom walks us through how these purpose-built solutions, like their adjustable billet ring compressor, bring the precision of CNC machining to a wide range of bore sizes without the need for multiple tools. If you’ve ever struggled with the limitations of universal tools or wished for something purpose-made for your favourite JDM engine build, this is the video for you. Check out the solutions that are filling a major gap in the market and making engine building more enjoyable than ever. Find out more at https://hughesracebuilt.com/…

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Field Report: Hot Rod or Race Car? 2024's WILDEST BMW E30 Build. 14:36

26 weeks ago14:36

14:36

Running a 725hp Texas Speed LS-based build and TREMEC Magnum transmission, Cam Cocalis has followed on from his LS3 V8 Toyota 86 build with a full chromoly tube frame BMW E30 Vert project and pushed himself to dive into some new build aspects, a C6 Corvette suspension swap in particular, as he continues to learn the ins and outs of fabrication and custom car building. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in At the @toyotires booth during @semashow Cam gives us some insight into his welding progression and working process without the use of CAD, with that being a skill he wishes to learn during future projects. The CSF triple pass radiator is rear mounted to aid with weight distribution, and interestingly, this model of E30 came with rear ballast from the BMW factory. The Radium Engineering fuel system behind the Ford 8.8 rear diff also helps to get weight over the rear and a 48/52 split. The Redux Racing ITB-equipped 7L LS-based engine is controlled by a suite of Haltech electronics, and a Live To Offend kit is fitted to the E30 care of SOS Customs handiwork. We didn't get a rundown on the full brake package, but a Wilwood pedal box is equipped which will serve Cam well if he decides to hit the track for some time attack racing in the future.…

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Revisted: Project Binky — Stuffing a GT-Four Driveline Into a Classic Mini. 2:09:34

27 weeks ago2:09:34

2:09:34

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January. That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look at some of our favourite conversations from 2024. *** If you’ve spent any time on YouTube, you’re probably already aware of this episode’s guest and the various projects his channel is involved in — most famously “Project Binky”, a classic Mini running a Toyota Celica GT-Four engine and AWD driveline. Richard Brunning from Bad Obsession Motorsport joins us to down a few cups of tea, talk motorsport, and run through the ins and outs of neverending project cars, the business of operating a popular automotive YouTube channel, and much more. Use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackageb Richard, like many guests of this podcast, has his father to blame for his motorsport obsession. Some of his earliest memories involve hanging out in old sheds while his Dad restored vintage vehicles, tickling up RC cars to get the edge in racing, and days spent on the couch watching Formula 1. This early focus on all things automotive drove Richard towards a life that revolved around motorsport, first starting out in kart racing, before moving on to Caterhams, formula cars, and even some Formula Mazda racing in the States. In this episode, Richard spends time talking us through these different forms of motorsport, and discusses how each type of vehicle could be set up, tweaked, and modified within the rules in order to gain more speed. Eventually, Richard’s good friend and eventual partner in crime, Nik Blackhurst, enticed Richard back to the UK to help him go rallying, and it was at this point, way back in 1992, that Bad Obsession Motorsport began. Fast forward a good few years, and Richard and Nick were fed up with the car modification TV shows like Pimp My Ride, Monster Garage, and their contemporaries that were on offer at the time — none of them actually showed why and how any of the work was done. This got the pair thinking that they might be able to do better, and with that goal in mind, the Bad Obsession Motorsport YouTube channel was founded. It took a couple of years, but Richard and Nick’s channel began picking up steam, not in small part thanks to “Project Binky”, a Toyota Celica GT-4 powered and driven classic Mini. Richard dives deep into this build, answering our burning questions — chiefly ‘Why’? But also “What’s taking so long”? This in-depth discussion around the challenges of fitting so much engine and driveline into such a small package is a great look into what it takes to complete a complicated project to a high standard. Lastly, we also spare some time time to touch on the joys of motorsport wiring, ultra-budget racing in the City Car Cup, and making a living out of building cars on YouTube. Follow Bad Obsession Motorsport here: IG: @badobsessionmsp FB: Bad Obsession Motorsport YT: Bad Obsession Motorsport WWW: badobsessionmotorsport.co.uk Don’t forget, you can use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackageb…

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Field Report: It Just Makes Sense — Turbosmart Turbos. 17:45

27 weeks ago17:45

17:45

Turbosmart is well known for many quality performance accessories including wastegates, blow-off valves, fuel pressure regulators, anti-lag valves, boost controllers and more, but until recently they stopped short of selling turbochargers themselves. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in At the World Time Attack Challenge, Matt Wright gives us some insight into how Turbosmart decided to not only sell turbochargers but to sell their own designed in house with help from industry experts like Harry Hruska to get the ball rolling. There's no two ways about it, this move simply makes sense for a company like Turbosmart to explore. Unlike how design was done by the pioneers of aftermarket turbocharging years ago using a lot of prototyping, these days Matt explains how the use of computer-aided design (CAD) software and computational fluid dynamics (CFD) means a lot more theories can be discussed and tested before physical prototypes are made, giving Turbosmart the chance to explore a lot of design elements that traditionally would simply be too expensive to entertain. Also touched on are some of the material and manufacturing considerations, turbo selection and how leveraging industry experience helps decide what target markets want a wider range of turbocharging options/solutions.…

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Field Report: GAME CHANGER! Torque Delivery Decoded. 14:29

28 weeks ago14:29

14:29

In this pit lane interview, Sean from Ramsdell Racing will explore the advanced EMtron ECU technology behind the Dream Project S15 at the World Time Attack Challenge. Sean breaks down how the EMtron ECU is one option using traditional OEM tuning strategies to transform power management in high-performance applications, making it possible to deliver more and more horsepower effectively through the tyres and onto the race track. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With Emtron’s sophisticated tractive force calculation, Sean explains how the ECU is optimizing torque delivery based on real-time data from tyre diameter, diff ratios, gearbox ratios, and more. This technology ensures the S15 can push the limits while maintaining traction in every gear, ultimately translating to faster lap times and a smoother driving experience. A major innovation highlighted in this interview is throttle mass flow modelling, which lets torque be precisely mapped to the driver’s foot pedal. This linear relationship offers drivers enhanced control, enabling quick adjustments without sacrificing power. This level of control, traditionally seen only in OEM systems, is now at the forefront of the aftermarket scene with Emtron’s developments.…

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Revisted: Twin-Charging — Good Idea or Unnecessary Complication? 2:03:35

29 weeks ago2:03:35

2:03:35

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January. That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look at some of our favourite conversations from 2024. *** Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more. Use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb Like many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn’t long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998. Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon’s life, finding some great insight into what works and what doesn’t when it comes to building a company in the motorsport industry. We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it’s on to the real meat and potatoes of this episode — Simon’s incredible Mitsubishi Evo IX. With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it’s unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build. Follow Norris Designs here: IG: @norris_designs FB: Norris Designs YT: Norrisdesigns WWW: norrisdesigns.com Don’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb Time Stamps: 3:41 How did you get into cars? 8:25 Did you have much industry experience before starting your business? 12:39 What sparked the interest in JDM cars? 16:18 How did Norris Designs grow? 25:56 Overview of Norris Designs today 31:12 What does your day-to-day look like at Norris Designs? 38:36 What vehicles are you specialising in? 42:54 How did you learn to tune? 52:44 Are you relying on knock control and close loop fuel control? 57:35 Did you start with an engine dyno or rolling road? 1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups? 1:02:27 How accurate is the engine dyno? 1:10:23 Repeatability issues with rolling road 1:14:16 ECU of choice? 1:20:20 What is a short wheelbase Evo 9? 1:24:33 Engine package 1:34:45 Billet blocks for street applications? 1:38:41 Twin charge setup 1:44:24 Transmission 1:50:39 What’s next in the development of the car? 1:52:33 Lap time difference with new aero package…

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Field Report: This Little 880hp 3-Cylinder Is WILD! 14:12

29 weeks ago14:12

14:12

In this interview, we sit down with Charles from Lamspeed to explore what it takes to turn Toyota’s GR Yaris into a record-breaking machine, using a surprising amount of standard parts! The team currently holds the title for the world’s fastest GR Yaris, with a 9.6-second quarter-mile at 155 mph at the time of filming and a 9.4-second pass since then, resetting their own record. Charles dives into the challenges and engineering breakthroughs Lamspeed encountered along the way. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in To push the Toyota Yaris G16E-GTS 1.6-litre, three-cylinder engine to extreme levels (pushing almost 900hp out of a 3-banger is impressive!), Lamspeed relies on key components from top brands, including MoTeC for advanced engine management, handled by Phil from Armour Motorsport, and Carrillo CP for custom pistons and rods to support the high-power demands. For turbocharging, Lamspeed initially used a Garrett G30-770 for circuit racing and has since continued refining setups to extract maximum performance with a Kelford Cams valve train aiding in great turbo response along with the retained variable valve control system. A ported head and supporting mods added around 180hp along with head studs custom-produced by ARP to address head-sealing issues early in development, a critical factor for reliability under high boost. Transmission upgrades include a Kotouč 7-speed sequential gearbox for drag racing reliability and previously tested options from Drenth. With Lamspeed’s detailed and iterative approach, every part and upgrade has been meticulously selected and tested to push the limits of the GR Yaris platform without compromising performance.…

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Field Report: Are you an Expert? Aftermarket Wheels. 10:31

30 weeks ago10:31

10:31

Ever wondered if a wheel’s stiffness can affect camber or how rotational inertia plays into vehicle response? Eddie from Titan 7 explains their commitment to minimizing deflection, reducing tyre creep, and designing spokes that strike the perfect harmony between strength and aesthetics. No more cut tyres, bent rims or poor fitment, No excuses. The HPA Wheel and Tyre Fitment online course is here to help. 50% off and instant access, enrol now: https://hpcdmy.co/bw7 Big thanks to Eddie and the JDM Yard team for giving us the inside scoop on what makes aftermarket wheels stand out during the World Time Attack Challenge Whether you’re an engineer, racer, or just someone who appreciates top-tier wheel design, this breakdown of Titan 7’s strategy is for you.…

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Revisited: Billet Isn’t Everything — The Rise of Aftermarket Cast Engines. 1:24:42

31 weeks ago1:24:42

1:24:42

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January. That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look at some of our favourite conversations from 2024. *** Over the last few years, we’ve seen a massive increase in the availability of ultra-high-performance billet parts — especially blocks and heads. This week’s guest, Chris Smith of Crest CNC, was one of the pioneers of this practice in the import category, but now he’s branching out from the 5-axis CNC and heading to the foundry to produce cast engine parts — we find out why. Use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb Chris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world’s fastest racers, as well as the odd OEM manufacturer. This week’s conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example — as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software. The conversation then steers itself towards the weaknesses of both Nissan’s VR38 and Subaru’s EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines. This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it’s a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer’s production line. Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion. As discussed, you can listen to Tony Palo’s episode here: https://hpcdmy.co/tonypalo Follow Crest CNC here: IG: @crest_cnc_pty.ltd FB: CREST CNC PTY. LTD. TIKTOK: @Crest_CNC WWW: crestcnc.com Don’t forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb…

Tuned In

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Field Report: Do you reuse your head gasket? 8:37

31 weeks ago8:37

8:37

Can you drastically improve head cylinder sealing without resorting to machining or damaging your high-performance engine block in the process via some of the tried and trusted options on the market today? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Christian from Nitto Performance Engineering answers this question and more from the World Time Attack Challenge paddock in relation to high-quality aftermarket head gaskets, including some of the design and manufacturing processes that go into ensuring the gasket can not just contain your combustion charge but also your oil and coolant, which are often overlooked yet are just as important. You can also gain some quick insight into whether reusing a head gasket is generally a good idea given the time and money that goes into a performance engine build, as well as some other knowledge bombs on head cylinder sealing in general. TIME STAMPS: 0:00 - Head Gasket Limitations 0:31 - Nitto Upgrade G16E Example 0:53 - Factory Gasket Issues 1:15 - Aftermarket Head Studs 1:50 - Stainless O'Ring Feature 2:08 - Head Gasket Functions 2:13 - 1.) Cylinder Pressure 2:20 - 2.) Oil Sealing 2:25 - 3.) Coolant/Water Sealing 2:33 - Bead Sealing & O'Rings Do The Job 3:06 - No Damage To Head Or Block, No Machining 3:38 - Reusing Head Gaskets 4:26 - Head Gasket Cost Vs Labour 4:45 - Gasket R&D Insight 5:25 - Colour Vs Pressure 5:45 - Factory Gasket Comparison 6:10 - Can Use It To Test For Bowing 6:39 - Last Steps Before Production…

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Field Report: Is this the fastest 'brick' you've ever seen? 10:21

32 weeks ago10:21

10:21

There was a time when fanny packs were a status symbol, a shag cut had nothing to do with the backseat of your car, bricks were considered aerodynamic and Nissan was a brand no Datsun owner had heard of. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in This Open Class 1971 Datsun 1600 (510) time attack weapon is keeping the best part of those things alive, with plenty of modern upgrades. Powered by a, ahem, 'Datsun' SR20 pushing 350kW (470hp) to the wheels via E85, 25psi (1.7Bar) of boost, a BorgWarner EFR7670 and a Samsonas 6-speed sequential, this flying brick is a credit to all involved especially owner/driver John Healey of V-Sport Australia. Electronics are handled by an EMtron Kv8 ECU, MoTeC C125 dash and PDM 15. John is getting as much value as possible from the PDM which is about at its limit powering everything in the car, including the electric steering setup, something we don't commonly see used in time attack builds. The SR20 is a bit of an unknown, with John having had some head work done, but the bottom end left as it was purchased secondhand. A Bosch DBW throttle body to assist in rev-match downshifts to help avoid some of the issues that are well known to kill SR20s, and along with a 7,800rpm limit, so far so good! A universal Sydney Composites aero kit has been fitted, and as you would expect of someone from V-Sport, the brake package is on point with the Datsun 510 utilising an AP Racing pedal box and 4 pot front brack calliper, Brembo 4 pot rear and pretty much the biggest discs you can squeeze under 15" wheels. TIME STAMPS: 0:00 - Datsun 510/1600 0:08 - V-Sport Australia 0:14 - Open Class Vs Club Sprint 0:35 - Why A Datsun 1600? 1:00 - Engine & Gearbox 1:34 - Why Not A SR20VE? 1:53 - Power & Boost 2:19 - Powerband - From 3,500rpm 2:40 - Rocker System Issues? 3:04 - Shift Cuts 3:40 - Unknown Bottom End, Future Plans 4:10 - Why A Dry Sump? 4:44 - Electronics Package 5:00 - PDM Setup 5:15 - Electric Vs Hydraulic Steering 5:44 - Aerodynamics Package 6:27 - Universal Components 6:55 - Driver Feedback 7:07 - 15" Wheel Brake Package 7:51 - Why Fit A Pedal Box? 8:17 - Brake Data 8:40 - Pedal Box Setup…

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129: Is It Time to Get a 3D Scanner? 1:01:34

33 weeks ago1:01:34

1:01:34

New technologies have enhanced our ability to create stronger, lighter, and better components since the earliest days of motorsport. Recently, we've been seeing another great leap forward in tech, with the 3D scanner being one of the main drivers behind it. Now that these devices are only getting cheaper and easier to use, is it time you picked one up and started pushing the boundaries of what you can build? Use PEEL50 to get $50 off HPA’s 3D Scanning for Motorsport course: https://hpcdmy.co/3Dscanb On this episode of Tuned In, we sit down with Gabrielle Williams of Peel 3D, one of the bigger players in the rapidly evolving 3D scanning space. Straight out of high school, Gabrielle joined the US Navy and found her way into a position as a nuclear operator aboard an aircraft carrier. After her tour finished, she gained a mechanical engineering degree and found herself working for Creaform and its sister company, Peel 3D. While Creaform is focused on high-end large-form scanners, Peel 3D is aimed at the consumer market — in other words, us. In this conversation, Gabrielle talks through the basics of the technology, covering how different systems work and which one would suit your application best, why the prices vary so wildly between systems, as well as the metrics that matter like frame rate, field of view, and data points. Gabrielle also breaks down some of the ways we can be most effective in the workshop with a 3D scanner, where the sweet spot is price-wise for the average enthusiast, and what to expect from this technology in the coming years. You might not have considered 3D scanning before, but now that you don’t need to take out a second mortgage to afford one, is it time to consider adding a 3D scanner to your workshop? Follow Peel 3D here: IG: @peel.3D FB: Peel 3D YT: youtube.com/c/peel3d WWW: peel-3d.com Don’t forget, you can use PEEL50 to get $50 off HPA’s 3D Scanning for Motorsport course: https://hpcdmy.co/3Dscanb Time Stamps: 4:20 What’s your background and how did it lead you to working for Peel 3D? 8:00 Overview of Peel 3D and Creaform? 12:47 What training options are there for learning how to 3D scan? 13:52 How do industries use these 3D scanners? 23:13 How does a 3D scanner actually work? 33:45 Technical aspects that affect the performance of a scanner? 42:20 What do we need to know when choosing the right scanner for our needs? 43:50 What sort of PC/computer power do we need to run these scanners? 45:40 How do we get our scan into CAD software? 51:40 Where do you see 3D scanning tech going in the future? 54:02 Final three questions…

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Field Report: 'Make or break' your race car with these pro tips. 17:16

33 weeks ago17:16

17:16

Suspension dampers (aka shocks) are well-established products, so in this day and age, surely anything you get off the shelf from a high-end brand should be ready to roll, right? Wrong. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Andre Nader of DNA Autosport & Modal Suspension explains some of the variances that generic off-the-shelf products, no matter the price, must operate within compared to dialling in custom bespoke suspension for your car, tyre choice and driving style. He runs through some key points around ride/suspension frequency and its relationship to spring rates, as well as what a driver might be looking for in order to know that his damper setup is sub-optimal, which includes hopping or skipping on the surface of the race track and instability under braking. Why remote reservoirs are used, how a 'safe' car balance isn't necessarily fast and how trying to cover up the poor suspension with extreme alignment/setup changes is a slippery slope is also explained. TIME STAMPS: 0:00 - Dampers: Omitted Performance? 0:25 - Andre Nader - DNA Autosport 0:38 - Why A Bespoke Damper? 1:10 - Race Suspension 1:34 - Window Of Performance 2:30 - Chasing Tyre Performance 3:20 - Issues To Look For 4:20 - Spring Rate Selection 5:16 - Ride Frequency 6:01 - Tyre Temperature Data 7:05 - Alignment Vs Springs & Dampening 8:18 - Car Balance Vs Spring Rate 9:26 - Ride Frequency Calculation 10:05 - Modal Damper Construction 11:01 - McPherson Strut Vs Multilink 11:43 - Compression And Rebound 13:21 - Why? - External Reservoirs 14:40 - Lap Time Gains: Off The Shelf Vs Custom 15:32 - Where To Spend Your Money? 16:22 - Modal Suspension 16:44 - BUILD.TUNE.DRIVE…

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Field Report: "I didn’t know why, I just knew I needed an AE86”. 8:30

34 weeks ago8:30

8:30

Back when tidy AE86s were still going for $3,000 AUD, Ben of Third Strike Fabrications knew he needed one in his life, and 4 or so engine swaps later he gave us some insight into his build and the Toyota AE86 Corolla Levin/ Sprinter Trueno platform in general during the World Time Attack Challenge. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Ben touches on known issues relating to the rear suspension, why a K24 instead of the 4AGE or 7AG (which he has tried), retaining variable cam control (VTEC), future fine tuning plans and more in this interview of what was certainly one of the tidiest AE86's we've seen in a while, including (but not discussed) it's full titanium exhaust system made in-house by Ben and his team. Basic rundown: Engine: 'Built' 260hp K24 with Drag Cartel aftermarket camshafts Electronics: Insight Motorsport wiring, EMtron KV8 ECU Transmission: 6 speed J160 Fuel: Dedicated E85 build Past engines: 4AC, 4AGE, 7AG…

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128: Is EcoBoost the Answer? 1:41:56

35 weeks ago1:41:56

1:41:56

Creating a turbo manifold isn’t THAT hard but creating one that doesn’t fall to pieces in harsh motorsport conditions is a different story. In this episode, we sit down with Full Race’s Geoff Raicer — someone who understands turbocharger and manifold development better than most and is more than happy to share what he’s learnt... plus a whole lot more. Use RACE50 to get $50 off HPA’s 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb Full Race has been around for a long time and has always been known for building some of the best turbo manifolds and turbo kits available — primarily for the Honda, Mitsubishi, and Nissan markets. Geoff and Full Race were even instrumental in bringing Borg Warner’s line of EFR turbochargers to the aftermarket and yet, despite that successful history, you won’t find a single fabricated exhaust manifold for sale on Full Race’s shop these days — so what happened? In this episode, we chart Geoff’s journey towards founding Full Race just as the modified import scene began to explode, how his business evolved through some challenging years, and what it’s morphed into today — a very different beast from its early days. This is a fascinating story that saw Geoff and his team pivot in an interesting direction during the 2008 financial crisis, involving themselves directly with Borg Warner and later Ford in the development and testing of the 2.3 inline-four and 3.5 V6 EcoBoost engines years before the public saw them. This relationship has continued and we now see a completely different Full Race that puts the majority of its eggs in the Ford basket, pumping out some of the best Raptor 3.5-litre Ecoboost go-fast parts seen anywhere in the world. This episode touches on a wide range of subjects that touches on a wide range of subjects — from the limitations faced by Geoff in the early days of turbocharging, to the secrets to building manifolds that don’t fail, to some seriously technical discussions around turbochargers, working with OEMs, the ins and outs of Ford’s EcoBoost 3.5 litre V6, plus a whole lot more. Follow Geoff here: IG: @fullracemotorsports FB: Full-Race Motorsports YT: Full-Race Motorsports WWW: full-race.com Don’t forget, you can use RACE50 to get $50 off HPA’s 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb Time Stamps: 3:28 How did you get into cars? 6:43 Why were earlier turbo manifolds cracking and how did you fix them? 19:02 Supporting the turbo 22:55 Road to starting Full Race, building turbo manifolds 27:28 Why did you go down the road of robotic welding? 30:02 Where is Full Race at today, Ford Ecoboost? 33:51 What is turbo lag? 36:38 Twin scroll vs single scroll 40:40 Why do OE manufacturers still focus on the aftermarket? 50:23 Building relationship with Ford continued 56:02 OEM’s relationship with aftermarket and performance upgrades. 58:53 Weak points of the 3.5L V6 Ford Ecoboost engines 1:06:24 What does Full Race’s product line look like for the F150? 1:11:32 Challenges involved in casting products. Big upfront costs. 1:15:45 Why did you completely change Full Race’s direction to solely focus on the Ford Ecoboost platform? 1:19:24 What’s the difference between Gen2 and Gen3? 1:21:13 Are there any other trucks you’re looking to make kits for? 1:26:00 Where do you see turbo technology heading…

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Field Report: The Engine Swap Nobody Saw Coming. 8:41

35 weeks ago8:41

8:41

Home Built EJ25 Swapped MiniRex: A Subaru-Powered, Mid-Engined Mini Masterpiece Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We've seen our fair share of engine-swapped Minis, from Honda's B and K series to Suzuki Hayabusa motorcycle engines, but this EJ25-powered Mini takes things to the next level. Steve from @DutchysGarage has crafted something truly unique: a 1961 Morris Mini transformed into a mid-engined, RWD beast, all thanks to the heart of a 2010 Subaru WRX EJ25. This 'MiniRex' stole the show for us in the World Time Attack Challenge carpark, with Steve personally handling 99% of the build himself —impressive work, especially given Australia’s strict vehicle regulations, which was one of the reasons for using an older pre-1973 chassis. The impressive 1-man-band craftsmanship and road-legal engineering make this build a real standout, combining eye-catching aesthetics (who doesn't love a sunroof!) with serious performance potential. Key Build Details: 1961 Morris Mini – Mid-engined, RWD conversion Subaru EJ25 engine: Essentially stock, producing 250hp and 400Nm of torque Haltech Elite 2500 ECU with an iC7 dash, sensors, and wiring harness Process West intercooler for added cooling performance 3.9 final drive ratio for optimal gearing and acceleration of the 15" wheels Mazda MX5/Miata suspension, hubs, and subframe integration Viking coil-overs Subaru inner CVs, custom axles, Mazda outer CVs 2003 BMW Mini panoramic sunroof – because style matters too! An unbelievable power-to-weight ratio, making this Mini a true sleeper If you're into unconventional engine swaps and unique performance builds, this one is definitely for you. Watch as we dive into the details of this incredible Mini and why it’s got us so excited!…

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Field Report: Is This App The FUTURE of Engine Tuning? 12:38

36 weeks ago12:38

12:38

Base maps are one of the first hurdles in any tuning project, and while they often seem daunting at first, with hindsight and experience, they’re actually much simpler than we expect but some people become so overwhelmed they throw in the towel before having the chance to get that far. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in To help car enthusiasts worldwide reduce stress and have a greater chance of easy success with their tuning projects, Haltech has developed a new app for their Rebel ECU range, specifically targeting the LS community (for now). This app, called Haltech Connect, offers a simple 7-step process to wire your V8-swapped project, get it running on a Haltech ECU, and even potentially driving with minimal further input (exceptions and common sense apply, of course). Why a phone app instead of the typical Windows OS software? What information is needed for the 7 steps, and where can you find it? Are system checks included to ensure everything is correct before firing up? With various LS engine variants, how is the wiring made universal? All these questions and more are answered in this quick interview from the World Time Attack Challenge paddock. What Haltech Connect can do: Connects via WiFi Android and iOS supported View and clear DTCs View data display functions and monitor engine parameters in real-time on your smartphone, tablet and, in some cases, head unit. Change basic settings and adjust basic engine parameters What Haltech Connect can't do: Advanced tuning calibrations Freely access any and all functions and settings (although it should let you get to most!) Data logging So who is the Haltech Connect app for? Someone who just wants to get their basic LS swap project up and running with minimal fuss and isn't worried about getting all the power possible out of their LS V8 engine. From there, they have the option to pull out a laptop and dive deeper if they wish. Who isn't the Haltech app for? Those with highly modified engines using aggressive aftermarket cams and/or high boost applications, as well as those using race fuels or ethanol blends who want to make as much power (reliably!) as possible. Basically, any setup that a 'self-tuning' function will be out of its depth on/dangerous 🤘…

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127: Doing it Different — MONSTER Twin Turbo V10 Range Rover Prerunner. 1:45:22

37 weeks ago1:45:22

1:45:22

Many enthusiasts want to build something unique simply for the sake of “being different”. And while that’s fine, different doesn’t necessarily mean better — or even good, for that matter. Morgan Clarke of MCD1 doesn’t have that problem, though. What he creates is definitely different… But it’s also very, very good. Use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackageb Morgan Clarke isn’t your typical vehicle designer and fabricator — he tends to avoid CAD and 3D scanning, he doesn’t have any formal training, and he’s certainly had a rough road to get to where he is today — yet he’s a highly regarded and sought after builder in the world of offroad vehicles. Starting his career in industrial fabrication, cars were only an occasional side hobby for Morgan. That is, until people in the industry started to recognise his design and fabrication talents and enticed him away from the boring 9-5 and into a motorsport-focused fab shop. Morgan talks us through his challenging journey from directionless troublemaker to the owner of a successful and very much in-demand design and fabrication shop. In this episode, Morgan takes the time to drop some great advice on how we can all improve our fab skills, and discusses why he doesn’t feel the need to use CAD or 3D scanning in his work, bucking the industry-wide trend towards harnessing tech in the build process. We then get into the juiciest part of the conversion, as Morgan goes deep into the details on his most well-known build, an incredible Lamborghini twin turbo V10-powered Range Rover Velar Prerunner, known as the MCD1 Dakar Prototype. This machine is a testament to the idea that beautiful form follows well-executed function, and every inch of the jaw-dropping build is an absolute work of art, from the chassis, to the suspension, to the mid-rear mounted boosted V10 capable of 2000hp. We’re able to dig deep into this project’s inner workings and the concepts that make this desert-destroying weapon what it is. With great discussions around the pros and cons of different materials, off road suspension system choices, what makes his vehicles so fast and capable and plenty more, this episode featuring Morgan Clarke is a must-listen. Follow Morgan here: IG: @morganclarkedesign1 YT: MORGAN CLARKE DESIGN TK: morganclarkedesign1 WWW: shopmcd1.com Don’t forget, you can use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackageb Time Stamps: 4:03 How did you get into cars? 7:00 Where does your engineering knowledge come from? 13:26 What sort of off-road vehicles are you building? 17:47 How did you learn to fabricate? 23:32 Welding Chromoly 31:25 How did you get into motorsport fabrication? 37:06 Tips on how to develop fab skills 41:48 How and when do you use CAD? 47:15 Fabricated vs billet 50:34 What is the Dakar Prototype and how did the concept come to life? 58:56 Pros and Cons of Independent rear suspension vs live rear axle 1:05:09 Engine package 1:09:45 Drivetrain 1:13:42 What electronics are you using? 1:15:30 Designing and manufacturing complex parts 1:18:43 How do you feel about such a work of art being beaten up when driven in the desert? 1:22:44 Overview of MCD and how you got it to what it is today? 1:36:03 Final 3 questions…

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Field Report: NEW V10 Engine With A €45,000 Crank | Rodin RC.TEN. 13:07

37 weeks ago13:07

13:07

It's unusual to see a new V10 engine go into production these days with the V10 and V12s engines of previous Formula 1, Prototype (LMP) and Grand Touring classes long being replaced by V8s and V6s, but Rodin Cars are bucking the trend with their RC.TEN engine project. Mike Gartrell of @RodinCars runs us through some of the ins and outs of this V10 project, including how partners like Neil Brown Engineering have helped with the design and @PanklRacingSystems with production. However, with low quantity runs costing as much as €45,000 ($49,000 USD) per crank, the long-term plan is to bring the manufacturing in-house to their New Zealand base. The 2024 World Time Attack Challenge was the first outing and test of the engine as part of the Rodin SINTURA project, a controversial carbon monocoque chassis that has been given an exemption to compete at the event. RC.TEN Specs: 3998cc - (244ci) 72° naturally aspirated V10 12,000rpm 185bhp/litre Cast Aliminium head and block with Nikasil coated steel liners 86mm bore, 68.8m stroke DOHC Bosch direct injection system running 102 RON fuel 15:1 compression ratio 720bph @ 11,000rpm - N/A goals Twin Turbo Capable 160kg Link G5 ECU & electronics package…

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Field Report: More Power = More Fuel, But How? 9:21

38 weeks ago9:21

9:21

For most builds, gone are the days of zip-tying an old Bosch 044 fuel pump into place with a healthy dose of sealant, partly because these days there are simply more options but also because builds have gone from 400hp up to 1000-1500hp+ for many performance street applications, and the budgets have increased to match. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Kevin from Frenchy's Performance Garage runs us through some of the main considerations that go into some aftermarket solutions, including their own for the GTR platform being used as an example. The 3 main problems Kevin and the team hope to solve with an aftermarket fuel pump setup are: Surging (lack of fuel supply) Mounting (lack of tidy solutions for popular pump options) Powering (easy to source wiring connectors) We'll take a quick look at these points and touch on how aftermarket solutions can be integrated into your stock fuel lines and what exactly it is about stock solutions that don't work on many street-turned-race cars.…

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126: Too Big, Too Small, or Just Right? Finding Your Goldilocks Turbo. 2:07:29

39 weeks ago2:07:29

2:07:29

Have you ever wondered how small aftermarket companies are able to drastically improve on parts from OEMs and huge players like Garrett or Borg Warner that have massive R&D departments and even bigger budgets behind them? If you ask this week’s guest, Robert Young of Forced Performance and Xona Rotor, he’ll tell you: “We try harder and we’re better at it”. Of course, the reality isn’t quite that simple… Luckily we’ve got a full two hours to dig into this topic and many others surrounding the world of performance turbocharging. Use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostb On this episode of Tuned In, we start by looking at how Robert became the turbocharger guru he is today as the name behind Forced Performance and Xona Rotor — the latter formed in partnership with Greg Jones of Tial Sport. This is a story that involves years spent studying physics and mechanical engineering, as well as hands-on experience at turbo shops and with his own projects that ranged from old Ford Fairlanes and fast air cooled VW drag cars, to the early DSM drag world of rapid Mitsubishi Eclipses. Both Robert’s companies produce ultra high performance aftermarket turbochargers and turbocharger components for a range of vehicles, and as one of the main brains behind these sought-after products, Robert is an absolute goldmine of turbo knowledge. This means that the conversation quickly dives very deep into the world of boost, discussing a huge range of topics — journal vs ball bearing, billet compressor wheels, compressor maps, turbo sizing, and so much more. This episode is a true turbo tech info dump in the best way possible. If you have any interest in going fast, don’t sleep on this fascinating conversation with a big brain of the forced induction world. Follow Robert here: IG: @forcedperformance , @xonarotor FB: Forced Performance Turbochargers , Xona Rotor WWW: forcedperformance.shop , xonarotor.com Don’t forget, you can use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostb Time Stamps: 3:35 How did you get involved with cars? 8:52 Where did the passion for turbocharging come from? 20:15 Starting your own turbocharger business? 25:10 How hard was it to design a cast stainless steel exhaust housing? 29:06 Ball bearing vs journal bearing turbos 38:51 Forced Performance overview 43:35 Turbos for Subaru’s EJ engine 47:10 How did Xona Rotor start? 51:42 Why didn’t you copy Garrett’s bearing technology? 59:46 Why is Xona Rotor its own company? 1:01:51 How are Xona Rotor turbos so good, frustrations of copied turbos 1:11:40 Development process for the compressor wheels? 1:31:34 Evolution of turbine wheels 1:44:06 How do we find the right size turbo? 1:59:22 Final three questions…

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Field Report: The secret 'magic' you've been looking for? 10:25

39 weeks ago10:25

10:25

Many people think driving skills can only be a 'gift you either have or don't' and something that doesn't need any work or effort to build and maintain. Those people are wrong. Mike McGinnis of Innovative Tuning shows how 'the science of speed', aka data analysis, is used by both professional and amateur (Pro-Am class) drivers, using Cole Powelson of LYFE Motorsport and Jeremiah Burton of Donut Media & Big Time as examples at the World Time Attack Challenge. 🔥 The LYFE Motorsport R35 GT-R boasts 1200hp from a 4.1L VR38DETT engine and MoTeC electronics package including their i2 Pro data analysis software. This setup is designed to optimize the car's performance, especially in competitive environments including WTAC and hill climb events. The vehicle features twin Garrett GTX3076 turbos, which contribute significantly to its power output and performance capabilities. Despite the advanced electronics and data systems, Mike highlights that valuable insights can still be gained from a more limited range of sensors. In some cases, even the original equipment manufacturer (OEM) sensors can be leveraged for purposes different from those initially intended. This approach allows for flexibility and innovation in data collection and analysis, potentially improving vehicle performance without the need for extensive additional equipment, making it much easier to get started with. There are also a few helpful tips here on how to best leverage your data including why you might consider overlaying your data based on distance rather than time and where pro drivers can pick up huge amounts of time with their more aggressive braking confidence, a skill that is certainly learnable with some data, rather than just 'butt dyno' opinions.…

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Field Report: Better cast parts than OEM? 10:01

40 weeks ago10:01

10:01

When pushing OEM engines to their limits, factory components often fall short. Platinum Racing Products in partnership with Crest CNC addresses these issues with their new cast cylinder head for the Subaru EJ series. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in ✅ Solving EJ Series Problems Known for head lifting and cracking, the EJ20 needed a robust solution. PRP's cast head offers improved intake port spacing for larger valves, thicker head material, and a redesigned exhaust port for better flow and reduced back pressure. ☝️ Why Cast Over Billet? While billet is great for prototypes, casting is ideal for mass production, offering better thermal expansion properties and consistent quality. 🔥 Enhanced Performance The new design supports 14mm head studs and versatile coil mounting options, making it easier for high-power builds. Customizable port designs allow for CNC porting up to 420 CFM, ensuring optimal performance.…

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125: Designing and Fabricating Your Own “Hyper Truck”. 2:05:18

41 weeks ago2:05:18

2:05:18

Creating high-end race cars and parts for a living is a dream for many of us, but how do you turn that dream into a reality? We don’t have all the answers, but we can pick the brains of the people who’ve pulled it off, like this week’s guest, Joe Scarbo. Use SCARBO50 to get $50 off HPA 3D Modelling course: https://hpcdmy.co/CADb Joe Scarbo of Scarbo Performance and Scarbo Vintage began his love affair with all things motorised like many of us — young and elbow-deep in a deconstructed radio control car trying to fix and improve it. This episode first covers Joe’s early days as he gained an appreciation for all things automotive through his love of both RC cars and go-karting. After a few too many crashes in the kart, Joe steered his passions towards the engineering side of the game, and began building his first car completely from scratch. With little experience and zero computer power, Joe designed and built a four-seater 350 SBC-powered off-road sand car that’s still hitting the dunes to this day, despite it being finished before Joe was even out of his teens. While he was still studying mechanical engineering at university, Joe found himself employed as a fabricator and machinist at a high-end race shop. From there, his career began to snowball as his design skills became more and more in demand. We dig into the design side of Joe’s career in this conversation, discussing the creation of strong and light wheels, chassis’, and everything in between. After that, Joe talks us through different fabrication and manufacturing processes, discussing some of the pros and cons around CNC, water and laser cutting, notching, materials, and more. This chat also goes into the business side of the equation as we attempt to answer age-old questions like: how do you accurately quote your work? And when is it better to just outsource certain jobs? The star of this episode, though, is undoubtedly Joe’s current passion project, the SV1 Rover. This monster off-roader is a marvel of engineering, and a machine that Joe has labelled the world’s first “hyper truck”. Whether he’s right or wrong about that we’ll leave up to the listener, but either way, the details we get into on this 30-inch travel go-anywhere-at-very-high-speeds beast is well worth a listen. Find out how it was designed, what powers it, what it’s capable of, and much more in this episode of Tuned In. Check out Method Race Wheels here: https://www.methodracewheels.com Follow Scarbo Performance here: IG: scarboperformance FB: Scarbo Performance Corp WWW: scarboperformance.com Don’t forget, you can use SCARBO50 to get $50 off HPA 3D Modelling course: https://hpcdmy.co/CADb Time Stamps: 3:30 How did you get interested in cars? 8:32 What did you become passionate about through your mechanical engineering degree? 14:27 Designing a car at 19, how did you figure out how strong to make all the components? 18:20 What happened after your degree? 25:31 Design work for Method Wheels 31:35 How do you balance weight, strength vs looks when designing wheels? 36:27 Starting your own company 52:18 Overview of Scarbo Performance 1:08:48 SV Rover — what was the initial concept? 1:18:13 How much did RC cars influence your design? 1:46:43 Engine configuration in the SV Rover and an EV option? 1:50:01 Did the SV Rover work out of the box or were there teething issues? 1:57:28 Where is the SV Rover at? Are you going to be offering this to customers? 1:58:59 Final three questions…

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Field Report: World's Fastest 'GT4'? 22:39

41 weeks ago22:39

22:39

What do you do when you're bored of being one of the fastest 5-cylinder drag cars in the world? Double down and reach for a V10 is the answer Hank Iroz of Iroz Motorsport went with, and we're glad he did! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With world-leading experience gained on the RS3 platform, the switch to the Audi R8 V10 is a similar area for the Iroz team, and with the R8 and Huracan platforms being similar and very active in the drag racing world, it's a great platform to be active with. It was early days for the car during this interview with a lot of work done but limited testing yet, however, the car was setup with weight balance as a primary focus, and as such the Xona Rotor X5C TR9980 performance turbos were not located out the back as we commonly see, but rather don't he side where some cooling is usually found, and a GT4 chassis was used as the starting point given they are already well caged and come with all the sensors you need, and probably some you don't for drag racing. With an AMS Performance and Dodson parts package plus a MoTeC electronics system as part of the puzzle, we're interested to see where this project heads in the future.…

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Field Report: What Makes Some OEM Parts 'Trash'? 14:07

42 weeks ago14:07

14:07

Big Power Engine Parts | Design, Manufacturing & Selection. Aftermarket parts including crankshafts, pistons, rods, engine blocks and more—we all use them—but what goes into deciding what is made and what material is used to ensure you are really getting something better than OEM, and how do you know if you need such an upgrade? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Christian from Nitto Performance Engineering gives us some insight into these topics and more, with examples including high-volume SR20 oil pumps, RB32 Torrington bearing upgrades, and ACL custom bearings, as well as how 3D printing is used for research and development. The difference between Sine Drive and Flat Drive oil pumps is also covered, as well as some of the power levels that see engine builders move from OEM to aftermarket parts and materials, including 4340, EN40B and EN26.…

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124: "It's Drag Racing With Corners” — Building the Fastest Car on the Hill. 1:55:48

43 weeks ago1:55:48

1:55:48

Imagine if Formula 1 got rid of most of its rules and regulations — how fast could they go? The freedom to design and build whatever will result in the fastest time is a dream for many in the higher levels of motorsport, but for British hillclimb champion Alex Summers, it’s a reality. Use ALEX100 to get $100 OFF HPA’s Track Day Package: https://hpcdmy.co/trackdayb There have been a lot of great families in motorsport over the years — the Earnhardts, the McRaes, the Andrettis — but when it comes to the prestigious world of British hillclimbing, one surname is better recognised than most — the Summers. This week’s guest, Alex Summers, comes from legendary hillclimbing stock, with his grandfather, father, and mother all committed participants of the sport at the highest levels. That Alex is a British hillclimb champion and three-time runner-up isn’t much of a surprise with that kind of family history. In this episode, we first cover Alex’s early days in racing, as well as his schooling and engineering education. Starting out working for McLaren during a university placement, Alex then moved to Aston Martin, where he’s been for the last decade. During all that time, he’s never stopped racing. This leads us to his current weapon of choice, the ‘P4t’. This absolute rocketship was designed, engineered, and built by Alex himself. It weighs 500kg and runs a 700hp, 16,000rpm Cosworth IndyCar V8, resulting in one of the fastest cars on the generally very short venues that make up the British hillclimb championship season. Unlike many overseas competitions, Britain doesn’t have much in the way of elevation, meaning runs generally last well under a minute. This form of very short and sharp racing is described as “drag racing with corners” by Alex, and this, along with very few regulations, makes for some very unique requirements when building a competitive car. We dig deep into the P4t build, asking the big questions about the engine, chassis, and suspension setup. Alex is also known for his involvement with the McMurtry Spéirling development team, and was one of the first drivers to test the insanely fast 1000hp fan car. We find out what a car as fast and unique as the Spéirling and its 2000kg of downforce is actually like to drive and what it takes to get record-setting runs out of it. Follow Alex here: IG: @alex_summers_hillclimb YT: Alex Summers TK: @alex.summers.hillclimb Don’t forget, you can use ALEX100 to get $100 OFF HPA’s Track Day Package: https://hpcdmy.co/trackdayb Timestamps: 3:47 How did you develop an interest in cars? 6:27 How much time do you need to spend in a kart to be really good? 11:57 Seriousness of the British Hill Climb Championship 18:42 What’s your formal education? 26:39 Opportunities in the UK for high-end motorsport 31:29 Australian V8 Supercars and British touring cars 34:34 What happened after you finished your degree? 40:20 How do you mentally switch on for a hill climb run? 47:55 How do you improve at hill climb when track and car time is limited? 59:44 What are these hill climb cars based off? 1:02:28 Would a British hill climb car be competitive at Pikes Peak? 1:05:36 Pros and cons of turbocharging in these cars, different engine combinations 1:12:57 How do you set up suspension with your aero package for hill climb? 1:18:13 What is a heave spring and how does it work? 1:21:05 How and why the carbon monocoque? 1:35:10 How did you get involved with the McMurtry team? 1:41:08 How do you guess as a driver the level of grip available from…

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Field Report: HOW MUCH does this GTiR make at 11,000rpm?! 9:36

43 weeks ago9:36

9:36

1200hp is nothing to sneeze at in a full-fat RB-powered Nissan R32 GT-R 'Godzilla', but it's outright wild in an SR20-powered 4wd Nissan pulsar GTi-R running 45 psi of boost! With the naming convention so close is this car worthy of the title 'Mini Godzilla?' Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Owner Akin Uykun gave us some insight into this build, which features a lot of great work from the PowerTune team, including their adaptor kit that allows the use of a Holinger sequential designed for the Mitsubishi EVO platform. Running a MoTeC electronics package, the SR20 has a VE head, and some of the issues with the DE/DET heads at this level are discussed along with the cylinder head sealing the dry deck Bullet Engineering billet block utilises. The difference between a dry vs wet block is also explained, along with some insight into the fuel setup. A high performance Precision 72-75 turbocharger is used to make the bulk of the 1200hp, but nitrous is also use lower in the rev range to help with spooling and up top to add the last 200hp to the peak output. Without a doubt, this is one of the fastest Pulars in Australia if not THE fastest, and if Akin manages to hit the low 8's in the future, a world record could even be possible, but he's not quite there yet.…

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Field Report: Have You Dialed In This Critical Component? 8:18

44 weeks ago8:18

8:18

Braking at 3g = approximately -105kph (-65mph) in 1 second. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Meet the RP968: A 1500hp capable beast that shattered the Sydney Motorsport Park lap record with a blistering 1:17 .860, dominating WTAC for four straight years in the EMtron Pro class. It takes the full package to smash an outright lap record, and that's what the RP968 has done with teams of clever people like Ashley Field of 909 Motorsport behind the scenes and Barton Mawer behind the wheel. Despite running a large capacity 4-cylinder engine and a 1500hp+ capable Thor billet block from Elmer Racing, amongst other performance goodies, the Bosch Motorsport ABS system that is there to reduce speed, not increase it, has been a key player in getting the lap times as low as possible on the day. With a switch from the M4 to the M5 unit and more fine-tuning of brake pad compounds and spring rates, the team has gone from seeing 2g under braking to 3g, giving everything on and in the car (especially the driver) a huge workout. To reach this level of performance takes more than just slapping on a 'big brake kit' and calling it good, however, and Ashley discusses some of the considerations that go into a high downforce car when it comes to trying to have braking performance at both high and low speed without bouncing or loss of traction.…

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123: Building a 1000hp, 10,000rpm Track Weapon From Scratch. 2:09:12

45 weeks ago2:09:12

2:09:12

Embarking on a big build with limited experience can be a disaster as the builder quickly finds themselves out of their depth — and while this scratch-built, tube-frame Pontiac Firebird Trans Am project wasn’t without its bumps in the road, builder Riley Stair has pulled it off incredibly well and learned a whole lot in the process. Use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackageb Riley Stair had a unique journey towards cars. Before picking up a TIG torch or heading anywhere near a race circuit, he spent his days honing his craft as a professional BMX racer. It was only after one too many injuries on the bike that Riley decided it was time to stop racing and start building serious cars. Instead of following the usual route and enrolling in a trade school, he decided to dive in with both feet and build a vicious track car from scratch in what just might be the boldest hands-on learning exercise we’ve ever seen. We start this episode by following Riley’s path towards starting his own business, RS Motorsport, and delve into his reasoning behind learning everything by doing. Riley came out the other side of this process as a great welder, fabricator, and builder of very cool cars. He also has a super-high-quality 1000hp, 10,000rpm, tube-frame Pontiac to show for it. This conversation dives deep into a host of motorsport fabrication topics, discussing everything from TIG welding tips and tricks, to choosing the right material for your project, designing and building a tube frame chassis, and much more. We also dig into the 1970 Firebird Trans Am build in detail, covering why Riley wanted to keep it NA, how he designed the pushrod suspension system and the mistakes that needed to happen so he could learn and improve. As a one-man-band outfit, RS Motorsport has its limitations and challenges — so to finish up, Riley discusses the business side of the equation, talking about the hidden headaches of setting up and running a company offering services that are very much in demand. Watch the interview with Carl Thompson here: https://youtu.be/9TIrPvG7iHM?si=Q75nyYJi5PC_r_EO Follow Riley here: IG: @riley_rsmotorsport YT: RS Motorsport WWW: rsmotorsportusa.com Don’t forget, you can use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackageb Timestamps: 4:07 How did you develop an interest in cars? 6:41 What drew you towards road racing over drag racing? 9:09 Do you have any formal qualifications that relate to your business? 13:50 How did you learn to TIG weld? 16:23 Welding process for reactive metals, shielding gas 23:47 Accurate fit up when TIG welding 25:35 Materials for turbo manifolds pros and cons? 32:47 Using off-the-shelf merge collectors vs hand fabricating 34:31 Gas lenses and cups, what are they and how do they work? 40:12 What are the challenges with aluminium welding? 56:11 Pontiac Firebird build 1:11:11 How did you plan out the tube chassis? 1:17:05 Pushrod suspension 1:18:49 Why NA? And why the aim for 1000HP? 1:24:19 8 into 1 headers 1:27:42 What ECU is the Firebird running? 1:28:08 What happened when you got the car to the track? 133:58 What changes have been made since you got the car on track? 1:40:42 Challenges with RS Motorsport business 1:56:36 Are you using any 3D scanning or CAD in your fab work? 2:02:25 Final 3 questions…

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Field Report: 'Pops And Bangs' Are BAD | Sequential Shifting 101. 12:01

45 weeks ago12:01

12:01

Don't waste time shifting gears. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in The 1000hp capable Honda K24 in Mike Burroughs Stanceworks 244 GTK Ferrari build is useless without the ability to put power to the ground, and Scott Hilzinger of Haltech explains how the Haltech electronics system handles this via a Quaife 5-speed dog engagement gearbox. This setup utilises a load cell gear knob and shift position sensor as well as other sensors on the car to give data on if the gear changing is optimal when it comes to keeping the car balanced and as fast as possible, with INCREASED reliability over manual gear shifts. Also, why are 'pops and bangs' bad for an engine, and what can a tuner do to help avoid them to give some mechanical sympathy?…

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122: The Skyline GT-R is Fundamentally Flawed. 2:10:27

47 weeks ago2:10:27

2:10:27

Driving talent only gets you so far in professional motorsport — if you want to make it, you’ll need the full package… Plus a healthy dose of luck. In this episode, professional driver Billy Johnson gives us his thoughts on the challenges of turning driving into a job, the best way to spend 10k as a track newbie, why the Skyline GT-R is seriously overrated, the less glamorous realities of 24-hour racing, and much more. Use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/raceb Billy Johnson is a professional driving coach, race driver, and factory development driver who has had a long career in the game despite his young age. We start by discussing the path Billy took to be able to drive for a living full-time, despite not coming from a motorsport family. Predictably, this involves a deep dive into karts and his progression through the ranks towards working for Ford developing the GT, GT350, and GT500. Billy has also raced for Ford in the 24 Hours of Le Mans and NASCAR, as well as many other prestigious competitions all over the globe, meaning he’s able to give some great insight into what it takes to drive these gruelling competitions and the extremely long stints they sometimes demand. This discussion provides a fascinating insight into the cutthroat world of motorsport at the higher levels, giving us a much better idea of what it takes to rise above all the other equally talented drivers out there gunning for the same seat. The conversation also covers the cars themselves. With Billy’s experience behind the wheel of extremely rapid time-attack Honda NSXs, we have to ask him what makes this 90s icon so good, and, in his opinion, why it's so superior to another popular time attack weapon — the Skyline GT-R. With some interesting discussion around motorsport-level driving aids, simulators, and the best beginner track car for under 10 and 50k (is Miata always the answer?), this episode is packed with great info! Follow Billy here: IG: @billyjracing FB: Billy J Racing X: @billyjracing LI: Billy Johnson WWW: billyjohnsonracing.com Don’t forget, you can use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/raceb Timestamps: 4:04 How did you develop an interest in cars? 13:38 Having an understanding of engineering as a driver 18:49 Why are karts a normal stepping stone into a motorsport career? 20:28 What is race craft? 31:18 What is it that makes time attack an interesting form of racing? 39:24 Difficulties of going from one warm-up lap to a flying lap in time attack? 44:21 What do I do to improve my lap times? 54:28 Time Attack NSX and its handling 1:07:14 Engine package in the NSX 1:09:08 Oil starvation and dry sumps 1:15:53 NSX aero package 1:18:18 Driver aids 1:32:40 24-hour endurance racing, physical and mental fitness 1:37:13 Tyre management over a long stint 1:44:29 Tips for novice drivers taking their car to the track 1:50:41 Does sim driving improve driver skills? 1:56:32 What is a good entry-level track car? 2:03:29 Final three questions…

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Field Report: 2140HP, 78 PSI of BOOST | RB26 World Record With TRP. 11:56

47 weeks ago11:56

11:56

Why an RB26 is better than a 2JZ and vice versa is a common discussion between many 6 cylinder fans and while the 2JZ might have the edge when it comes to OEM components on lightly modified street builds, the RB hasn't been pushed or developed as far as the 2jz yet to see how things compare at the other end of the scale… Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Since filming the team has run a PB of 6.35 @ 222mph to set a new RB-Powered world record. Dom from Tony Rigoli Performance runs us through some of the 12,000rpm spinning Nissan 350z build which uses a ‘tickled’ RB26 pushing out 2140HP (Mainline Dyno) at the hubs...for now. The plan is to fit a larger Garrett G57 turbocharger and GFB wastegates to push for 2300-2400HP in the quest to hit the 5’s with this full tube chassis car that runs an EMtron KV16 ECU, M&W CDI system, Rams cylinder head, Plazmaman inlet manifold, a Liberty Gears 5 speed, EZ Motorsports clutch, Spool crankshaft, Supertech valvetrain and in-house TRP pistons, rods and cam grinding. Also discussed via this Sydney Jamboree interview is the switch from the old Nissan 300zx ¾ tube chassis to their new 350z full tune chassis, the difference between them and some of the advantages a full tube chassis allows the team. The clutch setup is also discussed as being something constantly being reset and adjusted, as well as up to this power level how bearings are the only major part that is checked regularly to ensure reliability. As the event was rained off we didn't manage to get any in-car, but we'll be back.…

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Field Report: 1300HP AWD EV | How To Tune An Electric Car with AEM. 15:24

48 weeks ago15:24

15:24

What considerations go into tuning a 1300HP EV such as the Palatov D2EV? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in While electric vehicles (EV's) have long been touted as the future of the performance world for a long time by many, the reality is between the costs, lack of aftermarket support and products that are not suited to motorsports have kept us waiting. Thanks to the likes of Cascadia Motion, AEM Performance Electronics and their team including John Romero, aftermarket control for EV applications is gaining traction and in this interview from PRI we dive into some of the equipment required, what the main considerations are for an EV tuning compared to internal combustion engine (ICE) applications for motorsport. Topics covered include the uniquely EV issues such as battery temperature related to output and how cooler isn't actually always better plus interestingly the difference between production line EVs like Teslas or Nissans Leafs and the way they DON'T manage this well. An AEM VCU can be used to give you power where and when you want it for motorsports applications by letting to focus on this aspect, and also even for a street application you will be able to 'tune' for longer battery life too.…

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121: Compound Turbocharging — Untapped Potential or a Waste of Time? 2:24:14

49 weeks ago2:24:14

2:24:14

Legendary tuner Shane Tecklenburg returns to talk about turning LMP3 race cars into hill climb monsters, calibrating V12 air race planes, the realities of compound turbo setups, and much more. Use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb Shane Tecklenburg, or “Shane T” as he’s more commonly known, is one of the biggest names in the tuning industry, and for good reason. This long-time friend of High Performance Academy has been in the EFI tuning game for many years now, and has a reputation as the ultimate problem solver who can rectify all manner of difficult tuning issues that others have given up on. After appearing in episode #1 back in 2021, Shane now returns for episode #120, allowing us to catch up on his latest projects, starting with an in-depth look at what it takes to transform an LMP3 circuit racer into a hill climb weapon with a sub-10 minute Pikes Peak ascent in its sights. This leads us into a fascinating conversation around anti-lag, IMAP vs EMAP, and retaining as much power as possible as a car gains altitude. Next, we get an interesting insight into the world of air racing, as Shane details his tuning adventures with V12-powered Thunder Mustang race planes and the unique challenges that come with calibrating these unique machines and their dual ECUs. Back in 2021, we talked to Shane about one of the most interesting projects he’s been involved with — the Mazworx SR20VE-powered triple-compound turbo drag car. This machine is fairly well-known online thanks to its incredible aesthetics and unique turbo setup, so the update on this project from Shane is a very welcome one as the team strives for that magical 3000hp goal. The conversation then falls down the very deep compound turbo rabbit hole as Shane gets into the finer details of this forced induction arrangement. As mentioned, you can listen to episode 60 featuring JT Oliver of JTO Power here . Follow Shane here: IG: @tunedbyshanet FB: Tuned By Shane T YT: TunedbyShaneT WWW: motorsportcontrol.com Don’t forget, you can use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb…

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Field Report: Shane T on 2500 to 4000HP Pro Mod Drag Car Tuning. 17:04

49 weeks ago17:04

17:04

With the ability to go over 250MPH and make 5 second passes despite strict parity regulations, the NHRA Pro Modified drag racing series is possibly one of the most competitive in existence. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in At the last PRI trade show, we managed to catch Shane Tecklenburg once again to gain an insight into his exploits with the NHRA - E3 Spark Plugs Pro Mod Drag Racing Series via the Elite Motorsports/Modern Racing team. With 3 cars on track piloted by Erica Enders, Alex Laughlin and Steve Matusek the Pro Mod series was a new project after the teams' success in the Pro Stock series, but it didn’t come without a steep learning curve given the heavy dependence on experience (guessing and checking) the Pro Mod drag racing regulations spur. Some of the differences between a turbocharged and supercharged car are discussed along with some of the processes the NHRA implements to ensure ECU’s supplied by MoTeC and other companies do not give teams any technical advantage over one another in the form of traction or boost control of which there is a restriction that can be changed during a season in the interests of parity.…

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Field Report: 2100HP 75PSI Supra | X275 Drag Radial Class Racing. 16:56

50 weeks ago16:56

16:56

What's the point of drag racing if you're limiting performance via rules and regulations? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Varun Sharma gives us a rundown on the 3.3L 2100HP at 75PSI Oceania College/101 Motorsport X275 Drag Radial JZA80 Supra which runs a methanol fed Bullet Race Engineering Billet block-based 2jz engine with a best ET of 6.79s at 212mph making it the fastest Sport Compact in Australia at the time of filming at Sydney Jamboree. Discussed is the decision behind running a TH400 3 speed automatic and the lock up converter setup that is required to prevent transmission slippage as they dial the power level higher and higher. The safety a billet block offers is also touched on along with how despite the extra weight the team run a water to air intercooler setup. We also talk about some of the class limitations including the tyre size which see any loss of traction turned into an aborted run and how the old independent rear suspension setup is much more difficult to get dialled in for the drag strip along with behaving differently too. The X275 Drag Radial class sees competitors restricted by tyre and power adder sizes among other rules added and changed over the years around the use of a stock location firewall, factory roof and quarters and an emphasis on equipment that was originally produced in an OEM form or is readily available in the aftermarket. As Varun explains this, along with the use of a 1/8th mile strip at many events, helps keep the competition close and the costs lower to help ensure a healthy field of competitors.…

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120: Wastegates and Boost Control — What You NEED to Know. 2:10:07

51 weeks ago2:10:07

2:10:07

Do I need electronic wastegate control? What about CO2? And how do I know what size wastegate is needed for my build? These questions and a whole lot more are answered thanks to this week’s guest, Matt Wright from Turbosmart. Use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostb Matt has a unique understanding of the industry, having worked for two of Australia's biggest aftermarket performance brands — two decades at Haltech and a more recent move to Turbosmart. We start this episode by delving into the path that Matt took to get where he is today, covering the early days of Haltech that saw him dealing with some fairly rudimentary electronics and software as a support tech. Matt grew with the company and would go on to head up Haltech’s expansion into the United States. There are some great discussions here about VE-based tuning, the future of standalone ECUs, and what Matt thinks is missing from the current crop of standalone offerings. After 20 years of service, Matt decided to move across the road to Turbosmart, where he’s helped push the development of new products — especially its new range of turbochargers. Matt discusses these new turbos before diving deep into the world of boost control, getting way into the weeds on all things external wastegate. Sure, the idea behind a wastegate is simple enough, but things get a little more demanding and complex when a vehicle’s performance starts to get pushed to its limits. Follow Matt here: IG: @turbosmarthq FB: Turbosmart YT: Turbosmart WWW: turbosmart.com Don’t forget, you can use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostb Timestamps: 4:39:20 How did you gain an interest in cars? 16:54 Did you move into Haltech tech support with almost no tuning experience 24:28 What was your role at Haltech? 27:10 The difference between American and Australian car scenes 32:15 Haltech’s growth into the US market 39:45 Key changes in ECU tech over the years 47:30 What do you think is missing from aftermarket ECUs? 54:43 How does an ECU company balance technical features while keeping it user-friendly? 1:03:55 How did the opportunity at Turbosmart come up? 1:08:38 Overview of Turbosmart 1:13:10 Turbosmart’s external wastegate, Why is it so good? 1:17:54 Pros and cons of electronic wastegate? 1:34:08 What is a StraightGate? 1:42:52 How do we pick the right size wastegate? 1:47:30 Bringing Turbosmart turbochargers to market 2:05:35 Final 3 questions…

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Field Report: 60 PSI Is LOW Boost? | 2400HP Drag Car Transmission. 8:24

51 weeks ago8:24

8:24

What are some of the advantages of having an automatic gearbox in a 2400HP 6-second drag car? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Nate from 99 Racing gives us some insight into the transmission setup in their 6.29s at 225mph 2400HP Toyota Camry drag car and how it allows for more consistent passes without some of the disadvantages of the past. The Sydney Jamboree event was sadly rained off but we're keen to see what the team can do with their new GCG Turbochargers Garrett Gen 2 106mm Turbo once things wind back up.…

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Field Report: Sim Racing In Professional Motorsport. 14:49

52 weeks ago14:49

14:49

Racing simulators are becoming more popular in the home and, if you're lucky, office, but are they good enough on a professional level without an endless budget? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Jota Sport WEC LMP2 Race Engineer Tomoki Takahashi runs us through some of the advantages a simulator setup offers, the limitations and why a motion platform can be more hindrance than help without a blank chequebook. Discussed is a direct comparison between two drivers at the same event, one who practised on the simulator beforehand, the other who couldn't, how the race engineer and data engineer treat simulated sessions the same as physical practice sessions, which interesting can lead to better results when it comes to quick decisions on car setups and track conditions come race day.…

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119: 4WD, GT-R-Powered, 1000+WHP Evo. Why... And How? 2:13:47

1 year ago2:13:47

2:13:47

What does it take to build, tune, and drive a monster Mitsubishi Evolution VIII with a 4.1-litre VR38DETT putting down 1065 hp to all four treads — on pump gas, no less? On this episode of Tuned In, we talk to the Armchair Tuner to find out. Use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb Conrad Bradley has been building fast cars and bikes for a long time, although he currently works outside of the automotive industry in the nuclear field. Conrad couldn’t tell us much about his current work projects for obvious reasons, but when it comes to his many interesting automotive projects, he’s an open book. Over the years, Conrad’s built many fast cars — from rapid Subarus, to even faster Evos, to an immaculate Beams-powered AE86 — we discuss all those builds in this conversation, but it’s his one-of-a-kind Evolution VIII that we’re most interested in. We dive deep into this build with Conrad, digging into the big questions, like: Why ditch the 4G63? Why the VR38DETT? How is it still 4WD? What was the hardest part of the build and how was it dealt with? Has it changed how the car drives? Why even build something as unique as this car in the first place? This is a fascinating look into a very serious build that presented a lot of problems, requiring unique solutions. Further into the conversation, we also discuss the challenges of owning and operating a tuning shop, reflashing challenges, Evo strengths and weaknesses, and much more. This is a great listen for anyone interested in thinking outside the box when it comes to building cars and going fast. Follow Conrad here: IG: @armchairtuner FB: Armchairtuner YT: Armchair Tuner Don’t forget, you can use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb Time Stamps: 4:25 How did you form an interest in cars? 14:01 How did you end up owning a tuning shop? 20:43 Pros and cons of owning a tuning shop. 27:50 Transition from motorbikes to cars. 29:23 Why JDM vehicles? 34:05 Reflashing JDM vehicles. 39:29 Was it Subaru's reliability issues that drove you to the Mitsubishi platform? 43:04 Toyota AE86. 58:03 Back into the Mitsubishi world? Evo X. 1:04:17 Manufacturers making it difficult for us to tune modern engines. 1:09:34 What came after the Evo X? 1:11:31 Building an Evo for drag racing. 1:24:36 How did the Evo GT-R come about? 1:27:36 What was involved in fitting the VR38? 1:34:49 What is the transmission? 1:41:22 Motec M1 custom package for 4wd setup 1:47:10 How much does it weigh with the VR38? 1:48:06 What was the goal for the VR38? 1:56:07 Are you running PDMs? 1:58:50 Are you using the data from all your sensors for anything in particular? 2:00:02 Is the Evo GT-R finished? 2:06:09 Final 3 questions.…

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Field Report: 6-Second Rotary — Building a Reliable 13B Powered Mazda 6. 14:02

1 year ago14:02

14:02

Using the Blueprint Racing 6.53 @ 213mph Mazda 6 for some examples we dive a little into how to build a rotary engine for drag racing. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Getting 1500HP out of a rotary engine isn't hard these days with the knowledge in the industry, but doing it with a window of safety and repeat reliability is still a struggle as Jon of Jon Blanch Racing explains. Naturally, some comparisons are made between the rotary and piston world in respect to aftermarket part support which has been growing in recent years but still lacks in many areas no matter how big your budget is, but most interestingly from what is out there the OEM Mazda rotors with some modification are still the go-to choice for performance builds. An area where the aftermarket has made massive improvements, however, is when it comes to the plates with billet options not necessarily helping engine builders and tuners make more power but instead giving a little more reliability and tolerance to the small windows you have to work within when it comes to getting power out of your rotary. Porting is also discussed and Jon shares why a semi-peripheral port (semi-pp) is preferred along with why the perfect port placement depends on more than just a single perfect physical location.…

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Field Report: 4 Rotor Build Out, 7.4L N/A V8 In. 15:00

1 year ago15:00

15:00

Quad Rotor vs V8, Procharger vs Natural Aspiration and more. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in It's hard to nail form and function, but Carl Thompson has it down to a fine art when it comes to drift builds between his old 1300HP 26B 4-rotor Aristo/GS300 build and this high compression 'small block' @Mast Motorsports 454ci (7.4L) LSX based V8 Nissan S15 Silva one that is another work of art. Even if you are a solid rotary fan it's hard not to appreciate the same level of detail and perfection that has gone into this LS-based S15 build. We'll discuss why Carl moved away from his 4 rotors (one of which now powers Rob Dahms AWD RX7 build) and towards the MoTeC M130-controlled LS V8 platform as he has gotten more serious about competing and doing full-season campaigns along with why he chose a naturally aspirated setup despite having a procharger bolted on at some point in time. The difference in power levels required for D1NZ and US series also pops up as well as the performance increases gained from his Dailey Engineering dry sump system and what the main driver displays and warnings he pays attention to during a competition run and interestingly why he went with a cast-iron LSX based block over the aluminium LS(x) blocks that are also able to handle sizeable power figures. 00:00 Intro 00:25 Rotary Vs LSX 01:31 Engine Specs 02:10 Iron Vs Alloy Decision 03:35 Procharger Vs N/A 05:06 Procharger Powerband 06:08 Dry Sump Setup 07:02 30HP+ From Good Vacuum 08:49 @MoTeCAustralia ECU, Indiindividual cylinder fuel delivery 10:55 Dash Display Settings 12:21 Drivetrain 14:00 Diff, Suspension To get power to the ground the car runs a Holinger Engineering RD6 sequential, Tilton bell housing, flywheel and triple-plate carbon clutch leading to the Winters 25cm IRS quick-change and 35-spline stub axles. A MoTeC M130, PDM30 and C125 logger/dash display and EMtron ETC4’s (for individual cylinder monitoring) round up the electronics side of things and giving Carl the ability to clutchless shift off the line.…

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118: Spend Less Time & Money On Your Build. 2:09:10

1 year ago2:09:10

2:09:10

If you’re planning a big race or street car build, it’s worth thinking about how you can harness the power of 3D scanning, CAD, and additive manufacturing on the big jobs. In this episode, BBi Autosport’s Dmitriy Orlov explains how you can incorporate these tools into your build process, how he utilised them when building the infamous “Hoonipigasus” Porsche 911, and a whole lot more. Use “ORLOV50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb BBi Autosport is one of the best known aftermarket Porsche specialists out there, pumping out a range of high-quality parts and builds over the last decade. Based at the company’s California facility, Dmitriy is the product development engineer behind it all, despite not having the educational background in mechanical engineering that you might expect of someone in his line of work. Dmitriy is self taught, and that gives him a unique perspective on design and manufacturing. He talks us through his design process, and discusses how far technology has come in the last few years — both in terms of what it can achieve and how accessible it’s become to the home enthusiast. Dmitriy explains how the average person can harness all this tech to drastically trim down the amount of time and money being spent on a serious race or street car build. This then gets us on to the topic of 3D printing final parts in metal, and Dimitri dives into just how useful this technology has become. As he points out — sure, you might not have the capability to print metal at home, but it’s now becoming viable to send your design to a third party which can then create the part using its own multi-million dollar printers. The conversation then moves on to Dmitriy's most well-known project, the “Hoonipigasus” Porsche 911 hillclimb monster. This is a car that most people will be aware of and think they know a lot about, however Dmitriy is able to give us some really interesting insights into the build, its immense challenges, and how he and his team overcame those challenges. Follow Dmitriy and BBi Autosport here: IG: @orlovdesign , @bbiautosport YT: BBi Autosport WWW: orlovdesign.com , bbiautosport.com Don’t forget, you can use “ORLOV50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb Timestamps: 4:06 How did you become passionate about the automotive industry? 8:15 How did you learn your skillset? 9:57 Does having shop floor experience make you a better designer? 11:42 Are there any drawbacks to not having an engineering degree? 15:51 When did you start diving into 3D modelling and CAD? 20:32 What are the steps from CAD model to actually machining a physical part 23:10 What did you do before working for BBI and what is BBI? 32:28 Design process. 43:06 Choosing the right manufacturing process for the part. 51:07 Designing a manifold not just for 1000hp, but to fit and work on a factory vehicle. 58:05 How has 3D scanning changed things for BBI? 1:06:40 Are there affordable scanners that are worth buying? 1:12:10 What CAD software do you use and why? 1:20:46 Do you use FEA? 1:27:18 What is the Hoonipigisus? 1:31:15 Engine and gearbox configuration. 1:34:28 Biggest challenge? 1:38:49 Challenge of running a drive shaft from a rear trans to front differential?1:41:30 How much of a disadvantage would it have been rear wheel drive? 1:48:50 Are there any key aspects you’d do differently?…

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Field Report: What IS this thing!?! 12:16

1 year ago12:16

12:16

Why does this 800hp car look like it belongs to racing classic DTM cars, and what's up with the 6 cylinders? Aleck Kazakovski of GotItRex explains some of the tech talk story of how this GC8/Type R STi has grown into the monster it is today, with multiple time attack wins in Australia and a unique but well-proven setup. The turbocharged EG33 is capable of 9,500rpm and 750kw (1000hp) at 40 PSI, but the team dials things back in the interests of reliability and wallet health to a 'modest' 600kw (800hp) at 25 PSI and a 9,000rpm limit. Madness! There isn't much that hasn't been touched on the EG33 to make this happen, including being bored and stroked with extensive headwork to give a very usable powerband with full boost from 4,500 rpm. Lubrication is handled by a custom GIR dry sump setup using existing off-the-shelf components. Clever! An EMtron electronics package helps keep it all working as intended, and a Modena sequential transmission package puts the power to the ground without turning into Swiss cheese as you would expect the OEM Subaru parts to; however, OEM housings and much of the physical placements are retained or at least are very close to where they were which keeps some of the heritage rather than being a complete Frankensteins monster. No doubt, this also enables an easy time with spares and repairs. A PE Racing pedal box and AP Racing calipers and rotors help haul the car up for the corners, with Aleck and the team opting to avoid some of the oversized rear brake issues many Subaru owners fall into the trap of, and ABS is on the cards for the future to help leverage the system further.…

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Field Report: Overlooked Essentials or Overkill Components? 13:28

1 year ago13:28

13:28

When building a performance engine, everyone talks endlessly about forged pistons, H vs. I beam connecting rods, high-flow injectors, and '1000hp capable' turbochargers ready to produce 60-100 PSI of boost. That's all exciting and, depending on your goals, critical, but what about your fittings and hoses that none of these components would last without? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Jamie from Raceworks runs us through some of the popular options you will find in all forms of motorsport, including monsters at events like the World Time Attack Challenge. These include braided rubber and PTFE (Teflon) hose options, what areas of the engine you might choose flexibility over comparative durability, push lock and crimped hose ends. You will also get a quick rundown of AN fittings and adaptors, including how the AN fitting sizing system works and some insight into hard lines, Wiggins, clamps, and silicone couplers, along with some options on flaring your pipe/tube. TIME STAMPS: 0:00 - AN Fittings 1:30 - Braided Hose 1:43 - Rubber 2:10 - PTFE 3:04 - Exotic Fuel Vs Rubber 3:50 - Push Lock 4:35 - PRO TIP! 4:48 - Reusable Hose Ends 5:22 - Crimp Hose Ends 6:15 - Weight PTFE Vs Rubber 6:35 - Hard Lines 7:24 - Silicone Couplers 7:50 - Wiggins Clamps 8:51 - Flare/Beads 9:47 - Don't Be A Gorilla 10:14 - Flexible Options 11:09 - Understanding 'Dash' Sizing 12:19 - Hose & Fittings Compatibility 12:51 - Raceworks - Thanks Jamie! 13:15 - BUILD.TUNE.DRIVE…

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117: Got an LS? Here’s How to Get the Most Out of Tuning It. 2:09:08

1 year ago2:09:08

2:09:08

What you need to know about tuning General Motors’ LS engines thanks to Matt Sanford of Tuning-Tips.com. Use “MATT100” to get $100 OFF HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Matt Sanford is a self-taught tuner that you might recognise from his YouTube channel of the same name, or his frequent appearances on mega channels like Cleetus McFarland. Matt has been tuning all types of gasoline and diesel vehicles since his teenage years, but his main speciality and passion is GM’s LS family of V8s. In this episode, Matt first tells us how he came up in the diesel tuning world before switching to gasoline engines. While he is fully versed in aftermarket standalone ECUs, Matt prefers using HP Tuner’s excellent reflashing platform. We take a deep dive into the Gen 3, 4, and 5 GM engine control modules, discussing how they work, and how we can get the absolute most out of reflashing them. Of special interest is how these computers manage load measurement, using both mass airflow and speed density — and the process you need to go through to properly tune both. The conversation then moves into tuning strategies around adding forced induction and/or an aggressive cam. Many people think you have to put up with reduced driveability with these modifications, but Matt explains that that’s simply not the case — if you know what you’re doing, a heavily modified LS can drive like a stock motor. This episode is definitely for the LS crew, so if General Motor’s ubiquitous V8 is something you have an interest in, this is one you don’t want to miss. Follow Matt here: IG: @matt.p.sanford YT: Matt Sanford WWW: www.tuning-tips.com Don’t forget, you can use “MATT100” to get $100 OFF HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Timestamps: 4:44 How did you get interested in cars? 8:02 Where did the interest in tuning come from? 13:05 What can the MPH number on a drag strip tell you about your engine tune? 19:42 At what point did you get access to a dyno? 21:39 Going from tuning gasoline to diesel and then back to gasoline. 29:01 Why move from EFI Live to HP Tuners and what is reflashing? 41:05 Key differences between tuning a standalone vs factory ECU. 48:31 Speed density in the GM world. 54:26 How should we be going about the tuning process? 1:01:04 HP Tuners built-in calculator for making changes to the virtual VE tables. 1:07:26 How do you calibrate MAF? 1:14:33 What is acceptable in terms of a short-term and long-term fuel trim combination? 1:19:40 What is spark air mass? 1:22:15 High octane and low octane tables. 1:31:07 GM’s knock control system. 1:40:37 Thoughts on MAF-less tuning? 1:42:50 Tuning options for a really aggressive cam. 1:51:46 Other common mistakes with LS tuning. 1:53:40 Injector upgrades. 1:57:35 Final 3 questions.…

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Field Report: How Far is Too Far...? | 1300HP Engine Tuning Insight. 17:51

1 year ago17:51

17:51

How do you know if it is safe to turn your 1300HP R35 GT-R Skyline engine tune right up to 11 and hit the track? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in What checks do you need to do before you know it is safe to turn up the boost or even just use what you know is safe on a different type of fuel? What sort of process do professional tuners follow when troubleshooting issues during a race weekend? This interview dives into these topics and much more! Mike McGinnis of Innovate Tuning is also a High Performance Academy tutor and all-round engine and transmission tuning expert. He knows his stuff and, luckily for all of us, is happy to share that knowledge at events like the World Time Attack Challenge. The LYFE Motorsport R35 GT-R Skyline is no stranger to time attack or even this channel having been featured before here and also Pikes Peak. It has seen numerous changes over the years. At WTAC it ran a stroked 4.1L VR38DETT with twin Garrett GTX3076 turbos, Shepherd Transmission DCT with PPG gearset Dodson Motorsport Promax clutch and a MoTeC electronics package. This GT-R pushes 1300hp on a Dynojet in the United States and 1120hp on a Mainline in Australia, which helps show that not all dyno numbers are 'equal' to the point they generally don't matter in the way most of us think, beyond being data for the tuner behind the laptop. Owner Cole Powelson had his best WTAC event in the car, hitting a 1:25 .9450, which put him third in the EMtron Pro Class and the fastest US driver to take a stab at the event over the years. The car did double duty, with Donut Media YouTuber Jeremiah Burton also hitting a solid 1:31 .4800, which is more than solid for someone new to the car, track and speeds involved.…

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Field Report: What do 2-stoke Detroit diesels and this LS V8 have in common? 16:26

1 year ago16:26

16:26

Let's be honest, power is easy to make these days. Anyone with a modest budget can build a 1000hp dyno queen, but what about high-output engines that are expected to last for more than just a few full-power dyno pulls? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Mixing a unique roots style blower (aka supercharger) with 8-into-1 headers for wow factor, Mitch Pullen of Pullen Spec Engines hasn't glossed over the essential parts to ensure this LS-based build will last. Improving rod angle, slowing piston speed, and choosing a stout valvetrain option over pure peak HP figures are all part of this, along with running a dual DBW throttle fuel-injected setup with 16 injectors over the carburettors you'd typically see on a setup like this. Why roots-type blowers are considered so inefficient compared to other supercharging and turbocharging options is discussed, along with individual cylinder trimming and running rich 0.80 lambda of E85 fuel to help cool combustion charges for 8 PSI of boost, making an easy 800hp during the Garrett International Drifting Cup at World Time Attack Challenge. TIME STAMPS: 0:00 - Blown S13 0:30 - Why The LS 0:54 - Roots Blower 1:38 - Haltech NEXUS R5 1:55 - PDM & Can 2:26 - 16 Injectors 2:58 - Primary Injectors 3:05 - Fuel Cooling & Lubrication 3:12 - Trimming Injectors 3:20 - Liquid Intercooling 3:55 - Why A Roots Blower Is Considered Inefficient 4:24 - Boost Pressure 4:58 - Pre Supercharger Fuelling 5:28 - Ethanol Fuelled 5:35 - Fuel Mixture & Cylinder Trims 6:12 - EGT-Based Fuel Trims 7:45 - EGT Temperatureres 8:03 - Transient Throttle Tuning 8:32 - Acceleration Enrichment 9:23 - Short-Term Fuel Trims 10:47 - LS Engine Specs 11:14 - Why Short Stroke? 11:49 - LS Rod To Stroke Ratio 12:43 - Dart Block 13:30 - Power Level & 8,800 RPM 13:55 - Cylinder Head 14:30 - Rectangle Vs Cathedral Port…

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116: Building an Offroad Viper — Dumb, Awesome, or Both? 1:47:38

1 year ago1:47:38

1:47:38

If you like doing things yourself, building weird cars, and making the most of what you’ve got, this episode with Matt Brown — AKA Superfast Matt — is a must-listen. Use “FAST50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb After walking out of college with an engineering degree, Matt Brown started his career developing engines for NASCAR teams, engineering various parts for Tesla in its early days, and working on secret projects for Apple. Then came 2020, and with lockdowns forcing Matt to work from home, he began investing more and more time into building interesting cars and showcasing his work on YouTube. After a while, Matt decided to take the plunge and commit to his Superfast Matt YouTube channel full time, which now has over 420,000 subscribers. In this conversation, Matt first talks us through his journey to full-time YouTubing, discussing how he earns enough to pay the bills and what kind of videos work best on his channel. We also spend time running through some of the fairly simple tools that Matt uses in his workshop with impressive results, covering basic CNC routers, 3D scanners and printers, and much more. Matt is best known for his crazy builds, including a CBR1000RR-engined Honda S600 and a Bonneville Landspeed streamliner. These interesting projects get airplay in this interview, but the real focus is on Matt’s current obsession — a Dodge Viper built for the dirt. We dive deep into this unusual build, first by questioning Matt’s sanity… After all, why would anyone want to do something like this? There’s plenty of interesting fat to chew on here, with discussions on suspension geometry and performance, rear-end transplants, and more. Since this podcast was recorded, Matt has taken the Viper out for its first offroad adventure check it out here: https://youtu.be/6d7aRoYvYs0?si=i4drFZyDyxlK0R5v Follow Superfast Matt here: IG: @superfastmatt FB: Superfast Matt YT: SuperfastMatt TT: Superfastmatt Don’t forget, you can use “FAST50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb Timestamps: 3:48 How did you become interested in cars? 6:17 What companies have you worked for? 8:29 Rules in motorsport. 11:17 Why did you leave Nascar? 12:50 Sodium-filled exhaust valves. 13:47 Working for Tesla. 26:35 What comes after Tesla? 29:00 Starting a YouTube channel. 36:43 Producing videos that get views. 41:36 Is it easy to become a YouTube sensation? 44:38 Access to CAD, 3D Printing and 3D scanning as a hobbyist. 50:06 3D printing materials. 57:48 Do you use 3D Scanning? 1:03:35 What is a CNC router? 1:12:57 How did you develop your composite skills? 1:20:42 YouTube comments. 1:23:57 Off-road Dodge Viper. 1:32:55 Land speed car, what is it? 1:40:00 Final three questions.…

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Field Report: How The Xtreme GTR Was Built To Smash Records. 12:13

1 year ago12:13

12:13

If you know anything about time attack, chances are you have seen or heard the incredible R32 'Xtreme' GTR, but do you know the story behind it? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in This RB power AWD R32 GTR Skyline reset the record in the GCG Open Class at the World Time Attack Challenge event under Tim Slade's capable jandals with a blistering 1:25 .92. Recent upgrades to the car helped make this happen, including some aero changes courtesy of Sydney Composites and a bigger Precision Turbo & Engines 8080 Gen2 to make the most of it. In a slightly different angle from the tech we generally dive into, this chat with owner Michele Guyer gives a little insight into some of the organisation and trust that goes into a long-term project like this GTR, which is now undoubtedly one of the world's fastest and best-presented time attack competitors. As always, a lot of people and companies are involved behind the scenes, including FE Motorsports, Platinum Racing Products, Racetech Performance, Plazaman, Nitto Performance Engineering, Bosch Motorsport, Amaando Seals, Nulon, Xtreme Clutches, DAS and more. ------------------------------------ TIME STAMPS: 0:00 - Michele Guyer 0:15 - Building The Team 3:02 - The Origins: BSM GTR 4:10 - Billet Before It Was Cool 4:53 - Pro Vs Owner Driver 6:19 - Engine, Transmission Etc 7:08 - Recent Upgrades 9:36 - Future Plans? 10:10 - Spoiler: They Won Their Class 11:18 - Thanks Michele! 11:35 - Tim Slade Jandal Down! 12:20 - Braaaaaaaap! 13:00 - 1:25 .92 13:13 - BUILD.TUNE.DRIVE…

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Field Report: Is This 'Future You'? 13:07

1 year ago13:07

13:07

14 minutes of race car build tips & experiences. Money. No matter how much we have, no one likes to or wants to waste it. A motorsport application will cost precisely the amount you budget for it, plus some more. In this interview, some tips are discussed on how to trade a bit of your time to make better decisions for your build and your wallet, even if you don't intend to do all the physical work yourself. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Running Nitto 2.2L stroker kit, Kelford Cams, and ARP head studs to make around 500kw at 2.2 bar (670hp, 32psi), this RevZone built 4g63 powered EVO 7 Open Class Time Attack build is a constant work in progress for Darren Bishop, but not just in the way most people immediately think when it comes to simply adding more and more power. At the World Time Attack Challenge (WTAC), Darren shared valuable insights into developing his time attack EVO. The knowledge base build to undertake this project has included using High Performance Academy (HPA) course materials, engaging in practical work, and consulting with specialists on their own level. Using quality electronics like the EMtron KV8 ECU, MoTeC C127 dash, and Power Distribution Module (PDM), alongside a comprehensive array of engine and chassis sensors, Darren, with the help of Benchmark Solutions trackside dial in the car from multiple angles over the race weekend. This process involves adapting to the specific demands of each race weekend, including track layout (working to perfect every braking zone and corner), weather conditions (temperatures heavily influence tyre pressure, engine settings and traction control), and the unique preferences of both the car and driver discovered only by plenty of seat time, ensuring a solid performance between Darren's driving capabilities and the vehicle's technical setup. Darren narrowly got squeezed out of the top 5, finishing with a respectable 6th place in the Open Class with a 1:30 .3870 only JUSTTT off the pace of the 1:29 .9110 set by the 5th place finisher. ------------------------------------ TIME STAMPS: 0:00 - Open Class EVO 7 0:30 - Engine Package 0:50 - Power and Boost 1:10 - Gearbox 1:25 - Electronics 1:44 - Why Use Course Material? 2:30 - How It Helped 2:50 - Spend Wisely 3:15 - Why 2.2L 4G63? 3:48 - Wiring Process 4:59 - Wiring Documentation 5:42 - PDM Configuration & Electronic Setup 6:38 - ECU Setup 7:01 - Not Just For Cost Savings 7:20 - Data Analysis 7:36 - Judd V10 On Song…

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115: Print Final Parts, Not Just Prototypes! 1:50:34

1 year ago1:50:34

1:50:34

Is 3D printing going to replace CNC machining in the near future? Even your Mum has probably heard of 3D printing at this point, but what’s not so well understood — even by enthusiasts — is just how quickly this technology is advancing, and what's now possible when it comes to making your car faster, stronger, and more capable. One person helping to push that technological envelope is this week’s guest, Joe Dopkowski of 3D Systems. Use “3D50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb Joe has a background in mechanical engineering, and previous to working with 3D Systems, he spent time at OEM manufacturers developing parts for new vehicles. A long-time motorsport enthusiast, Joe has been able to combine his interests and work to push technological boundaries in the pursuit of more speed, working with F1 teams and aftermarket companies like BBi Autosport and English Racing. In this conversation, Joe starts out by talking us through the history of 3D printing, but what we’re most interested in, is where the tech is at now, and where it’s heading in the near future. Joe gets us up to speed here, discussing just how far this field has come in a short amount of time, and exactly what’s possible right now with current 3D printing capabilities. This means printing not just prototype plastic parts, but producing ultra-strong, ultra-light finished components from titanium, aluminium, and nearly any other metal you can imagine. This episode goes deep on all things additive manufacturing, and is going to challenge any assumptions you might have about 3D printing. Prepare to open up a whole new world of possibilities when it comes to creating bespoke performance parts for your vehicle. Follow 3D Systems here: IG: @3dsystems FB: 3D Systems Corperation YT: 3D Systems WWW: 3dsystems.com Don’t forget, you can use “3D50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb Timestamps: 4:43 When did you develop an interest in cars? 6:19 What does a mechanical engineering degree entail? 12:20 What OE manufacturer did you work for and how was it? 18:05 What is tolerance stacking? 20:50 How did you end up working for 3D Systems? 24:41 Overview of 3D systems. 27:18 What’s your role at 3D Systems? 32:40 What does additive manufacturing mean? 39:06 How do 3D systems plastic printers work? 45:16 3D printing in F1. 54:12 3D printing materials. 1:00:20 Steps between 3D model and physically printing the part. 1:04:47 How much are these plastic printers? 1:06:54 How does metal printing work? 1:11:29 Speed of printing metal vs plastic. 1:13:11 Strength of metal printing. 1:15:15 What areas of motorsport lend themselves to metal 3D printing? 1:19:15 What is generative design? 1:22:28 Cost of metal printers. 1:26:44 3D printing in F1 part 2. 1:35:42 What is 3D printing going to look like in 5 years? 1:43:22 Final 3 questions.…

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Field Report: Why Stock Brakes Suck & How To Fix Them. 13:43

1 year ago13:43

13:43

Numbers like ‘1000HP’ and ‘100 PSI of boost’ catch our attention the most when it comes to motorsport builds as we can easily understand what they mean, but brake setups, while being equally if not more important, take a backstage role by comparison. For most, admittedly, it is much harder to get excited about figures or terms like ‘380mm’ and ‘staggered-piston design’, at least it is until you understand what it all means... Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in In this interview with Phil Stubbs of Alcon Brakes, we’re going to take a look at why stock brakes on a production-turned-race car are terrible on track and what aspects you need to consider when looking to bin your OEM discs and calipers for something more effective. Slots and gloves plus caliper and disc size in relation to braking performance are discussed along with airflow requirements, where sliding calipers braided brake lines sit when it comes to brake feel, plus on the other end of the spectrum what carbon-carbon brakes are vs carbon ceramic and what their weaknesses are compared to cast iron. What is actually happening when you are bedding your brakes and the importance of doing that process correctly is also touched on, along with how in the motorsport world, companies like Alcon and similar offer pre-bedded brake packages, which save race teams time and potential inconsistency of doing it themselves on a race weekend when they should be focused on car setup and increasing driver confidence.…

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Field Report: Why Don't Pro Race Cars Use Brake Boosters? 6:38

1 year ago6:38

6:38

Why don't race cars use brake boosters and does your master cylinder size really matter all that much compared to your brake caliper sizing? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in In this video, we talk to Kirk from Tilton Engineering about the importance of creating a perfectly balanced braking system for your motorsport vehicle. He discusses the differences between tandem master cylinders and dual master cylinders, the importance of pedal ratio, and how to size your master cylinders and calipers correctly. Key takeaways: - Dual master cylinders are typically used in motorsport vehicles because they provide better brake balance and tunability. - The size of your master cylinders should be based on the piston sizes in your calipers, rotor diameter, tire diameter, vehicle weight, weight distribution, and pedal ratio. - A manual brake system will give you more driver feedback and a firmer pedal feel than a boosted system. - The typical pedal ratio for an OEM vehicle with a brake booster is 4:1. - The typical pedal ratio for a motorsport vehicle with a dual master cylinder is 5:1 to 6.5:1. - The balance bar on a dual master cylinder allows you to make fine adjustments to your brake bias on the track.…

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109: The Gap Between Reflashing and Standalone is Only Getting Smaller! 1:45:48

1 year ago1:45:48

1:45:48

As cars become more and more complex and ECU reflashing technology becomes more advanced, the gap between sticking with a vehicle’s factory computer and going to an aftermarket standalone only gets narrower and a little less clear. On this episode of Tuned In, we dive into this topic, along with many others, with PCMTec’s Roland Harrison. Use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb As a co-owner and founder of PCMTec, Roland is extremely well versed in the world of reflashing, with the company traditionally focusing its efforts on the Australian market Ford Falcon platforms, which of course includes the famous four-litre Barra straight six. Recently though, PCMTec has been moving into the more global Ford market, offering advanced tuning options for Mustang, F150, and Explorer models. It wasn’t always all about cars for Roland though, having spent a good majority of his working life in the oil and gas industry, calibrating and maintaining massive industrial engines and electrical systems. After learning all he could from the business, Roland, along with a business partner, decided to turn his hobby of messing around with reflashing into a business and full-time career. Roland takes us through the whats, whys, and hows of making this transition — even spending some time discussing some of the more surprisingly interesting aspects of his work in oil and gas. With that said, the real meat and potatoes of this conversation come when Roland and host Andre Simon move into the world of reflashing, discussing all aspects of this sometimes very complicated field. There’s a lot to learn here as Roland breaks down the process of creating a reflash solution for Ford’s sometimes extremely complex ECUs, as well as how they’ve added an impressive array of custom functionality to these computers, and more. You’ll also find a great discussion around one of the main differences between most reflash options and standalone ECUs — live tuning, as well as map switching on the fly and plenty more. PCMTech is currently offering solid discounts off its US DIY and Workshop Editor editions, and the deep dive development blog mentioned in this episode can be found here . Follow PCMTec here: IG: @pcmtec FB: PCMTEC YT: PCMTEC Tuning WWW: pcmtec.com Don’t forget, you can use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb Time Stamps: 3:38 How did you get involved in the automotive scene? 5:40 Do you have any formal mechanical education? 13:28 PID algorithm cross over from oil and gas to auto industry 19:01 Mechanical issues vs software issues while tuning 23:25 Ziegler Nichols Method? 25:18 How did PCMTec come about? 42:25 Accessing parameters within the ECU based on the amount of modifications 44:36 Features you’ve added that weren’t available in the OE controller. 48:13 Reasons for re-flashing over standalone ECU 51:55 How do you add features into an OE controller 1:03:13 Overview of PCMTec today 1:09:22 Weighing up functionality options for software 1:13:25 Do you support live tuning or is it re-flash only? 1:24:25 How does your data logging work? 1:29:56 Are you providing any support for trans tuning? 1:34:13 Final three questions…

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Field Report: Will This Turbo 2JZ-GE Blow Up? (Probably Not). 9:34

1 year ago9:34

9:34

Turbocharging N/A engines is nothing new, and has some known downsides... Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in But like anything, if you know the weaknesses to watch out for it is easier to manage and avoid them as Haltech's Mitch Smith explains in relation to this 780whp 2JZ-GE being used in a time attack applications. Using modern aftermarket ECU systems one tool tuners have on hand is torque management, and Mitch explains how vis boost and ignition control, he can maintain a flat torque curve with the goal of mechanical sympathy on this stock 2jz bottom end. With a stock bottom end, build cylinder head, Precision 6870 turbo pushing 25 PSI at max boost this Supra is limited to around 7,500 rpm in order to help keep the stock rod bolts intact and the car doing laps.…

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Field Report: 350lbs Weight PENALTY & A First Place Finish! 7:04

1 year ago7:04

7:04

After this interview, Feras went on to win the Plazamaman Pro-Am Class with a blistering 1:27.0160 🔥🔥🔥 Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in 'If you fail to plan, you are planning to fail' is a well-worn saying that is as relevant today as it was decades ago. During Feras Qartoumy's WTAC trip we get to gain some insight into how some time spent on some basic preparations can make a world of difference, including sim racing. Interestingly, around 160kg (350lbs) of ballast has been added to meet tyre sizing and class rules, with WTAC entering a new era of tyre options from this year, helping cars like this Corvette have more grip and a bigger contact patch than previously possible. GENERAL INFO: 28+ x Track Records, 1 x 1300HP Corvette C6 and one dedicated driver. With 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's @momo equipped C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA. The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better. The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far.…

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108: Twin-Charging — Good Idea or Unnecessary Complication? 2:02:37

1 year ago2:02:37

2:02:37

Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more. Use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb Like many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn’t long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998. Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon’s life, finding some great insight into what works and what doesn’t when it comes to building a company in the motorsport industry. We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it’s on to the real meat and potatoes of this episode — Simon’s incredible Mitsubishi Evo IX. With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it’s unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build. Even if Time Attack cars and Mitsubishis aren’t your thing, this episode drops some great knowledge and is well worth a listen regardless of your chosen motorsport or what type of car you’re into. Follow Norris Designs here: IG: @norris_designs FB: Norris Designs YT: Norrisdesigns WWW: norrisdesigns.com Don’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb Time Stamps: 3:41 How did you get into cars? 8:25 Did you have much industry experience before starting your business? 12:39 What sparked the interest in JDM cars? 16:18 How did Norris Designs grow? 25:56 Overview of Norris Designs today 31:12 What does your day-to-day look like at Norris Designs? 38:36 What vehicles are you specialising in? 42:54 How did you learn to tune? 52:44 Are you relying on knock control and close loop fuel control? 57:35 Did you start with an engine dyno or rolling road? 1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups? 1:02:27 How accurate is the engine dyno? 1:10:23 Repeatability issues with rolling road 1:14:16 ECU of choice? 1:20:20 What is a short wheelbase Evo 9? 1:24:33 Engine package 1:34:45 Billet blocks for street applications? 1:38:41 Twin charge setup 1:44:24 Transmission 1:50:39 What’s next in the development of the car? 1:52:33 Lap time difference with new aero package…

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Field Report: You'll NEVER Guess This Connection — 11,000 rpm V10 Supra Vs Ford Explorer. 15:06

1 year ago15:06

15:06

'Why fit a Formula 1-inspired Judd V10 engine into a Toyota A90 Supra' is probably not a common question we are all struggling with regarding our own personal projects. Still, we love that people like Ryan Tuerck can answer it for us! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in This 4L 730hp (630hp ATW), 11,000 rpm capable Judd V10 powered 'Formula Supra' was at World Time Attack, and if you didn't see the car, you certainly heard it on song from all corners during its exhibition laps with Ryan Tuerck at the wheel. But how did the build come about, and what makes it tick? Before falling into Ryan's hands (while fistfuls of cash fell out of them in exchange), the Judd GV4 V10 itself was a spare for an old Benetton Formula 1 car (an everyday use case) and thanks to Ryan's solid relationship with Toyota, it found itself not at home in an A90 Toyota Supra chassis sporting a MoTeC electronics package and tuning from John Reed Racing including the venerable M150 ECU and PDM30 which help put the power to the ground through aa Hollinger RD6 sequential gearbox. Interestingly, a Ford Explorer 8.8 rear differential was chosen for its range of ratio options and lightweight compared to the usual Winter Quick Change rear end thanks to fabrication pro Dominic Biro. A lightweight Tilton Engineering 4 plate carbon clutch helps combat a thrust bearing design that doesn't suit drifting (LMP1 endurance cars only use their clutch to get the vehicle moving), with other help from Judd coming in the form of detailed manuals that cover the life expectancy of every party on the engine down to the exhaust manifold for ultimate reliability in an engine that was ultimately built to be hammered on for 24hours straight.…

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Field Report: Is It Worth The 'Hype'? Electronic Wastegate Control. 22:03

1 year ago22:03

22:03

LS vs 351, Panhard vs watts link, electronic wastegate control magic and the surprising advantage a 1965 Ford Mustang has over many modern chassis are all discussed in this interview with Mike Dusold of Dusold Designs. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Most of us love the look of a classic car on the surface, but we've come a LONG way when it comes to the suspension geometry and engines hidden underneath. This particular setup uses a solid rear end with a watts link along with a 351 Ford Windsor-based V8 using twin Garret G-Series G35-900 turbochargers to produce 820hp at 8 psi, which is far from the ceiling but more than enough to start dialling in the car. What is there to dial in when you can simulate so much in software like Performance Trends and Fusion 360 before even touching a welder these days? Mike explains that while on paper, or in this case screen, you can get an ideal setup, driver preference and real-world conditions still play a vital role. For that reason, critical adjustments like the roll centre height are never fixed based on untested educated assumptions alone. Also touched on is how the software is only as powerful as the data you can feed it, and gathering that data correctly is a skill set in itself. The MoTeC-controlled 430 cubic inch 351 Windsor-based small block Ford V8 benefits from Trick Flow heads narrowing down the margins between it and the ever-popular LS V8 engine which Mike runs a variant of in his own Camaro. Having experience with both, a quick comparison is drawn between the two but as stated once you start getting over 1000hp you generally start running into similar problems on any engine, there is no perfect solution in every respect. Lastly, we discuss some of the surprises electronic wastegate control via Turbosmart eGates can deliver along with some of the wiring considerations that are not necessarily as bad as some might think once set up correctly.…

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Field Report: Brake HARD LINES... Are Actually Easy. 6:30

1 year ago6:30

6:30

Brakes. They are arguably the most important aspect of any vehicle, performance or otherwise, but they are systems that do age, get damaged, or require upgrades, and YOU can do it. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Toni Copp of @BrakeQuip runs us through some of the basics when it comes to why brake hard lines are used instead of just running flex lines, like braided brake hose, throughout an entire vehicle, along with some of the common sizes and flaring options. Toni also runs through what anyone interested in working on their own brake lines should have in their tool kit, and as always it includes making sure you use quality materials and quality, proven tools. That doesn't always just mean the most expensive ones you can find either, do your diligence. Recommended tools for a job done once and done right: - Quality flaring tool - Straightener (that won't mar or damage your lines) - Applicable benders (90 & 180 degrees are common) - Stopper kit - Line that is coiled and long to save on freight and the need for joiners…

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107: Billet Isn’t Everything — The Rise of Aftermarket Cast Engines. 1:23:48

1 year ago1:23:48

1:23:48

Over the last few years, we’ve seen a massive increase in the availability of ultra-high-performance billet parts — especially blocks and heads. This week’s guest, Chris Smith of Crest CNC, was one of the pioneers of this practice in the import category, but now he’s branching out from the 5-axis CNC and heading to the foundry to produce cast engine parts — we find out why. Use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb Chris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world’s fastest racers, as well as the odd OEM manufacturer. This week’s conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example — as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software. The conversation then steers itself towards the weaknesses of both Nissan’s VR38 and Subaru’s EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines. This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it’s a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer’s production line. Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion. As discussed, you can listen to Tony Palo’s episode here: https://hpcdmy.co/tonypalo Follow Crest CNC here: IG: @crest_cnc_pty.ltd FB: CREST CNC PTY. LTD. TIKTOK: @Crest_CNC WWW: crestcnc.com Don’t forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb…

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Field Report: How did Haltech keep THIS a secret? 7:39

1 year ago7:39

7:39

The iC-7 is getting a birthday, and it’s backwards compatible. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in The iC-7 has always been a display-only device and has been priced accordingly, but with an upcoming firmware update, some added functionality is coming, all without any hardware changes, payments or strings. Further to this, the dash will now be controlled within Haltechs NSP software rather than the old standalone ICC software. Scott Hilzinger also has some other major news, @haltech is also ready to open up their CAN protocols to the public, making it easier to integrate their products with a wide range of others for those who have the desire and knowledge to do so. This has come due to popular request, and the fact that all levels of the performance industry are simply better equipped to deal with CAN communications these days compared to just a few years ago. This was filmed at the 2023 @WorldTimeAttackChallenge in Sydney, Australia. If you want to learn more about CAN communication, yes, we do have a course on it and yes, that coupon above will get you a discount 💰🧠…

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Field Report: You Designed A Part. Great! Now What? 13:14

2 years ago13:14

13:14

You can design whatever you like using CAD for 2D and 3D modelling, but how do you get it off the screen and onto your project? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Founder and CEO, Jim Belousic of @sendcutsend , runs us through what a rapid manufacturing company like his is, what it can offer and what some of the most common pitfalls are for those just learning how to turn images into objects. Accepted file types include .dxf, .step, .stp, .eps, and .ai, with STEP file types being a more recent inclusion and an option that can require some extra customer guidance when it comes to bending & bend reliefs, geometry sizing, and placements are going to physically work for the manufacturing process. Advice is also given on material choices for manufacturing, noting a rapid manufacturing company like SendCutSend will not engineer a part for you; they are just there to help you make it. Design for manufacturing (DFM) and design for assembly (DFA) are also discussed with the likes of tab and slot aka self-fixturing design features helping to massive cut down in physical manufacturing time for those that employ them when compared to getting set up with magnets and clamps before welding. An example of this was at their 2022 SEMA stand, where 190 hours of design work took only 22 hours to make. Some manufacturing options companies like SendCutSend offer will include: Laser cutting, CNC machining, waterjet cutting, bending, anodizing, countersinking, plating, and tapping.…

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Revisted: Subaru WRX Rally Car… Powered by Ferrari?! 1:32:51

2 years ago1:32:51

1:32:51

**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.** You might not know the name, but you’ve probably seen Sam Albert’s Subaru WRX online. Powered by a screaming 4.3-litre Ferrari V8, Sam’s flame-spitting AWD rally car is fast, it’s cool, and it sounds amazing … But why go to all that trouble when Subaru’s own EJ drivetrain — the one that this car uses from the factory — has proven itself a capable championship-winning setup since the late eighties? Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb This episode of Tuned In kicks off with a look into Sam’s history with cars and rallying — something he first competed in back in 2010. He’s also spent time as a driving instructor for DirtFish, so we couldn’t pass up the opportunity to discuss driving techniques like weight transfer, left-foot braking, handbrake turns, and much more. Sam also gives us some key tips on how someone new to the sport of rally is best to get into it and start building their first race car. We then get to the meat and potatoes of the episode, as Sam gives us a full rundown of his incredible Ferrari-powered NA-AWD class build. This conversation covers all aspects — starting with why he decided to go down this route — with a car he bought off the lot brand new, no less — in the first place. Sam then discusses what led him to the Ferrari V8, how he worked around the rule book to build something unique, as well as the many challenges that came with fitting a motor like this into his Subaru shell. It’s important to note that Sam doesn’t actually work in the automotive industry as a professional but instead learnt how to do things himself, including using HPA’s courses to learn how to wire his car. He’s also learning 3D modelling in order to design one-off parts for the Subaru — something that comes in handy for a one-off project like this. With some informative conversations covering tuning around inlet restrictors, the pros and cons of other engines that were also considered, as well as a great explanation of what the car is like to drive and what gives it an edge, there’s a whole lot of interesting topics to dive into in this episode. Don’t forget, Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb Follow Sam here: IG: @samalbertrally FB: Sam Albert Rally YT: Sam Albert Rally WWW: samalbertrally.com…

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Field Report: Is Fusion 360 Any Good? 13:36

2 years ago13:36

13:36

Autodesk Fusion 360 is still a 'new player' comparatively in the CAD/CAM software world, yet it is already more popular than man options that have been around for decades. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in During SEMA, Josh Reader of Autodesk gave us a quick run-through on some of the features that have helped Fusion 360 become so popular so quickly and helped us understand what some of the terms and workflows for CAM (computer-aided manufacturing) and CAD (computer-aided design) projects. Some great key points for you here include clearing up misunderstandings on generative design and manufacturing, why simulation is used before running a project on a machine and the advantage of having software that is almost 'all in one' when it comes to iterative changes between you and your chosen machinist. What is Fusion 360? Briefly, Fusion 360 is a cloud-based 3D CAD/CAM solution for product (in our case, race car parts) development. It combines industrial and mechanical design, simulation, collaboration, and machining in a single package. It's an excellent option for makers who want to create their own designs or prototype parts with greater speed and efficiency. Although it may seem intimidating when people like Josh emphasize the importance of knowing what you're doing, remember that everyone starts from scratch. Even learning just one thing about CAD/CAM today is a valuable addition to your knowledge, which can be further expanded upon tomorrow. Over time, these incremental learnings accumulate to form a vast breadth of knowledge and experience. Remember, it all begins somewhere (and for 3D modelling that somewhere might be the HPA CAD course 😉).…

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Field Report: What's Wrong With A Billet Block? 16:41

2 years ago16:41