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/boostbOn 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, @xonarotorFB: Forced Performance Turbochargers, Xona Rotor WWW: forcedperformance.shop, xonarotor.comDon’t forget, you can use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostbTime 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 turbos38:51 Forced Performance overview43:35 Turbos for Subaru’s EJ engine47:10 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 turbos1:11:40 Development process for the compressor wheels?1:31:34 Evolution of turbine wheels1:44:06 How do we find the right size turbo?1:59:22 Final three questions

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.

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 ProblemsKnown 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 PerformanceThe 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.

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/CADbJoe 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.comFollow Scarbo Performance here:IG: scarboperformanceFB: Scarbo Performance CorpWWW: scarboperformance.comDon’t forget, you can use SCARBO50 to get $50 off HPA 3D Modelling course: https://hpcdmy.co/CADbTime 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 Wheels31:35 How do you balance weight, strength vs looks when designing wheels?36:27 Starting your own company52:18 Overview of Scarbo Performance1:08:48 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

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-inWith 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.

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-inChristian 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.

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/trackdaybThere 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_hillclimbYT: Alex SummersTK: @alex.summers.hillclimbDon’t forget, you can use ALEX100 to get $100 OFF HPA’s Track Day Package: https://hpcdmy.co/trackdaybTimestamps: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 Championship18:42 What’s your formal education?26:39 Opportunities in the UK for high-end motorsport31:29 Australian V8 Supercars and British touring cars34:34 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 combinations1:12:57 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

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-inOwner 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.

Braking at 3g = approximately -105kph (-65mph) in 1 second.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMeet 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.

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/fabpackagebRiley 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_EOFollow Riley here:IG: @riley_rsmotorsportYT: RS MotorsportWWW: rsmotorsportusa.comDon’t forget, you can use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackagebTimestamps: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 gas23:47 Accurate fit up when TIG welding25:35 Materials for turbo manifolds pros and cons?32:47 Using off-the-shelf merge collectors vs hand fabricating34:31 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 build1:11:11 How did you plan out the tube chassis?1:17:05 Pushrod suspension1:18:49 Why NA? And why the aim for 1000HP?1:24:19 8 into 1 headers1:27:42 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 business1:56:36 Are you using any 3D scanning or CAD in your fab work?2:02:25 Final 3 questions

Don't waste time shifting gears.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe 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?

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/racebBilly 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: @billyjracingFB: Billy J RacingX: @billyjracingLI: Billy JohnsonWWW: billyjohnsonracing.comDon’t forget, you can use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/racebTimestamps:4:04 How did you develop an interest in cars?13:38 Having an understanding of engineering as a driver18:49 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 handling1:07:14 Engine package in the NSX1:09:08 Oil starvation and dry sumps1:15:53 NSX aero package1:18:18 Driver aids1:32:40 24-hour endurance racing, physical and mental fitness1:37:13 Tyre management over a long stint1:44:29 Tips for novice drivers taking their car to the track1:50:41 Does sim driving improve driver skills?1:56:32 What is a good entry-level track car?2:03:29 Final three questions

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-inSince 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.

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-inWhile 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.

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/tuningpackagebShane 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: @tunedbyshanetFB: Tuned By Shane TYT: TunedbyShaneTWWW: motorsportcontrol.comDon’t forget, you can use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb

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-inAt 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. 

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-inVarun 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.

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/boostbMatt 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: @turbosmarthqFB: TurbosmartYT: TurbosmartWWW: turbosmart.comDon’t forget, you can use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostbTimestamps:4:39:20 How did you gain an interest in cars?16:54 Did you move into Haltech tech support with almost no tuning experience24:28 What was your role at Haltech?27:10 The difference between American and Australian car scenes32:15 Haltech’s growth into the US market39:45 Key changes in ECU tech over the years47:30 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 Turbosmart1:13:10 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 market2:05:35 Final 3 questions

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-inNate 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.

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-inJota 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.

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/tuningpackagebConrad 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: @armchairtunerFB: Armchairtuner YT: Armchair TunerDon’t forget, you can use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackagebTime 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 setup1:47:10 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.

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-inGetting 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.

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-inIt'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 Intro00:25 Rotary Vs LSX01:31 Engine Specs02:10 Iron Vs Alloy Decision03:35 Procharger Vs N/A05:06 Procharger Powerband06:08 Dry Sump Setup07:02 30HP+ From Good Vacuum08:49 @MoTeCAustralia ECU, Indiindividual cylinder fuel delivery10:55 Dash Display Settings12:21 Drivetrain14:00 Diff, SuspensionTo 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.

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 Dimitri 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 “BBI50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbBBi 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, Dimitri 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.Dimitri 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. Dimitri 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 Dimitri’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 Dimitri 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 Dimitri and BBi Autosport here:IG: @orlovdesign, @bbiautosportYT: BBi AutosportWWW: orlovdesign.com, bbiautosport.com Don’t forget, you can use “BBI50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbTimestamps: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 part23:10 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?

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.

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-inJamie 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 Fittings1:30 - Braided Hose1:43 - Rubber2:10 - PTFE3:04 - Exotic Fuel Vs Rubber3:50 - Push Lock4:35 - PRO TIP!4:48 - Reusable Hose Ends5:22 - Crimp Hose Ends6:15 - Weight PTFE Vs Rubber6:35 - Hard Lines7:24 - Silicone Couplers7:50 - Wiggins Clamps8:51 - Flare/Beads9:47 - Don't Be A Gorilla10:14 - Flexible Options11:09 - Understanding 'Dash' Sizing12:19 - Hose & Fittings Compatibility12:51 - Raceworks - Thanks Jamie!13:15 - BUILD.TUNE.DRIVE

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/starterbMatt 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 SanfordWWW: www.tuning-tips.comDon’t forget, you can use “MATT100” to get $100 OFF HPA’s Tuning Starter Package:  https://hpcdmy.co/starterbTimestamps: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.

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-inWhat 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.

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-inMixing 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 S130:30 - Why The LS0:54 - Roots Blower1:38 - Haltech NEXUS R51:55 - PDM & Can2:26 - 16 Injectors2:58 - Primary Injectors3:05 - Fuel Cooling & Lubrication3:12 - Trimming Injectors3:20 - Liquid Intercooling3:55 - Why A Roots Blower Is Considered Inefficient4:24 - Boost Pressure4:58 - Pre Supercharger Fuelling5:28 - Ethanol Fuelled5:35 - Fuel Mixture & Cylinder Trims6:12 - EGT-Based Fuel Trims7:45 - EGT Temperatureres8:03 - Transient Throttle Tuning8:32 - Acceleration Enrichment9:23 - Short-Term Fuel Trims10:47 - LS Engine Specs11:14 - Why Short Stroke?11:49 - LS Rod To Stroke Ratio12:43 - Dart Block13:30 - Power Level & 8,800 RPM13:55 - Cylinder Head14:30 - Rectangle Vs Cathedral Port

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/CADbAfter 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=i4drFZyDyxlK0R5vFollow Superfast Matt here:IG: @superfastmatt  FB: Superfast MattYT: SuperfastMattTT: SuperfastmattDon’t forget, you can use “FAST50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbTimestamps: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.

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-inThis 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 Guyer0:15 - Building The Team3:02 - The Origins: BSM GTR4:10 - Billet Before It Was Cool4:53 - Pro Vs Owner Driver6:19 - Engine, Transmission Etc7:08 - Recent Upgrades9:36 - Future Plans?10:10 - Spoiler: They Won Their Class11:18 - Thanks Michele!11:35 - Tim Slade Jandal Down!12:20 - Braaaaaaaap!13:00 - 1:25.9213:13 - BUILD.TUNE.DRIVE

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-inRunning 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 70:30 - Engine Package0:50 - Power and Boost1:10 - Gearbox1:25 - Electronics1:44 - Why Use Course Material?2:30 - How It Helped2:50 - Spend Wisely3:15 - Why 2.2L 4G63?3:48 - Wiring Process4:59 - Wiring Documentation5:42 - PDM Configuration & Electronic Setup6:38 - ECU Setup7:01 - Not Just For Cost Savings7:20 - Data Analysis7:36 - Judd V10 On Song

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/CADbJoe 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: @3dsystemsFB: 3D Systems CorperationYT: 3D SystemsWWW: 3dsystems.comDon’t forget, you can use “3D50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbTimestamps: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.

Brake boosters—why don't you find them on race cars? Are motorsport ABS systems harder to use than your OWM setup?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAshley Field of 909 Motorsport answers these questions and more in relation to aftermarket ABS systems like those offered by Bosch Motorsport along with how easy they are to install, if OEM components can be used and most importantly how ABS can only regulate the braking power you give it meaning if you don't have an optimal brake package before you fit ABS it can't work any magic to change that for you!Why fit aftermarket ABS? The likes of Bosch Motorsport ABS systems (note, we don't sell them!) offer advanced features that enhance braking performance and customization compared to standard OEM ABS systems including not going into 'ice mode' when a driver least wants that to happen! While the Bosch Motorsport ABS may require more expertise to set up and calibrate due to its professional-grade capabilities, it provides benefits like faster response times, better grip utilization, and the ability to fine-tune brake bias for improved efficiency and control according to driver preference as well as data acquisition to aid with car and aero setup.How? Motorsport-dedicated versions of ABS have a more sophisticated 'brain' and valving system, allowing it to lock and release tyres faster, maximizing available grip more effectively.------------------------------------TIME STAMPS:0:00 - Power Vs Stopping Power0:20 - Factory ABS & Motorsport0:45 - OEM Vs Motorsport ABS Focus1:25 - Not All ABS Is Equal1:50 - Is Motorsport ABS Harder To Use?2:35 - What Is Different With Aftermarket ABS?3:13 - 'Ice Mode'3:38 - What Is Needed For Bosch ABS Fitment?4:27 - OEM Parts Usage5:04 - Brake Boosters & Pedal Boxes6:01 - Why Remove A Brake Booster?6:45 - Brake Bias Adjustments7:35 - Crosslinked Brake System8:02 - Front Rear Split8:18 - ABS Won't Work Magic9:00 - Driving Style Vs ABS Setup9:58 - KEY POINT!10:36 - Driver Adjustment Options11:12 - Driver Preference11:38 - Data Logging & Vehicle Dynamics12:10 - Thanks 909 Motorsport!12:25 - BUILD.TUNE.DRIVE

If replica wheels are just as good as the genuine articles like many claim, why don't we see them used in top-tier motorsport?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inKosumi Wakana from Rays Japan answers this question and more on rim stiffness/compliance, how to identify a replica wheel and where to find help if you can't, along with some of the manufacturing options available to wheel manufacturers like Rays.

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/fabpackagebRichard, 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: @badobsessionmspFB: Bad Obsession Motorsport YT: Bad Obsession MotorsportWWW: badobsessionmotorsport.co.ukDon’t forget, you can use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackagebTimestamps:4:04 How did you develop an interest in cars?7:00 Did you learn anything from racing RC cars that could transfer to driving a go-kart?8:10 How was your experience driving karts?17:46 What is it about karts that makes it such a good learning platform for racing?22:53 What is a cost-effective way to get into racing?25:26 What other motorsports have you been involved in?32:49 Transition from racing to Bad Obsession Motorsport36:23 Automotive skill set before starting Bad Obsession Motorsport?40:20 What were you thinking when you decided to start a YouTub

The KOVAL EVO is one of the most successful roll racing cars in Australia and has seen a few iterations, owners, and a couple of catch cans over the years, as well as 80-90PSI of boost and up to 11,000rpm.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt GTR Fest, where Andre pretty much only looked at EVOs (he knows his type) we caught up with Dom Rigoli of Tony Rigoli Performance (TRP), a world-famous in Australia full service workshop with a proven history of getting incredible power out of many platforms including this venerable EMtron controlled 4g63.Dom's answer here are short, sharp and accurate covering a range of topics from dry blocks, billet vs cast, head cylinder sealing with bronze aluminium rings aka fire rings along with some insight into what a car like this might do if it was fully setup for drag racing rather than the street too.Previously, the car had made 1200hp at the hubs but now pushes over 1500hp and uses methanol or ethanol blends depending on the legalities of the event/location with 8.8 passes so far and plenty more to come if the owner wants to upgrade the car to safely compete at 1/4 racing, which are requirements that differ from roll racing events.

You won't see this B2R Motorsport 2.0L 1200hp++ EK Honda Civic up at your local skifield, but it actually has the AWD/4WD system to get there faster than you could imagine if wanted!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMaking over 1200hp at 56psi boost and plans to hit between 80-90psi with a Precision 8085 turbo, Moe El-asmar's EK Honda Civic is aiming to be the first in its class to hit a 7-second pass on Australian soil. This build focuses on keeping it simple and solving one problem at a time, as opposed to going crazy and creating more with too many rushed changes, and it certainly seems to be an approach that is working.Off-the-shelf parts for engine components are one of the aspects that follows this building principle with an OEM Honda K20 crank, SpeedFactory pistons, and BME rods housed in a Bullet Billet Block sandwiched to a 4 Piston cast head with an MLS head gasket. Interestingly, Moe discusses how the cost of sleeving was halfway to billet but with a much shorter lifespan, helping him make the call to go with a Bullet block that is also a 'wet block', enabling him and the team to do more passes back to back vs a dry block setup.Electronics wise, a Link G4X ECU, MoTeC PDM30 and ProWire custom wiring harness keep the smoke in the wires, with Platinum Racing Products coil packs Elixir fuel pump and Aftermarket Industries tank and hanger rounding off the electrics and fuel system.The 4WD conversion is something Moe sees becoming more and more popular over time, with an AWD conversion from a Honda CRV mated to a Quaife sequential gearbox.

Looking to up your game with a super-informative masterclass on professional-level motorsport wiring? This episode of Tuned In featuring Erik Reinertsen of Hardwired Performance is exactly what you're after. Use “HWP50” to get $50 OFF our HPA Motorsport Wiring Starter Package:  https://hpcdmy.co/wiringstarterbErik specialises in building top-level motorsport wiring harnesses, choosing to focus primarily on the demanding offroad racing market — but wiring wasn’t always on the cards for this Californian. Despite growing up around hotrods and motorsport with a father who built cars for a living, he was actively discouraged in following his Dad’s footsteps, instead being pushed towards a more conventional career. The problem was, you can’t really expect your kid to not become a diehard car guy when he spends all his time messing around in your shop full of cool builds and weekend after weekend at the track. So, straight after school, Erik walked into an apprenticeship at a hotrod shop and began building his skills in fabrication, engine building, and nearly everything else in the car building world — but it was wiring that he excelled at. Many years later, Erik is a self-taught maestro building ultra-high-end motorsport looms for some of the most impressive race cars and trucks out there. In this episode, we dig deep into Erik’s huge bank of knowledge and experience, discussing a big range of wiring-related topics — from the art of concentric twisting, autosport connectors, which tools are worth the investment, the correct gauge of wire to use for different applications, and a whole lot more.Erik also weighs in on the myth of “Milspec”, discusses the many cases in which a pro motorsport wiring harness is complete overkill, and the lessons learned from running his own wiring business — particularly when it comes to the challenge of accurately quoting work and turning down jobs that you know just aren’t right for you.Vicious Mustang: https://www.instagram.com/viciousstangFollow Erik here:IG: @hardwiredperformanceDon’t forget, you can use “HWP50” to get $50 OFF our HPA Motorsport Wiring Starter Package: https://hpcdmy.co/wiringstarterbTime Stamps:4:06 How did you get interested in cars?13:50 How did you get into motorsport wiring harnesses?19:57 Why did you decide you were most passionate about wiring?33:18 When did you go out on your own?37:50 Overview of Hardwire Performance44:57 Colour coding in wiring47:41 What makes up a professional motorsport wiring harness?52:39 Why do we concentric twist our harnesses?1:07:44 Do you use software for designing your harnesses?1:11:36 Coupon code1:14:39 Advantages of an Autosport connector1:20:53 Tooling required to work with Autosport connectors1:34:05 What are service loops?1:42:10 Using glue-lined boots vs non-glue-lined boots1:46:19 Sizing wire gauge for circuits2:00:12 Final three questions

Can 3D printed parts hold up in an engine bay or elsewhere on a car when compared to the use of lightweight aluminium or similar, or is it still just technology best leveraged for prototyping?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inGrant Luttinen of Intamsys helps us understand some of the pros and cons of additive manufacturing, what is required when it comes to software and some options out there for printers as a hobbyist or professional.We take a quick look at printing options from $1,700 to $150,000 USD, as well as printing media/materials that start from $20-40 for a spool of ABS plastic and then go to $100, $600 or more for nylon, PEEK carbon fibre and 3D printed metal options.

Accusumps. Whether you're a motorsport enthusiast, a professional racer, or simply keen on advanced car maintenance, this video covers many of the common questions on how an Accusump can enhance your engine's reliability and performance and bridge the gap between a wet sump and (let's be honest, expensive) dry sump upgrade.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIann Criscuolo from Canton Racing Products answers some of the common questions we all have when it comes to how an Accusump works by filling with oil and supplying it via manual or electronic control that can be based on RPMs, g-force and more, how easy Accusumps are to setup with their optimal -10 ('dash 10') hose sizing recommendations and how long you can expect oil to be supplied at 7-10 psi of pressure.It's important to note that you can set your Accusump to fill much faster by using higher pressures, but that also means the oil will be supplied to your engine much faster, so racers need to find a balance that suits their application whether that is drift, drag, circuit, offroad racing or something else.

The formula for building a big-power LS is pretty simple — but things get a little more complicated when the motor needs to produce all that power for sustained periods of time in applications like drift or circuit racing. In this episode, we sit down with Mitch Pullen of Pullen Spec Engines, who specialises in putting together ultra-durable LS builds to discuss the ins and outs of these motors and much more.Use “PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebThanks to his father’s involvement in motorsport, Mitch Pullen started young, assisting in the pits and moving into the karting world at 10 years old. By 14, he was building engines, creating his own wiring harnesses, and figuring out fabrication. It’s probably no surprise, then, that he left school fairly early to learn everything he could about nearly all aspects of motorsport engineering.Although Mitch is a jack of all trades, he decided to focus on performance engine building, and this now sees him running the well-respected and very busy Pullen Spec Engines based out of the Gold Coast in Queensland, Australia.In this conversation, Mitch goes into detail about how he builds LSs, discussing their inherent weaknesses and strengths and the work that’s needed to create a motor that can sustain high horsepower and high RPMs for more than just a pull or two on the motorway or a run down the strip. Mitch is also well known for his unique S13 Silvia competition drift car, which runs a massive Roots-style blower sitting atop a Dart iron-block LS. There are a few obvious questions when it comes to this setup — why bother with this type of supercharger, how does it behave in a drift car, and can you even see anything when you’re driving? Mitch answers all these questions and more.The conversation finishes with some great discussions around car setup, forged vs cast engine parts, performance aircraft engine builds, and more.Watts linkage illustration: https://hpcdmy.co/wattsFollow Mitch here:IG: @pullenspecengines, @mitchellpullenFB: Pullen Spec Engines WWW: pullenspec.comDon’t forget, you can use“PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebTimestamps:4:08 How did you form an interest in cars?11:31 Did you do any formal engine-building training?15:09 Where did you go from rebuilding 2 stroke karts?20:07 Watts link vs Pan hard rod overview.24:53 Getting more power in the KE70.31:43 How did you learn all these skills at such a young age?32:52 What happened after the Khanacross?35:03 Learning about LS engines and circuit cars.45:40 Load on an engine for a sustained amount of time.48:52 What do you do in your LS to make it live?59:08 LS engine package.1:07:27 Forged vs cast pistons.1:16:52 Does the LS have enough factory clearance for boosted applications.1:27:16 Why the roots blower?1:35:57 Overview of Pullen Spec Engines.1:45:50 Focusing on the LS.1:48:47 Final three questions.

Why can't you tune any ECU however you'd like or fit any aftermarket ECU to your vehicle without a care in the world?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRyan Nicholls Powertune Australia answers these common questions and more in relation to what can be done with the right skill set and tools, in this case, MoTeC's M1 Build and knowledge of C# (C Sharp) development language.Some key takeaways from this chat include some insight into CAN Bus, LIN Bus and FlexRay, plus the fact that reflash tuning is not equal for all platforms, and some are much better developed than others. Ryan also mentions how you are often relying on an interpretation rather than an absolute when it comes to reflash tuning software vs the lack of OEM information, as well as sharing encouragement from Ryan for anyone interested in learning the skills he has to do so, even at a hobbyist level.This interview was recorded at GTR Fest Australia, where we somehow managed to film more about EVOs and MoTeC ECUs than GTRs, and had a ball doing it too.

Hot rodding has been and always will be a HUGE part of American car culture, and electric vehicle conversions are bringing a wider range of options to the street.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWhy do a Tesla swap and not use aftermarket components? What happens to the 12v electronics including the lights and indicators without an alternator or the brakes without engine vacuum to operate with?At SEMA, Casey Loter gives us some answers to the above and insight into this customer's 1959 Chevy Apache Fleetside electric vehicle conversion, which is powered by a Tesla Model S motor and battery pack that's been rehoused for better packaging and suspension options.While Tesla parts are used, they are scrubbed clean of Tesla's limited software by companies like EV Control, who can easily tap in remotely for this process. An Orion battery management system is used along with Stealth EV charging components and a cooling system for the charger and batteries up from and motors in the rear for this specific Chevy Apache conversion.

Simon Longdill wasn’t impressed with the engines available to him in his class of racing, so he built his own. On this episode of Tuned In, we catch up with the man behind Synergy’s small-capacity, ultra-high revving, 400+hp V8s to talk through the ins and outs of these screaming motors and much, much more. Use “SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebWhile “building your own engine” in the literal sense might sound like a more-than-daunting task for most, with a Ph.D. in mechanical engineering, this was something that Simon Longdill was more than capable of. Limited to 2.4 litres in his Speedway midget class, Simon hatched an idea that would go on to become a full-time business.Using two sets of 1200cc Kawasaki ZX12R cylinder heads and barrels, Simon got to work creating a vicious 2.4-litre V8 that would go on to crush the competition on its debut in New Zealand, before doing the same in Australia, then doing so well in the US that the rule book was changed and Simon and his team were never invited again. These days, you can find Synergy V8s of differing capacities and power levels motivating all manner of race (and a few street) cars across the globe.In this conversation, we get down into the weeds of this fascinating engine’s story, answering all the big questions around the 11,000 RPM screamer’s inner workings and development journey. Simon didn’t just stop at the first iteration either — these motors have been continuously developed over the last decade as the tech has improved, new lessons are learnt, and big improvements are made. With some fascinating looks into Simon’s side projects that include a 400hp BMW 1000RR two-litre V8 built for Bonneville, an 800hp twin-turbo Synergy V8 for Pikes Peak, hydrogen power systems, and plenty more, this is a tech-heavy episode that’s going to please anyone with an interest in serious automotive engineering. Follow Simon here: prototipo.co.nz, synergypower.co.nzDon’t forget, you can use“SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebTimestamps:4:27 How did you develop an interest in cars and engineering?7:24 Where did you see your studies taking you?8:40 Tertiary education continued13:20 Does EGT form a big part of two-stroke tuning?16:39 Is the two-stroke dead?20:29 How did you go from a two-stroke Ph.D. to owning your own business?23:05 What does the term BMEP mean?24:15 How can we make a high performance 2.4L engine30:54 Is it as simple as a larger bore and shorter stroke equals more efficiency?32:37 What additional parts were designed to merge the two 1200cc engines?34:31 What software are you using to model the engine?35:59 What was the most challenging part of this project?40:19 How did the engine perform once you got it running?45:49 Overview of Prototipo46:16 Working on amphibious vehicles48:18 Trip to the Chilli Bowl55:53 Synergy V8 GT86 package1:02:49 Unequal trumpet lengths1:08:30 Developments from gen 1 synergy engine?1:17:08 Direct injection in sports bike engines1:21:13 Were you tuning the engine differently for land speed records?1:23:49 2.3L turbocharged V81:25:35 Rod to stroke ratio1:30:24 Hydrogen fuel Pros & Cons1:37:18 Developing your own dyno

Traditionally, a bigger manifold has been considered the holy grail of performance because the bigger something is, the more air you can hammer on through, right? But, is this actually true and why do companies like ARTEC Performance do things differently?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inExhaust flow vs exhaust port sizing, turbo inlet, outlet and cylinder capacity and more are all touched on in this interview along with casting vs custom fabrication, materials and a commonly overlooked consideration with aftermarket turbo setups, turbo bracing.Big thanks to Ben Creswick for sharing his time at GTR Fest and we hope testing with the Inconel manifold applications goes well.

The 2.9L RB26 swap in place of the stock Nissan SR20 is easy to zero in on here, but it's not the modification that has made the most difference outright to lap times and driver confidence...Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith the ability to get 1500hp from this setup, owner and driver Chris Kostakis shows a lot of restraint and the realities of power vs performance when circuit racing a vehicle that is continually developing along with its owner with help from the likes of Advance Motor Mechanics and 909 Motorsport.What are the downsides of swapping a SR20 for an RB26?What are some advantages drive by wire (DBW) throttle control gives?What are some key considerations of traction control for motorsport?Does motorsport ABS really make a difference?These questions and more are covered by Andre and Chris while they were at the Australian GTR Festival at Sydney Dragway and we look forward to seeing where Chris and his engine swapped 180SX head in the future when it comes to an aero package and time attack, although he sure has more than enough to keep a grin on his face as this car sits now!BUILD OVERVIEW:Factory SR20 removed1500hp capable setup, running 900 for drag racing and 550-600 for circuit racing for nowN1 RB26 BlockCarrilo RodsCP PistonsSpool Imports RB29 Stroker KitBorgWarner EFR 9280 turbochargerRams Head Service cylinder head packagePeterson Fluid Systems dry sump systemHolinger RD6 sequential gearboxMoTeC M150 ECUIncreased tyre/wheel sizing (295 fronts)AP Racing Pro 5000 R's front calipersEndless 4 pot rearsBosch Motorsport ABS systemDNA Autosport Blistein suspension packageBenchmark Solutions torque and traction management strategiesStreet registered 🤯

The Snot Rocket is here! This week on Tuned In, we welcome Brett Lasala, the owner, builder, and driver of 2024’s Sick Week-winning Mustang, Snot Rocket. In this episode, we find out what it takes to secure the outright win at a drive-and-drag competition like Sick Week, how he’s extracted over 3000hp from his Coyote V8, why he prefers Ford machinery, and a whole lot more.Use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalenginebEver since trading an old washing machine for his first car as a teenager, Brett Lasala has been obsessed with making vehicles go faster. This led to a lifelong career in the automotive industry, first learning the ropes through local shops, then becoming an accomplished Mercedes Benz tech specialising in AMG products, to then moving full time into the aftermarket space working with legendary companies like Real Street.Over that time, Brett has absorbed the knowledge of everyone around him, and is now in a position where he’s able to perform much of the work himself — although with that said, the level of success this car has seen is only possible thanks to the wealth of talent found in the other members of the team.In this conversation, we first discuss drive and drag events like Sick Week, and the unique challenges in tuning, engine building, and setup that a brutal day-after-day race and road trip presents. Competing is one thing — but winning outright is a whole different ball game entirely.This brings us to Brett’s well-known ‘Snot Rocket’ bright green Ford Mustang. We dive deep into the build, discussing its beginnings all the way through to its current state as a consistent low six-second pass twin-turbo monster. Powered by Ford’s Coyote motor, the Snot Rocket has allowed Brett to really get to know everything there is to know about the 5.0-litre DOHC V8. In this conversation, Brett is kind enough to share some of that knowledge with us, discussing the motor’s strengths and weaknesses, how to get good results from them, and if they’re actually better than GM’s ubiquitous rival motor, the LS.With conversations around engine and transmission tuning strategies, CO2-regulated boost control, and much more, this episode is jam-packed with quality information!Follow Brett here:IG: @brett_lasalaYT: Brett LasalaWWW: brettlasala.comDon’t forget, you can use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalenginebTimestamps:4:44 How did you develop an interest in cars?9:00 Where did the passion for drag racing come from?10:26 Have you got any formal qualifications?13:03 Spinning spanners on modern vehicles?15:02 Fabrication skills?18:21 What was your position at Real Street?22:05 What is a Drag and Drive event?26:15 Overview of original car29:15 Why did you start from fresh rather than further modifying the original car?32:15 Why turbos over supercharger?33:34 Coyote vs LS3? Pros and cons.34:36 What have you done to the Coyote engine?47:59 What’s your head gasket sealing solution?56:25 Do you think you’ll need to move to a billet block?1:00:01 What is the electronics package in the car?1:08:22 What is DA in Drag Racing?1:11:03 How does your wheelie detection work?1:18:06 How has moving up turbo sizes affected drivability?1:22:25 Are you using traction control?1:27:43 Transmission1:32:20 How much faster would the car be if it was a dedicated drag car?1:36:35 Final 3 questions

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-inIn 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.

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-inIn 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.

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/reflashbAs 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: @pcmtecFB: PCMTECYT: PCMTEC TuningWWW: pcmtec.comDon’t forget, you can use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashbTime 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 industry19:01 Mechanical issues vs software issues while tuning23:25 Ziegler Nichols Method?25:18 How did PCMTec come about?42:25 Accessing parameters within the ECU based on the amount of modifications44:36 Features you’ve added that weren’t available in the OE controller.48:13 Reasons for re-flashing over standalone ECU51:55 How do you add features into an OE controller1:03:13 Overview of PCMTec today1:09:22 Weighing up functionality options for software1:13:25 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

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-inBut 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.

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.

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/starterbLike 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_designsFB: Norris DesignsYT: NorrisdesignsWWW: norrisdesigns.comDon’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterbTime 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 today31:12 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 road1:14:16 ECU of choice?1:20:20 What is a short wheelbase Evo 9?1:24:33 Engine package1:34:45 Billet blocks for street applications?1:38:41 Twin charge setup1:44:24 Transmission1:50:39 What’s next in the development of the car?1:52:33 Lap time difference with new aero package

'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-inThis 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.

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-inMost 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.

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-inToni 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

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/CADbChris 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/tonypaloFollow Crest CNC here:IG: @crest_cnc_pty.ltdFB: CREST CNC PTY. LTD. TIKTOK: @Crest_CNCWWW: crestcnc.comDon’t forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

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-inThe 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 💰🧠

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-inFounder 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.

**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/driverbThis 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/driverbFollow Sam here:IG: @samalbertrallyFB: Sam Albert RallyYT: Sam Albert RallyWWW: samalbertrally.com  

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-inDuring 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 😉).

Sick of cracked OEM cast blocks but don't have the use case for a billet alternative? Platinum Racing Products has something for you and your RB26-powered platform in the works.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFor years there has been a massive options gap between those who want to keep the likes a RB26 stock and those who race Pro Mod level drag cars producing 2000++ horsepower. Does an aftermarket ductile iron cast block bridge the gap for those in the middle who want to produce some serious power without the cost or complications of a billet block on a Nissan RB26-powered car that sees both street and track/race use?Herman Urriola of @prp-platinumracingproducts7915 thinks so, and we'd agree.In this interview, Herman and Andre run through some of the main flaws the Nissan and Nissan Heritage factory cast RB26 blocks have by discussing how PRP's ductile iron replacement via Crest CNC has addressed them. This includes superior material in the form of ductile iron giving greater rigidity, a 4 bolt main, 8mm bore thickness instead of the 3.5mm low that some Nissan RB26 blocks have, 14mm deck, improved serviceability and capacity options via sleeves, better oiling and head stud/main stud options to suit a range of built levels & demands.Also touched on is why horsepower won't kill your OEM cast block, but rather cylinder pressure does (a topic we've discussed many times before) and why a billet aluminium alloy block simply doesn't suit 99% of those wanting to drive their car on the street.We look forward to seeing this go into production, and Herman also gives some insight into what that process looks like in this day and age for aftermarket manufacturing companies like PRP. Executed well, this aftermarket RB26 casting can handle high cylinder pressure. However, for applications where it becomes too heavy, a billet block will be the alternative so it's certainly not the end of them. Like many parts, it's simply not a matter of 'this vs that,' but rather finding the right fit for the different use cases and accepting the tradeoffs.PS: While we just focused on the block, PRP is also working on an RB26 cylinder head.

**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.**The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more. Use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuildAs a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor.Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE.As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor.This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast.Follow MT Performance Engines here:IG: @mtperformanceenginesFB: MT Performance EnginesYT: 199niko199Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

You might argue that it's not hard to build a better Ferrari than Ferrari could in the 80's, but good fabrication is only half the battle when it comes time to hit the race track and dial it all in on the international stage.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith very little stock Ferrari left, this 640hp at 14psi (1000hp capable future proofing included too 👌) could be expected to face some massive teething issues and hours upon hours of adjustments before a major motorsport event, but that is not how Mike Burroughs of StanceWorks rolls, nor does he need to after putting the hard yards into to logical and quality fabrication work over the last few years.With a quick pad change to counter some brake bias issues, Mike was setting lap times out the gate, also thanks to time spent on the simulator pre event. This left the team free to make methodical, iterative changes over the weekend so Mike could chase his personal goal of continuous improvement remembering he is an expert fabricator, not Logan Sargent (which is a good thing in a way since it meant he didn't crash).Mike and the crew did have some gearbox issues a while after this interview. It's all covered by some very polished content on the@stanceworks YT channel. It's well worth the watch.What would be done differently if the clock could be reset and can we expect Mike back at the World Time Attack Challenge again?

The factory design of engine blocks did not anticipate the extreme boost pressures we see today, often struggling to even handle 15 psi let alone 100 psi or more which many are pushing down the drag strip. Fortunately, there are aftermarket modifications available that allow us to push the limits without the risk of splitting our engine blocks in half.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inModern engine builds now achieve power levels that were unimaginable not long ago, especially in small 4-cylinder applications, with boost pressures exceeding 100 psi. Products like Darton Sleeves have turned this once-unbelievable potential into reality.John Catapang from @DartonSleeves1 answers our questions regarding the limitations of OEM sleeves and how their MID sleeves and improved fitment have addressed these issues. He also discusses the importance of precision machining and selecting a knowledgeable company, as a bad one certainly won't foot the bill for replacing your entire engine if they overpromise and underdeliver. Make sure to do your due diligence and choose a reputable company capable of delivering repeatable results.

Six-second Supras, monster GT-Rs, dyno tuning discussions, and much more — this episode with Varun Sharma of 101 Motorsport has it all.Use “101MOTORSPORT200” to get $200 OFF our HPA VIP package: https://hpcdmy.co/vipbVarun Sharma and his business, 101 Motorsport, first came to our attention eight years ago when we first laid eyes on the impressive “Mighty Mouse” Honda CRX build at World Time Attack Challenge. Since those days, we’ve been keeping tabs on Varun and his various builds and now we’ve finally managed to pry him away from the workshop for a couple of hours to jump on the podcast. Varun started young, gaining a fascination with anything mechanical through tagging along with his father to strip cars at scrap yards in search of replacement parts. Then, a few years later, when Nissan dropped its dominant R32 Skyline GT-R right on top of the Fords and Holdens at Bathurst, Varun was sold on all things JDM. This pushed him towards the automotive trades, starting as an apprentice mechanic at 101 Motorsport and absorbing as much information as he possibly could. A few years later, Varun had the opportunity to buy the business and he’s been pushing the boundaries of what’s possible on the strip, the street, and the race circuit ever since.101 Motorsport offers a huge range of services, so this conversation is a wide-ranging one that discusses topics like dyno tuning, engine building, methanol tuning considerations, drag racing strategies, tuning for driveability, the business side of the equation, and a whole lot more.This episode is a great listen that has a little bit of something for everyone. As discussed, you can watch our interview with Varun discussing the Oceania Supra here: https://youtu.be/WqVo2KsT7os?si=UpSHJzM6HWvwTgt6Follow 101 Motorsport here:IG: @101.motorsportFB: 101 MotorsportWWW: 101motorsport.com.auDon’t forget, you can use “101MOTORSPORT200” to get $200 OFF our HPA VIP package: https://hpcdmy.co/vipbTIME STAMPS:4:12 How did you get into cars?6:22 What was it about Japanese cars?11:22 Once you decided cars were your thing, where did you go from there?18:14 How did you get an apprenticeship in a performance workshop?25:51 How did you buy 101 Motorsport?30:46 Does having other dyno tuners around hurt business?37:22 Overview of 101 Motorsport41:36 What services do 101 Motorsport offer?54:18 Dyno discussions1:04:14 Confirming tunes out on the road1:10:14 What is your ECU of choice?1:13:41 What drew you to drag racing?1:17:44 Overview X275 radial drag class1:20:19 MPH and ET of the Oceania Supra?1:28:18 Finalising a tune at the drag strip?1:36:42 The importance of air temps out of the intercooler

Engine swap, aero repackage, electronic overhaul and a switch to slicks are some of the major changes the legendary Hammerhead has seen during its transformation into what is an essentially new build in many respects, Tanuki.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDavid Lenthall of GT Auto Garage discusses the 4.1L VR38DETT engine swap, which sees the venerable 900hp (approx) SR20VET retired in favour of more power (1080hp at 25 PSI) with less stress, but at the cost of some extra weight, 4% more of which is now over the front axle.The Autronic ECU was replaced with a suite of MoTeC electronics largely due to the preference of owner Wayne Lee and those now running the car, including MoTeCs torque management options via their GPR package.Also replaced is the iconic aero package with Andrew Brilliant AMB Aero engineering an infinity wing package for the car in part to update it and in part to help further establish it as something different.With the help of tyre rule changes allowing slicks, Pro driver Tim Slade has Tanuki now down to 1:20.4560 with more in the tank after a wheel failure took them out of the competition for this year.For some more insight into the history of this car, previous drivers include Shane Van Gisbergen, Earl Bamber, Warren Luff & Andre Heimgartner, with Tim Slade winning the Pro Class back to back in 2016 and 2017 among stiff competition.

Ever wondered what the difference between what you do with your crimpers and what those doing wiring work on a bigger scale is and how they maintain quality?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inQuality tools and a solid process is the obvious answer, but what does that look like? Ryan Nicholls of Powertune runs us through some of the equipment they use, which enables them to deliver a quality crimp every time without fear of operator fatigue, tooling errors and similar. Interestingly crimping terminals for a Deutsch DTM, AMP Superseal connector or similar, setups like this will work to within 0.01mm of accuracy.We also gain some insight into why stripping Tefzel wire is harder than lower-quality wire sheathing, although the minor complication is easily managed with appropriate tooling/strippers.Of course, you can't mention crimping without soldering coming up and there will always be some applications it suits, but it's important to note even with soldering's inherent flaws when you do need to use it there are ways to mitigate the risk. At the end of the day a quality wiring job is about more than just the connection choice alone.

Few people know more about ultra-high-performance engine building than this week’s guest, Terry Radbourne of Bourne HPP. In this episode, we’re going to be discussing topics like creating engines for LMP1 and Mercedes’ F1 team, truly getting the absolute most out of Honda’s K series motor, as well as the odd controversial opinion that’s sure to get the comment section fired up.Use “BOURNEHPP100” to get $100 OFF our HPA Engine Building package:https://hpcdmy.co/enginepackagebTerry brings an intriguing mix of expertise and insider knowledge — straight out of school, he found himself working for Advanced Engine Research and quickly became involved in some seriously high-end race engine design and building work. After a few years spent honing his craft — including a stint creating engines for the Mercedes Formula 1 team, Terry went on to found his own company, Bourne High Performance Powertrains, or Bourne HPP for short.Bourne HPP specialises in designing and building seriously aggressive motors — most commonly of the Honda K-series variety in both naturally aspirated and turbocharged forms. This allows us to dive very deep into the intricacies of four-cylinder engine building, and time is spent discussing intake port design, cylinder sleeves, compression ratio, and a whole lot more.We also get stuck into the K-series motor itself, and Terry spends time talking us through exactly why he thinks this is one of the best engines ever produced and how to get the most out of it. As Bourne HPP is something of a one-stop-shop that does everything from engine rebuilds, to NA and turbocharged crate engine packages, to dyno tuning with the use of Syvecs and Lyfe Racing ECUs, Terry has an absolute oversupply of knowledge that he’s (mostly) willing to share.If you want to get smarter, this episode with Terry Radbourne of Bourne HPP is not to be missed.As mentioned in the podcast, you can listen to our episode featuring Syvec’s Ryan Griffiths here: https://hpcdmy.co/SyvecsFollow Bourne HPP here:IG: @bourne_hppFB: Bourne HPPWWW: bournehpp.comDon’t forget, you can use “BOURNEHPP100” to get $100 OFF our HPA Engine Building package:https://hpcdmy.co/enginepackageb

Love them or hate them, Electric Vehicles (EVs) are here, so why not hammer the s%&t out of them on a race track just like we've been doing the old internal combustion engine (ICE) for years and years!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBattery degradation & performance, $600 'Bonus Module' for 2 seconds a lap improvement, trackside sharing and more with Jordan Priestley of ReVolting Performance as he runs us through this 2021 Model 3 Performance Tesla while competing at the Optima Batteries street car challenge.The car runs a number of Unplugged Performance suspension components and 4 point roll bar with JRi double adjustable shocks,  AP Racing brake package & square (same size front to rear) 19x11 Forgeline wheels wrapped in 305/30R19 Falkens.Interestingly the battery level does operate within certain 'sweet spots' in relation to charge, with Jordan noting a 40mph loss of speed climbing up the hill at Laguna Seca at lesser charges. He also touches on his trackside generator charging setup, a common question from those interested in how EV guys manage battery charge during track/race days.There is a long way to go with EVs to get them anywhere close to being the same when it comes to how a race weekend looks compared to someone just tipping E85 or similar in the tank, but racing is racing, and it's great to see some earlier adopters keen for some new challenges.

With WTAC moving from DOT-rated semi-slicks to full slicks, the RP968 was assured a faster lap time in 2023, and it delivered.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRace engineer Dejan Ninic of Complete Analysis, an ex-WRC consultant amongst other accolades, gives us the rundown on the change from Yokohama Advans to full slicks for the 2023 edition of the World Time Attack Challenge.The RP968 team & driver Barton Mawer managed to get the time down from their previous best of 1:19.27 to 1:17.86 over the course of the weekend, giving them the overall win for the 4th time in a row.We also saw a massive jump up the time sheets from Cole Powelson, going from a previous best of 1:30:02 to a 1:25.94 in the Lyfe Racing R35 GT-R. The old S13 Hammerhead, now under new ownership and rechristened as Tanuki, also set a blistering 1:20.45 time on debut, noting the car has also had some huge changes to be dialled in and had to be retired before the end of the event.The Open and Clubsprint classes also saw some new class records this year from the Xtreme GTR and DC Jap Automotive teams noting not all classes have had the same options in tyre open up to them either.Note 2023 tyre restrictions for Pro and Pro-Am Classes were in place in regards to the car weight dictating the allowable tyre width and height, so while teams can now run slicks, there are still limitations.

Sideways legend Ryan Tuerck joins us this week to sit down and discuss the many different aspects of his life — from finding competitive setups in an extremely cut-throat Formula D championship, to an in-depth look at some of his most incredible internet-breaking builds, to a frank discussion on the complete metamorphosis of the sport of drifting in the two-plus decades Ryan has been involved, and much more.Use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackagebWith a career spanning two decades, Ryan Tuerck has more insight than nearly anyone else out there when it comes to top-level drifting, the business of motorsport, and building some of the raddest Japanese cars the world has ever seen.Ryan got into the sport after transitioning away from motocross as a teenager, and in this episode, he discusses those very early days and the cars he was building to try and compete on a national stage. This was also the time he began learning about the business side of the sport — Ryan spends some time in this conversation dropping plenty of knowledge and truth bombs about making it in professional motorsport, discussing sponsorships, budgets, results, and more. Aside from his success in Formula D, Ryan is probably best known for his insane custom builds, and thankfully, we’re able to spend time running through the best of the best, from his competition GR Corolla to his Ferrari-powered 86, his insane Judd V10-powered GR Supra, and his latest Toyota Stout. Having so much experience in taking on massive projects like these, Ryan has some great advice to give about build planning, setting expectations, and recruiting the right people to get it all done. This episode has broad appeal and will suit anyone with any type of interest in motorsport, drifting, project builds, and much more.  Listen to John Reed’s episode here: https://hpcdmy.co/johnreedListen to Matt Bernasconi’s episode here: https://hpcdmy.co/mattbFollow Ryan Tuerck here:IG: @ryantuerck FB: Ryan Tuerck YT: ryantuerck Don’t forget, you can use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackagebTIME STAMPS:4:22 How did Ryan get into motorsport?11:06 When did Ryan start competing?12:50 Why JDM cars?14:44 Becoming a pro driver20:05 What type of car and power levels do you need to get into drifting?22:59 How do you find sponsors?28:07 Are the exhibition cars for fun or do they make up some of Ryan’s income?30:04 How does Ryan find the right people to work on his projects?32:22 Changes in drifting in the last 21 years34:30 Rules in Formula Drift to regulate competition36:11 Technology to improve drift judging41:57 Starting with a known setup point46:19 Ryan’s GR Corolla FD build49:40 Nitrous Anti Lag54:26 GT4586 project build59:47 Ferrari 458 engine characteristics1:04:48 Formula GR Supra1:09:31 GR Supra Drive Train1:11:54 Judd engine figures1:14:21 Drifting the Supra wasn’t the best for the engine1:17:42 Is the Supra a competitive time attack car?1:21:38 Toyota Stout build1:31:56 What’s Ryan’s favourite car in his garage?1:35:04 Does Ryan still enjoy Formula Drift?

When a team is just starting with 900hp in a street-driven 4g63 powered EVO drag car, you know big things are coming!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWhy a 4g63 instead of a 4g64, nitrous for turbo spool and a 400hp boost, fire ring cylinder sealing and more from Jimmy Assaad of ERS Evolution Racing Spares as he runs us through this street-driven roll racer that has its long-term sights set on the 1/4 mile.Putting down 900hp at 50psi on a rolling road dyno using pump E85 to start with, this Micks Motorsport-built 4g63 is no joke, with 1500hp at around 80psi running methanol fuel being a longer-term plan for the drag strip with the addition of a few more Siemens fuel injectors. A Platinum Racing Products-supplied Precision 8085 Next Gen turbo takes care of the boost with an Emtron electronics package, including a KV12 ECU and ED10M dash logger managing almost everything on the car via 50 odd sensors.The Bullet Cylinder Heads billet 4g63 block runs copper gasket & aluminium bronze fire ring cylinder sealing setup, aluminium rods, custom pistons and non-MIVEC head with aftermarket cams package, all combinations that have been tried and tested over the years.With an 18-inch SSR wheel package for the street and a 15-inch Belak package for the track wrapped in 275 Hoosiers, no compromises need to be made when it comes to comfort vs. grip, and a Wilwood brake package still fits under the 15inch rim nicely to haul things up at the end of a run.A paddle-shifted Holinger Engineering sequential, Active Traction Service (ATS) carbon clutch and a retained active centre differential (ACD) round off the drivetrain, with carbon clutches being more common in circuit racing but likely to hold up fine for drag racing, too.At the time of filming, the immediate goals are to see what power can be made while still running pump E85 at 60-65psi of boost with a 400hp nitrous shot on tap for further testing.

Why would you consider a desktop CNC machine? Would it be worth the investment over a 3D printer, and how long would it take to pay itself off? Bantam Tools Rob Lorentzen runs us through some CNC milling basics about their (currently) $6,500 USD desktop CNC milling machine to help us understand if this is an investment that may or may not suit our fabrication goals or even our wider local car community.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWe also dive a little into what CAM (computer-aided manufacturing) is when it comes to learning how to set tool paths and more, as well as some material options for prototyping and finished products.This product integrates well with software like Fusion 360 and is ready to go out of the box with minimal maintenance required so long as you keep it within the recommended operational window (not hard to do).Desktop CNC specs: https://store.bantamtools.com/collect...- 28,000rpm spindle- 7” x 9” x 3.3” build volume (work area)- ER-11 collet (not proprietary; you have many tool options)- 4th axis capable

Despite how quickly the world is changing, race cars, track days, and the world of motorsport at large aren’t going anywhere. In this episode, we sit down with two pioneers who are leading the charge towards the inevitable adoption of viable EV platforms in amateur-level racing with their startup Scalar Performance. Use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdaybJoel Fallaise and Brian Bourne have walked very different paths getting to where they are today, with Joel having a background in the performance aftermarket and motorsport scene, and Brian coming from the IT world. Once they met and started collaborating on a few different projects, they realised they shared a common goal — being pioneers in racing and not just looking towards the future, but committing their effort, time, and funds to take serious, carefully considered steps to get there. The result is the Scalar SCR1, a 460hp race car that uses Toyota’s current GR86 platform as its base. Unlike factory-built sport-focused EVs out there, this machine is able to run endurance race laps at GT4 class speeds without complaint — and that’s no easy feat. This episode is a deep dive into the complexities of developing a viable EV race car, from choosing the components, to designing battery packs and electrical systems, to managing the extreme cooling solutions needed for a project like this. The team shares their experiences, the hurdles they faced, and some intriguing topics like regenerative braking, the life expectancy of the motor and battery pack, and the safety challenges of EVs in motorsport.This is an eye-opening episode that might just change your view of electric vehicles in motorsport.Follow Scalar Performance here:IG: @scalarperformanceYT: Scalar PerformanceWWW: scalarperformance.com4:38 — How did Joel get into the industry?7:47 — Brian's professional background16:40 — Formal Qualifications19:18 — Overview of Scalar Performance27:10 — Racing an ICE vehicle vs an EV vehicle31:27 — Why the GR86?33:25 — Why create the SCR1 instead of modifying a Tesla?36:33 — Modification to chassis45:32 — Cost of EV components48:39 — 3D modelling the SCR152:00 — What is an inverter?1:02:09 — Cooling the batteries and motor1:10:08 — Charging challenges1:12:22 — Regenerative braking1:17:38 — Power delivery of the Cascadia motor1:20:38 — Maintenence costs 1:25:17 — Cost of the SCR11:27:39 — A dedicated race series?1:30:34 — Integrating EVs into motorsport1:34:08 — EV safety and thermal runawayDon’t forget, you can use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdayb

With 450hp to 1000hp on tap via an EMtron ECU control strategy incorporating a drive-by-wire (DBW) throttle body, this V8 swapped Fox Boy Mustang, an exciting project we couldn't resist chatting about.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSam Hiu Bin of CWI Performance runs us through this 7.3L V8 Mustang build that has taken the Ford 'Godzilla' V8, never designed for race cars, and put it in a race car anyway. Not only that, but the team has also added a ProCharger centrifugal supercharger to ramp up the output in a compact package. It is as compact as a 7.3L V8 shoehorned into a Fox Body Mustang can be, anyway.The biggest physical challenge with the Ford Godzilla for a swap like this is the height, but teamed with Indy Power Products, the oil pump has been moved so that a smaller wet sump setup can be used, allowing the engine to be mounted lower in the chassis. The CWI Performance 3-piece billet intake manifold also helps reduce the height at the top of the engine and incorporates a 1400hp capable C&R / PWR intercooler core to further improve packaging options as well as options to fit a 105mm or smaller LS throttle body or a Ford Coyote/Godzilla flavour too.Boost-wise, the car produces 450whp at around 2pi, with it only taking 15psi to get it over 1000whp and the EMtron package also takes care of exhaust gas temperature (EGT) monitoring for both tuning and engine health functions. Even using an E90 ethanol blend, the car does see some knock/detonation, partly thanks to its 10.5:1 compression ratio, but the dual bank knock control takes care of this when the temperatures get high enough for it to start occurring.

Direct injection has many benefits for OEM applications, but it isn't as easily customised as port injection options on some platforms. Why is this the case, and what can we do about it?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDue to the nature of direct injection and how it operates in a GM application, it simply isn't a matter of adding aftermarket injectors and turning up the fueling like we often can with port injection, given that DI fuel pumps in GMs LT engines are camshaft driven. Michael Sitar of TooHighPsi has an option for GM LT V8 owners that can take the LT1 and LT4 variates beyond their 600hp and 700hp ceiling imposed by the stock direct injection system without dealing with camshaft complications, and that is done by adding port injection and tapping into the factory GM ECU's CAN Bus data stream.At this stage customers are up in the 1400hp regions with some drag applications with plenty of margin left in their injector duty cycles for future development and additional power potential.

If you have any interest in engines, there’s a good chance you’ve already come across this week’s guest — Driving 4 Answers of YouTube fame. With nearly a million subscribers, Driving 4 Answers is one of the biggest technically-focused automotive channels on YouTube. Today we sit down with the one-man-band creator, researcher, host, and editor to talk about his love for engines, how he breaks down complex engineering topics and makes them easy to understand, and, of course, we’ve got to jump into a huge stack of nerdy engine topics.Use “DRIVING100” to get $100 OFF our HPA Engine Building Starter Package course: https://hpcdmy.co/enginepackagebDriving 4 Answers has a fascinating story to tell, and his passion for all things combustion engineering is very obvious. Despite his extremely in-depth knowledge and understanding, Driving 4 Answers has zero education in the subject and actually ditched a high-pressure career in the upper echelons of European politics to do what he loves — learning, talking, and educating people about automotive engineering, especially when it comes to motors.On the technical side, we delve right into the weeds in this episode, discussing the complexities of horsepower and torque, the importance of engine balance and rod/stroke ratio, bike carbs, the joys of modern standalone ECUs, over-engineered old Toyotas, and everything in between.In this conversation, we also explore Driving 4 Answers’ transformation from regular Bosnian car enthusiast to YouTube personality. If you’re interested in producing your own online videos, this conversation also covers Driving 4 Answers’ experience with content creation, the lessons he’s learnt, and how he deals with the inevitable trolls that surface once you start to gain traction. Follow Driving 4 Answers here:IG: @driving4answersYT: Driving 4 AnswersDon’t forget, you can use “DRIVING100” to get $100 OFF our HPA Engine Building Starter Package course: https://hpcdmy.co/enginepackagebTIME STAMPS:3:10 - How did you get into cars?7:30 - Do you have a formal education?9:50 - Learning without an engineering degree16:00 - How did Driving 4 Answers start?17:35 - Loving old Toyotas 25:50 - Becoming a full-time YouTuber35:05 - Dealing with trolls39:30 - Misinformation in the performance auto industry49:20 - Why Toyota's 4AFE?1:00:35 - Aftermarket ECU discussion1:14:00 - AW11 MR2 power figures1:23:10 - Rod-to-stroke ratios1:32:00 - Engine balance

No boost, no worries! This C5 Corvette is filling the trophy cabinet on displacement alone.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJake Rozelle's C5 Z06 Chevrolet Corvette is no stranger to the Optima Ultimate Street Car Invitational having taken victory previously in what is a well setup street driven race car. The 800hp (to the crank) 7.2L/440cu Lingenfelter Eliminator R Spec LS7 contains forged rotating assemblies, CNC-ported cylinder heads, competition-grade fasteners, precision balance procedures & hydraulic roller camshaft internally, as well as a Dailey Engineering dry sump, Performance Design intake manifold with some tuning being done to the intake runner lengths over time. With just oil changes over the last 2 seasons of racing it certainly seems to be a package that is working well for Jake in this application.The hydraulic cam profile is in its element with the 8,000rpm redline being within the comfort zone and the 14:1 compression engine runs E85 via a flex fuel setup in street form and Ignite Ready 90 on race day. Engine management is done by a GM ACDelco E92 ECU from a later model vehicle of the Cadillac CTS-V & Corvette C6 ZR1 era.While an advantage of retaining a OEM GM ECU originally was the ability to keep features like the stock ABS system, Jake has since gone the popular route of fitting an aftermarket/standalone $1200 MK60 ABS system with an off-the-shelf tune from CSL Performance and he gives us some insight into the installation and use of such an ABS system which are becoming more and more popular at club level racing despite the initial push back from the good old armchair racers we've seen over the years.

The introduction of drive-by-wire throttle has changed the game for what is possible when it comes to electronic engine control systems, but is it all as simple as just opening a torque request table and tuning everything to 11?As Paul Blamire of EcuTek explains, no, it is far from that simple but also not by any means unmanageable. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

As every JDM fanboy knows, Nissan Skyline GT-Rs are fast — the question is, with the right knowledge and skills behind a GT-R, just how fast can these iconic 90s machines go? So far, the answer to that question is 6.37 at 224mph. ‘JUNII’ is the street-legal, AWD R32 GT-R that holds this record, and on this week’s episode of Tuned In, we get to sit down with the building and tuning force behind this insane machine, as well as many other record-setters — Con Tatsis of Croydon Racing Developments.Use “CROYDON100” to get $100 OFF our HPA Tuning Starter Package course:https://hpcdmy.co/starterbCon didn’t start Croydon Racing Developments — he actually first walked through the doors as a work experience kid, before leaving school to take up a junior role at the highly-respected Sydney shop. Over the following years, Con would become a qualified mechanic and soak up all the tuning knowledge he could from the original owners, before taking over the business a few years ago.In this conversation, we jump straight into some fairly intense discussions on everything tuning, including opinions on the drawbacks of rolling road and hub dynos, an interesting discussion on the best engine platform to learn to tune on, as well as the simple joys of tuning a simple NA motor to absolute perfection.The chat then turns towards all things Nissan Skyline and RB, diving down a fair few rabbit holes as our host Andre tries to squeeze all the gold he can out of Con’s brain when it comes to building massive-power Nissan RB engines, 110mm turbos pushing nearly 100psi, dealing with 4WD launches at the sort of performance levels CRD is churning out, and more.This conversation is a great look into the sharpest end of import tuning and racing, and with various record-breaking builds regularly hitting Sydney’s streets, dragstrips, and race circuits under his belt every weekend, Con is a voice well worth listening to.Follow Croydon Racing Developments here:IG: @croydonracingdevelopmentsFB: Croydon Racing DevelopmentsDon’t forget, you can use “CROYDON100” to get $100 OFF our HPA Tuning Starter Package course: https://hpcdmy.co/starterb

Checking for boost leaks should be part of your routine maintenance schedule, but is it?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMark from Redline Detection runs us through how checking for boost/air leaks can help avoid misdiagnosis as well as ensure a job well done when reassembling an engine, helping rule out any unintentionally introduced errors while on the tools.While these units are aimed at commercial users and have expandable adaptors to help with quick and easy use for mechanics and technicians, they do offer some home enthusiast-level options and of course, you can piece together your own kit for a specific vehicle too, or simply find a local workshop to do this for you on a routine basis instead.While we do lean towards how to find a boost leak as our example in this discussion, such machines can be used to find any air leaks in your intake, exhaust and coolant systems, and even batteries for those working on EVs.

Are you sick of playing the guessing game when it comes to setting up the suspension and tyre systems in your race or road car? If you’ve ever felt like you’re throwing alignment adjustments, damper settings, and spring rate changes at the pit wall just to see what sticks when making changes to your or your customer’s vehicle, then this episode with Bruno Finco of Optimum G is going to be a perfect listen. Use “OPTIMUMG50” to get 50% OFF OUR Suspension Tuning and Optimization course: https://hpcdmy.co/suspensionbOriginally from Brazil and now based in Colorado, unusually for a guest of the Tuned In podcast, Bruno didn’t have all that much interest in cars growing up — it wasn’t until he went to university to gain a degree in mechatronics engineering that he joined the school’s Formula SAE team and began a life-long love affair with all things motorsport.Walking out of university and straight into a role at Colorado-based Optimum G, Bruno has since gone on to become the motorsport tech company’s Lead Performance Engineer, and now spends his time travelling around the world’s greatest race circuits, gathering data, helping both race teams and OEMs optimise their vehicle dynamics, and teaching others how to do the same through the use of Optimum G’s highly-regarded software packages.The bulk of this admittedly very tech-heavy episode consists of Bruno talking us through the many nuanced points of motorsport handling and performance, breaking down concepts into their many facets. This includes roll centre, tyre slip angle, Ackermann steering, anti-dive and squat, plus much more. Bruno also explains how Optimum G’s software works, and most interestingly, despite how it first looks, how it’s not something you need to have a Ph.D. in order to understand and use to substantially improve your vehicle’s performance.A more thorough explanation of Ackermann steering can be found here.Follow Bruno and Optimum G here:IG: @optimumg, @bruno.fincoLI: OptimumGYT: OptimumG WWW: optimumg.comDon’t forget, you can use “OPTIMUMG50” to get 50% OFF OUR Suspension Tuning and Optimization course: https://hpcdmy.co/suspensionb

It doesn't matter how much money you pour into the engine and electronics in your car, if the contact patch between your tyres and the track is not optimal then you're going to have subpar handling and results.Want to learn how to set up the suspension on your car properly? Here's the place to do it: https://hpcdmy.co/handlebAt Sema, Tom Chan from DSC Sport runs us through how their TracTive Suspension controllers can help drivers and teams get better results with a setup that adapts on the fly to changing driving and weather conditions as well as pre-empting requirements via g-force, vehicle speed, brake line and velocity sensors.Interestingly a system like this can be as simple or as complicated as you wish with plug-and-play options that are tuned from the 'driver down' to simplify the process with the ability to dive into features such as an electronic bump stop which will be a much-loved feature for any car running a lot of aero such as Time Attack.

What’s the difference between a high-end professional motorsport ECU from Bosch and the consumer-level stuff we’re more used to dealing with from manufacturers like MoTeC, EmTron, or Haltech? Does your race car really need motorsport-specific ABS, or will the factory equipment do the job just fine? And why does the European hill climb scene consistently produce some of the coolest race cars in the world? All these questions, plus many more, are answered by this week’s Tuned In podcast guest, Mikko Kataja of VHT Racing. Use “VHTRACING300” to get $300 OFF our VIP Package: https://hpcdmy.co/vipbBeing Finnish, it’s not much of a surprise that Mikko grew up around motorsport, and rally in particular. Some of Mikko’s earliest memories involve helping his father and family friends in the pits at rally events across Finland. It seemed pre-ordained then, that Mikko would find himself stepping into motorsport as a career once leaving high school. After training in two motorsport-specific schools, running his own tuning business, and working for various race teams and OEMs worldwide, Mikko found himself living in Germany and working for Bosch Motorsport as an engineer, where he still is today. This all puts Mikko in the perfect position to answer our burning questions about all things motorsport electronics and European hillclimbing — an arena in which he has competed for many years now. This conversation begins with a dive into the Finnish motorsport scene, attempting to answer the age-old question of why so many legendary drivers come from this big country with its tiny population. We cover Mikko’s early days competing in rally, circuit racing, and rally sprints — the very flat Finland’s version of a hill climb. This next brings us to Mikko’s faithful hillclimb KP Toyota Starlet, a car that he’s been campaigning and developing for over two decades now. Mikko talks us through the many iterations that the Starlet has seen over the years, and all the learnings he’s gained from trying different setups in the suspension, driveline, and engine department — from pushing a 4A-GE just about as far as you could possibly go, to the Radical Precision Engineering Hayabusa V8 setup that he’s currently using to great success in the European Hillclimb Championship. This Starlet has a fantastic development story, going from a 2K-powered hack to a monstrously fast, big-winged, screaming weapon bristling with the latest ultra-high-end Bosch motorsport electronics.As you’d expect, this brings us to Mikko’s work at Bosch Motorsport, where we take a deep dive into what sets pricey Bosch ECUs apart from more consumer-grade offerings that we’re all more familiar with. We also take some time out to really understand motorsport ABS, as this is something that Mikko works with on a daily basis and uses in his own race car. Follow Mikko here:IG: @vhtracingFB: VHTRacing EngineeringYT: VHTRacingDon't forget, you can use “VHTRACING300” to get $300 OFF our VIP Package: https://hpcdmy.co/vipb

No competent driver likes a car that moves around under braking and is lazy to turn in or out of a corner for no good reason, so they throw many OEM suspension components in the rubbish bin, including factory rubber bushings. Why?Want to learn how to set up the suspension on your car properly? Here's the place to do it: https://hpcdmy.co/handlebJames Bourn of Powerflex explains that while rubber bushings, aka bushes, provided by the OEM are good at cutting back noise, vibration and harshness (NVH), they are not made to last, nor are they made to perform. They are made to tick the right boxes for the price without compromising handling so much that they get land vehicles with poor safety ratings, as well as lasting just long enough to not be a warranty claim.For better performance, one alternative is to remove as much compliance as possible using solid bushes, mounts and spherical bearings etc., such as you find in many dedicated motorsport applications. But this, 100% without fail, introduces incredible NVH that is white noise on a race track and permanent hearing loss inflicting, or divorce, territory on the road.Instead of solid mounts or rubber, we can have our cake and eat it too with polyurethane options instead which offer less compliance than OEM rubber bushes along with a longer lifespan, to the point they come with a lifetime warranty (but only for road and classic car use, NOT the BLACK SERIES aimed at motorsport sadly!), along with levels of NVH that won't give you PTSD from a 12-hour cross country road trip.On top of that, polyurethane bushes will give you, the driver, more confidence in the vehicle leading to more consistent lap times and pace, making better use of all that time and money it takes to get your car out on track in the first place.

Have you ever needed to get a part custom-made and been shocked at just how much it cost? In this episode of Tuned In, we sit down with Dan Melling from Kiwi CNC to find out exactly what’s involved in making bespoke one-off parts — from the initial measurements to the 3D modelling, to the prototyping, and to the milling and finishing of the final product. Once you’re done with this episode, you’re going to have a solid understanding of machining in the motorsport world, and maybe even pick up a few ways you can do some of the leg work yourself to save on the final bill. Use “KIWICNC50” to get 50% OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbGrowing up, all Dan wanted to be was an Air Force pilot, gaining his pilot's license while still in high school and then joining the New Zealand Air Force as soon as he could. While the pilot gig didn’t work out, Dan was still exposed to the world of machining, quickly building up his knowledge and skills while still in uniform. Once it was time to venture out into the civilian world, Dan worked in the aeronautical industry designing and machining parts from scratch before eventually deciding to commit to starting his own business catering to high-end automotive machine work. Thus, KiwiCNC was born. Over the following years, Dan crafted a business that produces some of the prettiest billet components produced anywhere in the world, covering everything from sumps to suspension parts, diff covers, and plenty of one-off custom work. In this episode, we get Dan to break down every aspect of his business and explain it thoroughly. This covers everything from the bare minimum amount of equipment to start a machine shop, the prototyping process, how CNC machines actually work and what’s needed to run them, plus much more.We also cover 3D modelling and discuss whether generative design is actually useful in the real world and not just the latest buzzword. Dan then lays down a great impromptu 3D printer buyer’s guide and some excellent lessons he’s learnt running a small business that caters to customers who are willing to spend big money for the products he’s able to produce. Even if you have no interest in getting into machining yourself, the knowledge found in this episode is going to be invaluable when the time comes to design your own parts and find someone to create them.Watch the amphibious van news segment here: https://youtu.be/HDzTE_a0VYQ?si=Ge6hnJw1yhfW0ZDpFollow KiwiCNC here:IG: @kiwicncFB: Kiwi CNC LtdWWW: kiwicnc.comDon’t forget, you can use “KIWICNC50” to get 50% OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb

Data logging can seem daunting, but ultimately for limited costs and inputs, it can help make you much, much faster on track than many realise.Massively improve your driving with our Data Analysis courses: https://hpcdmy.co/databIt's generally assumed that you need to be a Race Engineer or have access to a team of them to make the most of data, but as Roger from AiM Sportline highlights, that just simply isn't the case. With a few main inputs, specifically speed, lateral and longitudinal g-forces, and your GPS position on track, it's possible to see where on track, or even map one out, you're fastest and slowest, as well as calculating your lap times.What channels should be added from there is covered, along with the fact that many modern vehicles have these sensors as OEM standard, just waiting for you to tap into them.With a unit like the AiM Sportline Solo2, a standalone data logging device, you can use this data to work out split times around the track, set reference laps and in realtime see where you are by comparison to that reference or your lap times throughout the day.Roger also explains how the inaccuracies of GPS/GLONASS about positional data are not a major setback these days, both about the number of satellites in the sky and the accuracy of relative data.

The Toyota 86/Subaru BRZ platform is extremely popular in the enthusiast market for plenty of reasons. It’s simple, it’s rear-wheel-drive, it handles, it’s cheap — and there are few platforms out there that have the kind of aftermarket support that the ZN6 has. This is all to say that building one of these cars to a level where it stands above the rest takes something a little special. Cam Cocalis, this week’s guest, knows this all too well, having built one of the most impressive 86s out there, and one that was good enough to find its way into the top 12 of last year’s SEMA Battle of the Builders competition.Use “CAM100” to get $100 OFF our $100 OFF HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackagebCam has built something pretty special. It’s one of the wildest ZN6s on the planet with a tube frame front and rear end, expansive cage, wild LS3 powerplant, custom cantilever suspension, and much more. The best part? Cam is only 22, and everything he’s done to this car — design, fabrication, paint, wiring, and more — were skills that he learnt himself using the power of the internet. In this episode, we talk to Cam about how he became obsessed with the ZN6 platform in his teenage years (which wasn’t that long ago to be fair), culminating at 17 years old when he bought this very FRS as his first car. With Cam’s other main interest being art, he was able to transfer his creative side into the automotive world. We then jump into a full build breakdown on the Scion itself, in which Cam takes us through the whats, whys, and hows of the car. This machine went from your typical Rocket Bunny bagged-on-big-wheels 86 build to something worthy of SEMA glory, so there’s a lot to cover.Cam also discusses wiring, design, and fabrication at length, covering his ethos behind many of the choices he made on the fabrication side, as well as a breakdown of all the tools he uses in his home garage — the total cost of which might shock you.This episode shows you that you don’t have to be a professional in the industry or have the best gear in order to build top-level vehicles — you just need the right ideas, motivation, and a healthy internet connection. Let this conversation with Cam Cocalis provide the inspiration you need to get started. Dont forget, you can use “CAM100” to get $100 OFF our $100 OFF HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackagebFollow Cam here:IG: @cam.cocalisYT: Cam Cocalis

Get the what, how and why on the 6.0L LS-powered Nissan Frontier, aka Navara from owner/builder Stephen Dorrick of @LOJConversions.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inA 700hp+ 6.0L  LS engine owing around 6k USD powered this rather porky 4720lbs (2100kg) chassis to 2nd place in the GTT @optimabatteries Ultimate Street Car Invitational at @semashow. Build wise forged @MAHLEGroup pistons and @Lunatipower connecting rods are used along with @KingBearings engine bearings, ported LS3 head and aftermarket cams. The twin @BorgWarnerCorporate Airwerks  S257 SX-E run around 13psi but there is room to go up to 20psi on occasion thanks in part to the use of an E50 flavoured ethanol fuel blend.A @haltech Elite 2500 manages the engine with an I/O expander to increase sensor inputs for a well set up and nicely prioritised engine protection strategy. This Nissan is AWD with the use of a TR6060 mated to a transfer case from a Chevy Blazer which gave Stephen an easier job of using the likes of a Y62 Patrol rear diff with that rear end seeing 70% of the torque split.The LS retains a wet sump, however, it has been modified and an Accusump is fitted for extra insurance and with essentially only @vikingperformance2574 Berserker coil-overs fitted there are plans to upgrade much of the suspension components in the future to remove excess compliance as well as a focus on weight reduction.

Have you ever dreamt of climbing to the very top of your chosen motorsport and beating the world’s best? That’s exactly what Hayden Paddon, this week’s podcast guest, has done. As a past WRC round winner and current European Rally Champion, Hayden is a wealth of knowledge on all things rally, and spends some time in this episode talking through us through what life is like at the highest levels of the sport, what the future of rally might look like, and much more.  Use “PADDON100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdaybBorn in a little town in the South Island of New Zealand, Hayden Paddon was introduced to the world of motorsport early thanks to his rally-driving father. Racing karts and rally events growing up, Hayden went from strength to strength before claiming the first of five national rally titles in 2008. Hayden then burst onto the world stage, becoming the PWRC world champion in 2011, and soon found his way into the big leagues with the factory Hyundai WRC team, claiming a hard-fought win in 2016’s Rally of Argentina. For any driver outside of Europe to get a seat in a factory WRC team is impressive — let alone a round win. It sounds like a fairytale, but the reality is of course very different — it’s been far from all rainbows and unicorns, and Hayden opens up in this episode about just how hard the journey to the top is. And then staying there? Well that’s even harder still. Hayden talks us through the various machinations, politics, and extreme levels of pressure at this elite level of motorsport — and this includes some really good advice around getting and, more importantly, keeping sponsors. These days, when he’s not dominating the European Rally Championship, recently becoming the first non-European to win it, Hayden spends as much time back home in New Zealand as possible, developing his own take on the possible future of the sport in his Hyundai Kona EV rally weapon. Hayden breaks down the build, explaining how it all works and what advantages and disadvantages an electric vehicle has over the traditional ICE-powered rally car. This episode provides a fantastic look inside the world of WRC, covering everything from the insane stress of leading a rally with a seven-time world champion only two seconds behind, to how a co-driver and driver relationship actually works, and much more. *NOTE* At the time of recording, Hayden was yet to secure this year’s European Rally Championship.Don’t forget, use “PADDON100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdaybFollow Hayden here:IG: @haydenpaddonFB: Hayden PaddonWWW: haydenpaddon.com

The legendary title-winning GT300 350Z Nissan hits the Time Attack scene. Get some insight into a factory race car setup including BoP restrictions & more in this [TECH TOUR].Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRestricted to 300hp for class rules, this VQ35DE powered JGTC (Now Super GT) Z33 350z interesting sees up to 480hp due to some clever intake work by Nismo according to owner and driver Dale Malone of DM Motorsport with a maximum output of 580hp being a potential, but only for a short period of time mainly due to harmonics being an issue at high RPM.The car runs an older Pectel Cosworth electronics package with Windows 95 still being the required OS to run the tuning software. While it's great to keep things original, complications like this are one of the reasons why we see many people update the electronics in older racing platforms in order to give more flexibility and even increase reliability with the modern crop of ECU's and sensors we have available nowadays.One of the interesting aspects of this car is the 28l intake and airbox which allowed for an extra boost of power coming out of the corners before the intake restrictors, the size of which was dictated by the circuit back when it was a factory race car with teams having a range of engine maps to suit.Common to motorsport applications a Hewland split shaft transmission which allows for individual gear ratio adjustment and a PI Research data logging system is in place however other than the general engine inputs for the World Time Attack Challenge, shock potentiometers are the only added extra for the moment along with a GT500 aero setup, GT500 being a less restrictive class in the same series at the time.

With enough effort and development time, where's the limit on how much power you can extract from an engine? On this episode, Mark Mazurowski of Mazworx is here to talk about his own experiences in doing just that with Nissan’s iconic 90s workhorse, the four-cylinder SR20. Use “MAZWORX50” to get 50% OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebMazworx is a well-known name in the industry — particularly if you have an interest in imports, but prior to starting the company two decades ago, owner Mark Mazurowski was about as far from the Japanese performance scene as you could get — being way more interested in classic domestic muscle.That all changed after enlisting in the US Marines, which eventually saw him posted to Japan, where he was exposed to the JDM sports car scene in what was inarguably its golden era of the mid-nineties. When the time came to leave, Mark was able to ship his personal S13 back to the States just in time to catch the explosion of US import culture. One mechanical engineering degree later, and Mark waded into the deep end by starting his own business.In this episode, Mark talks about how Mazworx quickly became the go-to outfit for all things Nissan SR20, as well as the many business successes and failures he’s seen over the years and the lessons he’s learned along the way.As we run Mazworx products on our own SR20VE-powered Toyota 86 endurance car, Andre couldn’t pass up the opportunity to pick Mark’s brain and extract plenty of hard-to-come-by SR knowledge. As you can imagine, this means the conversation goes way deep into Nissan’s best-known four-cylinder, and there’s a lot of wisdom to be found. Mark also discusses his SR20 billet blocks, as well as his own drag car, which runs a 2000hp version of the billet motor and was once the world’s quickest and fastest four-cylinder. Times have moved on since, and the car is now sitting in seventh place… but there are plans afoot to take that record back by pushing boost way up to figures nearing 200psi, which should see somewhere north of an insane 3000hp using a compound turbo setup. With some great insight into what makes a tuning shop actually profitable instead of perpetually treading water, as well as an interesting comparison between the SR20 and the new gold standard Honda K20, there’s a lot to chew on in this great episode of Tuned In with Mark Mazurowski of Mazworx.Don’t forget, use “MAZWORX50” to get 50% OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebFollow Mazworx here:IG: @mazworxFB: Mazworx Racing EnginesWWW: mazworx.com

This 1973 Datsun 240Z (S30) is an excellent example of modernising an older vehicle for competition motorsports, and still driving it home afterwards complete with aftermarket ABS!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith double the stock horsepower via a 3L Nissan L28 with custom pistons, rods, cam, and a ported N42 head care of Datsun Spirit Inc, Darren Garvin's 240Z (aka Nissan Fairlady Z) was a standout from the crowd at the 2022 OPTIMA street car challenge.An Electromotive electronics package has been utilised to help take the car from its factory 150hp (at the crank) carbed output to 300hp at the wheels, with the ATI harmonic damper holding a hall effect trigger setup and the TPS and MAP sensors being used as load inputs and a Jenvey Dynamics 50mm ITB setup on intake duty. Also discussed are other considerations around a carb to EFI conversion.A faster car needs better brakes, with the factory setup, including drum brakes on the rear, being retired in favour of an Arizonzacar brake package that includes Willwood 4 piston callipers and 12.5" rotors. The car also utilises an ABS system from an E46 M3 BMW, and Darren runs us through the requirements, including yaw, pressure and speed sensors.The drivetrain sees a 240SX gearbox mated to a 280Z bell housing, Quaife diff and CV axles to put the power to the ground, and a shortened driveshaft and Techno Toy mount kit to help get and keep it all in place.With most owners ditching their L series in favour of an RB26 or LS V8, it's nice to see this 240Z chassis simply modernised vs radicalised and with 40-50hp more as planned, this car is undoubtedly going to be even more of a weapon on track.

There’s no denying that the C6 Corvette is an excellent sports car platform, but it’s probably not the first option that many people reach for when looking to put together an ultra-competitive top-level time attack car. Feras Qartoumy clearly understands its potential, though. He’s not only built a competitive Corvette — he’s built an absolute monster that doesn’t just take podiums, it smashes plenty of outright lap records too.Use “FERAS100” to get $100 OFF our HPA Track Day Package: hpcdmy.co/trackdaybIf you’ve been following time attack in the US at all, Feras Qartoumy is a name you’re probably already familiar with. Along with his trusty Corvette, Feras has set and reset many lap records on circuits around the US, consistently proving to be the man to beat.In this episode, Feras first talks us through how he built up the skills he uses to build and improve his rapid Corvette, before diving into his racing history that started with karts and pro-touring muscle cars.The sport of time attack is next on the table, as Feras breaks down the format, explaining how it all works and the differences between time attack in the US versus locations like Australia and Japan.The conversation next dives deep into Feras’ dominating twin-turbo C6 Corvette. All aspects of the car are broken down and explained, from the powerplant to the suspension, to the aerodynamics package, and much more. Feras goes into an excellent amount of detail in explaining why he made the decisions he did when putting this build together, and just why he thinks the car is as fast as it is. To be clear, although this definitely isn’t a super cheap build, it’s also not an open-chequebook project either, and there’s some great insight in this episode when it comes to getting the most speed out of your dollar. This conversation also covers the centrifugal blower vs turbo argument, building engines for time attack racing, motorsport traction control, how Feras fabricated his own aero package for the car, and a whole lot more. With the Corvette currently on its way to Sydney for this year’s World Time Attack Challenge, we’re looking forward to seeing just what this all-American record-breaking machine and its driver can accomplish on a world stage. Watch our SEMA 2022 interview with Feras here: youtu.be/xhcPXKrw1awAs mentioned, you can listen to our episode with Andrew Brilliant here, and our episode with Paul Lucas of Verus Engineering here. Don’t forget, use “FERAS100” to get $100 OFF our HPA Track Day Package: hpcdmy.co/trackdaybFollow Feras here:IG: @feras_qartoumyYT: Feras Qartoumy

What do you know about rocket antilag systems? Not much? Good, you're going to love this then.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSporting a 1200hp LS7-based engine, Mike DuSolds 1967 Chevrolet Camaro has been 'slightly' modified for competition motorsport anywhere from sea level, to 14,000ft (4,300m). Time attack, hill climbs, street car challenges, this car does it all and more. With power at altitude a major focus of the current specs, the Dart Machinery block, 6 bolt GM Performance Parts LandSpeed Developments ported cylinder head and Shauns Custom Alloy intake are just a few parts that help the car produce torque low down and keep the 88mm Garrett turbo forcing air as it should. A MoTeC ECU is used with a custom Motorsport Electronics firmware package is used to control this race cars somewhat unique setup.Some clever suspension design and adjustment points which allow quick motion ratio changes that don't impact on overall car setup is just one feature the custom tube framed chassis offers with a transaxle rear (SADEV and Corvette combo) and approx 1450kg total weight.Mike also gives a great explanation on camber gain and their prototype/simplified rocket antilag system (ALS) that has been so successful there has been no need to produce the 'real' version just yet with some more testing and insight required to understand what makes what shouldn't work on paper amazing in reality. Another surprise discovery in the quest for peak performance racing up the side of a mountain was the exhaust size and pressure ratios seeing the setup run what a N/A engine normally would with again the real data tearing up the notebook.

Drive nearly a thousand miles cross country, sit in traffic for hours, and spend your days laying down five and six-second ETs at the drag strip for a week solid? ‘Drag and drive’ events are a unique form of torture for some of the world’s fastest street cars. In this episode, Steve of Steve Morris Engines is on the podcast to tell us how he builds a 4500+hp motor that can handle that kind of punishment. Use “STEVEMORRIS100” to get $100 OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebSteve Morris is one of the true legends of the drag engine building scene, and in this episode, we start by getting an interesting look into the convoluted path that his career and business took to get where it is today. That business is best known for its extremely high horsepower boosted V8 packages — especially the all-billet SMX and SML engines. One of the biggest selling points of these insane engines is that they’re street-capable, and have proven themselves time and time again in tortuous drag and drive events across the States. These events require a car to be able to carry all its own spares (usually by towing a small trailer) and drive large distances between race venues within a one-week period — occasionally sitting in traffic for extended periods of time. Steve goes into detail on the unique challenges this form of racing presents and how he builds engines for it that are up to the task, giving up some tasty engine-building insight and knowledge carved from years worth of research and development.With some great conversations around the age-old superchargers versus turbochargers debate, favoured ECU options for this type of racing, the usefulness and reliability of electronic wastegates and more, this episode is well worth a listen. Don’t forget, use “STEVEMORRIS100” to get $100 OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebFollow Sam here:IG: @stevemorrisenginesFB: Steve Morris EnginesYT: Steve Morris EnginesWWW: stevemorrisengines.com 

DCT considerations, GT-R vs Huracan, horsepower vs car setup, this interview has it all.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inCompetition between the Audi R8, Lamborghini Huracan and long-established Nissan R35 GT-R platforms has been heating up in the drag racing world for some time, and our next guest is no stranger to being at the pointy end of the time sheets in more than one of these packages.Jordan Martins Prime Cuts Chop Shop Lamborghini Huracan, the @AMSPerformance  Alpha Omega 'dragbo' is an impressive car, and at @semashow he gave us some insight into this specific package which at the time of filming saw it being the 2nd fastest Huracan on the 1/4.Sporting twin @GarrettTurbos G42-1450 pushing 37-39psi of boost through the 5.2-litre @Lamborghini V10 has gone from 600hp (naturally aspirated) to well over 2000hp while retaining the stock block, and bores with a factory rotating assembly even seeing solid reliability up to the 1200-1300hp range. Some comparisons around this and the VR38 in the R35 platform are discussed along with when a billet block might be considered down the line.Also touched on is the importance of the @MoTeCAustralia traction control setup for helping launch the car, ideally without wheeling which this platform is inherently prone to doing, along with the chassis, tyre and JRZ suspension setup vs just dumping more and more power into the equation in the quest for faster passes. Drag racing with a dual clutch transmission (DCT) is also a topic we get into again drawing some comparisons to the R35 platform with a nod to John Reed Racings polished development in this area.The goal for Jordan and the team are to get into the 6's with this platform, and we have no reason to believe they won't reach this goal and beyond.

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/driverbThis 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/driverbFollow Sam here:IG: @samalbertrallyFB: Sam Albert RallyYT: Sam Albert RallyWWW: samalbertrally.com  

CAD is the future, and the future is here, but is an engineering degree a necessity to break into this world for your own projects or even professionally? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs the man in charge of this side of the business, Dmitriy Orlov of BBI Autosport is no stranger to computer-aided design (CAD) and the manufacturing processes that take things from screen to 3D printer, CNC machine or even paper template.Leaning on his years of practical experience in the industry Dmitriy covers a huge range of valuable topics to anyone interested in learning how to use tools like CAD themselves including where to start (small) and when you should be creative vs pragmatic in relation to design vs manufacturing as well as dealing with the old 'you have to be an engineer to make parts' statement many love to make.Also discussed is some insight into the Hoonipigasus project which saw multiple people working on a range of software including Autodesk Alias & Fusion 360, SOLIDWORKS, & Siemens Solid Edge, all at the same time and in a very short time frame.Tools like generative flow, generative design and the ease of adding constraints to match manufacturing restrictions as well as 3rd party manufacturing options are touched on as well as the general excitement of what is to come in the future. Remember, the best time to start learning a skill you are interested in is now, and the best applications are projects you are interested in finding solutions for/on.

More engine capacity, bigger turbos, wider rubber. As enthusiasts, we’re almost hard-wired to want more of everything. In the motorsport world, however, bigger often isn’t better and it sometimes takes experience — often gained through painful lessons — to properly understand that and to build a car right. No one knows this better than this week’s guest, Jimmy Assaad of Evolution Racing Supplies.Use “ERS100” to get $100 OFF our HPA Track Day Package here: hpcdmy.co/trackdaybJimmy started off his automotive life like many Sydney kids of the era — with a love for Mazda rotaries. That all changed the day he lined up for a friendly race with a mate that owned a Mitsubishi Evo. After seeing what that platform could do against the RX-7 he owned at the time, Jimmy pivoted away from rotary life and dove headfirst into the world of fast Mitsubishis. From that point on, he’s built a string of rapid Evos, running quick times at the dragstrip before deciding to try his hand at circuit racing by building a monster Evo VI RS, set up to take on the fiercely-contested Clubsprint class at World Time Attack Challenge. In this episode, Jimmy breaks down his championship-winning Evo, discussing the lessons learnt in the car’s development, as well as his decision to change up the build with a less-is-more ethos as the main driving force. Besides building rapid Mitsubishis, Jimmy also decided to leave his profession as a plumber nearly a decade ago in order to turn his passion into a living, starting Evolution Racing Supplies. What started as a side hustle finding and dismantling Evos for resale to like-minded people has become a thriving business that employs numerous staff wrecking a range of different performance vehicles, as well as full workshop services and aftermarket parts sales. Jimmy is able to provide a really interesting look into the high-performance vehicle dismantling business — something that we’ve never really discussed on this podcast before. There are plenty of great chats in this episode about all things Evo, covering all generations as well as all the great Mitsubishi acronyms — MIVEC, ACD, S-AYC — and much, much more. Take a better look at Jimmy’s Evo VI RS here: https://youtu.be/QEjaA1fwncgFollow Evolution Race Spares here:IG: @evolutionracingsparesFB: ERS Evolution Racing SparesYT: Evolution Racing Spares OfficialWWW: evolutionracingspares.com.auPH: 0430 805 359Don’t forget, Use “ERS100” to get $100 OFF our HPA Track Day Package here: hpcdmy.co/trackdayb

Laser welding in industrial environments is becoming more and more popular than traditional MIG welding and TIG welding methods, but why?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSerra Laser's Evan Shea runs us through some of the differences and similarities of a laser welder compared to TIG welding, including why a laser weld can not only be faster but also stronger and cheaper than a TIG weld.Using the IPG LightWELD 1500 laser welder as the example, we take a look at what shielding gas is used between nitrogen gas and argon gas with a laser welder for copper, aluminium, titanium, steel, stainless steel & nickel alloys as well as discussing if back purging is still required.Material preparation and fit up are also talked about, along with a laser welder's ability to put less heat into your material while being 4 x faster or more in some cases than TIG welding and at least 2 x faster than MIG welding while still being able to weld material as thick as 6.35mm (1/4") with good penetration.While the price of laser welding machines is out of reach for most home welders for the moment, this is a technology that has already seen a significant reduction in price over just the last few years as well as the portability (not discussed) of laser welding units improving as well.We're excited to see where laser welding continues to head in the future regarding motorsport fabrication across all levels, from local club racing to professional race builds.

While you might be able to get away with a little sloppiness when building an engine for a street car, that’s not going to fly when it comes to dedicated race engines. In this episode, we sit down with Tom Hughes from Hughes Race Engineering to discuss exactly why that is, how we can ensure we’re building our engines right, what makes a great naturally aspirated race engine build, and much more.Use “HUGHES50” to get 50% off our HPA Practical Engine Building Course here: hpcdmy.co/practicalenginebThe conversation this week kicks off with Tom’s background and journey towards owning and operating his own high-end engine building business. Tom went through the apprenticeship route, first starting out learning the trade at a reputable race engine builder, before pivoting towards rocketry of all things.After a few years spent building rocket engines for New Zealand’s Rocket Lab, Tom decided to put the house up for sale and bet it all on what would become Hughes Race Engineering, which focuses on high-end race engine builds. While the business spends plenty of time building monster RB26s, 3S-GEs, and even GR Yaris G16E-GTSs, Tom’s speciality is Toyota’s venerable 1UZ-FE quad cam V8. These four-litre alloy V8s have long been used in the popular speedway scene in New Zealand, and Tom is a wizard when it comes to squeezing big power out of them, all while sticking within the restrictive Super Stock class rules.These engines are covered in great detail in this conversation, as is a wider discussion around what needs to be done in order to build dependable, high-revving, naturally aspirated engines that can’t hide any shortcomings behind a wall of boost. There’s also plenty of talk in this episode around tolerances, flow numbers, when to outsource parts of your process, and much more — so if you’re even remotely interested in engine building or starting a business in the industry, this one is well worth your time.Don’t forget, use “HUGHES50” to get 50% off our HPA Practical Engine Building Course here: hpcdmy.co/practicalenginebFollow Hughes Race Engineering here:IG: @hughesraceengineeringFB: Hughes Race EngineeringYT: Hughes Race EngineeringWWW: hre.co.nz

Can you run a billet block on a street build? With 1650whp what 1/4 mile time can a full trim R34 do?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith 1650whp at 55psi of boost this R34 GTR Skyline is arguably one of Australia's fastest roll racers, and even more impressively this 1600kg car will do 8-second passes while retaining the full stock trim as Av from B2R Motorsports explains.Running a 3.4l Bullet Race Engineering 'hybrid' billet block, this 3.4L RB has all the usual suspects covered modification-wise internally including a Callies Performance Products custom crankshaft, CP-Carrillo rods and pistons, Ferrea copper bronze valve guides & more, but interestingly retains a relatively stock cylinder head. The car runs pump E85 (ethanol fuel blend) with a 9.5:1 compression ratio, and like you would expect, the Nissan CAS is in a rubbish bin somewhere with a Ross Performance Parts 36-2 trigger kit replacing it.A Precision GEN2 Pro Mod 88 turbo handles the forced induction side of things with a plug and play Link ECU G4X R34 PnP covering engine management. Fuel injection limitations in both the current setup and with this specific ECU option will see the team move to a batch fire setup in the future, which is a common and proven solution in situations like this.An Albins Performance Transmissions ST6, Hollinger Engineering 9" rear and ETS-Pro torque split controller handle most of the drivetrain requirements with the standard ATTESA system still handling things for the most part for now when it comes to AWD.The car is lacking in safety features for 1/4 mile runs and will need more attention in this area in the future for this use, however, for roll racing only at the likes of Sydney Motorsport Park a safety structure/roll cage is not a requirement.

And we’re back! After a few weeks away from the microphone, we’re jumping back into the Tuned In podcast with our longest and tech-heaviest episode yet — one that will satisfy even the nerdiest listeners.Use “DIGGLES100” for $100 off our HPA Engine Building Starter Package here: https://www.hpacademy.com/hpa-engine-building-starter-package/This week, we’re talking to Australia’s Ben Diggles. Ben is somewhat unique as a Tuned In guest due to the fact he doesn’t work in the motorsport industry — as an accomplished marine biologist with a couple of doctorates under his belt, he’s quite far from it.That career choice hasn’t stopped him from being one of the smartest people in the engine-building world, though, as Ben has spent his weekends for most of his adult life tinkering with cars — more specifically extremely high-output four-cylinder engines.Down in our part of the world, Ben is well known for his work pushing Nissan’s mostly-forgotten FJ20 two-litre four-cylinder to its absolute maximum, first by building a 9.1-second Nissan S12 Gazelle street car years back that still holds the S12 world record, before moving his FJ expertise to a rear-engined dragster that has so far run a best of 6.7 down the quarter mile.In this episode, Ben and Andre go way deep on ultra-high performance engine building, discussing different types of abnormal combustion and their causes, compression ratio considerations, mixture preparations, included valve angles, and much more. There’s also a whole lot of FJ20 talk, including a comparison with a more modern gold-standard four-cylinder Honda K-series, as well as some surprising chats about the future of motorsport and the ever-advancing world of EVs.There’s so much to chew on in this episode that it might require a couple of listens just to digest all the golden tech nuggets found within.  Don’t forget, use “DIGGLES100” for $100 off our HPA Engine Building Starter Package here: https://www.hpacademy.com/hpa-engine-building-starter-package/

Active aero, mid-mounted flat 6 pushing out 1400hp at sea level, 1100hp at the Pikes Peak start line and 900hp at the top of the mountain. What does any of that mean or matter? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inNOTE: This was recorded before the sudden and sad passing of driver Ken Block in early 2023. RIP to a motorsport and performance industry legend.Betim Berisha gives us the [TECH TALK] @semashow rundown on the @BBIAutosport 1972-ish Porsche SVRSR “Hoonipigasus” Open Class @pikespeakhillclimb1916 build which runs a modified Porsche GT3 R 4.0L flat 6 engine cranking out 900hp to 1400hp, depending how far up the side of a mountain you are.Why an early 70's Porsche based design via Joe Scarbo @scarboperformance8623 was used is discussed along with some of the challenges relating to a mid-mounted engine setup as well as aero packaging advantages via the 6000 pound of downforce at 160mph via CFD goal @VerusEngineering had, and how that stacked up (well) in reality.As discussed elsewhere the 2022 attempt at Pikes Peak sadly ended with engine failure which BBi and associated partners have not hidden away helping us all see that no matter the budget and level we're working at, sometimes things can and will go wrong. Importantly @gscpowerdivision5618 has since done the work to identify and solve 2022's weak link, with further testing to find and fix more planned.Electronics wise the car runs two @MoTeCAustralia M142 ECUs and a @boschglobal PDM which are taken care of by Sander over at Obsidian Motorsport Group who we have talked with via the 051 Tuned In podcast on this build previously too.

What's the best way to tackle a big build project and actually follow through to its completion? Just how useful is learning how to design in CAD? Is stance dead? And just how the hell did Ferrari manage to build such an overweight and underpowered car?These questions and many more interesting head-scratchers are all answered on this week's episode of the High Performance Academy Tuned In podcast with our guest, Mike Burroughs of StanceWorks.Use ‘STANCEWORKS50’ for 50% off HPA's 3D Modeling & CAD for Motorsport Course here: hpacademy.com/courses/3d-modeling-and-cad-for-motorsport/From humble beginnings, Mike became one of a few key figures that helped to push the automotive landscape in a whole new direction during the 2010s. This week's conversation kicks off by exploring Mike's emergence onto the international car scene through his founding of StanceWorks and his internet-breaking builds, before discussing the 'stance' scene's meteoric rise, unavoidable peak, and inevitable decline. Mike was able to translate that early success into a full-time career, and now runs a successful YouTube channel alongside the ever-popular StanceWorks site. Andre digs into this transition and how it's actually financially viable, before discussing Mike's biggest selling point — his insane builds.Mike has zero relevant qualifications and has simply learnt everything as he goes, documenting it all for the world to see. This means he's picked up plenty of lessons along the way, and talks Andre through the most important things he's learnt when it comes to tackling big builds — and that means learning how to fabricate, weld, CAD design, and everything else in between.Then there's the bright yellow elephant in the room — Mike's Honda-powered Ferrari 308 project. Although the purists might turn their noses up at this build, Mike dives deep into explaining exactly why he took a pristine classic Ferrari and tore it to pieces in order to create a 1000hp, K24-powered, street-legal time attack weapon.If you love the buzz that comes with getting another job done on your build, or you're just about to pull the trigger on a new project car, or maybe you just love a little controversy — this is going to be a great listen for you.Want to learn how to do your own fabrication work on your build? Here's the perfect place to start: https://hpcdmy.co/fabbFollow Mike here:www.stanceworks.comIG: @mike_stanceworksYT: Stanceworks

How do you trigger both Mercedes and Mazda purists at once? This. This is how you do it, and we think it's awesome. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inTuning and wiring specialist Adam Peeling of Smart EFI (who we've spoken to previously at Pikes Peak) gives us a rundown on this build and his involvement.Originally a 1993 FD3S but looking far from stock these days a Mercedes M120 6L V12 with custom rods, pistons, cams, valve train, 5-stage dry sump, ported heads and more is the new heart of the Pistachio RX7, which was previously swapped with one of those tiny wee V8 numbers too as well as having a pretty serious turbocharged rotary build via someone else's hands in the 90's (think OG Fast and Furious, but without the 18-speed Roadranger movie gearbox special).The cable-driven Hi-Boost individual throttle body (ITB) equipped  M120 is running 11.8:1 compression, a 1.96 rod-to-stroke ratio to match the 9,000rpm or so limit the team is gunning for 850hp to 1000hp using ethanol-based fuel to gain the upper hand over AMG's 720hp Pagani Zonda M120 offering/s (they had a few versions). The variable cam timing has also been removed and as Adam helps explain the use of an HGT Precision 6-speed sequential customisable ratios the car is setup to stay in 'the sweet spot'.A distinct Live To Offend (LTO/Kyza) body kit wraps the shell which also contains a @haltech NEXUS R5 'Swiss army ECU' that has a ton of onboard features, including a 16-channel PDM. There are enough outputs to power this build, but the use of Kaizen relays is an easy addition if that changes in future.Adam also runs us through some of the wiring work including how to work some magic when it comes to booting connectors that are not designed for it in order to fully seal the concentrically twisted harness along with some explanation on the use of 'Milspec'  connectors vs the likes of Souriau offerings or the Autosport line from TE Connectivity.While this is a build you could say is somewhat typical of SEMA when it comes to the fact it is not yet running, we think the historical achievements of @GooichiMotors and the team they surround themselves with ensure that this won't disappoint when it's time to put those Toyo tyres to the test. No pressure guys.You can find Adam & Smart EFI here: https://www.facebook.com/SmartEFI/

“Circuit drivers see one corner 1000 times — rally drivers see 1000 corners one time.” In this High Performance Academy Tuned In episode, we’re joined by the one and only Dave Carapetyan of Rally Ready.Use ‘RALLYREADY50’  to get 50% off HPA's Suspension Tuning & Optimization course: hpacademy.com/courses/suspension-and-car-setupBetter known as ‘Texas Dave’, this driver and instructor owns and operates the Rally Ready driving school on a converted cattle ranch 30 minutes outside of Austin, and joins podcast host Andre Simon for a dive deep into the world of rally. Dave first breaks down the sport, explaining the ins and outs of stages, co-drivers, service intervals and everything in between, before jumping into the mechanical side of the equation to talk about damper setup, braking needs, and the importance of horsepower.  There’s a lot that goes into building a winning rally car and, as you can probably guess, it’s more than just piecing together a rapid machine.Time is also spent covering the best ways for an amateur to get into this sport, from the right vehicle to pick, to setting realistic expectations, to just how much money you really need to be competitive. The guys also have an interesting chat around FWD vs RWD vs AWD that may surprise a few listeners.Lastly, although there’s a lot that goes into building the abilities needed to become a podium-level rally driver, Dave still thinks there are a few key skills that, when mastered, will get all the aspiring Sebastian Loebs out there a long way towards success — even rally newbies like Daniel Ricciardo.Want to take your driving skills to the next level? Start here: https://hpcdmy.co/driverbFollow Dave here:IG: @texas_dave, @rallyready, @brcc_motorsportsFB: Rally Ready Driving SchoolWWW: rallyready.com

Factory Mazda parts quality and their limits, knock/detonation in a rotary engine, lightened rotors, stud kits, clearancing plus ethanol fuel advantages are just a few of the topics discussed with Rob Dahm adding more and more specific details the deeper the discussion gets.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRotary engine building traditionally has had 2 extremes, those building them poorly and blaming engine, and those building them well via experience they don't wish to share sometimes for understandable commercial reasons.Rob Dahm considers himself an entertainer, but through that role, he has helped share his journey into the world of rotary engine tuning and building with no filter on his successes or failures and insight into the work trailblazers like PAC Performance and similar have accomplished so far.At SEMA we had a chance to pick his brain about this journey, what he has learnt and now what advice he can give others keen to dive into this world too.

No matter how you feel about electric vehicles, there's no denying the incredible performance that can be achieved with these impressive driveline systems.  With more and more rapid EVs hitting the streets every day, inevitably, enthusiasts are now beginning to ask just what can be gained when working with them.This week's HPA Tuned In podcast guest is Sasha Anis of Mountain Pass Performance, someone who has dived deeper than most into the world of high-performance EVs.Use 'SASHA100'  to get $100 OFF HPA's Wiring Starter Package: hpacademy.com/hpa-wiring-starter-package/ Sasha is an accomplished driver and tuner who has, in recent years, refocused his efforts into the EV world, and his insight into this fairly new and constantly changing field of hyper-performance is invaluable.In this episode, Sasha first breaks down the basics of how an EV system works, and spends time clearing up a few misconceptions around what is and isn't possible, the constant compromises that need to be made, and the future of EV tuning. MoTeC's M1 Build platform and how Sasha uses it in his EV builds is also discussed.More of this new breed of vehicle on the roads equals more people crashing them, and that means some seriously enticing drivelines have begun popping up at the local wreckers. Sasha was an early adopter of EV swap exercises, and takes us through the process of swapping these monster drivelines into conventional ICE vehicles, and details what needs to be considered, eliminated, and purchased before the first spanner is turned. Mountain Pass Performance's Blue Lightning — a Tesla-swapped Lotus Evora package — is also picked apart.Sasha also spends time discussing the braking and handling upgrade options he provides for Teslas, as well as a deep look at his well-known Nissan 350Z time attack car that uses a monster NA VQ engine working in tandem with a custom hybrid KERS system that Sasha has spent years developing and improving himself.It doesn't matter how you feel about electric vehicles, this conversation with Sasha Anis of Mountain Pass Performance is genuinely fascinating and well worth the listen.Follow Sasha here:IG: @sashaanis14, @mountainpassperformanceWWW: mountainpassperformance.comWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb 

The RZ34 Z is the newest offering in the Nissan Z line, and AMS Performance was quick to set a world-first 9-second pass using (by today's standards) relatively basic upgrades.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBack in 2022 9.92 at 137mph was the first run in the 9's in a RZ34 Z 2023 Nissan Z Proto Spec and Nick Cassara of AMS Performance gives us some insight into the similarities and differences of this new platform compared to Infinity Q50 and Q60 models when it comes to the 3l V6 twin turbo VR30DDTT engine, and Nissan 370z on the chassis front.The car is running upgrading turbocharges, a bigger DI fueling system, drag slicks and not much else to make 719hp with the aid of EcuTeks reflash tuning software capabilities. The biggest issue to overcome with this platform, party due to its very compact packaging, is heat soak and cooling complications making it the first port of call for any owner looking to make more power with aftermarket mods and tuning.

On this week's episode of the High Performance Academy Tuned In podcast, Andre is joined by an absolute legend of the import scene.John Shepherd has been around since the very early days of import drag racing. Through campaigning his AWD Eagle Talon, John lead the first charge and pushed the boundaries of just what was possible with a Japanese performance car.Use ‘SHEP100’ for $100 off the HPA Tuning Starter Package: hpacademy.com/hpa-starter-package/John talks about his early days and the many workarounds and bodges that were necessary during the sport's infancy. The Ohio-based racer and car builder was squeezing record-setting high-ten-second quarter miles out of his 4G63-powered Talon, and as the game progressed, so did the car. Andre and John track the development of the Eagle through to its retirement, at which point it was running 7.7-second quarters — all still in a time well before billet blocks, proper race transmissions, and modern turbo technology.John has since moved on to Nissan GT-Rs and Audi R8s, and lays down his recipe for what he considers to be the "perfect" street car when working with these platforms. Easy to live with, perfectly fine to take on long road trips,... and capable of mid-seven-second quartermiles.Finally, the guys dive into the world of dual clutch transmissions. These DCTs have become ShepTrans' bread and butter in recent years, and John goes into detail on how the clever gearboxes work and how we can make them far stronger in order to put up with the massive torque figures modern performance engines provide.There's plenty of nostalgia to be found in this episode, and if acronyms like DCT and TCM have always left you scratching your head, you definitely don't want to miss this one.Don't forget, you can use ‘SHEP100’ for $100 off the HPA Tuning Starter Package: hpacademy.com/hpa-starter-package/

Say goodbye to the old saying "cast ain't fast" with Dart's 2JZ cast iron engine block.When it comes to the many limitations factory cast blocks have when we try and take them from 200-300hp to 2000-3000hp or more, the go-to option in the aftermarket is generally a billet alloy block that offers more strength and improved design (sometimes application specific), but at a substantial cost given the nature of manufacturing.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOn display at SEMA, @DartMachinery  has come to the rescue with their newly developed cast iron engine block which gives us a middle option where we can gain many of the advantages we get with billet offerings, namely design improvements that address known weak points, for a lower cost,. This allows us to safely produce more power and also gives us a reliable source for replacements if the worst does happen as secondhand factory 2JZ blocks become more scarce with time too.As Mike from @racewinningbrandsautomotiv766 explains with this aftermarket cast block you can expect added thickness to the bores and deck surface, reduced core shift, and a billet 4-bolt cap (centres are 12mm, outers 10mm) for improved strength as well as screw-in freeze plugs helping prevent a blow out which OEM press-fit versions sometimes do after a head lift. Additionally, the block can be clearanced on order to take alloy rods, making it perfect for those running stroker combinations and it retains the ability to run your factory accessories when it comes to oil and water pumps etc.While at the moment we can still source factory-cast 2JZ blocks from Toyota, Dart's more accurate casting process ensures consistent rather than unpredictable wall thicknesses and they don't force you to purchase accompanying factory components that you will never use in your performance build. Yes, this is the angle you can take with the wife when you tell her how much you are SAVING when you buy this block. It's foolproof, honest.We're hoping to see these on the market in late 2023 for around $4,500 USD, but note no price has been confirmed yet.

What makes a good intake plenum? How do you fabricate one to ensure it can handle 100+psi of boost without blowing itself to pieces? And why do we even need to fit an aftermarket intake plenum in the first place? This week’s episode with D’Arcy French of Plazmaman answers these questions and many more.Use “PLAZMAMAN50” for 50% off our HPA 3D Modeling & CAD for Motorsport course here: hpacademy.com/courses/3d-modeling-and-cad-for-motorsportD’Arcy started his journey in the motorsport world as a machine shop apprentice, but it wasn’t long before he stepped up in a serious way by joining the crew of a Top Fuel team as the blower tech. Eventually, this translated into full-time work designing and CNC milling parts for highly-regarded Australian performance part specialist, Plazmaman.Plazmaman is well known for its ultra-high quality intercoolers, throttle bodies, and intake plenums and this is naturally where the conversation heads, as Andre and D’Arcy discuss the process of designing and fabricating these works of art that do a great job of attaining an ideal balance of form and function. Throttle body sizing, the intricacies of plenum design, CAD modelling of parts, 3D printed prototyping, expected results of fitting an aftermarket intake manifold, and much more are all covered in this episode. Follow D’Arcy and Plazmaman here: IG: @biggercncguyIG: @plazmamanracingFB: Plazmaman.comYT: PlazmamanAusWWW: plazmaman.comDon’t forget, use “PLAZMAMAN50” for 50% off our HPA 3D Modeling & CAD for Motorsport course here: hpacademy.com/courses/3d-modeling-and-cad-for-motorsport

Converting a FWD Honda to a RWD platform is not easy task, but it does come with some solid benefits as we will discuss looking at this F20c powered space framed Honda Prelude [TECH TOUR].Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith an Ethanol fed, 24-26 PSI boosted, 9,000 RPM 750hp Dandy Engines F20c boasting Eagle Rods, factory crank and camshafts (because they're that good), aftermarket pistons, SuperTech valves and a new Garrett G35-900, this Fastr sponsored RWD converted Honda Prelude is no slouch in its regular appearances in the ACL Race Series.Professional driver Brett Dickie took a few moments while at the World Time Attack Challenge to discuss his build (with the help of his skilled father) discussing the some of the advantages the rear wheel drive (RWD) conversion gives a driver behind the wheel along with his thoughts in passing on EMtrons torque management system.As you might have guessed, the car runs an ProWire Performance Wiring fitted EMtron KV8 ECU along with a MoTeC CDL dash for some extra logging bandwidth and driver display duties which Brett felt was the best combination he could get for performance and his requirements without blowing out the budget too far. We caught up with Brett just before his first run with the new Garrett G35-900 turbocharger which is replacing a 3076 and we look forward to getting his thoughts on a comparison next time we chat along with some of the data this system can and will provide him with as he and his team gets it all dialed in with the help of a Turbosmart E-Gate (electronic wastegate), DBW blow off valve, MAP sensors pre and post the throttle body and an exhaust pressure sensor.With no bolt-on solution available, the dry sump setup is a mix of BDG dry sump components and a custom sump, with Brett sharing some thoughts on what he has learnt and would do differently second time around. Tucked behind the F series engine is a 6 speed TTi GTO sequential gearbox and Motorsport Services strain gauge lever which feeds a GJ Drivelines driveshaft and R200 LSD diff center nicked from a Nissan Skylines rear end. The Nissan parts list also includes the uprights, with 300ZX ones used to help try and reign in custom work and give more bolt in part options, and of course being something that physically worked with the package.Also touched on are some of the boost control strategies employed, but Brett is pretty straight up that his knowledge is more focused on being behind the wheel than behind the laptop, and with 20+ years of it his no doubt his feedback goes a long way to help dial things in for race day.You can catch Brett and this build racing in the ACL Race Series, and you can catch Brett racing other cars like the previous title winning Elusive Racing DC2 Integra at the World Time Attack Challenge as well as other cars in Global Time Attack and Pikes Peak Hill Climb events.

The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more.  Use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuildAs a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor.Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE.As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor.This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast. Follow MT Performance Engines here: IG: @mtperformanceenginesFB: MT Performance EnginesYT: 199niko199Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

It's a competitive market, but the standout R32 GTR build at the last SEMA in our opinion is right here. Take a look!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRunning a Nitto 3.2l stroker kit, this RB30-powered R32 GTR Nissan Skyline runs a nice mix of low stress off the shelf parts along with some unique custom features as Josh Ray from Driver Motorsport explains in this [TECH TOUR] from SEMA.Power wise the RB runs 650hp on pump gas, 1100 on an E85 ethanol blend, and is expected to see 1400hp using nitrous with the aid of a Precision 6875 turbocharger at anywhere from 15 to 30psi depending on fuel. Engine and chassis control is handled by a Haltech NEXUS R5 which simplifies the wiring when it comes to the fact this car has no fuses or relays as we traditionally expect. One tradeoff is the use of a mechanic fuel pump to manage the finite amount of electronic input and outputs, but when 1400hp pushes are planned that is certainly not a bad insurance to have.An RB26 pocket ported head has been used with a Supertech valve train, GSC Power Division billet cams and Kelford Cams cam gears for added adjustability. Nissans 360 degree optical cam sensor is in the rubbish bin with a Platinum Racing Products electronic crank trigger replacing with the reason explained by Josh.The car still runs a wet sump but the known issues have been addressed in regards to the oil pump and oil flow restrictors added. Underneath a Platinum Racing Products block brace has been utilized along with a Holinger 6-speed sequential, DriveshaftPro single-piece shaft and aftermarket axles all while retaining the AWD system which is also controlled by the Haltech ECU/PDM/Swiss Army Knife.

Over the last year, we’ve seen a handful of well-respected manufacturers teasing something brand new that pushes against the idea that billet is the only way to go — aftermarket high-performance cast blocks and heads. On this episode, we have Platinum Racing Products’ Herman Urriola, one of the figures driving this new development, to talk us through the design, manufacture, and use cases for aftermarket cast engines and much more.  Use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuildPlatinum Racing Products is well known worldwide thanks to its ultra-high quality parts for a range of high-performance engines that deftly walk the fine line between form and function.Billet rocker covers, crank trigger kits, fuel rails, RB sump adapters, and much more are PRP’s bread and butter, but recently we’ve seen teases of an ambitious new product from the Australian company — an aftermarket cast aluminium RB26 block and head that doesn’t just reproduce the factory item but improves on it in numerous ways.In this conversation, we dive pretty deep into Herman’s reasoning behind putting the huge amounts of time and money required into this new product and we touch on who it’s for, why it’s better than billet in a lot of situations, and why an enthusiast would want one in the first place. Herman also gives us insight into his thriving business and details some of the mistakes he’s made, as well as what he considers the key to operating a successful aftermarket parts business. A large part of the Platinum Racing Products process involves hundreds of hours of market research, R&D, design, CNC manufacturing, and testing — Herman gives us a really interesting look at what can be quite a high-stakes way of doing business. After all, it can easily cost hundreds of thousands of dollars to take one new part from idea to product on the shelf. This is going to be a great listen for anyone interested in part development, CAD, CNC manufacturing, engine building, or business development in the aftermarket industry.Follow Platinum Racing Products here: IG: @platinumracingproductsFB: Platinum Racing ProductsYT: PRP - Platinum Racing ProductsWWW: platinumracingproducts.com Don’t forget, use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

What is the most common mistake we make when learning how to set up our dampers and which ones we should buy?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFrank Vasquez from KW Suspension answers these questions and more around high and low-speed compressions and rebound, driver feedback and why buying the most expensive dampers might be a waste of money.

Got a modified road car and are interested in seeing what it’s capable of on the track? On this episode of Tuned In, Andre Nader from DNA Autosport joins us to give some guidance on all things track day setup and preparation. Use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentbAlthough Andre’s first love was of the motorbike persuasion, a degree in mechanical engineering, a thesis on race car aerodynamics, and a job at Bilstein Suspension soon had him veering off towards motorsport on four wheels. After spending a good while working in the suspension industry, Andre formed DNA AutoSport to support Sydney-based track enthusiasts and pro racers four years ago.In this episode, we first jump into all things track day preparation. Andre talks us through all the things anyone who is heading to a track day — whether it's their first or their fiftieth — should be getting sorted in prior to the weekend. This means tyre choices and pressures, brakes, wheel alignments, and much more. Andre also discusses some common mistakes that often he sees newbies (and occasionally not-so-newbies) making — covering everything from a lack of preparation, backwards thinking when it comes to setup changes, and wasted money on unnecessary modifications.Lastly, the conversation turns to one of DNA AutoSport’s specialities — TracTive Suspension electronic dampers. Andre breaks down how these work, what’s involved in setting them up and tuning them, as well as the sort of improvements a driver should expect once they’re ready to go.With some great info on drag racing suspension setup, anti-roll bar tuning and much more, this is an excellent listen if you’re looking to boost your handling and car setup knowledge.Follow DNA Autosport here: IG: @dnaautosportFB: DNA AutoSportWWW: dnaautosport.com.auDon’t forget, use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentb

@LYFEmotorsport and their 1200HP R35 GTR are no strangers to Time Attack or track records having reset their own R35 record at the 2019 WTAC (when this was filmed), BUT, it takes a lot more than just bolting a bunch of parts together and going ‘full send’ to achieve these results as Cole Powelson explains in relation to wheel alignments.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe 4L Nissan VR38 powered and MoTeC-controlled car runs CCW 18*12.5 one-piece wheels which are wrapped in controlled Yokohama Advan tyres. To get the most out of the package, the team rely on data from the car via tyre temperatures, shock potentiometers above the Ohlins TTX dampers, and driver feedback to make logical changes. This attention to detail is part and parcel when it comes to ensuring that the tyre temperatures are even across their widths and that the car has the maximum contact patch possible where required on track.Cole explains why Infrared sensors are great for live data, and why teams will still physically check temperatures under the tyre surface as quickly as possible when the car hits the pits after a hot lap. When adjustments need to be made, a simple string alignment kit and ruler are used due to their simplicity, ease of transport and most importantly their accurate and repeatable results.At this event, Cole reset the team's own R35 GTR record but fell just short of the 1-29 that they really wanted to hit with a best time of 1-30.0230, so close! The car was doing dual duties due to a rule change this year and saw Rob ‘Chairslayer’ Parson’s WTAC debut with an impressive 1-34.1840.Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb

Bolting a 4000+hp twin turbo V8-powered drag car onto a dyno and pushing it to its limits isn’t for the faint of heart, but it’s just another day in the office for this week’s guest, Anderson Dick of FuelTech USA.Use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterbFounding FuelTech 20 years ago as an electrical engineering student in Brazil, Anderson started from absolute scratch with very little support and no other ECU products on hand to even take inspiration from.The problem, as Anderson explains in this episode, was that extremely strict import regulations put the Brazillian motorsport scene a good couple of decades behind the rest of the world — so much so that enthusiasts were pulling EFI systems off cars and fitting carburettors in order to run forced induction. If that sounds backwards to you, Anderson doesn’t disagree, and took it upon himself to create what was then a very simple programmable EFI computer to try and bring his country into the 21st century. Two decades later and FuelTech is a leader in the EFI management space, especially when it comes to extremely high horsepower drag applications. So, after Anderson talks us through the very early days of his career and the unique challenges he came up against, the conversation naturally moves to tuning big power cars. Petrol vs Ethanol vs Methanol tuning, Inductive vs CDI ignition systems, reading spark plugs, and much, much is covered in this fascinating episode. If you want to pick up some new tuning knowledge from one of the best in the industry (we certainly did), this is one episode you won’t want to miss. Follow FuelTech here: IG: @fueltechusaFB: FuelTech USAYT: FuelTech USAWWW: fueltech.netDon’t forget, use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterb

When you think drifting, you also think of a 1966 Toyota Stout right?Even if you don't, Ryan Tuerck's mate did, so that is what he's built with @toyotausa  and @OfficialMobil1. Moving on from the previous Ferrari-powered GT86 (GT4586) and Formula Supra (Judd V10 powered) time attack builds this drift ute, or drift truck depending on your regional dialect, fell just short of laying rubber at @semashow 22', but is tantalisingly close to doing so very soon.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inPowered by a 3S-GTE that's also a little bit 5S-FE, 600-650hp is the goal although 1000hp would be possible, it probably wouldn't work well with the 275's on the rear and light weight.The 3SGTE (MR2, Celica) based build sports a @Turbobygarrett GTX 770 turbocharger, mild cams, 10:1 compression, non-stroker crank and 87mm bore giving a capacity of 2.1L. The 5S-FE block which is normally 2.2L is used for its increased strength over the 3S and the team hopes to get 3 seasons of runs out of this setup before a refresh is due with @JohnReedRacing tuning the project.Electronics are handled by @unicorngarage6095 and a suite of @MoTeCAustralia products from the M150 ECU, C1212 dash logger to a PDM30 which will see the car run without fuses or relays, something the Toyota engineers in the 1960's no doubt wouldn't have thought likely all those years ago. Probably weren't expecting 600hp+ rather than the stock 85hp either!Drivetrain and suspension wise the somewhat classic Holinger sequential transmission and @wintersperformanceproducts rear end will play nicely with the tried and tested double A arm setup out of a Chevrolet Corvette which should give no nasty surprises and only straightforward setup changes once shakedown runs begin.'Sick utes' aka pre-runner aficionados @Kibbetech handled the tube frame chassis design and fabrication with CNC support from Bending Solutions (Rob Parsons) with many hours spent in CAD beforehand to give an accurate finished product rather than one that needed some major or minor 'fettling' as is sometimes the case with one off 'build as you go' projects that need more time than was on hand for this particular project.Jon Sibal has done a great job of helping this vision look awesome not just in the mind but also in the flesh with his work on the body kit which thanks to some laser scanning and great work from ADV Fiberglass has turned out perfect.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

What’s the best bang-for-buck calibration platform for a late-model GM vehicle? Is there anything you can’t do on a good reflashing platform? And just how hard is it to make money in the automotive YouTube space? Jeremy Formato of Fasterproms joins us this week to answer these questions and many more. Use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashbMany will know Jeremy from his popular YouTube channel and tuning business, Fasterproms. Those that have watched, will know that this is a guy who has been in the tuning game for many years, growing up with a father that was a pioneer in the aftermarket fuel injection tuning space. In this episode, we discuss Jeremy’s start in the game as he learned the ropes from his father and his father’s colleagues before taking over the business nearly straight out of high school. Like anyone who has been doing this for a while, Jeremy’s got some great anecdotes from the early days, which are always a good reminder of just how good we’ve got it now. We next dive deep into the world of reflashing GM vehicles — by far the most cost-effective way of modifying the calibration of these potential-filled machines. The amount of power that we’ve now got when it comes to reflashing these vehicles is astonishing — there’s really not a lot we can’t do. There are of course cons to go with all the pros, so Jeremy and Andre break these down and discuss at what point someone should consider moving to an aftermarket standalone ECU.Next, we spend some time talking about the different ways we can approach tuning — everyone associates tuning with a dyno, but with the prevalence of street tuning, as well as the increasing popularity of e-tuning, it’s not the only way to get it done. This conversation also spends a little time discussing YouTube, and Jeremy is open about exactly why he reduced his video output dramatically over the last year. Follow Fasterproms here: IG: @fasterpromsFB: FasterpromsYT: FasterpromsWWW: fasterproms.netDon’t forget, use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashb

When everyone was knee-jerk reacting negatively to the B58 engine in the A90 Toyota Supra, Stephen Papadakis & crew were the guys getting data, testing setups and then getting results on track on the 8,900rpm limiter.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs discussed, Papadakis Racing hasn't had a B58 development program without any issues, but I think after this interview we can all honestly say there were not as many as we all might have thought! From boost response to bearing and engine coatings, lubrication and cooling systems, the quest for more and more power vs grip, this interview covers a lot of ground.Getting 1200hp from the 8,900rpm limited platform, the team hits 2023 fresh off a championship win in Formula Drift and dives into further development of their 3.2L stroker version on tracks that favour more power, vs their tried and trusted 3.0L version on shorter runs.The 6 cylinder alloy block runs JE pistons with stock rings, aftermarket bearings via ACL or King Bearings removing one choke point for failure along with a Supertech valvetrain and post 2021 6 port A91 B58 head. A BorgWarner 9274 is used with the 3.0L build and a 9280 with the 3.2L ensures appropriate turbo response for the multiple title-winning driver Fredric Aasbø. Low boost is around 1.2 Bar, high 2.3 Bar (17-33 Psi)  with help from TiAL wastegates and AEM boost control solenoidsAlso discussed is why the CSF Radiator setup and similar are now so often found in the rear of a drift car along with some insights into the stock lubrication system, Valvetronic setup and how impressive, or unimpressive in the case of the stock bearings, OEM coatings can be on modern engine builds.Not discussed but of interest, the car runs an AEM Infinity ECU, Injector Dynamics ID 2000 injectors delivering E85 fuel, Brian Crower 100mm crank, MOAR series I-Beam Rods, Gforce GSR 4 speed dog box, RS-R Custom Coilovers, RS-R Racing springs and Tilton 600 Series pedal box.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Braking is an element of automotive performance that many enthusiasts tend to overlook, or potentially even worse, simply throw the biggest discs and calipers they can fit behind their wheels and hope for the best. In this episode, we’ve invited Alcon’s Steve Hodgkins to help us understand the ins and outs of performance braking systems and smash some myths in the process.Use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/racebSteve has been at Alcon Brakes since the mid-90s and has been a part of a massive technological shift towards ever-improving brake technology and performance. It’s this advancement over the last nearly three decades that we start the podcast with, discussing how and why motorsport braking systems are so much better than they used to be.To get the full benefit of these advancements, though, we need to properly understand the system as a whole — and this is where the conversation gets into the nitty gritty side, covering everything from properly sizing discs and calipers, to brake bias, to selecting the right pad compound, bedding in brakes, and much, much more. There are so many great tips and tricks in this episode, with plenty of potential for an “ah-ha” moment as you listen to Steve’s clear and simple explanations of all areas of a vehicle’s brake system. Even if you have little interest in brakes, the fundamental, common-sense knowledge found in this episode makes it an absolute must-listen for any self-respecting enthusiast. As per this conversation, check out Alcon's simple brake balance explanation and diagram here: https://hpcdmy.co/biasFollow Alcon here: IG: @alconbrakesFB: Alcon Specialist Brakes & ClutchesWWW: alcon.co.ukDon’t forget, use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb

Are traditional wastegate spring changes potentially a thing of the past with Turbosmart's 'StraightGate50?'Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inStewart Mahony from @TurbosmartHQ gives us some insight into what a boost or vacuum-actuated straightgate can and does do compared to the traditional poppet-style wastegate options.One of the first questions on your mind might be how much this butterfly valve will leak. 0.006% is the answer thanks to specific valve seat design considerations that are different from a throttle body where we typically see butterfly valves in use.Turbosmart claims the self-balancing nature of the StraightGate50 means a huge tuning window of over 5 times base spring pressure can be obtained with Stewart stating they had no issues from 5-35psi on their test rig using a 3-port solenoid, 5lb spring at 45% duty cycle. 35psi was the limit of the test rig, not the straightgate. Note features listed since this interview (included below) state 6psi to 42psi of control with the supplied base spring.Compared to the electronic version the boost or vacuum-actuated option gives those without a somewhat uncommon 20Amp H-Bridge output on their ECU or an external H-Bridge module another option as well as more friendly emissions considerations in relation to OEM style vacuum-actuated control as discussed.It's mentioned and worth noting the StraightGate50 (pSG50 or pSG50v) 50mm butterfly style flows more air at 383.9 CFM than a traditional PowerGate60 (WG60) 60mm poppet style at 360.9 CFM, and without the requirement for a 90-degree turn in the wastegate flow and also heat dynamics are changed for the better, all with a wider window of precise control. Some of this does come at a cost though with the max safe pressure ratings for the StraightGate50 being 100psi vs 220psi for the PowerGate60.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

It’s something that can destroy your engine in seconds… but how much do you really know about pre-ignition, knock, and super-knock? On this episode of Tuned In, we’ve invited Ioannis Andrianakis from Plex Tuning to talk us through these terms, how his highly-regarded series of knock sensors work, and what we do and don’t need to worry about when it comes to all things detonation. Use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cadCalling in from Athens, Greece, Ioannis has been in the tuning game since the mid-nineties and has some great stories about what he had to resort to in order to tune a vehicle at a time when there was next to no such thing as standalone ECUs outside of the professional race world.We then delve into the creation of Plex Tuning, as well as how and why Ioannis developed his popular range of data loggers, digital dashes, data acquisition tools, boost controllers, and of course the much-loved series of knock monitors.And this brings us to the main focus of the conversation, as Ioannis jumps straight into the deep end of the knowledge pool and gets very nerdy on all things engine knock. If you want to improve your tuning knowledge and gain a far better understanding of the causes, solutions, and variations of knock, then this episode with Plex Tuning’s Ioannis Andrianakis is a must-listen.  As per this episode, check out this video to hear exactly what knock sounds like: https://hpcdmy.co/knockknockFollow Plex here: IG: @plextuningFB: Plex Tuning WWW: plex-tuning.comDon’t forget, you can use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cad

What are some of the biggest mistakes those starting out in drifting make when it comes to suspension setup?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inExplanations on caster angles, Ackerman, toe and comparisons between circuit racing and drift setups are discussed in this interview with Mike Squire of Squire Motorsport and Custom.Mike explains some of the traps people fall into who are starting out or have come from a circuit racing background including the importance of managing tyre temperates to retain the grip that is now required to be competitive at the levels the sport has now reached.Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb

Bouncing off rocks the size of houses and pinning it through the unforgiving desert at maximum speed, the vehicles competing in California’s King of the Hammers race have to be the absolute toughest in the world — all while still being fast enough to be competitive. After interviewing Sam Dobry of Dobry Designs recently at SEMA, we knew we needed to get him on the podcast so we could dive much deeper into this brutal form of motorsport.Use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadbSam specialises in designing and constructing high-end 4400 Ultra4 Class race trucks — this isn’t a form of motorsport that a huge amount of people have a good understanding of, so this conversation has been an enlightening one. We first dive into exactly what’s involved in this form of competition, which is essentially a mix of two polar opposite disciplines — high-speed desert racing and extreme rock crawling. This presents some unique challenges when it comes to creating a vehicle that can do both things well, as they each require very different abilities. What is universal, though, is the need for extreme levels of strength, performance, and reliability, and with an attrition rate of around 80 percent each year, the King of the Hammers event is designed to break even the toughest engines, drivelines, and suspension. Building anything to take this sort of punishment and make it across the finish line while still being fast enough to get there before everyone else is a unique exercise in mechanical engineering, and Sam has some very interesting takes on everything from engine building, to chassis design, to diff and trans longevity. This conversation also covers how Sam got into this line of work, his thoughts on 3D modelling and validation, working with Chromoly steel, heat treatment, proper TIG welding techniques, and much more. Follow Sam here: IG: @dobry_designsYT: @genrightoffroadDon’t forget, you can use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadb

What spring rate should I run? How should I adjust my bump and rebound damping? And how low is too low? We’re always getting asked the same questions when it comes to suspension, so on this episode of Tuned In, we sit down with KW Suspension’s Head of Motorsport Thomas Rechenberg to get some definitive answers from someone who knows his way around a coilover, to say the least. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThomas Rechenberg grew up a mere 50 kilometres from the Nurburgring, and after spending his youth watching all kinds of motorsport at the fabled track, the question of what to do with his life was an easy one. We kick off this episode by following Thomas’s trajectory as he left school to study mechanical and motorsport engineering before joining famous teams like Zakspeed and VW Racing to work as a tyre technician, a race mechanic, and a specialist engineer. With this sort of resume, podcast host Andre couldn’t resist getting Thomas’ opinion on subjects like tyre heat management and pressure before moving on to the meat and potatoes of the conversation — suspension.After a stint going out on his own as a gun-for-hire race engineer, Thomas joined KW as its head of motorsport back in 2018, and has since helped develop the company’s race car programs and motorsport-focused coilover offerings. This means he’s the perfect person to get right down into the weeds of suspension, breaking down his thoughts on everything from spring rates, damping, roll centres, and much more.Thomas also spends time talking us through how the everyday home enthusiast that doesn’t necessarily have access to high-end data-logging equipment or advice from professional drivers and engineers should go about initially setting up and tuning their suspension systems.Ultimately, how quickly you can drive is always going to come down to the contact patch between your four tyres and the track surface. Suspension plays a massive role in how big that contact patch is at any given time. Want to get a better understanding of suspension systems? This episode of Tuned In with KW’s Thomas Rechenberg is going to be the perfect way to spend a couple of hours.As discussed in this episode, check out images of the Porsche 963 rear suspension system here: https://hpcdmy.co/963Follow Thomas and KW Suspension here: LI: Thomas RechenbergIG: @kw_suspensionFB: KW SuspensionWWW: kwsuspensions.netHas this conversation inspired you to improve your own car’s handling? Use the discount code ‘THOMASKW50’ to get 50 percent off our Suspension Tuning & Optimization course: https://hpcdmy.co/alignb

What makes this 1300hp V8 time attack machine tick? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith 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 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. So what next? One of the biggest future goals is to reduce weight. To get where it is at 2950lbs (1228kg) other than general parts stripping, the car has shed 40lbs thanks to carbon fibre body panels from Anderson Composites and a whopping 60lbs from the removal of the stock wiring harness some years ago. Adding a paddle shift setup to the PPG 6-speed sequential is also high on the list along with suspension data solutions and some tidying up of the impressive Verus Engineering & Feras developed aero package.At the time of filming the car holds at least 22 track records.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Eight-point-something litres, 10 cylinders, one camshaft, and a whole lot of noise — the Dodge Viper is as weird as it is cool, and in this episode of Tuned In, we’re joined by Viper-specialist Mike Kuchavik of Havik Performance to dive deep into this unique piece of engineering to get the truth behind America’s poster-worthy supercar and it’s brutish V10 motor.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inHavik Performance specializes in all five generations of the Dodge Viper platform, which makes it a fairly niche business, but this has allowed Mike and his team to build up a loyal customer base of Viper owners, as well as an in-depth knowledge in this most American of supercars.In this episode, we explore Mike’s path to opening Havik Performance in Pennsylvania at a fairly young age, as well as his early love for Chrysler’s supercar that would go on to become his bread and butter later in life. As you’d expect, we’re also able to take a good look at the different generations of the Viper and discuss all their pluses, minuses, foibles, and limitations — including some in-depth discussions around the car’s famous V10. Although part of Mike’s day-to-day involves looking after private Viper collections upwards of 60 cars, he doesn’t stop at just general maintenance, so the conversation naturally covers the modification and tuning of the Dodge V10 — whether that be staying NA and focusing on headwork and cams, or going nitrous, turbo, or supercharger — Mike and his team have built and tuned them all and have plenty of insight to give.With some good discussion around aftermarket standalone ECU vs reflash for the Viper, as well as the challenges that working within such a niche realm and at such a young age present, this episode with Mike Kuchavik of Havik Performance is well worth a listen. As mentioned, check out our episode with John Reed: https://hpcdmy.co/johnreedFollow Havik Performance here: IG: @havikperformanceFB: Havik PerformanceYT: Havik PerformanceWWW: havikperformance.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

Sam of Dobry Designs runs us through this @GenRightOffRoad 600hp LS7 powered Ultra4 racer built for one of the toughest offroad racing events on the planet, King of the Hammers. KOH sees vehicles race at opposite ends of the offroading world at the same time seeing speeds over 100mph across open desert into rock sections that see vehicles doing single-digit speeds, or sometimes even less as they hit reverse to try another line or drive around (sometimes even over) a struggling competitor. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIn this [TECH TOUR] via the @semashow @TorcoUSA stand Connor & Sam discuss:- What is KOH?- Cooling for desert racing- Design fundamentals including 'Rod Ends In Bending' explanation (REIB) - Oil pressures vs parts reliability and longevity & damaging oil vapour- Full independent suspension vs solid axle for KOH- Drag radials as 40" offroad tyres- Massive ground clearance without the height/COG (center of gravity) issues- Tyre construction & weight gives huge advantages for mixed terrain & speedsBUILD BASICS:600hp LS7 based engine with @EdelbrockTV  RHS  tall deck, All Pro heads, @Compcams1976  COMP cams & Johnsons High Tech Performance driven dry sump system.Custom Griffin radiator, oil cooler only for summer racing.Turbo 400 transmission, spool rear one way locker front using Tubeworks 9.5" fork style differential & @AdvanceAdapters1971 Atlas transfer case.4-wheel independent suspension, double wishbone with a 5-link rear.Portal axles allow 3:1 diff ratio for high-speed section advantage and less CV breakages40" @mickeythompsontires Baja Boss tyres on 17" rims.For more KOH & offroad racing content (thanks for the footage too team!) check out: @jordanpellegrino @jamipellegrino @jordanpellegrino3867  & of course Genright Offroad and Mickey Thompson.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

How useful are flow bench numbers? Should we be mirror-finish polishing our ports? What about adding dimples like a golf ball? On this episode of the podcast, David Localio of Headgames Motorworks joins us to dive deep into one of the most misunderstood areas of the performance automotive world — cylinder heads. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDavid Localio of Headgames Motorworks is best known for building and developing some of the fastest import cylinder heads anywhere in the world. He’s able to do this thanks to two decades worth of experience in the game, as well as a healthy passion for making anything on four wheels go faster.We first learn about David’s early years, in which he saved up his paper run money to buy his first muscle car at 12 years old (then subsequently got that car taken off him after driving it around the neighbourhood one too many times), then jumping into the street racing world before eventually finding his true passion through both an education and hands-on experience at some renowned engine building shops. After soaking up all that knowledge, David then started New Jersey-based Headgames Motorworks, where he continues to hone his craft, all while building heads for some of the best-known and decorated import cars in the world.Head porting is an area that seems to suffer — or benefit, depending on how you look at it — from a crossover between science and art, so much of this conversation is spent getting into the finer details of many aspects of head work, from port and polishing, to valve grinding, cam selection, and much more.David has some very interesting non-conventional views on what works well and what doesn’t when it comes to headwork, and while any ordinary person might have those controversial opinions dismissed by the masses, this is a guy with the results, the records, and the trophies to back it all up. This is one episode of Tuned In NOT to be missed.Follow Headgames Motorworks here: IG: @headgamesmotorworksFB: Headgames MotorworksYT: Headgames MotorworksWWW: headgamesmotorworks.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

CU,  PDM, datalogger, oscilloscope and a wideband controller, all in one unit that now fits in your pocket. It's not for your pocket flex game though, so let's take a look at what the NEXUS R3 is aimed at accomplishing for you.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWe've talked about the Haltech NEXUS R5 VCU (vehicle control unit, a fancy term for 'many features in one') before and are excited to see a baby brother at a lower price point soon hitting the market as discussed with Anthony Truong from Haltech.The R3 uses RadSok power connectors, 1 x Deutsch DTP connector for the PDM side of things, 2 x AMP Superseal 1.0 26-pin connectors, WiFi antenna port & a USB C data connection that we love seeing here as much as we did on the R5 (great for gloved hands on race day!).So who is this for? Maybe you? If you are running a high performance 4 cylinder with some common bells and whistles like staged injection, the R3 is going to handle this for you along with a V8 setup that has one injector per cylinder and it retains the same functions as the R5 when it comes to advanced tuning options like torque management, nitrous control, race timer, flat shift and closed loop boost control. It does this while also controlling your engine electrics and drive-by-wire throttle system keeping the wiring simple and more affordable depending on how your accountant looks at these things.This is all controlled via one piece of software, which like the USB C port is a nice touch for ease of use, especially when in a rush at an event or leaving a hand free to grab a beer instead of hovering over Alt+Tab keys.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

From fighter jets to JDM icons. In this episode of Tuned In, we speak to Josh Ray of Driver Motorsports, who left a 20-year-long career in the US Navy as a fighter jet technician to follow his passion, pouring all that military experience, attention to detail, and knowledge into a new career building and tuning the ultimate Japanese legends for a living.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJosh Ray always wanted to build and tune cars, but after leaving school at 17, he couldn’t afford to pay for the education or equipment to make that dream a reality. Do you know who’d gladly pay for it though? The US military. Josh joined the Navy and worked his way up to Senior Chief, responsible for the maintenance and repair of fighter jets like the F14 Tomcat and FA18 Super Hornet. Along the way, he was given huge amounts of training and experience — far more than you could ever hope to get in the civilian world — that would put him in perfect sted for when the time came to leave the Navy and work with high-powered JDM icons.In this episode, Josh discusses how he transitioned away from the military and joined Driver Motorsports, where he builds everything from engines to full car projects, as well as manning the laptop in the dyno bay *spoiler alert* our own High Performance Academy courses had a part in filling any knowledge gaps he had.Josh has always loved 90s Japanese cars, so the conversation naturally turns towards stalwarts of the era — specifically Nissan’s Z32 300ZX and R32 GT-R — in an attempt to separate hype from reality. Josh owns both, so he’s more than qualified to weigh in on the subject. With some great conversations around buying cars at Japanese auctions and then importing them into the States, the ins and outs of road tuning, and minimising dyno result inconsistencies, this conversation with Josh Ray is well worth a listen. Follow Driver Motorsports here: IG: @drivermotorsportsFB: Driver MotorsportsYT: Driver MotorsportsWWW: drivermotorsports.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

Running an R32 GTR transfer box off the back of a Holinger RD6, Winters Quick Change rear differential, Haltech R5 NEXUS ECU/PDM,  Garrett 94mm OR 106mm turbo, Clearview oil filtration system along with Ti Automotive a dual brushless pump setup among a long list of other parts, we caught up with Rob Dahm at @semashow to discuss his ever-evolving and now essentially complete FD RX7 quad rotor build.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe Haltech R5 doesn't just handle engine management; the built-in PDM also controls many of the electrical components leaving the car without fuses or relays. A standalone ECUMaster PMU splits this duty in 2 adding redundancy plus more inputs and outputs. A FuelTech FTSpark Capacitive Discharge Ignition (CDI) also helps in the ignition department. Interestingly this build draws up to 80amps, and as you can see (and hear) Rob has made sure that isn't an issue with this setup.Traction control is also handled by the Haltech R5 via a Nissan ATTESA-based control system and some 'fettling' by Rob which allows him to demand a dynamic or set torque ratio between the front and rear of the car allowing for versatility when launching and cornering across many surface conditions. We also touch on some Nikasil-style coating that is used to make sure aluminium and steel alloys play together nicely. Interestingly the engine is clearanced specifically for Valvoline 20-50 oil which shows the level of detail this build has reached. The long list of topics continues with Precision Engineering eccentric shafts, rotary irons, apex seals, 16-point total TPMS (tyre pressure monitoring system) and the gremlins auxiliary systems can cause a rotary engine.Last time we spoke to Rob he mentioned his interest in more A-B testing, and he has followed through on this and discussed some poor injector placement and cooling issues that upon investigation and data collection he has resolved often by taking it upon himself to learn the skills to do the job himself. Machine work, wiring and tuning are just a few skills he has picked up as a direct result of this build.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

David Higgins of Kinetic Simulation and Classic Revival drops into the podcast this week to give us some insight into creating no-holds-barred bespoke race cars from scratch, modernising and racing iconic motorsport legends, and owning and running your own real-deal Formula 1 car.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDavid is probably best known for his work in motorsport engineering and aero design, but that’s just scratching the surface of what he gets up to on a day-to-day basis. To find out more, we first look back at David’s journey from his early days spent racing his Dad’s classic Porsches and Formula cars, to getting a mechanical engineering degree at university, to eventually finding his feet, taking a punt, and starting his own motorsport design and engineering firm, Kinetic Simulation.This has meant David’s had a hand in designing and testing plenty of fast projects, and time is spent in this episode discussing how simple aero enhancements have shaved seconds off his client’s cars. We also take a detailed look at one of David’s most extreme projects — a modernised replica of a BMW E21 Group 5 race car, developed in collaboration with Kiwi company RaceLab. The project has gone through various iterations on its journey to where it is now as a full carbon fibre monocoque weapon with a stressed-member V8 and transaxle setup that should prove stupidly fast when finished. While motorsport design, FEA, and CFD testing do play a big part in David’s day-to-day duties, there’s also the Classic Revival side to the equation. This is a family-owned group that David, along with his father and brother, use as an outlet for their passions — namely sourcing, restoring, and running motorsport icons of the 80s and 90s. These include a GT300 Mazda RX-7, a Group C Porsche 962, and a couple of Leyton House Formula 1 cars — the latter of which we get into the nitty gritty of, discussing what the restoration process was like, what they’re like to work on, and what it takes to actually get them fired up and ready for a track session.Follow David here: IG: @aero_daveFB: @Kinetic Simulation, @Classic RevivalWWW: kineticsimulation.comWant to learn how to design and model parts for your project car? Start here: https://hpcdmy.co/CADb

What was great, is now even better! But how does torque control work in MoTeC's firmware update?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThere is no shortage of quality ECU options on the market these days, and @MoTeCAustralia are certainly well set up with their product lineup and software layout which allows the purchase of some packages giving those with the right skillset almost limitless possibilities. On top of this though there is of course still internal development, and the recent release of torque-based control features as discussed with Brad Sheriff of Racetech Performance at the @WorldTimeAttackChallenge.The biggest takeaway from the discussion here other than added performance capabilities is also the fact that if you don't want to leverage them, you are still fine to use your MoTeC M1 ECU as you always have.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Every so often in this industry, a new technology comes along that improves the quality of both cars being built, and the work of their builders. The PMU — also known as a PDM — is one of those technologies. This week, Zach Denney of ECUMaster USA joins us to discuss how these brilliant devices work and how you can use one in your next build, as well as all things standalone ECU, dyno tuning, and much more. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAfter appearing on our radar a few years ago, ECUMaster has been steadily gaining popularity in most markets around the world. We’ve been using ECUMaster products in a couple of our own projects for a few years now, so we’re in a good position to ask Zach some challenging questions about ECU development, PMU applications, and motorsport electronics in general. First though, we dive into Zach’s journey from working at a tyre shop to becoming the North American distributor of ECUMaster, along with some other key European brands. It’s never an easy road, but through continued education and hands-on experience, Zach has built up his business from scratch and made it work despite the challenges of selling and supporting standalone ECUs.With ECUMaster releasing its brand new range-topping EMU Pro series a couple of days ago, we next look at some of the challenges around producing ECUs that are powerful and feature-rich, while still being accessible to the average enthusiast or tuner. We’re also big fans of PMUs here at HPA, and as we’ve been using a pair of ECUMaster’s excellent PMU16s in our SR86 race car, this discussion inevitably swings in the direction of power management units, with Zach and podcast host Andre spending time breaking down how they work, what they can do, and why they’re so good. This episode also contains some great discussion around the liabilities and — for lack of a better term — finger-pointing that can come with tuning other people’s cars, as well as all the variables that can affect a dyno-session’s outcome. We know who’s going to be first in line to cop the blame, so how do we, as tuners, avoid becoming public enemy number one if something goes wrong later down the track?Follow Zach and ECUMaster USA here: IG:@holyzachrilege, @ecumasterusa FB: @ECUMaster USAWWW: ecumasterusa.comInterested in learning how to install and utilize a PMU/PDM on your own project? Start here: https://hpcdmy.co/PMUb

Subaru engines don't have the best reputation for reliability in the aftermarket performance world, but is it just the design that is to blame like internet Subaru experts claim or are people actually following some incorrect advice and information?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt the World Time Attack Challenge, Leigh Bird of Deshele Performance gave us some insight into what goes into building a reliable performance engine using a Subaru platform, and gave us some insight into his own approx 870hp Ej25 based build which is pushing 45psi through a Precision Turbo & Engine 7675.Bearing clearances and common mistakes, oiling supply upgrades and head stud torque settings are discussed along with why Leigh used an automatic transmission from a Subaru SVX in this application. While we didn’t get in depth on it, there is also some interesting discussion about harmonics with 10,300rpm being hit in his own 8.80 second at 161mph drag application. Also touched on is the use of nitrous (NOS) to get the turbo spooling to launch off the line, with a 75hp shot used for the entirety of 1st gear, and interesting all 45psi of boost being delivered throughout the run for now.Also discussed are some of the engine specs for the EJ25 based build in the GC8 discussed, which runs a closed deck, 14mm head stud conversion, 2L 75mm stroker crank, longer steel rods and a single entry .95 housed Precision 7675 turbo.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Ford Australia’s straight-six Barra engine enjoys an almost mythical status in many parts of the internet, but is that status justified? This week on Tuned In, we’re talking to The Skid Factory’s Al Butler to get to the bottom of the Barra question, as well as many other topics like turbo-sizing, wastegate location, chopping up ultra-desirable classics, and much more.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAl Butler, also known as “Turbo Yoda” by many, has spent his life messing around with cars, and after many years as a mechanic and performance workshop owner, Al decided to strike out into the online world by starting a YouTube channel with friend and co-host Woody. The Skid Factory channel now has a quarter of a million subscribers and features the varied custom work that Al gets up to — everything from a blown big block Toyota Crown, to a 1000+hp Barra-powered Bedford van, and even a rare Hakosuka Skyline motivated by a monster Nissan VK56 V8.In this conversation, we first talk about Al’s background as a long-time mechanic and how the profession has changed dramatically in the last few decades, as well as the types of skills a modern mechanic now needs in order to do his or her job. Befitting of the “Turbo Yoda” nickname, podcast host Andre Simon and Al then get down into the weeds on all things turbocharging, including turbo sizing for a given application, wastegate location, and the technological advancement that has broadened just what is possible with modern forced induction. This inevitably brings up the Aussiest of motors — Ford’s highly-regarded Barra 4.0-litre straight six. There’s a lot of talk about this engine and its capabilities online, so we take the opportunity to get the facts and debunk some myths with Al, a guy who has worked on and built countless Barras over the years.With some great insight into starting and running a YouTube channel as a full-time gig, as well as a breakdown of the internet-famous VK56 Hakosuka built, this episode is going to be a great listen for anyone wanting to step up and out from the grassroots and onto the next level. Follow The Skid Factory here: IG:@theskidfactoryYT: The Skid FactoryWWW: theskidfactory.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

What is the best intercooler for the street, and what is best for the track? Is it even that simple? Let's find out!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inShannon from @PlazmamanAus  explains the difference between tube and fin, bar and plate and supercharger vs turbocharger intercoolers in relation to construction, weight, heat dissipation and what is generally preferred for drag racing vs street and circuit applications, noting there are no hard and fast rules, just general guidelines to consider when making the choice.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

How easy is it to throw a couple of turbos on a Huracan or R8 and go really fast? How much power can these V10s handle in stock form? And does knock even matter once we go to E85?Alex Soto of Sheepey Race is here this week to talk us through these topics and plenty more.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We’ve followed Alex and his business Sheepey Race for years now, so we’re stoked to have him on the podcast to discuss all things fast Hondas, DCT transmissions, and of course, twin-turbo V10 exotics.Alex got his start in the Honda show car world before transitioning to chasing records instead of trophies in the import drag racing scene. This is common ground for a lot of our guests, and Alex goes some way into explaining what the appeal to Hondas was, and still is — especially in North America.It was only on a whim that Alex decided to really push the limits of his finances and buy his first Lamborghini but, as anyone who has seen Sheepey Race’s work over the last few years is already aware, that snap decision paid off as the California-based outfit has quickly become one of the premiere go-to workshops for all things twin-turbo V10 Lambo and Audi.This is an area that Alex now has a huge amount of experience in, and in this conversation, he details the initial development phase of his twin turbo packages, the many challenges faced when pushing anything from 1000hp to 2500hp out of these cars, and the financial realities of dealing with such high-end machinery. How much power the stock V10 can take, the struggles of DCT transmissions at high horsepower levels, and more are gone over in detail. This episode is also going to be super valuable for anyone in the industry — whether you’re a business owner or an employee — as Alex goes deep into how he started Sheepey Race in his garage and turned it into the big player in the exotic game it is today, sitting in a 36,000 sqft facility with 18 staff. Alex talks through some of the lessons he’s learnt as a boss and has some great advice for both employees and employers.Follow Sheepey Race here:IG:@sheepeyraceYT: Sheepey RaceWWW: sheepeyrace.comWant to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

What considerations go into tuning a 1300HP EV such as the Palatov D2EV?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.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThanks 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.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Is aero completely ineffective unless you’re going warp speed? How do you test the real-world effectiveness of your aero package without a wind tunnel? And should you just trust the claims aftermarket aero companies are making about their products? This week, we’ve got Paul Lucas of Verus Engineering to help answer these questions and more.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inVerus Engineering is well known for the development of aero components for a range of popular enthusiast cars like the Toyota 86/Subaru BRZ, MKV Supra, and Porsche GT3 just to name a few. As Verus products are on the higher end of the market, this conversation provides an interesting look into how these aero pieces are first decided on, then designed, manufactured, and validated to ensure that the real-world performance matches the simulation data.The ins and outs of popular aero devices — like swan-neck rear wings, for example — and how they work are also covered, which should give listeners a better understanding of what is and isn’t worth their time when they look to bite the bullet and invest in aerodynamics for more speed.Paul studied engineering at university and has spent his career honing those skills in the automotive world. Besides founding and co-running Verus, he also contracts out to other companies and race teams for general motorsport engineering design services, and that means this episode is full of useful information and advice ready to be soaked up by any listener that’s looking to get into, or further their career in, the engineering side of our industry.Follow Verus Engineering here:IG:@verusengineeringFB: @Verus EngineeringWWW: verus-engineering.comInterested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: https://hpcdmy.co/alignb

What is the design and thought process behind aftermarket piston manufacturing for relatively new engines to the scene like the BMW B58 found in the Toyota A90 Supra?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt PRI Barry Pettit from Mahle Motorsport took us through some of the considerations they put into their forged A90 Supra B58 engine pistons. Interestingly even with the idea in mind that their customers would want to crank up the boost and take things to 1000HP and beyond, unusually, these forged examples are LIGHTER than the OEM versions, yet stronger. Nailed it!Off the bat, the compression ratio has been lowered a little to 10.5:1, however as Barry explains Mahle can supply pistons with lower ratios as required with ease upon request. The lower ratio is a nod towards the fact that many in the aftermarket switch from direct injection to port injection for more flexibility, but the ‘injection bowl’ required to get an efficient burn in DI setups is retained meaning the piston can still be used with either option.Oversized pistons are potentially an option for the future, and Barry also touches on why the thicker crown is beneficial for cooling and not just strength and how Mahle’s role in manufacturing the OEM pistons for BMW did give them a solid headstart in relation to the design and production of these performance application alternatives.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

This week, powertrain performance and race data engineer Chloé Lerin joins the podcast from snowy Milwaukee to give us a little insight into something we’ve never covered before — motorcycle engine development and data analysis. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDuring the week, Chloé works as a combustion engineer for Harley Davidson, while on the weekend she moonlights as an Aimsport analysis specialist/data engineer for various teams competing in the MotoAmerica championship.Chloé took the route of education in her career, so we first look into her path towards a master's degree in combustion engineering and how that has affected her career as she went off to work for big equipment manufacturers like John Deere and Cummins. This eventually lead to her current role at Harley Davidson, and it’s here that we’re able to dig deep into the motorcycle engine development world — there’s probably quite a lot of information here that’ll surprise you, especially when it comes to the perception of Harley Davidson versus the engineering reality.  The conversation gets pretty deep in the weeds when discussing the very fine points of combustion characteristics, knock avoidance, and cam phase control, but to counter that Chloe also answers some very basic questions like; why do Harleys sound like that, and just why do they have to be so damn loud?The latter half of the episode is all about motorsport — Chloe is currently building her own Yamaha R6 race bike and has long been heading to track days, which is where she began working with Aimsport as a data engineer for privateer teams in the MotoAmerica championship. There’s some really interesting insight to be found here as Chloe discusses the differences between motorcycle and car data acquisition — some obvious, and some that you might never have thought of.You may or may not have an interest in bikes — either way, the engineering is all relevant and the knowledge that Chloe drops in this episode is well worth taking in.Follow Chloé here:IG: @enginerdissima, @unicornium_engineeringWant to start your own data acquisition journey? Check this out: https://hpcdmy.co/datab

After an extended break over the new year period, The HPA Tuned In podcast is back with our first guest for 2023 — the talented Devin Schultz of Boostin Performance.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDevin and his shop Boostin Performance are best known for their absolute mastery of the DSM world thanks to their ‘Red Demon’ Talon/Eclipse, which is currently the world’s fastest Mitsubishi, running as quick as a 6.97 @ 213mph.This 2000hp car is capable of a 1.4 second 0-60 sprint, and is in fact the first 4WD four-cylinder to break into the sixes, anywhere in the world.  Now, if you’ve been following this podcast for a while, you’re probably already aware of host Andre Simon’s passion for all things Mitsubishi 4G63, so as you might guess, this conversation between two 4G fanatics dives very deep into the Mitsubishi weeds to discuss these iconic four-cylinder engines in detail.Time is spent talking through what’s involved in getting a 2000hp four-cylinder to run reliably and hold together pass after pass, as well as the pros and cons of billet blocks, big and small port heads, and solid-filling your block. Round that out with some discussion around turbo technology, slipper clutches, and nitrous strategy, and you’ve got plenty of tech-heavy info to dig into. Devin also discusses how he built his business, his branching out into GT-Rs and Supras, and just how important it is to have a solid level of mechanical understanding to back up your tuning career. It doesn’t really matter if you’re a Mitsubishi fan or not, this episode is full of interesting engine-building and tuning yarns that are well worth the listen. Follow Boostin Performance here:IG: @Boostin PerformanceFB: @Boostin PerformanceYT: Boostin PerformanceWWW: shop.boostinperformance.comWant to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

**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.**What are some of the BEST 'bang for buck' modifications you can do to your car gain performance and improve your lap times?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIn this episode of  Tuned In, Andre & Tim are talking to Grant Hosking from Honed Developments about the technical skills and desire needed to develop specialist components for various Honda vehicles with a focus on the 90s models.Topics discussed are the reason why Honed was created and the philosophy behind what parts Honed decided to make. The biggest errors people make when modifying cars and what can actually prove to be the biggest gains with modifications.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonAnother key point discussed is the approach of tuning car setups for the track vs the road and what the biggest compromises that need to be considered are.

**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.**This week's High Performance Academy Tuned In podcast guest comes to us all the way from Oslo, Norway.Fredric Aasbø is the winningest driver in Formula D history, with a bunch of championships under his belt and the chiselled jawline to match. Fredric recently took some time out of his busy winter ice drifting schedule to sit down with Andre and discuss all things drift — the driving, the cars, the setups, the business — all of it.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe conversation begins with a look back into Fredric's past, from the early days of his grandmother teaching him how to use the E-brake to control a sliding car on ice,  to his experiences in karting and drifting as teenager,  through to the stark realisation that getting into the pro-level motorsport game — let alone to the very top — means making big sacrifices and pouring everything you have into your dream. Fredric confirms that, as we suspected, there are no free rides in motorsport for the vast majority of us.Andre and Fredric then get into the finer details of drifting at the highest levels, from studying and understanding the judging system, to driving techniques, sponsorship pressures, and even the need to fine-tune your "bullsh*t detector".Fredric also dives into the heavy-duty technical side of the sport and its vehicles, discussing how these pro drift monsters actually work, and how he was able to dominate with a little four-cylinder in an economy car body... Over and over again.Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentfThere are plenty of interesting tidbits to dig into here when it comes to how Fredric and his team set up his cars for each track with asymmetric alignments, turbo sizes, gear ratios, tyre pressures, and a whole lot more. Like to skid cars? This is the episode for you.

**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've seen him roasting tyres on Netflix, swinging wrenches on Donut Media's HiLow series, and smashing out laps in Formula D competition, and now Aaron Parker is here and ready to talk rotary engines, motorsport wiring, and a whole lot more on this week's episode of the HPA Tuned In podcast.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAaron Parker will be a name and face known to many listeners thanks to his high-profile gigs in the industry — he's more than just a media personality though. Aaron has a wealth of experience and a whole lot of knowledge in the automotive space, particularly when it comes to Mazda's rotary engine and professional motorsport wiring.Aaron and Tuned In host Andre Simon jump straight into Aaron's rise through the industry, beginning with his danger-soaked early obsession with street bikes and eventual progression onto four wheels — the rotary-powered Mazda FD3S RX-7 in particular.Everything rotary then takes over the conversation, covering why these unique motors have such a shaky reputation for reliability, how you can build one properly and have it last for years' worth of hard driving, why rotary tuning and turbo selection needs to be approached differently, and plenty more.When he's not building cars on the internet, competing in drift competitions in his RX-7, or stunt driving in Hollywood productions, Aaron spends his time running Wolf Motorsport Wire, providing high-end motorsport wiring solutions for some of the fastest cars on the planet.Aaron and Andre get deep into the ins and outs of the motorsport wiring world, discussing future proofing, providing a service that keeps customers happy, and what makes a good wiring job in motorsport.There's a lot to chew on in this episode — it's well worth a listen, especially if you think rotaries are garbage.You can follow Aaron here:IG: @aaparker.300, @wolfmotorsportswireYT: Aaron ParkerAs mentioned in the podcast, the Stephan Papadakis episode can be found here: https://hpcdmy.co/papadakisWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb 

**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.**How much power is hiding behind a factory diesel tune? What are the traps a gasoline tuner can fall into when dipping their toes into the diesel world? And what's a sure-fire way to create a nifty inspection hole in your diesel block on the dyno?If you want the answers to any of these questions, as well as many more, check out this week's episode of the High Performance Academy Tuned In podcast with our guest, Nick Priegnitz of Duramaxtuner.com.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIt can be tricky to find good, solid information in the performance tuning industry when it comes to learning and improving our craft (that is, after all, why we originally founded High Performance Academy) and for whatever reason, it's even harder to find in the diesel world.This is where Nick Priegnitz comes in – he's long been an open book when it comes to mastering and teaching aftermarket diesel tuning, and in this episode, Andre and Nick discuss the many ups and downs of the field, as well as the many differences seen when compared to gasoline performance tuning. Learn more about performance diesel engine tuning. Start instantly with 4 free lessons: hpcdmy.co/essential-dieselThis is going to be a great listen for anyone that's even remotely interested in the world of performance diesel tuning – even if it's not your thing, learning about just how differently these systems operate and how your approach to tuning them needs to be drastically modified is well worth your time.

Having 140hp less might not mean a lot if you're running a 2500hp drag car, but when you go from 590hp to 450hp, that is quite a difference (27% in fact!).Benjamin Perry of Benchmark Solutions runs us through the Team ERS @Evolution Racing Spares Official  EVO 6 which took out first place honours in the Clubsprint Class at the last @World Time Attack Challenge Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe 4g63 is an EVO 6 bottom end with an EVO 9 head giving it MIVEC (variable cam control) which is controlled by a @MoTeC Global  M1 along with the ACD (Active Center Differential) system via a NA Autosport and Engineering firmware package.A @Bosch Australia  Bosch Motorsports brake package has been fitted, the same used in GT3 class cars, and no doubt that ABS has helped with the seconds shaved off the lap time along with getting the suspension, chassis and driver up to speed before any fine tuning with the help of DNA Autosport.The car now runs a @Garrett Motion - Garrett Turbo G30 770 in place of the old Garrett GTX3576R GEN II it ran previously as well as a new, simpler ARTEC Performance cast manifold which is more than good enough for the job at hand and allows less points of failure and makes the car much quicker and easier to work on. With a previous turbo gasket failure giving the team a headache at a previous event, the clamp setup is naturally much preferred with that experience under the belt too.The aftermarket cam previously fitted as been replaced with one from GSC Power Division and while the engine does make around 100kw or 140hp less, it retains a similar midrange and lower end but with a flatter torque curve giving owner and driver Jamal 'Jimmy Evo' Assaad the ability to pedal the car smoother and faster.The team ended up setting a new class record and was almost 5 seconds faster than their 2019 winning time proving all the logical steps taken to be worth the effort.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

**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.**This week's High Performance Academy 'Tuned In' episode is all about big boost, big launches, and even bigger power figures as we sit down for an in-depth chat with T1 Race Development's Tony Palo.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSelf-taught and always learning by doing, T1 Race Development's Tony Palo is a long-time industry veteran that has spent years pushing the limits of just what's possible in the import drag racing scene. Over the last decade, Tony has narrowed his focus on the venerable Nissan R35 platform, and now runs some of the fastest GTRs in the world.  In this episode, Tony talks to Andre about getting his start in the tuning world and his initial dealings with "fast" Hondas during a time when going quicker largely meant a process of trial and error. These days, things are a lot more precise, and the pair discuss the many advances that the industry has seen over the last decade that have allowed tuners like Tony to push the boundaries of just what's possible.Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingfWhen it comes to R35s, Tony really knows his stuff — something that's immediately obvious as this episode progresses. Massive turbos, billet VR blocks, pushing way past 2500hp, and the lessons that have been learnt along the way are all discussed in detail. This week's instalment of Tuned In is all about life on the bleeding edge, and it's a wild ride.

Dry sump, sequential dog engagement gearbox, solid aero, and this Nissan 180SX could be mistaken for a larger budget build but all things considered it's surprisingly modest!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inUsually seen supporting the likes of Under Suzukis Scorch Racing team, this World Time Attack Andrew Handmer of SX Developments was invited to take his own Nissan 180SX to the track instead which saw him net a top 5 finish in the Pro-Am Class.Originally destined to be a more tame build based off an old daily driver, things quickly escalated to the aero equipped 480hp (360 kW) at around 26 psi  1.8 bar) build here. The 180SX is powered by a Nissan SR20 with Wiseco pistons, Eagle rods, upgraded cams and valve-train with a Kinugawa TD06 SL220G billet wheel fitted turbo delivering the boost. A dry sump setup has been pieced together with some consideration going into the pump rather than just sending it with the first budget option that came along.The transmission is a NASCAR Jerico Performance Products unit that has been converted to sequential shift with a relatively stock driveline putting power to the ground.Electronics wise a Haltech Elite 2500 is paired with a MoTeC ADL3 logger/dash and a solid CAN configuration options for both the Haltech and MoTeC units allow Andrew to simplify his wiring and controls where possible including some sensors to help him with his own driving development like steering angle, brake pressure, damper potentiometers (shock pots) and accelerometers.The car has been built with a budget in mind that is more relatable to many than of the builds we see on the track (not that there is anything wrong with that either!) and while we're sure there have also been many, many hours poured into this, a $20,000 odd dollar build for a car like this is a solid effort and a testament to Andrews hardwork and skills, including bargain hunting 🤘FUTURE PLANS: Andrew's hoping to come back again with a pneumatic shifter to help avoid some of those miss shifts, a fix for the boost spike issue which isn't normally an issue at his local track but had a bit more impact here at Sydney. From there with a bit more practice on the circuit and based off the cars data and how that has worked for his local track, he thinks there is a 1:29.00 in the car and it's just up to him to extract it all going well!Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

**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.**This week's episode of the HPA Tuned In podcast is a fascinating one as we dig into the finer details of building and driving one of the fastest hill climb cars on earth with Robin Shute of the Sendy Club.Recorded just a few days after Robin's recent third consecutive overall win at the 100th running of the Pikes Peak Hill Climb, this ace driver and automotive engineer is coming off a brutal week full of engine fires, sleep deprivation, and appalling weather conditions — and he has a whole lot to say about the experience.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSure, someone wins Pikes Peak every year, but the difference with Robin and The Sendy Club team is that they aren't backed by a big manufacturer opening up the chequebook in search of glory — it's a bunch of (admittedly very smart and talented) enthusiasts who've come together to dominate at the world's greatest hill climb event.As an automotive engineer and top-level driver, Robin is an absolute goldmine of information when it comes to not just driving exceptionally fast cars, but the finer, nerdier details of building them too. A lot of time is spent in this podcast pouring through the details of the Sendy Club's incredible Honda K-powered Wolf hill climb car. Turbo sizing, altitude considerations, aerodynamics, braking performance, and everything in between gets covered here.There's also a great discussion had around the art of driving itself — both in terms of how to be fast, proper preparation, and carving out a successful career in motorsport.This episode is absolutely jammed with useful and inspirational information that'll have you itching to get back into the workshop and on the tools.Watch SuperfastMatt's excellent coverage of this year's Sendy Club campaign:https://youtu.be/quzcLY6UflEFollow Robin and the Sendy Club here:IG: @robin.shute, @thesendyclubYT: The Sendy ClubWant to take your driving skills to the next level? Start here: https://hpcdmy.co/driverb

Pulling out an RB26 and replacing it with a 4G63 is not something you see to often, or possibly ever, when it comes to the R32 GTR Skyline chassis, but that is exactly what has been done to this time attack weapon. Let's see what makes it tick.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDom from Tony Rigoli Performance (TRP) runs us through some of the reasons why Chris Alexanders CJA Motorsport Nissan R32 GTR Skyline is better off with a 4 cylinder Mitsubishi 4g63 producing 1030hp to the hubs via a Borg Warner EFR 9280 is better than the equivalent 6 cylinder RB26.The 4g63 retains the MIVEC setup in this application which along with a custom cam helps the car have great boost response from as low as 4,500rpm with engine management and traction control strategies being managed by an EMtron KV16 and a MoTeC Dash/Logger handing the rest including extra data logging along with a MoTeC PDM.Like many cars we see now the factory strut towers are retained as per World Time Attack Challenge (WTAC) rules along with the firewall which is one reason why the team have chosen to go with a 4 cylinder engine which gives them great packaging advantages especially when coupled with a transaxle in the rear of the car.'Fire ring' cylinder sealing is used to keep cylinder pressures where they should be, and how that works along with a copper gasket is explained by Dom along with why a 2.2L 4g63 build using a TRP stroker kit was chosen over a 2.4L option.Not bad for a build that took a few weeks eh! We're sure there is plenty to dial in and look forward to seeing this build progress up the time sheets in the coming time attack events after a few battles with the aero at this event.Want to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

**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.** 3000HP+ 4 cylinder drag cars, EKanoo's World Record breaking 5-second door slammer, LMP3-turned-Pikes Peak  hill climbers, 460mph++ land speeders, the list goes on and on, and this is only a portion of what Shane Tecklenburg, aka Shane T of TunedByShaneT is and has been involved with throughout his career.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inLet's dive into some of this along with how his career really got rolling leading to his involvement in projects like this and so much more leading Shane to be one of the most passionate and pointed people we know in the industry.Also discussed are some of the specific challenges of tuning a car to race at Pikes Peak international hill climb which see's competitors finishing at over 14,000ft. That's high enough for aircraft to require the use of oxygen in the cabin.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonNOTE: Some scientists claim swearing can be a sign of intelligence, and if they used Shane as a subject we'd say they're right, so be warned Shane has a 'diverse' vocabulary that may be unsuitable if you're still convinced that your children will never hear such words or use swear words themselves 😅

Failure on race day due to wiring gremlins is not an uncommon issue at some levels, but with the time and money that goes into running a professional level vehicle at events all over the globe it is inexcusable.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inLuckily there are people like Chris Paton of 12 Volt Performance out there to build motorsport specific looms that allow for the extra heat, fluids and wear that a dedicated motorsport car will see much more of compared to your average car or even performance streetcar. At the latest World Time Attack Challenge we were lucky enough to have a chat with Chris about what goes into looms like that of the Tilton Interiors/Racing EVO V2 Time Attack car and how you can progress from general automotive wiring into motorsport specific applications.Also discussed are some of the main point of differences between a general automotive loom and a motorsport specific variant including a quick break down on the advantages of Tefzel wiring compared to TXL which you will find in almost all street cars along with how in the past it has been difficult to find solid resources beyond pictures to help learn and build such a skillset.Also touched on is the cost of the materials and tooling required for professional-level looms, but for the end result it is certainly worth it. Concentric twisting is also discussed along with the detail that goes into planning your braid in order to benefit from the strain relief and flexibility of such a technique but not at the cost of added weight from poor planning and excess filler wires. What are filler wires you ask? Chris also explains this along with how before a single wire is cut everything the car will run not just now but also in the future plans is mapped out in the car and measured to ensure there are no mistakes and no need for extra additions to the loom in the future which are difficult at best and add a higher chance of failure.With 20 to 40 hours going into an engine loom/harness it is certainly worth the time and effort to plan ahead and use the best materials for the application first time around in this game. The 1200HP, 42PSI, 2.2L 4G63 powered Tilton EVO V2 also had a successful weekend at WTAC with a 1st place in Pro-Am and 3rd in Pro which is a credit to Chris and the rest of the large team behind builds like this, which went from bare chassis to the track in only 3 months.Want to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

What do you do when the current crop of standalone ECUs just aren’t providing the features you need? In the case of this week's guest, you simply build your own. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOn this episode of Tuned In, we catch up with Syvecs Ltd's Technical Director Ryan Griffiths, who’s currently based in Dubai, to get into the finer details of ECU development, tuning, motorsport traction control, and much more. The conversation kicks off with Syvecs' origin story, in which Ryan and his colleagues got together to create a brand new ECU after becoming frustrated with the limitations of what was on offer in those early days — most commonly APEX’i Power FCs and early AEMs. These tuning frustrations became the genesis of one of the most capable plug & play standalone ECU options out there, pushing Ryan and his friends to create something far better in every way. That evolution has continued over the last couple of decades, and it’s allowed Ryan to push the limits of what’s possible, even as plug & play ECUs become harder and harder to produce due to the increasing complexity and security involved in modern high-performance vehicles from the likes of McLaren, Chevrolet, Porsche, and more.Syvecs is also a very popular option with R35 GT-R and V10 Huracan/R8 enthusiasts, and after listening to Ryan explain his process and the inner workings of these ECUs, you’ll begin to understand why.This episode is a fascinating deep dive into ECU development and features some great in-depth discussions on knock control, traction control, the differences between road-going ECUs like Syvecs and motorsport-dedicated ECUs like Life Racing, and plenty more. Follow Syvecs here:IG: @syvecs_ltdFB: @Syvecs LtdWWW: syvecs.comWant to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Even when budget is not a limiting factor, why might a team choose to use a factory block over an aftermarket billet one in a Time Attack build?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith a 2.2L stroker 4G63 MIVEC build featuring a custom billet crank, rod and pistons, Benjamin Perry of Benchmark Solutions explains why a billet block was not a consideration for this build along with covering some of the upgrades the Global Aircraft Services Mitsubishi Evo 9 has seen in order to remain competitive in the ever-popular Open Class as the World Time Attack Challenge.Controlled by an EMtron KV8 and MoTeC PDM15 the electronics package has seen some upgrades before this event including the addition of more sensors to enable more data and refinement in the setup of the car for driver Nathan Morcom, a major suspension overhaul and a turbocharger upgrade to the BorgWarner 9280.Transmission wise this Evo 9 is running a bolt-on Hollinger MFE9 with their paddle-shift kit which is controlled by the EMtron KV8 ECU and a MoTeC Mitsubishi Diff Controller (MDC) for the central differential torque split which is calculated by speed, pressure, G-forces and driver inputs.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

The injector is one of the most critical components when it comes to tuning your engine and getting the most performance, reliability, and consistency out of it. Despite this, there are a lot of misunderstandings and half-truths out there when it comes to the subject, so we’re grateful to have Injector Dynamics’ Paul Yaw on for this episode of the HPA Tuned in Podcast to help clear things up.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inPaul and his company have done a lot to increase that knowledge and understanding over the last decade as his products have lifted the whole industry and become the standard in the high-performance tuner and motorsport world. There’s a lot more to injectors than you might think, so in this episode, we take a very deep look into the subject, covering how they actually function at a detailed level, what makes a good injector good, duty cycles, how to figure out what size you need for your application, and much more. Injector characterisation and what that means for tuning is also covered, as is Paul and Injector Dynamics' journey from a small upstart trying to improve what was a very murky part of the industry at the time to the dominating market leader it is today.Relevant articles as discussed in this episode can be found here and here. Follow Injector Dynamics here:IG: @injector_dynamicsFB: @Injector DynamicsWWW: injectordynamics.comWant to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

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...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.Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentf

Think you fully understand the high-performance combustion engine? This tech-heavy episode with Ilmor Engineering’s DeWayne Logan might fill in a few knowledge gaps you never even knew you had.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDeWayne is a calibration and mechanical development engineer for Ilmor, based out of Michigan in the United States. The company has been in the high-performance engine game for a long time now, having supplied engines for the Formula One, NASCAR, and Indycar series.In this conversation, DeWayne and Tuned In host Andre Simon wade deep into the weeds of high-end race engine development, touching on many different aspects that go into creating something like Ilmor’s 700+hp, 2.2-litre, twin-turbo Indycar V6. Sure, that power figure’s not anything we haven’t seen before, but keep in mind that these engines need to produce that power reliably for hours on end at wide-open throttle in a race situation, and do it for far longer in testing.  DeWayne spends time really breaking down some of the key considerations of engine operation and development, like the relationship between compression ratio, fuel octane, and boost pressure, as well as how to go about selecting the correct compression ratio for a given engine.Knock, detonation, pre-ignition, and super knock are also broken down and explained, allowing us to fully understand exactly what these conditions are and how they affect the operation of our engine and its durability.There’s a whole lot of high-protein engine development knowledge to chew on in this episode!Interested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

Learning how to tune a 7-second, 1800HP world record-holding drag car!With no set recognized training pathway to becoming a professional EFI tuner, it’s hard for some starting out to see what they need to do to reach their goals within the industry. At TX2K Devin Schultz of Boostin Performance talked Andre through how he went from twisting spanners on simple builds as an internetless 16-year-old through to tuning the Red Demon, the World's Quickest and Fastest AWD Mitsubishi with a 7.047 @ 204 MPH record as well as separate blistering 215 MPH run down the quarter.Devin talks about how over time the success of the 95 DSM project saw others begin to seek him out for tuning services which then grew into a full-time career and how advancements in ECU and turbocharger technology is the main drive behind cars going faster and faster down the strip and around the track.Also discussed are the advantages of strain gauge setups and how they operate, boost by gear, future goals for the Red Demon and how ECU processing speeds are the next thing on the horizon that will see performance increased even further.Due to injury Devin and the Red Demon were not running at this event but we're excited and watching closely for them to crack into the 6s in the future.

Combining top-notch fabrication skills, a trusting clientele, and endless creativity, this week’s podcast guest has crafted a successful business as a high-end car builder without making big compromises along the way.Kyle from Kuhnhausen Metal Concepts joins us on this episode to discuss all things fabrication. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inEver since Kyle won the SEMA Battle of the Builders Young Guns competition back in 2018 with his well-known InZanity Datsun Z build, he’s been letting his work speak for itself, gaining a list of trusting clients who give him plenty of creative freedom in order to build something truly unique.In this conversation, Kyle discusses a wide range of topics related to the automotive fabrication realm, including how he gained the skills he uses every day, the art of TIG welding, why you shouldn’t dismiss MIG, and incorporating modern tech like CAD and 3D printing into your workflow.Kyle also lays down some great time-saving fabrication tips, lists essential equipment he thinks everyone should start out with, and opens up about how he started and sustains his boutique car-building business.This is a solid episode with plenty of inspiration for anyone looking to get into automotive design and fabrication, whether you’re just planning to make some parts for your own car or start a fresh business. Follow Kyle here:IG: @kckuhnhausenWWW: kuhnhausenmetalconcepts.comWant to learn how to fabricate parts for your own car? Start here: hpcdmy.co/fabb

4G63 vs 4B11, best turbo back pressure ratio and is the biggest turbo you can fit the best? Let's find out!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRunning 1170HP, 680 ft-lbs of torque and in excess of 53 PSI of boost, the English Racing Mitsubishi EVO X is pushing the boundaries and leading the pack to be the fastest Mitsubishi Evolution X in the world. Driver Myles Kerr discusses some of the challenges that come with pioneering a newer platform and where he sees the 4B11 being superior to the proven but now dated 4G63 power plant. Despite what a lot of people think, it does take more than just a healthy bank account to get this done 🤓This Extreme Turbo System built EVO X runs Golden Eagle sleeves, stock stroke GRP Connecting Rods, a modified factory crank, GSC Power Division valvetrain and S3 cams, a Precision 7685 turbo and the MoTeC M150 with John Reed Racing modification brings it all together. The team had some huge drivetrain issues before getting the weight down and the car now runs a Graf h-pattern 5-speed dog box, Shep transfer case, Driveshaft Shop shaft and rear axles with a Mitsubishi 300GT rear diff. The power is currently a fixed 50:50 split and in the clutch department, an Exedy triple carbon clutch and Magnus Motorsports slipper system keep the launches consistent.Andre and Myles also discuss why the biggest turbo isn’t the best, where there is still more weight removal to be done, the 4B11’s advantage over the 4G63 at low to medium power levels and the sweet spot for turbo back pressure when it comes to drag racing.At the TX2K 2019 event, Myles and the EVO set a new record with an 8.167-second pass at 180.79 MPH so the team is on track and creeping closer and closer to that 7-second pass. Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

On this episode of Tuned In, we get a rare peek inside the ultra-high-stakes world of Formula 1 engine development thanks to this week’s guest, Micah McMahon of Redbull Powertrains.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMicah is an American mechanical engineer based in Red Bull’s Milton Keynes facility where he works as the Performance Design Team Leader for the Formula 1 powertrain side of the operation.As you probably rightly assumed though, Micah didn’t just walk into this job straight out of high school. We chart his path from studying mechanical engineering at university, to starting his own business focusing on high-performance Subaru applications, to working on the Ford GT powertrain at Roush Yates, to finally moving across the pond to continue his career with the world championship-holding Red Bull team in the UK.Although much of Micah’s work is confidential and some questions need to be sidestepped, this episode still goes very deep into all aspects of both the current 1.6-litre 90-degree V6 turbocharged power units, as well as the upcoming 2026 regulation units that all teams are also quietly working on in the background. Expect to gain a better understanding of how these incredible feats of engineering operate, as well as a closer look at complicated components like the MGU-H and MGU-K systems that are utilised to extract every tiny bit of performance from the package. Micah spends his time at the very top of the motorsport industry — a cut-throat world in which every single horsepower counts. It’s not too often we get access to someone currently working in this very technical world, so this is one episode that definitely shouldn’t be missed! Follow Micah here:IG: @gingermicah, @3miracingLI: Micah McMahanWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

Air-to-water vs air-to-air intercooling, driveline modifications, torque-based traction control and much more!Tony Palo of T1 Race Developments gives us a rundown on a customer-owned R35 GTR that is working towards a 6-second pass which would make it the fastest Nissan R-35 with stock location turbos. At the time of filming the car had run a painfully close 7.01 pass at 205mph.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThis VR38 has a GT1R Race Stage 6 long block running the factory 3.8L displacement and also the factory cast aluminium block. With a MoTeC M1 series ECU in charge, this engine is fitted with GRP aluminium rods, Manley Pistons, 12 x Injector Dynamics injectors, AMS intake manifold, Sonny Bryant Racing crank Tomei cam, Ferrea valvetrain, ARP625 head studs and T1 Race CNC cylinder heads. All this and the ETS Turbo Pro 2100 kit which includes 2 x Precision 7675 Gen II turbos push the car to 2280WHP on a Mainline hub dyno. With the car now being turbo limited nitrous injection is also being used to try and shave those last few milliseconds off, and Tony also indicates what other turbos and power levels would be an option if keeping things in the stock location was not a factor. Also discussed are the limits of the factory block, how the crank is the weakest link and why a dry sump is needed once you go over 1600HP.An air-to-water intercooler setup is preferred by Tony and his team for this application, and the pros and cons of air-to-water vs air-to-air are mentioned, along with what has been done to the GR6 transmission and how launching becomes much harder as you go up turbo size which also needs an increase in tyre size to match.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Nelson Racing Engines produces some of the greatest aftermarket V8 engine packages on earth, and in this week’s episode of Tuned In, NRE’s founder, Tom Nelson, is here to talk us through the process from design, to fabrication, assembly, and finally, face-melting dyno runs.  Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inEven if you don’t recognise the name, you’ve probably seen Tom’s work in films like Furious 7, in which Vin Diesel’s character, Dom Toretto, drives the Nelson Super Cars 1968 Dodge Charger, ‘Maximus’. That impressive machine was built in-house from the ground up, and features a 9.4-litre 2200hp twin-turbo Hemi motor — one of many incredible V8 packages that Nelson Racing Engines offer.In this episode, Tom looks back over his career, discussing his early days building fences in order to save up and buy a machine shop, through to his move into building complete turn-key cars costing upwards of a million dollars, and to his pumping ultra-high performance engine package business. Tom was one of the first in the V8 scene to recognise the potential of turbocharging over supercharging, and as such, he also has a huge amount of experience in not just building turbocharged V8s, but designing and fabricating the turbochargers themselves. Podcast host Andre Simon and Tom also dive into the ultra-high performance engine building world, discussing what it takes to make huge power reliably, and how to balance the aesthetics that NRE is so famous for with performance and serviceability. Lastly, Tom also talks business, discussing what has and hasn’t worked over the decades, and exactly why his products — whether that be engine packages or full turn-key, Riddler-level builds, cost what they do. Follow Nelson Racing Engines here:IG: @nelsonracingenginesFB: @Nelson Racing EnginesWWW: nelsonracingengines.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

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.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWe'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. 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.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Why should you be concentric-twisting your wiring? What tools should you buy if you’re looking to build a harness? And when is it actually OK to use a soldering iron? This week on Tuned In, Matt Sanderson from Level Motorsport Wiring aims to answer these questions and many more. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMatt is a seasoned expert when it comes to professional-level motorsport wiring — his work is so good, we’ve been using his Instagram as inspiration for our own projects for a good while now. Based in the UK, Matt has a background in general mechanical work, which eventually transitioned into auto-electrical before the decision was made to start a company — Level Motorsport Wiring — that specialised in the high-end side of the wiring game.In this conversation, Matt and Tuned In host Andre Simon explore the ins and outs of designing and building a high-end motorsport harness, following the process from start to finish. There’s a lot that goes into the planning and documenting side of the job that may not be immediately obvious. That, combined with some great wiring tips and tricks, make this an unmissable episode for anyone that has an interest in wiring, PDMs, "milspec", and motorsport electronics in general. Follow Matt here:IG: @levelmsw_FB: Level Motorsport WiringTK: @LevelMSWYT: Level Motorsport WiringWWW: levelmotorsportelectronics.co.ukWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

With teams now pushing 100PSI of boost to hit power levels of 3200HP and more from existing setups, we’re excited to see what Bullet Race Engineering's new RB hybrid block can do.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDarren Palumbo is no stranger to Nissan RB26s, RB30s, or Toyota 2JZ engines with Bullet Race Engineering having produced billet blocks for each many times over the years and using this knowledge the team has gone one step further to try and remove some of the weaknesses holding the RB back, specifically the crankshaft. Traditionally more torsional twist occurs in an RB crank taking power away from the wheels by comparison to the 2JZ setup due to having a journal diameter that is 7mm smaller. Realising 2JZ main shells would fit into an RB configuration it was just a matter of adjustments to tunnel size, stud location and designing a crank to suit from there which has been done via a Callies Performance Products Ultra Billet range crankshaft using Timken alloy steel.Along with these changes Bullet and Callies took the chance to make a few other changes including a longer snout with a greater diameter and wall thickness, bigger keyway and smaller big end journals which will take a Honda bearing shell helping to keep costs and parts sourcing for maintenance a little cheaper and easier. The flywheel flange has also increased in size by 10mm and gone from 6 to 8 bolts with the threads matching those used by many small and big block Chev flywheels, again just for easier sourcing of parts.For now, the power limitation of the RB going forward now rests squarely on the current cylinder head which Bullet is also working on, but even before they are available it will be interesting to see what a difference these changes have made when it comes to getting the maximum amount of power to the ground as possible.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Remember when BMW said the E90's ECU was “unmodifiable”? Remember when Nissan said the same about the R35 GT-R? The aftermarket has always met new challenges head-on, and reverse engineering and modifying any factory computer system with software like WinOLS has become not just a viable solution, but a popular one, too.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs factory engine management systems increase in complexity, replacing them with aftermarket standalone ECUs has turned into a more and more of a difficult and expensive task. Looking towards other options, this week we’re joined by a master of the WinOLS world, James O’Connor from The File Service. James has a long history in tuning cars and has been dealing with remapping factory ECUs since the early 2000s. His company, The File Service, deals exclusively in this realm, providing ECU map packs and software, as well as teaching others how to work with programs like WinOLS, which is the main focus of this conversation.This episode goes deep into the fascinating world of reverse engineering factory ECUs, as James explains how it's done and what’s involved. He also takes an eye-opening trip down memory lane to talk about the early days of remapping and all the slightly terrifying things that needed to be done in order to gain access and modify factory tables.While a lot of this subject matter does cater to our more advanced listeners, James does a good job of explaining this interesting, very technical part of the industry so, at the very least, we can all have a better understanding of ECU remapping and powerful software like WinOLS.Want to know more? You can contact James and his team at:www.thefileservice.com.auStart learning how to reflash tune. Sign up for the next free lesson now: hpcdmy.co/hptuners101f

This 1100KG 900HP SR20 powered Nissan S15 Silvia was easy to pick from the crowd as one of the standouts at the latest World Time Attack Challenge as not just being good from afar, but even more exceptional upon closer inspection.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOwner and builder Charles Warland took some time out on race day to chat to us about the Dream Projects S15 Silvia build including some of the reasoning behind its 2.2L SR20VE power plant over other options like the RB which Charles is also familiar with via his RB260Z build. Sitting 51mm back from its original location as per the Open Class rules, the SR20 runs the Nissan P12 Primera head and a billet block to produce 900HP from 34 PSI of boost via a BorgWarner EFR 9174. PMC Race Engines have been on board with this great package, and internally CP-Carrillo pistons, a Kelford Cam and Nitto 2.2L stroker kit handle the beating flawlessly which is an impressive feat for a new build and testament to the quality of the build.Charles also discusses why the GT Auto Garage prepped S15 uses a smaller turbo than what it could handle, and how Time Attack design legion Barry Lock (Of MCA Hammerhead and Mighty Mouse CRX fame) planned the build with Charles along every step of the way to make sure things were done right and done once in regards to chassis and aero setup. Driving the car to 3rd place in the Open Class with a time of 1:29.174 was FWD lap record holder Rob “Mighty Mouse” Nguyen who will be looking to crack that 1:28 mark in the RWD next time around we’re sure.At just under 1100KG with 1000KG of downforce at 180kph the SR20 setup is certainly pulling its weight to keep momentum. With that said, a focus on the overall balance of the car and not just outright power it is well capable of the task and the change in rear suspension from a multi-link setup to a double-wishbone one helps ensure traction is maintained where required via the Hollinger RD6 sequential gearbox. A good range of sensors have been fitted for data logging purposes and with the help of the MoTeC M150, PDM30, and C127 dash help dial the car in to achieve faster and faster lap times.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

If you’ve spent any time on the internet recently, you’ve probably seen images of an incredible, mind-bending triple turbo SR22-powered tube-frame drag car that’s been doing the rounds. On this episode of the HPA Tuned In podcast, we talk to the guy who built it. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFabrication extraordinaire and master of the TIG torch JT Oliver of JTO Power joins us this week, and he’s ready to lay down some great insight into the motorsport fabrication game. JT first discusses his entry into the industry, covering how he got started, and what led him to start his successful one-man-band fabrication business. JTO Power is best known for the internet-breaking Mazworx SR22VE triple compound turbo-powered drag car that, as you can probably tell by just looking at it, requires some serious talent in order to fabricate. With the legendary Shane T steering the ship on the mechanical and tuning side, JT has poured hundreds of hours into this build, starting with the chassis all the way through to the insanely complicated intake and exhaust tracts. JT also discusses the importance of 3D CAD modelling in any fabrication project, as well as advances in 3D printing, including his experience in printing a complete aluminium intake manifold for the drag car — something that would have been near-impossible using traditional methods. There are a lot of great tips to be found in this episode for any aspiring fabricator, covering everything from time-saving secrets, the importance of proper preparation, which materials to use, how to worth with Chromoly, and even what it takes to successfully run a one-man business without falling apart at the seams. The interview with Shane T discussing the drag car can be seen here: https://youtu.be/1pV_tLbZY0AFollow JT here:IG: @jto.powerWWW: jtopower.comWant to learn how to fabricate parts for your own car? Start here: hpcdmy.co/fabb

How to develop a 2L four-cylinder to handle 46 PSI, and 700lb/ft of torque at low RPM.Originally based on the 1972 Ford Pinto platform that would have been lucky to hit 100HP, at the Goodwood Festival of Speed we spent a bit of time chatting to Julian Godfrey who you may recognise as engine and electronics mastermind behind Ken Block’s ‘Cossie V2’ build to find out what it takes to develop the now legendary 2L 4 cylinder YB Cosworth engine to produce 600-700hp reliably and even surpass that magic 1000hp mark.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith most of Julian's builds being used for rally and rallycross racing which employs the use of restrictor plates, a lot of the power and torque developed needs to be low down in the rev range which can essentially double the amount of time the engine internals are required to withstand the incredible pressures that a high output of torque produces. To give some figures, around 700lb/ft (949Nm) of torque and up to 46psi (3.2bar) of boost will be produced low in the rev range. Cylinder head sealing is discussed and how a Coopers Ring (aka Wills Ring) works along with the use of Nikasil and titanium nitride coatings, aftermarket sleeve technology and the pros and cons of both ductile iron and steel liners including their limits. The inconsistency of factory castings, how Julian entered into the motorsport industry and got involved with the YB Cosworth platform via Ford Sierra rally cars and then, of course, the Ford Escort. Also covered are some of the major design changes that are required to the YB block and set up to handle the 200lb/ft to 700lb/ft torque jump including the use of a billet sump that helps improve and spread the clamping load required to keep it all together along with some of the major differences between the areas of focus on a road vs race engine.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

At 25 years old, Oscar Zelaya is the youngest guest we’ve ever had on the HPA Tuned In podcast. Listening to this in-depth, tech-heavy conversation you’d never know it, though. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith a background in mechanical engineering and a strong interest in motorsport electronics, Oscar has made a big impact in the motorsport community over the last few years.After leaving university and walking straight into a role with MoTeC USA, Oscar has since taken a leap of faith and now runs his own business, Zelaya Brothers, which offers a range of services from product development, to powertrain calibration, vehicle electronics solutions, and more. With Oscar’s large breadth of knowledge and skills in mind, this is a wide-ranging discussion that focuses on the nittier, grittier aspects of reverse engineering factory electronics, building custom firmware, working with CAN bus, and a lot more.Oscar also talks us through his involvement with the Hoonicorn and Hoonipigasus projects — in particular, what it takes to convert the methanol-fed Mustang from hillclimber to what is essentially a drag car.The emerging field of transmission calibration also features in this discussion, with Oscar explaining the intricacies of tuning modern sequential paddle-shifted transmissions and how to get the most out of them.Finishing off the chat with a look into the challenges of starting a company in this industry at such a young age, there’s a whole lot of interesting information well worth sinking your teeth into in this episode. Listen to the Sander Marques’ episode here: https://hpcdmy.co/obsidianFollow Zelaya Brothers here:IG: @zelayabrothersFB: @Zelaya BrothersWWW: zelayabros.comWant to learn how to work with CAN bus? Start here: http://hpcdmy.co/canbusb

Tuning high output engines is a skill in itself, but Jim Souvas of Nitto Performance Engineering (and former owner of Croydon Racing Developments) has knowledge that goes much deeper into aftermarket performance parts from the tuning stage.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs power levels have increased from 250HP to 2500HP performance engine internals have had to keep up and thanks to people like Jim Souvas of Nitto Performance Engineering figures could once only be seen on the drag strip can now be reliably run in circuit and more amazingly street applications and at Sydney Jamboree he took the time to explain some of the steps involved in parts evolution. Zeroing in on the Nissan RB series of engines we discuss why crank flex is an issue, what is done to stop it with the introduction of EN40B material and how bearings reliability is also improved at the same time. Also discussed are oil pump upgrades which are a known weak point on for the RB's and Jim dives into where and how the factory pumps break along with what has been done to fix these flaws with Nitto oil pump replacements.The progression of development for Nissan RB26 and RB30 engine parts is covered including Nittos involvement in heading over to the RD blocks as well in the quest for more and more power.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Aftermarket camshafts are an obvious path to go down when you’re on the hunt for more power, but there’s a lot of misunderstanding out there when it comes to the subject. This episode of Tuned In intends to clear some of that up. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThomas Goatley of Kelford Cams sits down with us this week to dive deep into the world of performance camshafts because, while the basic concept may seem simple enough, there’s a whole lot of fascinating science and engineering that goes into camshaft manufacture and selection — and it’s all absolutely worth digging into. Thomas starts by breaking down a huge range of cam-related terms and explains how it all really works and why each aspect matters. Expect to gain a really good understanding of lift, duration, lash, lobe separation angles, and much more.There’s also a lot that goes into selecting the right cams, which is something that enthusiasts commonly get wrong through a lack of understanding of their own engine build, how cams actually work, or what it is they’re actually wanting. Hint — scrolling straight to the bottom of the list and ordering the biggest, baddest cams in the catalogue rarely works out well. Thomas details the common mistakes that people often make around cam selection and the best ways to avoid them. With discussions on NA versus turbo considerations, different manufacturing method pros and cons, as well as the importance of proper break-in procedure and cam timing, this conversation is a goldmine for anyone looking to up their knowledge in the performance headwork and camshaft game. Follow Kelford Cams here: IG: @kelfordcamsFB: Kelford CamsWWW: kelfordcams.comWant to learn how to degree cams yourself? Check this out: https://hpcdmy.co/camb

1000hp and 53psi of boost from a 2.5L 2005 Subaru WRX using a factory ECU and COBB Accessport isn’t something most people would imagine possible, but Erich Uhlman from PRE Racing explains how it is and what some of the pros and cons of the setup are.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inKnown as 'The Black Widow' this Thunderbolt Racing Fuels 98% ethanol-fed EJ257 runs a Precision Turbo 7675 Gen II turbo, Brian Crower Stage 3 cams, Manley Performance internals, a PRE Racing pro drag block and a KAPS Transmissions 6 Speed Sequential gearbox to put the power to the ground with a past speed of 197 mph.Starting with a more humble build the decision was made to use COBB software and hardware, but as the car has developed so too has the software via continuous updates and support. This enables Eric and the team to live tune about 95% of the required tables and settings on the dyno and also via some data logging features at events like the Pikes Peak Airstrip Attack.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

How does an endurance team get an engine to last 24 hours at full race pace? Just what the hell is motorsport mechatronics? And, the question you’re probably too polite to ask; what’s it like being female in an absolutely male-dominated industry like motorsport engineering?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOn this episode of the HPA Tuned In podcast, we’re joined by Hannah Westbrook, a motorsport applications engineer who spent nearly a decade developing products for MoTeC, and is currently working with Honda Performance Development on various race programs as a group lead, as well as studying for her masters in advanced motorsport mechatronics at university at the same time.All this experience gives us a really interesting look into the upper echelons of motorsport electronics, and is especially relevant to anyone looking to take an academic path into the industry. The conversation starts off with Hannah’s university experience and heavy involvement in Formula SAE, first as a competitor and later as a judge. After completing her degree, Hannah jumped straight into working with MoTeC, and she talks to us about being thrown into the deep end after she was asked to assist top-tier teams with electrical equipment issues mid-race, four days into her new job. Hannah also provides an interesting look into the world of INDYCAR, IMSA, and LMDH racing from an engineering perspective, and jumps into a really interesting discussion around the future of motorsport powertrains. EV has its place, she thinks, but there are other avenues currently being heavily invested in that may well be the better choices. Lastly, the obvious question arises — what’s it like being female in such an absolutely male-dominated industry? In answering this question, Hannah provides a really interesting look into the motorsport world from her perspective — the good, the bad, and the ugly. Follow Hannah here:IG: @westbrook.hannahInspired by this conversation and want to harness the power of data logging? Start here: https://hpcdmy.co/driverb

Nissan Skylines are one of the most popular cars from the 90s and 2000s for modification, but throughout all those years we’ve never seen one quite like this.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inCapable of 975HP at 28PSI, Dennis O’Malley had the XR32, a Ford Barra powered R32, dialed back to 850HP at 23PSI for this year's Turbosmart Flying 500 at the World Time Attack Challenge in order to make the car a little more ‘user friendly', but unfortunately didn’t get a good run due to some ongoing fuel pressure issues. The Micks Motorsport-built Barra runs Siemens Deka 2400cc injectors, Haltech Elite 2500 ECU, Ford Falcon T56 box with S1 Shifter, forged internals and a Plazmaman Plenum is used along with a 6 piece cast manifold, but due to the nature of the swap pretty much everything else has been custom made to fit.The RB26 and RB30 platforms are a solid choice when it comes to making good power with driveability, but the original owner of this R32 GTST turned GTR Nissan Skyline wanted to do something a little bit different, and a 4L Ford ‘Barra’ engine was squeezed in and a RWD only setup used due to packaging issues. The car is originally a GTST, but a GTR rear end has been fitted along with GTR sills and front panelsThe traction issues discussed are in part due to what was supposed to only be a temporary turbo setup of a Precision 6766 turbo with an undersized rear housing which narrows the usable rev range, but there are future plans to remedy this issue and also fit some bigger rubber under the rear at the same time to get to power the ground.BARRA: For those unaware, the Barra is a 4L DOHC, VCT equipped inline 6 produced in and by Ford Australia originally for their ‘Barramundi’ BA Falcon and SX Territory model lines, and although nowhere near as common, a V8 variant was also produced. A turbocharged XR6 Falcon variant of the I6 Barra also came from the factory, but at 326HP it was well short of the 975HP capable build here.If want to learn how to tune EFI start here instantly, and for free: https://hpcdmy.co/tuneb

Just how easy is it to get 1000hp out of an Audi 4-litre? With reflashing’s capabilities growing every year, will standalone ECUs ever become obsolete? And what makes someone drop their profession as a doctor to tune cars full time?All these questions and many more are answered in this week’s episode of the High Peformance Academy Tuned In podcast with John Banks and Mitch McKee, the brains behind Dyno Spectrum.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDyno Spectrum is best known for its popular DS1 package for various Audi and Lamborghini platforms. It allows for easy wireless real-time reflashing of factory ECUs and includes provisions for Flexfuel, high-speed datalogging, as well as a long list of off-the-shelf maps to work with whatever level of modification a car has. Both John and Mitch have been in the game for years and bring a wealth of knowledge to this conversation. While they first met when working for Cobb reverse engineering factory ECUs, both had quite different and interesting career paths to get where they are today — especially John who, up until a few years ago, was a practising doctor who worked with automotive electronics and tuned cars after hours for fun.The conversation jumps into factory ECUs, digging deep into how they work, and why they do the things they do that at first inspection don’t make a whole lot of sense. Reflashing, as you’d expect, is also covered in fascinating detail.The big question that seems to be getting harder and harder to answer is also discussed: reflash vs standalone — when do we need to ditch the factory ECU and go MoTeC, Haltech, Link, or anything else? Do we even need to at all? Follow Dyno Spectrum here:IG: @dynospectrumFB: Dyno SpectrumWWW: dynospectrum.comWant to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Learning how to tune a 7-second, 1800HP world record-holding drag car!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith no set recognized training pathway to becoming a professional EFI tuner, it’s hard for some starting out to see what they need to do to reach their goals within the industry. At TX2K Devin Schultz of Boostin Performance talked Andre through how he went from twisting spanners on simple builds as an internetless 16-year-old through to tuning the Red Demon, the World's Quickest and Fastest AWD Mitsubishi with a 7.047 @ 204 MPH record as well as separate blistering 215 MPH run down the quarter.Devin talks about how over time the success of the 95 DSM project saw others begin to seek him out for tuning services which then grew into a full-time career and how advancements in ECU and turbocharger technology is the main drive behind cars going faster and faster down the strip and around the track.Also discussed are the advantages of strain gauge setups and how they operate, boost by gear, future goals for the Red Demon and how ECU processing speeds are the next thing on the horizon that will see performance increased even further.Due to injury Devin and the Red Demon were not running at this event but we're excited and watching closely for them to crack into the 6s in the future.Want to learn how to EFI tune? Start with some free lessons right here: https://hpcdmy.co/tuneb

When it comes to turbo exhaust manifolds, it seems like there are a lot of contradictory opinions out there about runner diameters and lengths, split versus undivided, and everything in between… So who’s right and who’s wrong?On this episode of the High Performance Academy Tuned In podcast, we’re joined by Matt Morrison of Morrison Fabrications.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMatt has spent years specializing in one thing — exhaust manifolds — and has dived down some very deep rabbit holes in order to figure out what works and what doesn’t through various means of testing and investigation. Luckily for us, he’s happy to share that knowledge so we don’t have to do the same.Matt and podcast host Andre Simon discuss all facets of turbo manifolds in this episode, starting with Matt’s early attempts to build his own and his eventual progression towards turning that into a full-time business with his wife, Samantha. Morrison Fabrications has since built a niche following in the Mitsubishi scene, and has done some serious research and testing into finding the optimum runner diameters and lengths, the best materials to use, and what wall thickness works best — all in the quest for the ultimate boost response and power delivery.There’s also some great discussion around fabrication itself that jumps into how Matt goes about fabricating and TIG welding some seriously intricate and tricky manifolds — those who are keen on welding might find some really useful tips and tricks in this episode. There does seem to be a general lack of real understanding around what we should be looking for when choosing or building a turbo manifold — this episode is a great opportunity to learn and make better-informed decisions for your next manifold build or purchase. For a more detailed dive into Matt’s research, check out: http://morrisonfabrications.com/tech/Follow Morrison Fabrications here:IG: @morrisonfabFB: Morrison FabricationsWWW: morrisonfabrications.comWant to learn how to fabricate your own manifolds? Start here: hpcdmy.co/fabb

While electric vehicles (EVs) 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.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThanks 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.We don't cover VCU tuning yet, but if want to learn how to tune EFI start here instantly, and for free: https://hpcdmy.co/tuneb

There’s a good chance there’s more you could be doing to get the most out of your car’s handling capabilities, and this week’s guest — industry legend Mike Kojima of MotoIQ — is here to talk you through it.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMotoIQ has long been a trusted source for technical knowledge covering a wide range of subjects, and although founder Mike Kojima is an automotive jack of all trades, it’s his vast knowledge of suspension tuning that we tap into for this episode.Mike first talks us through basic suspension set up rules to live by, the pitfalls of cheap parts, and points out where he sees enthusiasts going wrong time and time again — it turns out that it’s not all that hard to take a step backwards in handling performance when fitting new parts if you don’t know what you’re doing.The episode then dives pretty deep into the finer details of handling, focusing on tyre temps, front-wheel drive and drift-specific wheel alignment secrets, as well as super-common issues that could be fixed relatively easily with a few tweaks. Finishing up with a fascinating look into the world of Formula D suspension, wheel alignment, and tyre setups, this episode is required listening for anyone that likes to go fast.Check out our suspension and car setup courses here: https://hpcdmy.co/handlebFollow MotoIQ here:IG: @motoiqYT: motoiqWWW: motoiq.com

Audi 200 Turbo Quattro Trans-AM and the 1989 Audi 90 Quattro IMSA GTO, what’s the difference?Timo Witt of Audi Tradition was kind enough to give us a rundown on the differences between the  Audi 200 Turbo Quattro Trans-AM and the 1989 Audi 90 Quattro IMSA GTO cars which dominated their respective championships, even with 3 rounds missing and last-minute development for the IMSA GT series which Timo touches on along with data logging capabilities in the late ’80s and the challenges of boost control for circuit vs rally racing.The 1988 Audi 200 Turbo Quattro was based on a production road-going car and used a 2.1L turbocharged 5-cylinder engine with 2 valves per cylinder that safely pushed up to 2.1 BAR (30 PSI) and 400 kW (550 HP) and more when atmospheric conditions allowed. This was controlled by a Bosch Motronic MP 1.2 ECU and despite being underpowered compared to the competition, setting the car up to have boost from the turbocharger on tap in the right rev ranges and the 4wd system saw it dominate the season and take out the constructors championship.Comparatively, the 1989 Audi 90 Quattro was a very different animal and ran a turbocharged 5-cylinder 2.2-litre in-line engine derived from the Audi Sport Quattro S1 Pikes Peak. Running around 3 BAR (43 PSI) to produce 530 kW (720 HP), the engine was fitted with an extra set on injectors and controlled by a Bosch Motronic MS 1.7. Other than using the standard steel roof, the bodywork and chassis of the IMSA GTO spec car were completely different to the road-going models and used a metal frame with plastic skin.SIDE NOTE: The late 1980s was a busy time for Audi in the USA with it giving a large push into the Trans-Am and IMSA GT racing series for advertising purposes only to have the rule books changed in order to exclude it from both series in part due to its instant dominance with the Quattro system and also due to other turbocharged European vehicles having success in the series in the years prior with Audi being the last straw for the USA based series. The rule change saw rear-wheel drive and American produced V8 powered cars become a requirement, pushing many teams out. It must be noted though that even US-based manufacturers that entered models which were not equipped with V8’s also had to follow these rules and switch power plants in the interests of parity regardless of the marque.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

If you’ve ever dreamt of tuning some of the most desirable and iconic race cars on the planet, this episode of Tuned In featuring David Rowe of EPS Motorsport is a must-listen.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDavid came up in the very early days of MoTeC, beginning his career working for the Australian ECU manufacturer when MS-DOS-based systems were the only option. As the technology advanced over the following years, David built up a huge base of knowledge and skills, and now resides in the UK where he runs EPS Motorsport, working with some of the greatest race cars the world has ever known. In this conversation with host Andre Simon, David talks us through his climb towards his current position as the MoTeC guru in the UK and Europe, and shares some really key advice when it comes to running a one-man-band business in the motorsport world.From there, although a lot of the projects he’s worked on are kept in the shadows and covered by NDAs, David discusses some of the incredible projects he’s been involved with and is allowed to talk about, like the Sauber Mercedes Group C weapons and Toleman-Hart F1 cars powered by monster monoblock turbo 4-bangers. These sometimes-priceless cars often receive a full electronic modernisation from David, and time is spent discussing exactly how that is achieved, and why it’s even done in the first place.The conversation winds up with an interesting discussion around different dyno types and why each has its own advantages and disadvantages. David’s a straight shooter, and that means there’s some excellent, no-nonsense advice and knowledge to be gained in this episode. Follow David here:IG: @EPS_Motorsport, @audi_quattro_revivalFB: @EPSmotorsportWWW: epsmotorsport.comLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Is this BMW E36 build the most radical Hill Climb monster in the world?Bimmerworld’s ‘Bergsteiger’ was built for Pikes Peak, and at The SEMA Show’s Optima Batteries booth, chassis guru Wayne runs us through some of the thought that goes into a dedicated Hill Climb build. After selecting the Roush-built 1150HP Weistec Garrett GTX3076 turbocharged V8 P63 engine (the S63’s motorsport variant) and doubling the output from a GT3 BMW M6 IMSA WeatherTech SportsCar Championship build it was quickly apparent that a tube frame chassis would be required to the accommodate the size of the engine.Some insight into the aero setup is shared, including the requirement for 2000lbs front downforce to match the rears 1800lbs at 150mph along with some of the layout decisions and placements required to get that car to a weight of 1100kgs (2400lbs) with a 50:50 weight distribution. A carbon fiber widebody and lightweight Forgeline GS1R rims wrapped with Continental tires also help keep that weight down. A Bosch Motorsport ECU is used along with a MoTeC dash display for logging and driver data on the electronics side of things, the suspension is looked after by Motion Control Suspension and Bimmerworld components along with PFC brakes to handle the demands of high altitude racing.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

“Circuit drivers see one corner 1000 times — rally drivers see 1000 corners one time.” In this High Performance Academy Tuned In episode, we’re joined by the one and only Dave Carapetyan of Rally Ready.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBetter known as ‘Texas Dave’, this driver and instructor owns and operates the Rally Ready driving school on a converted cattle ranch 30 minutes outside of Austin, and joins podcast host Andre Simon for a dive deep into the world of rally. Dave first breaks down the sport, explaining the ins and outs of stages, co-drivers, service intervals and everything in between, before jumping into the mechanical side of the equation to talk about damper setup, braking needs, and the importance of horsepower.  There’s a lot that goes into building a winning rally car and, as you can probably guess, it’s more than just piecing together a rapid machine.Time is also spent covering the best ways for an amateur to get into this sport, from the right vehicle to pick, to setting realistic expectations, to just how much money you really need to be competitive. The guys also have an interesting chat around FWD vs RWD vs AWD that may surprise a few listeners.Lastly, although there’s a lot that goes into building the abilities needed to become a podium-level rally driver, Dave still thinks there are a few key skills that, when mastered, will get all the aspiring Sebastian Loebs out there a long way towards success — even rally newbies like Daniel Ricciardo.Want to take your driving skills to the next level? Start here: https://hpcdmy.co/driverbFollow Dave here: IG: @texas_dave, @rallyready, @brcc_motorsportsFB: Rally Ready Driving SchoolWWW: rallyready.com

What makes a 7.56 second at 187MPH world record holding AWD Honda Civic tick?Pushing out approx 1300-1400HP at 70PSI of boost on ethanol fuel, Norris Prayoonto gives Andre Simon the rundown on what went into the worlds quickest AWD Honda build and how some aspects compare to the FWD setups they are also very successful with.The MoTeC-controlled Honda Civic runs a K-Series-based engine with Prayoonto Racing in house 2.2L long block, camshafts and cylinder head, Brian Crower crank, JE pistons and all the other goodies from their FWD engine program. Class rules limit the team to a 76mm Garrett GTX50 but with extra weight added to the car, they would be permitted to run a bigger 80mm turbo, however that is not on the radar just yet.Unlike a lot of other AWD drag cars, such as the GTR, the Prayoonto team treat the car more like a FWD than RWD and as such the split is 70/30 which is producing consistent 60-foot times in the 1.1s range and compared to the team's 1.4 second times with FWD only that is a substantial improvement. Lastly, i-VTEC and its usage are also discussed along with cam profiles, traction control and in passing a nod for a billet block in the team's future.Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Sander Marques of Obsidian Motorsport Group is our first-ever return guest, and for very good reason. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSander first jumped on the Tuned In podcast in its early days, way back in Episode 008, and while we managed to gain a tonne of insight during that conversation, we still had so many questions left to ask the tuner and MoTeC M1 Build savant.With Sander’s heavy involvement in the recent high-profile Hoonipigasus Porsche hillclimb build driven by Ken Block, now seemed like the perfect time to catch up and see what kind of knowledge we could dig out of him this time around. Sander and podcast host Andre Simon first discuss the initial planning stages of the Hoonipigasus build as the team dealt with a quickly dwindling time frame. Sander was in charge of designing and planning out all the electrical systems in the car, and he had to do it all without it actually existing yet.Lots of time is spent in this conversation running through the incredibly complex control systems, which includes the use of twin MoTeC M142 ECUs, geo-fenced hydraulic ride height adjustment, Sander’s own bespoke INS (inertial navigation system), and much more.Unless you’ve been off-world for the last few months, you’re probably already aware that the Hoonipigasus sadly never made it past practice at this year’s 100th running of the Pikes Peak Hillclimb. While Hoonigan’s excellent documentary covers a lot of what went into the build, we knew that Sander would be able to provide some seriously in-depth insight that’s better suited to this podcast and its more technically-minded listeners.The Hoonipigasus went from concept to completed machine in a ridiculously short time frame, and this episode provides a fantastic behind-the-scenes look at what it takes to create such an impressive machine in such a small amount of time. Follow Sander here: IG: @lambdaofoneFB: @obsidianmotorsportWWW: obsidianeng.comSander's first appearance on Tuned In: https://hpcdmy.co/sander1Hoonigan's Hoonipigisus documentary: https://youtu.be/j34S2Me8xREWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

What goes into designing and manufacturing a cam for a brand new engine design that’s just hit the market? Kiel Rasmussen of Kelford Cams explains.It was a no-brainer for Kelford Cams to dive into producing an aftermarket camshaft option for the BMW B58 engine that powers the MK5 A90 Toyota Supra, and at the Performance Racing Industry Trade show Kiel explains how things go from reverse-engineering the valve lift curve through to producing a final product.The limitations in valve lift on the intake due to the B58s rocker arm system are explained as well as how the exhaust side is much easier to deal with at this stage giving a solid 50HP increase throughout the power range with an exhaust cam swap alone before you start to see some tradeoffs in power delivery. Note for now while the rest of the aftermarket is catching up the cams are set to match the stock internals, so there is still plenty in the tank for the future.Also discussed is heat treatment and how the camshafts must be straightened afterwards where necessary depending on the metal used, and a little bit of what goes into the PAC Racing Kelford spec'd valve springs and retainers with setups like this.Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

What’s the key to building and tuning a turbocharged engine for sustained top-speed runs? How do you catch a potential problem before it results in a blown motor? And what’s the secret to acquiring and maintaining a good reputation in the industry?All these questions are answered in this, the 50th episode of the High Performance Academy Tuned In podcast with the legendary Jay Meagher of Real Street Performance. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs far as reputations in the aftermarket performance industry go, Jay and his company, Real Street Performance, has one of the best. Podcast host Andre Simon gets Jay to break down his approach to tuning, engine building, parts supply, and customer relations to find out how this has been achieved.Jay has been developing and tuning high-powered domestic and import engines for a good few years now, and has a lot of experience and advice to drop in this conversation when it comes to keeping big power setups reliable. Spoiler; there’s a lot to be said for building it right the first time, leaving a little power on the table when tuning, and being able to spot a problem before it causes a catastrophic failure.Jay has spent much of his motorsport career at the dragstrip. In more recent years, though, has been starting to push the top speed limits at the famous Bonneville salt flats. This isn’t a topic we’ve ever discussed on Tuned In before, and there’s a lot of interesting insight in this episode when it comes to building motors that are built to run at sustained power and RPM levels for long periods of time. Finishing off with a great discussion around the pros and cons of different dyno types and the pitfalls of jumping between them, this conversation is jammed with useful and interesting information in equal measure. Follow Jay and Real Street Performance here:IG: @realstreetperformanceFB: @real.streetYT: RealstreetperformanceWWW: realstreetperformance.comLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

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.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebGetting 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 respects 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.

Long-time friend of HPA Ryan Basseri of Rywire joins us for this episode of the Tuned In podcast to discuss all things Honda, motorsport wiring, and the aftermarket automotive business.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIf you’ve been in the game for any decent amount of time, you’ve probably heard of Rywire, a company based out of California that focuses on wiring solutions for a wide range of enthusiast applications. Ryan is most often associated with the Honda tuning world, and there’s a very good reason for that. Having grown up in a Honda family, the love of CR-Xs, Civics, and Preludes rubbed off on Ryan, pushing him towards his first B16A swap not too long after he got his driver’s license. Tuned In host Andre Simon and Ryan discuss the craziness of those early days, focusing first on Ryan’s affinity with all things Honda, and then on Ryan’s savvy identification of a lack of quality specialist harnesses and his first foray into building and selling them as a hobbyist side hustle. Things only grew organically from there, and Rywire is now a leader in the wiring world. Andre and Ryan dissect this journey and identify the wins and the mistakes that led to this success — there’s a whole lot of business wisdom dropped in this episode that could provide anyone starting out — or struggling — in the industry, just the kick-in-the-ass they need. Ryan also spends time discussing motorsport wiring at large, laying out some great rules to follow and mistakes that he sees people making time and time again — mistakes that you'll now be able to avoid. Follow Ryan here: IG: @rywire_motorsport_electronicsYT: RywireWWW: rywire.comWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

Ayrton Senna's first Formula 1 car and F1 turbo era engine technology and modernization with Geoff Page Racing.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebWith some engines reaching an alleged 1500HP in qualifying trim, the turbo era of F1 was one of excitement, innovation, and tragedy. Geoff Page is no stranger to some of the cars of this moment in Formula 1 history, and during Goodwood Festival of Speed trip earlier this year we were lucky enough to visit his workshop that is brimming with cars, chassis, and engines with huge historical significance including the first F1 car Ayrton Senna ever competed and scored points in back in 1984, the Toleman TG183B powered by a turbocharged Hart 415T.Geoff gives us a rundown on the 800HP 415T plus how Brian Hart and the team decided to look at some older pre-existing monoblock technology at the time to combat head cylinder sealing issues, and how coolant flow was actually one of the biggest issues for them to overcome via a ‘dummy’ head gasket that was cast into the block in order to better control flow and pressure, and therefore temperatures. The evolution of head gasket technology from there on is discussed along with what output Geoff thinks the 415T could produce today with the addition of some modern technology such as an ECU, sensors, and turbo upgrades.Also discussed is the block casting technology of the time, Nikasil coating and how Geoff has worked to reproduce the 415T with some modern upgrades to ensure cars like this do not just sit collecting dust and can instead be fired up and driven as they were intended to do. Interestingly with a Life Racing ECU developed specifically for the 415T which runs 4 injectors per cylinder, the engine start time has been reduced by a whopping 2 hours compared to the old mechanical injection setup. This is a huge interview with so much more discussed and we’ll definitely be back to catch up with Geoff again in the future.

Long-time Supra racer and 2JZ fiend Cody Phillips of Cody Phillips Racing joins us for this week’s episode of the High Performance Academy Tuned In podcast.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAlthough Tuned In host Andre Simon and Cody delve into a wide range of topics in this conversation — from the struggles of tuning in the early days, to the joys of Hondas in the late nineties, to exactly what makes drag racing so addictive — undoubtedly the main focus of this podcast is Cody’s 6.81-second JZA80 Toyota Supra.This was Cody’s dream car as a teenager, and he was able to finally pick one up in the early 2000s. When the original owner asked him what he planned to do with it, Cody told him he was probably going to make it one of the fastest Supras in the world. Two decades later, Cody still has that same car, and that’s exactly what he’s done — it now is one of the fastest IRS JZA80s in the world. With full glass, the car weighs well over 3000lbs, and Cody talks us through the challenges of making such a heavy car with an independent rear end go so quickly. That means launch and wheelie control secrets, the use of nitrous, and much more.Obviously, a lot of it comes down to the power delivery, and this is where we get to the real meat and potatoes of the conversation — Toyota’s 2JZ-GTE. Suffice it to say, if there’s something Cody doesn’t know about this motor, it probably isn’t worth knowing. Andre and Cody dive super deep into the 2J, discussing its pros and cons, as well as ways around many of those downsides. There are some great nuggets of wisdom to be found in this episode when it comes to topics like head gasket sealing, boost control strategies, and cast vs billet in the 2JZ world.As mentioned, John Reed and Sander Marques episodes can be found here:John Reed: https://hpcdmy.co/johnreedSander Marques: https://hpcdmy.co/sander Follow Cody here:IG: @codyphillipsracingFB: Cody Phillips RacingWWW: codyphillipsracing.comWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

If you’re running 3000HP at 150PSI of boost or 30HP at 0PSI it doesn’t matter, you’re going to need to seal that combustion pressure inside the cylinder, however, the way you do this is going to be very different depending on those big, or small power levels.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebRyan Hunter of SCE Gaskets runs us through all of the essential pros and cons when it comes to the advantages of composite, Multi-Layer Steel (MLS), Vulcan Cut Ring and Copper O-ring head cylinder sealing gaskets covering all engine outputs from high output Top Fuel drag cars to your low output economy class street vehicles.Also discussed is the potential ability to reuse MLS gaskets and what you need to pay careful attention to in order to do this safely, the way Viton coating is currently being used and the research around improving that and why a composite gasket will not cope with a high output, high compression engine and also interestingly why the head gasket for this task will not be reliable when it comes to coolant and oil sealing in a low output application.

This week's episode of the HPA Tuned In podcast is a fascinating one as we dig into the finer details of building and driving one of the fastest hill climb cars on earth with Robin Shute of the Sendy Club. Recorded just a few days after Robin's recent third consecutive overall win at the 100th running of the Pikes Peak Hill Climb, this ace driver and automotive engineer is coming off a brutal week full of engine fires, sleep deprivation, and appalling weather conditions — and he has a whole lot to say about the experience.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSure, someone wins Pikes Peak every year, but the difference with Robin and The Sendy Club team is that they aren't backed by a big manufacturer opening up the chequebook in search of glory — it's a bunch of (admittedly very smart and talented) enthusiasts who've come together to dominate at the world's greatest hill climb event.As an automotive engineer and top-level driver, Robin is an absolute goldmine of information when it comes to not just driving exceptionally fast cars, but the finer, nerdier details of building them too. A lot of time is spent in this podcast pouring through the details of the Sendy Club's incredible Honda K-powered Wolf hill climb car. Turbo sizing, altitude considerations, aerodynamics, braking performance, and everything in between gets covered here. There's also a great discussion had around the art of driving itself — both in terms of how to be fast, proper preparation, and carving out a successful career in motorsport.This episode is absolutely jammed with useful and inspirational information that'll have you itching to get back into the workshop and on the tools. Watch SuperfastMatt's excellent coverage of this year's Sendy Club campaign:https://youtu.be/quzcLY6UflEFollow Robin and the Sendy Club here:IG: @robin.shute, @thesendyclubYT: The Sendy ClubWant to take your driving skills to the next level? Start here: https://hpcdmy.co/driverb

A 2JZ swap is a popular choice for the Toyota GT86 chassis, but you won't find one under the hood here.The turbocharged 2500HP Landcruiser 1FZ-FE powered Boosted86 Racing was the first 6sec Radial Import, and at the time of filming held the record as the worlds fastest with a 6.558 @ 215.82mph pass. At Sydney Jamboree 2020 owner and driver, Nikki Coy, gave us some insight into the build.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebInterestingly due to a shortage of inputs, the car runs TWO Link Xtreme ECUs in order to both control and engine and log data from around the car along with a MoTeC C125 dash. The 1FZ-FE runs staged injection via 18 x Siemens 2400cc units and a 98mm Garrett turbo with Elmer Racing collector. Nikki plans to go to the G57 series for more power in the near future. Tuning and chassis setup is handled via Santhuff's Suspension Specialties and AFCO Racing shocks with JW Automotive and 6boost on the tools etc. The 1FZ runs dry and has been destroked down from 4.5L to 3.9L leaving many of the internals to be custom made along with head work and parts coating done by Performance Wholesale to match. On the surface destroking the engine might seem like an unnecessary complication, however it allows the teams to run in more than just one class as to get more seat time and chances at record-setting passes.

Ever wondered if tech support staff at ECU manufacturers just get asked the same handful of questions and help fix the same few tuning problems over and over again?  Wonder no more, because Haltech's Mitch Smith — a guy who spends his day helping customers all over the world with some pretty in-depth tuning and setup questions — predictably has all the answers. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Sydney, Australia, Mitch left the IT profession to jump into the deep end of the tuning industry in order to do something he loves. Host Andre Simon and Mitch talk about taking that leap of faith and why making a big career move like this can often be a hugely positive life-changing event. Mitch is self-taught and is an absolute wealth of knowledge when it comes to all things tuning — as you'd need to be if you spent your 9-5 helping other pros figure out some occasionally very challenging problems.  Andre and Mitch focus their discussion on the ins and outs of setting up and tuning standalone systems like Haltech's Nexus series of ECU, and talk about the most common mistakes that customers make, as well as Mitch's solutions to those mistakes.Being a Nissan RB lover, Mitch is also heavily involved in the Maatouks Racing team — one of the biggest names in the Aussie import scene. Mitch talks about working with Anthony Maatouk and discusses the team's latest weapon in detail — an RB-powered Pro-Mod chassis that's gunning for the overall import world record. After running a 5.8 on only its third pass, it seems like the team could be in with a good shot in the coming season.This episode provides a great mix of inspiration for those just starting out, as well as some seriously in-depth discussions that seasoned listeners are going to love sinking their teeth into. Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebCheck out Haltech's channels here:IG: @HaltechecuFB: @HaltechWWW: Haltech.com

The world's quickest and fastest Supra, quickest factory transmission, NHRA Pro Street tyre champion, and quickest IRS car — these are some titles that the Titan Motorsports 2000HP+ Copper Supra has held over its impressive career so far.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebThe car runs a FuelTech FT600 controlled 2jz with in-house camshafts, CP Carrillo pistons, Ferrea Valve Train components, ARP head studs, Hypertune components, an aftermarket billet block and a production cast cylinder head with an 88mm Precision turbo bolted on to make around 2000HP+ at 2800lbs of weight for the X275 drag racing class rules.Nero Deliwala runs Andre through some of the current specifications of the car including the reasons and advantages behind the usage of a Liberty air-shifted 5-speed box over the 2-speed auto most other cars in the class use. Also discussed is the head sealing progression in relation to power output, the flexibility around changes to the car to fit other class rules and also how exciting it has been to run a turbocharged car over the last 15 years and witness first-hand the progression in turbo design and technology.

No matter how you feel about electric vehicles, there's no denying the incredible performance that can be achieved with these impressive driveline systems.  With more and more rapid EVs hitting the streets every day, inevitably, enthusiasts are now beginning to ask just what can be gained when working with them. This week's HPA Tuned In podcast guest is Sasha Anis of Mountain Pass Performance, someone who has dived deeper than most into the world of high-performance EVs.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSasha is an accomplished driver and tuner who has, in recent years, refocused his efforts into the EV world, and his insight into this fairly new and constantly changing field of hyper-performance is invaluable.In this episode, Sasha first breaks down the basics of how an EV system works, and spends time clearing up a few misconceptions around what is and isn't possible, the constant compromises that need to be made, and the future of EV tuning. MoTeC's M1 Build platform and how Sasha uses it in his EV builds is also discussed.More of this new breed of vehicle on the roads equals more people crashing them, and that means some seriously enticing drivelines have begun popping up at the local wreckers. Sasha was an early adopter of EV swap exercises, and takes us through the process of swapping these monster drivelines into conventional ICE vehicles, and details what needs to be considered, eliminated, and purchased before the first spanner is turned. Mountain Pass Performance's Blue Lightning — a Tesla-swapped Lotus Evora package — is also picked apart.Sasha also spends time discussing the braking and handling upgrade options he provides for Teslas, as well as a deep look at his well-known Nissan 350Z time attack car that uses a monster NA VQ engine working in tandem with a custom hybrid KERS system that Sasha has spent years developing and improving himself.It doesn't matter how you feel about electric vehicles, this conversation with Sasha Anis of Mountain Pass Performance is genuinely fascinating and well worth the listen.Follow Sasha here:IG: @sashaanis14, @mountainpassperformanceWWW: mountainpassperformance.comWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb 

After multiple lap records and back to back wins, owner, Pro-Am class driver and passionate time attack supporter Kosta Pohorukov and the infamous Tilton Interiors EVO IX V1 met an untimely end on track. While tragic, the incident that left the old chassis a write off enabled Trent Murphy of TM Automotive and others involved to use the winning formula on a new chassis and add all that extra knowledge they had learnt along the way to do it better.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebThe result was a keen focus on weight reduction, slight aero improvements care of Voltex Racing and after the chassis was completed by Riverside Racing, an incredible 3 month build time in order to make it to the World Time Attack Challenge before heading to Tsukuba in Japan, the home of time attack. With the car producing upwards of 3000kg of downforce, it is no surprise keeping the class spec tyres intact is an issue and an RF tyre delamination saw the team finishing the event early due to damage, but still walking away with 3rd place in the Pro Class with Garth Walden at the wheel, and 1st in Pro-Am via Kosta himself.The EVO 9's 4G63 retains its cast block as at around 1200HP it doesn’t give them any issues producing 1200HP from a 2.2L capacity. The Emtron ECU and MoTeC PDM and dash display/logger control the engine and a myriad of sensors which ensure engine reliability as well as helping dial in aero and suspension setups to get the most out of the car. A Hollinger 6 speed sequential helps get the power to the ground and while Trent didn’t give any specific numbers, the torque split has been adjusted to ensure the car turns into corners easily, as well as maintaining traction when the noise pedal is used on the exit.Also discussed is the new BorgWarner EFR 9280 turbo which hits a max boost of around 42PSI and 116,000RPM and its advantages over the old EFR 9180, the importance of packers, bump rubber and getting your spring rates right, using Nitrous and why the MIVEC system is retained. Also touched on is the difficulty of reducing weight when so much strength is needed to handle downforce with the tradeoff being the weight is placed as low as possible to improve handling.

You've seen him roasting tyres on Netflix, swinging wrenches on Donut Media's HiLow series, and smashing out laps in Formula D competition, and now Aaron Parker is here and ready to talk rotary engines, motorsport wiring, and a whole lot more on this week's episode of the HPA Tuned In podcast.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAaron Parker will be a name and face known to many listeners thanks to his high-profile gigs in the industry — he's more than just a media personality though. Aaron has a wealth of experience and a whole lot of knowledge in the automotive space, particularly when it comes to Mazda's rotary engine and professional motorsport wiring.Aaron and Tuned In host Andre Simon jump straight into Aaron's rise through the industry, beginning with his danger-soaked early obsession with street bikes and eventual progression onto four wheels — the rotary-powered Mazda FD3S RX-7 in particular.Everything rotary then takes over the conversation, covering why these unique motors have such a shaky reputation for reliability, how you can build one properly and have it last for years' worth of hard driving, why rotary tuning and turbo selection needs to be approached differently, and plenty more.When he's not building cars on the internet, competing in drift competitions in his RX-7, or stunt driving in Hollywood productions, Aaron spends his time running Wolf Motorsport Wire, providing high-end motorsport wiring solutions for some of the fastest cars on the planet.Aaron and Andre get deep into the ins and outs of the motorsport wiring world, discussing future proofing, providing a service that keeps customers happy, and what makes a good wiring job in motorsport.There's a lot to chew on in this episode — it's well worth a listen, especially if you think rotaries are garbage.You can follow Aaron here:IG: @aaparker.300, @wolfmotorsportswireYT: Aaron ParkerAs mentioned in the podcast, the Stephan Papadakis episode can be found here: https://hpcdmy.co/papadakisWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb 

18,400 RPM and 900HP from a 3L V10 engine ...and not a turbo in sight on this McLaren MP4/15.At today's mainstream levels of technology, 900HP V-10 NA is not a cakewalk from an engine with a 3L capacity, and then when you throw 18,400 RPM into the mix but still demand drivability it becomes even more difficult yet this is exactly what Mercedes were doing with their Formula 1 technology way back in the year 2000.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebAs a former long-time Formula One engineer for David Coulthard, Tim White of Garage 59 knows a thing or two about F1 technology, and at the recent Goodwood Festival of Speed Hillclimb Andre was lucky enough to spend a bit of time with Tim and the McLaren MP4/15 which finished 3rd in the 2000 season snagging victory at Monaco along the way for the former Mercedes-McLaren team.Topics discussed include the double paddle operated clutch and how that helped the drivers of this era launch off the line with a small margin of error compensatable, the pneumatically controlled valve springs which adjust pressure based on RPM and the reason for such a system instead of the more convention steel spring setup. Many of the cars other systems are hydraulically controlled rather than electronically due to weight and technology restrictions at the time as well as the rule book which stated everything must be activated by the driver's input in some way.Also covered are the active trumpets on the intake which can adjust in and out to match the RPM and thus fill in what would otherwise be flat spots in the rev range, and with a potential 18.400 RPM on tap for some of these engines it certainly made a difference in drivability when it came to tracks that had an aggressive mix of both high and low-speed sections seeing the car go from 3000 RPM and around 40kph to 15,000 RPM and over 300kph on the same lap.

When most people outside of Europe think of diesel performance, Cummins, Chev, or Ford probably come to mind. As this week's Tuned In podcast guest tells us, however, there's a lot more to the performance diesel world than the big 6BTs and 6.0 Powerstrokes.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOriginally hailing from France and now based in Nashville, Tennesse, Grégoire Blachon has built his business, Boxeer, off the back of Volkswagen Audi Group's impressive family of TDi four-cylinder diesel engines. Boxeer's journey began with TDi conversion packages for VW's Vanagon overland vehicles, and having always had an interest in motorsport, Grégoire always felt the urge to start pushing these stout engines in a motorsport environment — specifically hill climbing. Podcast host Andre Simon and Grégoire get stuck into exactly what makes these little TDis so good, and how he gets the absolute most out of them utilising obscure standalone ECUs, triple compound turbo induction, in-cylinder combustion pressure monitoring, and more. Grégoire goes on to break down the TDi-powered build he's best known for — his tube-frame Beetle hillclimber — which he's used in the last few years to come tantalisingly close to clinching the diesel win at Pikes Peak. After breaking the Bug down, Grégoire talks Andre through his new build, which he hopes will absolutely smash the diesel record at this month's 100th running of the Pikes Peak International Hillclimb. Based on a Radical chassis, the new car runs the same triple turbo TDi setup (with some extra added spice) and the same Porsche PDK gearbox, but with a considerable drop in weight and aerodynamic drag, as well as far superior handling and braking.The European diesel world isn't one that we've discussed much — if at all — on this podcast, so this conversation with Grégoire is a really interesting look at what makes these platforms tick, and how builders like Boxeer are getting serious performance out of them. As mentioned in this episode, you can find Skynam, the ECU Grégoire uses here: www.skynam.com And if you want to follow Grégoire's progress, check out the Boxeer social channels below:IG: @Boxeer_FB: Boxeer - Diesel Motorsports and OverlandingYT: Gregoire S. BlachonWWW: boxeer.comLearn more about performance diesel engine tuning. Start instantly with 4 free lessons: hpcdmy.co/dieselb

What considerations go into taking a 150HP engine and making it produce 600HP with huge cylinder pressures, reliably? When you want to double, triple or even octuple an engines output, at some stage you’re going to find the limitations of your factory block and head castings either in dramatic fashion or via constant repairs and rebuilds for ‘minor’ issues. In professional motorsport, either outcome is unacceptable.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebDavid Mountain of MounTune runs Andre though some of the block failures they have seen during their engine development programs where very high cylinder pressures are seen to produce large amounts of low-end torque for World RX competition engines where they are running 4 times the power the engine would produce in factory trim.Discussed are the bore size, block weight, cylinder bore centers and other design parameters they must work within depending on class regulations, how they get away with the pressures a diesel engine would run in a steel block using aluminium instead, and some of the coatings they use on bore liners and piston rings to make it all work.David also gives some great insight into cast vs billet block production including some of the advantages when it comes to casting. We also learn how 4 week to 3-month production lead times for modern 3D computer-aided design (CAD) production via software like SolidWorks compares to the 5-6 month days of 2D drawings. Interestingly, even with the use of finite element analysis (FEA) a lot of real-world experience is drawn on to ensure a balance is found between the many, many considerations and tradeoffs that every design tweak carries.Lastly, we learn how MounTune avoids any issues with cylinder sleeves dropping, why the factory design for head studs is not optimal once you start running higher pressures, Nikasil coating use and how before any tools have been lifted the CAD process can be used to ensure those regulation weight targets are hit along with avoiding any major design flaws. While some of this technology seems like magic that does the work for you, in reality without that real-world experience and knowledge bank to draw on it’s useless. Just like any quality tool, the person in charge needs to know what they’re doing to get the desired results.

With CAD software becoming more and more accessible to the general public, a whole new world of possibilities is quickly opening up to the home enthusiast. This week's podcast guest, Kibbetech's Matthew Bernasconi, has spent his entire life immersed in CAD and mechanical engineering and knows this industry better than most.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIn this episode, Matt and podcast host Andre Simon discuss the automotive design and engineering realm at length, starting with Matt's early introduction to, and obsession with, CAD as a teenager. With a mix of formal training and learning on the job, Matt tracks his career from lowly grunt at a speed shop, to designing for the aerospace industry, to now creating some seriously cool offroad race equipment with Kibbetech. Matt also goes deep into explaining how high-end 5-axis CNC mills operate, and what's required to get them producing perfect parts without destroying themselves — which, as we find out, is disturbingly easy to do. Popular CAD software options are also broken down, and Matt weighs in on the pros and cons of each. Form vs function, high strength vs low weight‚ mild steel vs stainless vs alloy — this episode is crammed full of great engineering knowledge and just the right amount of advice when it comes to both designing your own parts at home or embarking on a career path in the industry. Follow Matt and his incredible work here:IG: @matt_eight26FB: KibbetechWWW: kibbetech.comWant to start your own motorsport fabrication journey? Start here: https://hpcdmy.co/fabb

Automatic transmission tuning is becoming more necessary as the modern crop of vehicles move further and further away from manual options.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebNick Baggett of MoTeC USA runs us through some of the advantages a standalone transmission controller like the Ford 6R80 TCM and others that MoTeC has developed which allow tuners to take complete control of the transmission regardless of what brand standalone ECU is used for engine management.Also discussed is the reason why you can't just ignore the transmission after upgrading the engine to produce more power and how some safeties are included in order to help prevent damage to the transmission from poor user implemented torque management strategies.

Darren Palumbo of South Australia's Bullet Race Engineering joins us for this episode of the High Performance Academy Tuned In podcast. Specialising in billet blocks and heads, Bullet Race Engineering is a leader in near-indestructible engine components, and Darren takes us on a deep dive into his world of Solidworks and CNC mills.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDesigning and creating an engine block out of a solid chunk of alloy is absolutely as complicated as you think. There's a huge amount of time and money that goes into just getting one product to market — Darren breaks it all down for us and also makes a good case for why going billet sooner rather than later can often be the best move for anyone looking to go seriously fast.With ultra-desirable engines like the RB26, 2JZ, or even SR20 becoming rarer and more expensive by the day, is there going to come a point where it makes more sense in the long run to just go billet instead of building from a factory motor?There's also a very interesting breakdown of why simply swapping to a billet block will result in a substantial bump in power, with no changes to any other components. Andre and Darren lastly talk about the interesting path he's taken to get where he is today with his business, and that includes the big mistakes that he's made along the way. As Darren explains, finding a gap in the market, dropping the big bucks on equipment, and having the right amount of knowledge is only part of what goes into making a business like Bullet Race Engineering successful.Check out Bullet Race Engineering here:IG: @bulletraceengineeringFB: Bullet Race EngineeringWWW: bulletraceengineering.com.auLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

This 1200HP RB26 powered R34 GT-R Skyline is always one of our favourites at the World Time Attack Challenge.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebIt’s easy to talk about the likes of this 1200HP RB26 power plant and just assume it’s going to be quick, but in reality, there is so much more to putting in a fast lap time than a few high power dyno runs and Mark McCoy of MoTeC is here to help explain where some drivability and pace is recovered using the R34’s 4WD system.With the factory Nissan Attesa controller removed a MoTeC dash takes over control of the setup allowing to start dialling in the basics via throttle position and speed through to enabling the team to dial in the system for every corner on the track according to lap distance.The advantages of lap distance vs GPS/GeoFence technology is discussed along with what data is used to help tune the setup along with how it all operates in the first place.

From the very infancy of import drag racing through to the current high-stakes, big-dollar world of professional Formula D competition, this week's Tuned In podcast guest has been at the forefront of it all.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inStephan Papadakis joins us from Los Angeles for a great, in-depth conversation on a wide range of interesting topics, starting with his origin story that begins with a gig sweeping floors at an engine building shop. Stephan then goes on to discuss the very early days of import racing  — a time that saw his fledgling business, Papadakis Racing, go from complete unknown to household name within the burgeoning scene. Predictably, that means talking about fast Hondas.After a few years spent setting and resetting records on the quartermile, Stephan and his team saw an opportunity to jump into something entirely different when the US drift scene began to explode. The Papadakis Racing team was at the very crest of the wave, pushing just what was possible further and further, and Stephan talks us through that progression from glorified street car to the current crop of 1000hp+ grip monster FD machines. Host Andre Simon hones in one particular topic of interest — the development of Toyota's humble 2.5-litre 4-cylinder 2AR engine and its use in pro-level drifting. This turns into a pretty deep dive into the long process of taking an everyday motor and turning it into not just a competitive FD engine, but a championship-winning one too. How did he make the power, and more importantly, how did he make it reliable?Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/enginebFinally, the discussion then turns to the BMW B58 straight-six, as found in the Papadakis Racing Toyota GR Supra piloted by Fredric Aasbø. Stephan was one of the first guys in the aftermarket to get his hands on — and tear down — one of these motors and he has a lot to say about the B58's general design and construction, as well as how to extract big power from it.This episode is an excellent dive into the world of Papadakis Racing, and there's a whole lot of in-depth knowledge to be found for anyone who's interested in making cars go fast, reliably. If you haven't already, check out our episode with Stephan's driver Fredric Aasbø here: https://hpcdmy.co/aasboFollow Stephan here:IG: @stephpapadakisYT: PapadakisRacingWWW: papadakisracing.com  

Is this the greatest 8 second 1970’s sleeper ever? At the latest World Time Attack Challenge Christian Goleby of Golebys Parts gave us a rundown on his daily driven 800HP KE36 Toyota Corolla which is one of the coolest sleepers we’ve ever seen, complete with steel rims!Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebPowered by a 1jz due to experience and strict Australian road legalities, discussed are some of the advantages and challenges of the VVTi setup Christian is using along with why they are using a 4 speed automatic that you don’t often see pulling 8 second passes.Interestingly the setup is only limited by the injectors which are at 98% duty cycle by 810WHP, which is a self-imposed restriction to just to ensure things don’t get any further out of hand. With Christian experimenting with increasing the Nitrous/NOS dose at launch until he could scrape the bumper, just the once for fun, we can completely understand the self-control pressure he is under with this monster 

Have you always avoided messing with late-model European vehicles? Does the idea of strapping a modern Audi, Merc, or BMW to the dyno sound like a bad one? Does the mere mention of WinOLS make you turn the other way? If you answered yes to any of those questions, bFlash's Aurélien Turban is here to help clear some things up.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Paris, Aurélien joins us for an interesting and in-depth conversation about the European side of the tuning market — admittedly not something that there's a lot of information out there about, nor something we get the opportunity to discuss very often on this podcast.Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better.Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better. Naturally, the conversation turns towards the increasing difficulty of using an aftermarket standalone ECU in these cars and the many advantages that reflashing the stock unit offers instead. Most of these OEM ECUs now use torque-based systems, and the guys spend some time discussing the ins and outs of working with this kind of setup. This episode is an interesting look behind the curtain of the late-model Euro reflashing world, and there are a lot of technical discussions around WinOLS, overcoming OEM security measures,  how the bFlash interface works, and much more. Follow bFlash here:IG: @bflash.euFB: @bFlash.euWWW: bflash.euWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb

An F20 powered 960HP Honda S2000 work whip/drag car. This man is living the dream.At the latest TX2K we caught up with Stuart Leiby of T1 Race to talk about his excellently presented, Nyan Cat approved F20 Powered Honda S2000 drag car, that he also drives to work a few days a week.The car runs a ‘beefed up’ Honda F20 that had a casual 120,000 miles on the block before modification. The block has Golden Eagle Mfg sleeves to ensure it survives the 960HP output at 42 PSI of boost from the Precision 64-66 turbocharger along with Pauter Rods, CP Carrillo pistons, Brian Crower cam, Ferrea valve train components with copper valve seats and head work done by Watshop? A factory Honda crank and head gasket are used, but Inline Pro 12mm head studs are used to help it all stay together.A MoTeC M130 and C127 dash take care of the engine management and monitoring while a Quaife 6 speed sequential box helps get power to the ground along with the RPS carbon clutch, Magnus Motorsports flow control valve, RSS 5.9 axles, carbon driveshaft and Nissan R200 rear end. Ignite red, an E90 ethanol fuel blend is fed to the F20 via a set of Injector Dynamics ID1000 primary injectors and ID1700 secondaries via a brushless fuel pump.Stuart talks to Andre about how he can double the boost pressure on a prepared surface like that at Texas 2K compared to what can be run on the street, and traction control is also discussed along with his clutch slipper system. Also touched on is how the Honda 6 speed was stubbornly held onto until 600HP before switching to the Quaife box in order to maintain some reliability. Solid effort!Start learning how to reflash tune. Sign up for the next free lesson now: hpcdmy.co/hptuners101f

Drivetrain systems are getting more and more complex, and that makes modifying them increasingly difficult. Thankfully, there are people out there like this week's Tuned In podcast guest, Jake Hershorin of Motiv Motorsport, poking and prodding in order to gain control and unleash all that potential power hidden within motors like BMW's B58, as used in the A90 Toyota Supra.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJake, along with his partners Ty Sayman and Chris Kontos at Motiv Motorsport, is leading the charge when it comes to working with (and sometimes around) the complex control systems found in modern performance cars, and is currently producing a popular 'Reflex' standalone controller that allows for the addition of port injection to the direct-injected BMW B58.In this podcast, Jake and Andre get deep into how the controller works, as well as why you'd even need to add port injection to a capable motor like the B58 in the first place. Jake also details how — even though it wasn't the original plan — the tuning bug bit and he got into the business, as well as how that business has changed over the years, and his eventual migration from Japanese vehicles towards BMW platforms like the always-popular N54/55 turbo straight sixes. The pros and cons of 'e-tuning', AKA remote tuning, are also discussed — as are the finer details of direct injection, FlexRay, and the A90 GR Supra. If you're wanting to stay ahead of the curve as the automotive scene continues to grow more advanced every year, this discussion is one that'll be well worth listening to.Follow Motiv Motorsport here:IG: @motiv_motorsportFB: @motivmotorsportWWW: motivmotorsport.comWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb

With a power range of up to 3500HP and the possibility of 200PSI of boost, this Cummins based diesel engine is producing more power than anyone can yet get to the ground efficiently.At PRI, Drew Pumphrey of D&J Precision Machine gave us some insight into what goes into tuning a high performance diesel engine using this 410 cubic inch Cummins based billet application as an example. Drew and the team around him have so far produced 3214 hp and 3351 lb/ft of torque with plenty left in the tank since this interview.Drew gives some tips on safe EGT temps for drag racing and towing rigs, along with an explanation on what starts to fail first when you start to push temperatures too far. The use of 1000HP+ of nitrous to get the most out of the 98mm turbo used in this application, and why you see tractor pullers using compound setups instead of nitrous is covered too 🤘Also discussed is how some racing setups prefer to keep things cool with more fuel, similar to a gasoline application, with AFRs around 12:1 to 14:1 however this carries more risk and as a by-product produces more smoke. For drag racing examples it is easier to use airflow to help reduce temperatures and keep things on the learner around 19:1 to 20:1 which gives a better safety margin and more control along with the ability to run nitrous setups from the likes of Nitrous Express.Learn more about performance diesel engine tuning. Start instantly with 4 free lessons: hpcdmy.co/essential-diesel

Do you like power? Subarus? Going fast on dirt, gravel, snow, and tarmac? Detailed tech discussions? If so, we've got the perfect tech-heavy gem for you this week! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOur host Andre Simon is joined by Dan Farley of Vermont SportsCar for this week's episode of the HPA Tuned In podcast. VSC is a long-time partner of Subaru Motorsports USA and Dan manages the powertrain department at the Vermont-based company's incredible facility. This means he's an absolute goldmine of knowledge when it comes to building boxers capable of handling the gruelling conditions seen in rally, rallycross, and gymkhana — and yes, that includes Travis Pastrana's monster gymkhana builds.Dan kicks off by discussing how he used education to work his way into the privileged position he finds himself in today, building some of the most impressive Subaru drivelines that the world has ever seen. Dan's work with the Subaru boxer engine is undoubtedly the main focus of this podcast, and there's a lot of fascinating information to be gleaned around how a high-end outfit like VSC goes about building a Subaru that can make big power, take a hammering all day long, and still make that same power on the dyno at the end of a gruelling season with zero complaints.This episode also features some great discussions around headgasket solutions when you're running 4 bar of boost and massive cylinder pressures, dealing with the restrictors that many rally and rallycross competitions mandate, billet vs cast Subaru blocks, as well as a great look into anti-lag strategies.  Find out more about Vermont SportsCar here:FB: VermontSportsCarIG: @vermont.sportscarYT: Subaru Launch Controlwww: vtcar.comLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

How do you dyno tune an F1 car and how hard is it to replace their specialist electronics in order to keep the cars running?Originally touted as a 740bhp at 17,000 RPM 3L V10 engine, Milan of PerSysTec gives us a rundown on the 650HP, 16,000 RPM 1997 Williams FW19 car that helped earn both the constructors title plus first and second places in the driver's championship for Jacques Villeneuve and Heinz-Harald Frentzen. Discussed are how the electronics on what is now a classic F1 car can be modernized, the level of integration that involves along with some of the reasons this was required.Despite the car still being an impressive piece of kit and well ahead of the technology trend that we see filtering down to our own personal cars, unsurprisingly, there is not much on the Williams FW19 that was ever mass-produced to supply the car with spares 20+ years into the future. Combine this with the fact that computer technology from the time now has legacy status and many of the talented people who worked on tuning the original Magneti Marelli ECU have long since changed careers or retired, it’s only natural a modern Cosworth ECU that is used at professional levels of motorsport today such as LMP1 and LMP2 is instead utilized.The original Williams VCM that controls the cars remaining hydraulic systems (clutch, gearbox) has been retained due to the fact parts and support are still available from the team. Interestingly, the latest version of CAN Bus was published in 1991 (CAN 2.0B) and utilized in F1 shortly after so it is surprisingly easy to integrate this into the modern Cosworth ECU right back to the 1992 FW14B. While capable of a lot more, in this application the Cosworth ECU is in some cases left in the backseat simply as a failsafe to shut down the engine if any other systems run into trouble.While all of this electronic work is essentially irreversible, it does mean that with some RPM limits and ignition cut safeties in place the car can still be driven by a professional driver at events such as the Goodwood Festival of Speed. Hearing the V10 Renault RS9 run is certainly something we enjoy a lot more than staring at a static display piece personally.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

This week's HPA Tuned In podcast guest, Anthony Daher of Dahtone Racing, is an expert on all things Nissan RB and Skyline GT-R.  Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Sydney Australia, Anthony is a wealth of knowledge when it comes to Nissan's legendary R32-34 GT-R platform and its enduring RB26 powerplant. Over a couple of decades worth of experience building and racing countless Skylines, he's learnt everything there is to know about these imperfect pieces of 90s engineering and is more than happy to drop some of that knowledge during his conversation with our host, Andre Simon.This episode is a real deep dive into the RB world as Anthony and Andre look into Nissan's legendary straight-six to discuss its strengths and its weaknesses, how to overcome the engineering shortfalls, as well as how to get the absolute most out of it.Anthony also takes the time to discuss the business side of the equation, talking us through how he started his Dahtone Racing shop, the lessons he's learnt, and what he thinks is key to running a successful company in the aftermarket performance industry. There's plenty of good advice here for anyone wanting to sharpen up their performance business or looking to start something new. Before wrapping up, Anthony also discusses the ins and outs of the two-time WTAC-winning Hammerhead Nissan S13 Silvia, which his shop is now looking after since it changed hands last year. Even if RBs and GT-Rs aren't your thing, this episode makes for a great listen for anyone with an interest in engine building, motorsport, or business success in the industry.Follow Anthony's work here:FB: Dahtone RacingIG: @dahtone_racingLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Forged pistons are better than cast in the aftermarket performance world, but why?Using JE Ultra Series pistons for the example with Jeremy at The Sema Show we dive into how forged pistons hold up better to knock/detonation, can handle more boost pressure/load and heat as well as having greater tensile strength. When it comes to the JE Ultra Series line these forged pistons also have a ceramic coating that helps keep the heat where you want it in the combustion chamber and away from the bottom end of your engine.JE''s 'perfect skirt coating is also discussed along with how a window is left in the coating which allows machinists to still make accurate measurements when preparing the block. Also discussed is how JE forged pistons also have an aligned grain structure due to their production technique which allows JE to have the grain optimised in high-stress areas of the piston for extra strength (up to 20% but it will depend on the specific piston design).Not discussed directly but an important aspect of the likes of JE's perfect skirt application is how it not only reduces friction as you would assume but in the case of forged pistons also helps eliminate the piston slap they usually have from cold start as well as false knock.Lateral and vertical gas ports which allow your piston to seal against the bore are also explained along with the reason pistons have an accumulator groove and of course how the JE Ultra Series pistons come with their Alloy Steel 9310 wrist pins which offer superior tensile strength.Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingf 

A whole lot of knowledge is dropped and plenty of myths get busted on this week's episode of the High Performance Academy Tuned In podcast.  Our guest, Tyler Hassing of Force Engineering, is a multi-talented performance engine builder and machinist, tuner, and fabricator with a passion for building things right and going as fast as possible.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIn this tech-focused episode, Andre and Tyler get into the weeds on a wide range of topics, starting with the nightmare that is early Ford EFI tuning, before moving on to some serious Mitsubishi 4G63 nerdery, and a discussion on the pros and cons of different engine prep blasting methods.A lot of Tyler's work is in the performance engine building and machining world, and this gives Andre an opportunity to discuss building for big power, as well as the common mistakes that Tyler sees time and time again when people build their own performance motors. This also leads to a very in-depth discussion around cylinder head porting, in which Tyler clears up a lot of mystery surrounding what can sometimes be thought of as a bit of a black art. Tyler also currently claims the world record for a stock-block Gen-1 Ford Coyote with an 8.59 @ 155mph in his S197 Mustang, and has learnt plenty of lessons along the way. The interestingly minimalistic build is discussed in detail, delving into the reflash vs aftermarket ECU debate, finding the limit of a stock Coyote V8, turbo sizing, and much more. This episode contains a tonne of interesting and useful info for anyone interested in going fast reliably, and you'll probably end up at least three percent smarter if you listen to it. Follow Tyler here:YouTube: Force EngineeringFacebook: Force EngineeringLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Starting life as a 2015 Acura TLX GT, this RealTime Racing monster is now a twin turbo, 500HP mid-engined Pikes Peak 2018 Open class winner.Mike gives us a rundown on the car which has been extensively modified with the dry sumped V6 J35 engine, prepared by Honda Performance Development, being mid-mounted to allow for an AWD setup to be installed with a 60:40 split on the Xtrac transmission and front and rear differentials. The engine is controlled by a McLaren ECU with the paddle shift system being managed by a MEGA-line pneumatic shifting package.Also discussed are some of the cooling considerations for Pikes Peak, how useful the data from testing (which is not a full run) is and also some of the work that went into getting the engine to fit in this configuration.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

What's the best way to tackle a big build project and actually follow through to its completion? Just how useful is learning how to design in CAD? Is stance dead? And just how the hell did Ferrari manage to build such an overweight and underpowered car?These questions and many more interesting head-scratchers are all answered on this week's episode of the High Performance Academy Tuned In podcast with our guest, Mike Burroughs of StanceWorks. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFrom humble beginnings, Mike became one of a few key figures that helped to push the automotive landscape in a whole new direction during the 2010s. This week's conversation kicks off by exploring Mike's emergence onto the international car scene through his founding of StanceWorks and his internet-breaking builds, before discussing the 'stance' scene's meteoric rise, unavoidable peak, and inevitable decline.  Mike was able to translate that early success into a full-time career, and now runs a successful YouTube channel alongside the ever-popular StanceWorks site. Andre digs into this transition and how it's actually financially viable, before discussing Mike's biggest selling point — his insane builds. Mike has zero relevant qualifications and has simply learnt everything as he goes, documenting it all for the world to see. This means he's picked up plenty of lessons along the way, and talks Andre through the most important things he's learnt when it comes to tackling big builds — and that means learning how to fabricate, weld, CAD design, and everything else in between. Then there's the bright yellow elephant in the room — Mike's Honda-powered Ferrari 308 project. Although the purists might turn their noses up at this build, Mike dives deep into explaining exactly why he took a pristine classic Ferrari and tore it to pieces in order to create a 1000hp, K24-powered, street-legal time attack weapon.If you love the buzz that comes with getting another job done on your build, or you're just about to pull the trigger on a new project car, or maybe you just love a little controversy — this is going to be a great listen for you.Want to learn how to do your own fabrication work on your build? Here's the perfect place to start: https://hpcdmy.co/fabbFollow Mike here:www.stanceworks.comIG: @mike_stanceworksYT: Stanceworks

It’s not long ago that trying to get 200HP more from an engine at its limit without forced induction or nitrous would have left you scratching your head with 0 results.Sasha Anis of MoTeC Canada and Mountain Pass Performance runs us through their Lotus Evora (Blue Lightning) EV conversion project and 700HP Nissan 350Z Hybrid setup which all use a mixture of OEM Tesla, Chevrolet and BMW motor and battery componentsSasha discusses how the goal for the Blue Lightning project was to have a complete OE feel including stability and traction control built-in using a MoTeC M150EV control unit rather than all the manual switches you often find in a race car. The limitations including software, range, heat and voltage management are touched on along with cost being one of the biggest barriers to entry for motorsport level setups at the moment. Luckily there are some options that MoTeC offer and some other simpler controllers out there already getting the ball rolling with plug and play solutions in the pipeline for the industry also.On the Hybrid 350Z front we learn about the 500HP All Motor VQ35 and its KERS system that sees up to 200HP extra on tap once more than 80% throttle has been requested. This setup gives the flexibility of going all out for a Time Attack application or having smaller amounts of power on tap for an entire race depending on driver and track demands. A MoTeC GPRP is used for engine and sequential gearbox control with a lot of the custom Blue Lightning firmware handling the electric motor side of the car.Lastly, we dive into the charging limitations for a KERS system. As the BMW i8 battery has some unknown parameters and is expensive, Sasha explains that it’s a constant balance of managing voltage and heat to ensure batteries are not overcharged when they’re close to full but have as much charge as they can safely when depleted to maximise performance, meaning the scale of charge is always shifting.Want to learn more about motorsport wiring? Claim your spot to the next FREE lesson: hpcdmy.co/wiringlessonf

From fighting the government, to the final word on which Honda motor is best, to cleaving a block into two pieces on the start line — this week's episode of the High Performance Academy Tuned In podcast with PFI Speed's Brent Leivestad is a wild ride. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBrent joins us from snowy Colorado for an interesting and in-depth conversation that covers a wide range of topics. Andre and Brent kick off by discussing PFI Speed and its metamorphosis from a used parts sourcing company into the well-known fixture of the import scene that it is today. The conversation then — inevitably — turns towards all things Honda, of which Brent is very well versed. The big topic that comes up here is the pros and cons of each Honda engine series, and which is definitively the best. The guys then dive deep into a recent incident at Sick week, which saw one of the PFI Speed cars split a B18C block completely in half. Brent discusses the ongoing diagnosis journey, as well as the steps that can be taken to ensure this sort of catastrophic failure doesn't happen again. The convo then pivots in a completely different direction, focusing on Brent's recent battle with the US Government, in which he was handed massive fines for selling aftermarket ECUs. This is a really important topic that concerns most of us in the industry as the world's emissions and environmental protection measures ramp up. Why was Brent singled out amongst the hundreds of resellers in the US? How did they come up with the dollar amount in fines? What does this mean for the tuning industry in the coming years and what can we do about it? Follow PFI Speed's journey here:Youtube: PFI SpeedInstagram: @PFISpeed Facebook: @PFI.SpeedWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb

V12 LS, that’s probably not an engine code and configuration you see around very often, if at all.Matt Corish of V12LS.com runs us through what it takes to take a V8 platform and transform it into a V12, bank angles, what parts are still interchangeable and also some specific areas and where the team improved on the existing LS design while they had the chance to ensure reliability up to around 2000HP which with the likes of Haltech and their quad setup of Garrett turbos and Josh Robinson's twin Magnuson supercharger build, it’s not that far off.Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingfA large focus of the design was to ensure as many aftermarket performance parts were available for engine builders to make things more affordable (as far as V12 builds go!) and easier. The fact that companies like JE Pistons, K1 Technologies and Wiseco among many others have already put a lot of time and research into components for the LS platform add plenty of merit to this focus.Matt also discusses some balancing and firing aspects of a V12 compared to a V8 and inline 6, along with advantages beyond parts in sticking with a 90-degree bank angle. Production processes are also discussed including 3D printing into sand in order to get the cooling system perfect, and Ford Barra fans can share the love too with the same sized crank journals being utilized.As a side note, Matt and his team actually managed to cut and shut two junkyard LS engines together to make a test platform before production, not just to the point it ran, but to the point it produced 700HP. Now that's a sign of talent and a solid effort.

This week's episode of the HPA Tuned In podcast features one of the biggest names in the motorsport aerodynamics world — Andrew Brilliant of AMB Aero.This conversation is an absolute gold mine of information for anyone who's interested in the aero world — whether you're considering adding a package to your car, wondering why your times have got slower after fitting your new splitters and wings, or even if a career in the field sounds like something you might want to look into. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Sapporo, Japan, Andrew has spent his career designing and testing aero for some of the fastest track cars in the world — including the hyper-secretive world of Formula 1. He is, of course, probably best known for his involvement in the time attack realm, in which he's had a hand in pushing the absolute limits of what's possible through the most dominant vehicles in the game. The best of the best — Scorch Racing's S15, Lyfe Motorsport's GT-R, Gobstopper 3, Black Mamba, and many more — all use AMB Aero's advanced design work to crush the competition and lap records alike. Over an hour and a half, Andre gets Andrew to break down and explain many of the key principles of aerodynamics, as well as discuss how someone even becomes an aerodynamicist, what makes time attack cars so fun to design for, and just how many seconds racers are leaving on the table by not optimising their aero packages.  What might be the most helpful, though, is Andrew taking the time to detail the big mistakes that people make when designing and fitting an aero package to their car, and how the vast majority of these mistakes and their consequences could have been easily avoided.  This episode is a real deep dive into the fascinating world of aerodynamics, and it's essential listening for anyone interested in going faster on track. Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentpod

We love a good Starlet, and they don’t come much better than a turbocharged KP61 with some severe aero.Originally a drift school car back in Japan, Angel of Horsepower Techs KP61 Toyota Starlet has had more than a few changes over the years. After running the supercharged 4agze at 180HP Angel wanted more power so turned to a turbocharged Honda F20C engine he already had kicking around. The new F20C setup makes 650HP thanks to the Garrett 3582 Turbo strapped to it and One Ethanol fuel, but with stock internals, there are some more modifications planned to ensure reliability on track during Grid Life’s Time Attack season next year.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonWhile the car already had a TRD widebody kit, it was nothing compared to the APR Performance and custom rear diffuser now fitted which will be dialled in over the winter. This will be done with the help of Angels AEM Electronics package via more than a few hours spent comparing data and making logical adjustments based on it to ensure there is traction where and when it’s needed on track.ECU wise the car retains the AEM Series 2 ECU that came with the F20C transplant from another project, and it is complemented by an AEM 3 port boost controller, CD-7 dash and IMU. The fuel system sports a solid Radium Engineering kit, Injector Dynamics ID2000’s and a Horsepower Techs in house fuel rail. Needless to say, we’re excited to see what Angel and this setup can do once dialled in and if he utilises parts mentioned like Turbosmarts new electronic wastegate and AEMs Infinity series ECUs.

The saying "do what you love and you'll never work another day in your life" is an accurate one, but there are a whole lot of cold, hard truths that need to be carefully considered before turning your passion into a career.To shed some much-needed light on the subject, this week we invited Reid Lunde of Kaizen Speed to sit down with Andre and talk shop — both in the literal and figurative senses. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inReid has been in the tuning and performance aftermarket business a long time, and has learnt plenty of lessons the hard way over the years when it comes to customers, staff, projects,  services, and much more.In this episode, Reid and Andre spend some time discussing these lessons and talk about the strategies and systems that can be used to avoid the many pitfalls that people so often find themselves walking right into when starting out. You might be working on friends of friends' cars in your garage, or you might be walking into a two-year lease on a brand new shop space with a big bank loan in your pocket — either way, listening to what veterans like Reid and Andre have to say might just make the difference between boom or bust.  The guys also get nerdy discussing dyno system pros and cons, standalone vs reflashing, direct injection vs port injection, and why no tuner needs to blow up an engine — let alone ten engines – to become proficient. The conversation lastly makes its way over to the hows, whys, whats, and whens of Reid's award-winning product, the Kaizen Relay. That all means that this episode is an excellent reality check for anyone that's interested in taking their passion to the next level and diving into the automotive performance industry. Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonHPA's appearances on Reid's 'Do It For a Living' podcast can be found here and here. IG: @kaizenspeedFB: @kaizenspeedYT: @kaizenspeed

At the Goodwood Festival of Speed James Deane gives us a rundown on some of the grip aspects of drifting which see 900HP to 1100HP hit the ground in the race to the first corner before getting sideways.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonJames also talks about his switch from the Nissan S-Chassis to his BMW E92, and why it is Toyota 2jz powered along with some of the challenges the 6 cylinder has compared to some of the other competing V8 setups.The nitrous fed 2jz is running Hypertune manifolds, Zrp Racing Parts rods, CP-Carrillo pistons, Supertech valves, BC Brian Crower cams with a BorgWarner Performance Aftermarket EFR 9180 which is run at around 1.6 Bar for a balance of power and traction. Injector Dynamics1750cc injectors keep the 2jz running with a constant supply of ethanol-based fuel with Ecumaster handling the engine management and PMU side of things.

On this week's episode of the High Performance Academy Tuned In podcast, Andre is joined by an absolute legend of the import scene. John Shepherd has been around since the very early days of import drag racing. Through campaigning his AWD Eagle Talon, John lead the first charge and pushed the boundaries of just what was possible with a Japanese performance car.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in John talks about his early days and the many workarounds and bodges that were necessary during the sport's infancy. The Ohio-based racer and car builder was squeezing record-setting high-ten-second quarter miles out of his 4G63-powered Talon, and as the game progressed, so did the car. Andre and John track the development of the Eagle through to its retirement, at which point it was running 7.7-second quarters — all still in a time well before billet blocks, proper race transmissions, and modern turbo technology.John has since moved on to Nissan GT-Rs and Audi R8s, and lays down his recipe for what he considers to be the "perfect" street car when working with these platforms. Easy to live with, perfectly fine to take on long road trips,... and capable of mid-seven-second quartermiles. Finally, the guys dive into the world of dual clutch transmissions. These DCTs have become ShepTrans' bread and butter in recent years, and John goes into detail on how the clever gearboxes work and how we can make them far stronger in order to put up with the massive torque figures modern performance engines provide. There's plenty of nostalgia to be found in this episode, and if acronyms like DCT and TCM have always left you scratching your head, you definitely don't want to miss this one. Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingf

With a 6.921s at 200mph run at Texas 2K19, this alleged 2500HP 2JZ-powered 1995 Supra easily caught our attention.Jay Meagher of Real Street Performance gives Andre Simon the goods on this build, including the fact that although data etc has indicated the car is pushing 2500HP, he believes it is closer to 2200 or 2300HP. No matter that number, the car is a performer and with owner Geo Castillo peddling the team took out the 2JZ elimination class at TX2K.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonThe MoTeC M150 controlled 3.2L 2jz has had ‘a bit of a tune up’ and is running a Brian Crower crank, RNR aluminium connecting rods, CP-Carrillo pistons, King Racing bearings all within a billet block. Up the top is a Mazworx CNC cylinder head, Supertech valve train, GSC Power Division R1 cam, and a 2 stage NOS system that helps the Precision Pro Mod 88 XPR turbocharger hit the desired boost level for launch, and depending on the track conditions can give some extra power. Fuelling is taken care of by 12 x Injector Dynamics ID1700x injectors and a Weldon pump.Jay talks about some of the changes the car has undergone in order to shoot for 6 second passes instead of 7’s, and how even just shaving a few 10ths of a second off a run can require some massive engine and setup work behind the scenes. He also tells us why the car runs a M&M built TH400 auto with ProTorque converter instead of a manual transmission.

This week's High Performance Academy Tuned In podcast guest comes to us all the way from Oslo, Norway. Fredric Aasbø is the winningest driver in Formula D history, with a bunch of championships under his belt and the chiselled jawline to match. Fredric recently took some time out of his busy winter ice drifting schedule to sit down with Andre and discuss all things drift — the driving, the cars, the setups, the business — all of it.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe conversation begins with a look back into Fredric's past, from the early days of his grandmother teaching him how to use the E-brake to control a sliding car on ice,  to his experiences in karting and drifting as teenager,  through to the stark realisation that getting into the pro-level motorsport game — let alone to the very top — means making big sacrifices and pouring everything you have into your dream. Fredric confirms that, as we suspected, there are no free rides in motorsport for the vast majority of us. Andre and Fredric then get into the finer details of drifting at the highest levels, from studying and understanding the judging system, to driving techniques, sponsorship pressures, and even the need to fine-tune your "bullsh*t detector". Fredric also dives into the heavy-duty technical side of the sport and its vehicles, discussing how these pro drift monsters actually work, and how he was able to dominate with a little four-cylinder in an economy car body... Over and over again. Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentfThere are plenty of interesting tidbits to dig into here when it comes to how Fredric and his team set up his cars for each track with asymmetric alignments, turbo sizes, gear ratios, tyre pressures, and a whole lot more. Like to skid cars? This is the episode for you.

If you haven’t heard of Rob Dahm and his Mazda FD RX7 build, you have now. This has been many years in the making so far with lots of ups and downs as well as plan changes along the way — we caught up with Rob a couple of years ago at SEMA and took a good look at this incredible build.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonBrotherly rivalry led Rob to consider an AWD/4WD build and with support and encouragement from Ian Steward of ASD Motorsports who built Ken Block's Gymkhana 7 ‘Hoonicorn’ AWD Mustang. A lot of the details of the Hoonicorn build were shared with Rob, but in the end, it wasn’t compatible with this application particularly when it came to fitting a passenger seat.Due to concerns with cast components, Rob sourced a billet 4 rotor from Carl Thompson which was the spare for a build of his we have featured previously (linked below). It has some unique features which we’re excited to learn more about as time goes on and A-B testing is planned in relation to tuning and exhaust components in the near future too.The car runs an R32 GTR transfer box off the back of a Holinger RD6, Winters Quick Change rear differential, Adaptronic M6000 ECU, Garrett 106mm turbo, Clearview oil filtration system along with Ti Automotive a dual brushless pump setup.Also discussed are the reasons for the tube frame in relation to requirement, or just preference, cast vs billet 4 rotor setups and what the plan is from here.

Is modifying a rare and desirable vehicle a really stupid idea? What's the secret to building a great street car? What makes a good engine swap? Can you actually make a career as an automotive 'YouTuber'? On this week's episode of the High Performance Academy 'Tuned In' podcast, Andre is joined by Dave Pratte and Peter Tarach from Speed Academy to help answer all these questions and many more. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDave and Peter have been in the automotive game for many years, starting off in with a long run in the print media world working at car magazines before eventually transitioning into the online space — specifically YouTube. Through their channel Speed Academy, they've successfully built a career online, and now spend their time taking on interesting builds for the world to see. All those hours spent either in front or behind a camera, pedalling fast cars, or swinging off the end of a half-inch driver, has given the guys a really interesting perspective on what it is we do as enthusiasts. Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingfAndre first digs into what it actually takes to make money as an automotive 'YouTuber', before discussing the potential monetary pitfalls of modifying something like Speed Academy's R34 GT-R and JZA80 Supra projects — vehicles that are quickly becoming more of an investment opportunity than driveable cars.   Peter and Dave then dive into the world of engine swaps — when it's a good idea, when it's a bad idea, how to do it well, and the mistakes that so many people make on their first time around. While still on the subject of swaps, Peter makes the case for DCT (dual clutch transmission) swaps being the new manual gearbox swaps, now that the industry is catching up and providing aftermarket support for CANbus integration. With discussions on what makes a great street car (hint — horsepower chasers aren't going to love the answer) and much more, this is an entertaining conversation with two experienced veterans of the modified import scene. These guys have seen it all, from the pre-Fast and Furious days, all the way through the growing pains of the last two decades to the current YouTube-dominated scene we find ourselves in today — for better or for worse.Check out Speed Academy's YouTube, Instagram, Facebook, and website. 

Even when budget is not a limiting factor, why might a team choose to use a factory block over an aftermarket billet one in a Time Attack build?With a 2.2L stroker 4G63 MIVEC build featuring a custom billet crank, rod and pistons, Benjamin Perry of Benchmark Solutions explains why a billet block was not a consideration for this build along with covering some of the upgrades the Global Aircraft Services Mitsubishi Evo 9 has seen in order to remain competitive in the ever-popular Open Class as the World Time Attack Challenge.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

On this week's episode of the High Performance Academy Tuned In podcast, Andre is joined by Time Attack and Pikes Peak veteran Cole Powelson of Lyfe Motorsport. Cole has a lot of experience when it comes to making all sorts of vehicles go as fast as possible through chassis, suspension, engine, and aerodynamic development and as such, has plenty to say on what makes a quick car and how to achieve it. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe guys start by talking about Cole's unlikely come up through the motorsport world, and how it was always about figuring out how he could engineer his life around getting behind the wheel of a race car – if that meant crewing for teams, training as a tech, using other people's money, or starting his own business, he was all about it. With that in mind, Cole discusses the prohibitive costs of motorsport and the ways that this limiting factor can be minimized. Cole also talks about his two companies, Lyfe Motorsport and Sierra Cars. Lyfe facilitates the complete build of bespoke race cars – that means fabrication, engineering, and development – and can take one to two years with everything done in house, while Sierra Cars produces incredibly trick open wheel cross-kart style weapons that utilise screaming Hayabusa drivetrains and plenty of trick engineering. Many lessons have been learnt along the way in both of these businesses, and Cole is happy to share them. Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentfThere is, of course, plenty of discussion to be had around time attack and hill climbing, as well as Cole's thoughts on the R35 GTR platform – with which he holds numerous time attack records and is currently in the midst of building a new project that is powered by a 6-litre Ford Powerstroke – as well as the huge importance and benefits of properly-designed aero. Cole is a wealth of knowledge and we enjoyed his frank and open take on all things speed – there's plenty of golden nuggets in this episode for anyone who's interested in going fast!

2000-3000HP GT-Rs are not uncommon in today's performance car world, and Tony Palo of T1 Race Development runs us through some of the nuances that go into tuning these highly strung, modern beasts and ensuring that power goes to the ground.Discussed is how the MoTeC M150 ECU controls the torque via a variety of parameters such as speed, boost, knock throttle etc. Also discussed is how the gear shifting is done to ensure the torque output does not exceed the gearboxes threshold when the driver requests a change, and also touched on is how the ECU actually calculates the torque and the need to be accurate in your tune to ensure this information is also accurate and safe.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

Is there something in the water? Is it a cultural thing? Maybe it's the 9 months of cold and dark per year that forces enthusiasts into their garages and workshops that results in some of the world's most extreme race car builds.  Whatever the answer, there's no denying that Scandinavia is rich with incredible DIY engineers, fabricators, and engine builders, and Sweden's Karel Silha is one of the best. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe brains behind Karel S. Motorsport, Karel recently sat down with Tuned In's host Andre Simon talk all things race car design and fabrication, building big-power BMW M motors, aerodynamics, and much more.In this episode, Karel and Andre dive deep into his latest build – an insane tubeframe time attack weapon based off a BMW M4 DTM and running a 1100hp twin-turbo BMW S65 V8 from an E90 M3. Absolutely everything on this machine is custom, designed and fabricated from the ground up, and Karel goes into plenty of detail about the process – including the initial body design, which began as a 3D scan of a detailed 1:18 scale model of the actual DTM race car. The ups and downs of building high-powered yet reliable BMW motors are discussed, as are the insane aerodynamic aspects of the car and the suspension needed to work with it, along with the intense electronics and data acquisition capabilities that Karel has built in. Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentfKarel has a lot of experience when it comes to going all-in on a build, and that means that plenty of lessons have been learnt along the way – many of which he's more than happy to discuss with Andre in this insightful and sometimes inspiring episode of the podcast. If you like building cool things, going fast, and maybe taking things just a little too far in the workshop, this is one episode you're not going to want to miss.Check out Karel's Instagram here: karel_s_motorsport

Are piston coatings going to save you from a bad tune, and if not, what’s the point? MAHLE Motorsports engineer Eric Grilliot answers these questions and more during a Performance Racing Industry Trade Show visit.Discussed are how different coatings can look identical to the naked eye but will often have different purposes and intents between manufacturers and also locations on the piston. Top Fuel piston coating vs OEM vs racing and even street applications are touched on along with why different areas of the piston might be focused on, or in the case of Top Fuel Drag Racing why it is beneficial to simply coat the entire piston. Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

Want your GT86 to rev out to 9,000 RPM? Here’s one way to do it.The 570HP 4.5L Ferrari V8 powered ‘GT4586’ of Ryan Tuerck was at the Goodwood Festival of Speed and we caught up with Brian Hartsock of Unicorn Garage to get a few more details of one of the more unusual GT86 engine swaps you’re ever likely to see. The engine hails from the F136 V8 family and originally was housed in a Ferrari 458. Other than some setup changes for fitment, it remains relatively stock and despite boasting 80% of its 540Nm of torque being on tap from 3,250 rpm, Nitrous Oxide is injected up until 6,000 rpm to prevent a lot of clutch work and increased maintenance to keep it sliding.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

We've got an absolute banger for this week's episode of the High Performance Academy Tuned In podcast, as the legendary Ben Collins sits down for some quality chats with Andre about all things driving and, of course, being the Stig. You may not know the name, but you'll definitely recognise the white overalls and helmet. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAndre first leans in on Ben's wealth of experience when it comes to professional motorsport and driver training to talk about honing your skills behind the wheel. Ben's insight into common mistakes to avoid, how to get the most out of your car, and things he wishes all drivers knew are valuable ones.The pair then move on to the real meat and potatoes of the whole thing — how does someone even become the Stig? Ben charts his unexpected rise from an inexperienced driver who'd never even been in race car before 18, to becoming one of the most famous drivers in the world — if not by name. This is a man that has driven and raced almost every type of race and street car, from open-wheelers, to NASCAR, to V8 Supercars, to the 24 Hours of Le Mans and countless roadgoing exoticas — and that means there's just a huge amount of gold worth diving into. Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentfWhat was life like as the Stig? How did he keep his identity secret for so long? How much pressure was there for manufacturers to turn in a good lap? What was the best car he ever drove? Andre was bursting full of questions for Ben in this fascinating podcast — so if you want answers to any of the above and much, much more, this is going to be a great podcast for you.

Running 80 PSI of boost and in excess of 2500HP Croyden Racing Developments 'JUN II' is one of the quickest GT-R Skylines in the world with a 6.86 1/4 mile pass at 204mph at the time of recording, most impressively with a street-legal chassis and the weight that comes with that!This interview with Con from CRD was filmed at Sydney Jamboree where unfortunately race day was rained off but we're excited to see what the car and bigger turbo setup can do in the future.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

More and more late-model vehicles are using CAN bus to help control almost every function in a car from engine-related functions to touch-sensitive door handles. While on the surface this technology is great, when we want to start modifying a vehicle for track use it can cause complications.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

Jett Racing recently reset the world record with a 6.20 at 229 mph with their 2200HP, 110 PSI compound turbocharged 4g63 monster.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free 

Ever wondered what it would take to build a 10,500RPM, 500HP V8 motorcycle-based engine? Wonder no more as the RPE RP-V8 is just that.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free  

The 2.3L 4G63 in this EVO 6 can produce up to 590HP, but why is that not necessarily a good thing?Benjamin Perry of Benchmark Solutions runs us through the Evolution Racing Spares EVO 6 which took out first place honours in the Clubsprint Class at the last World Time Attack Challenge. Running up to 590HP from 37 PSI (440KW at 2.5 Bar) the team actually turned down the boost from the Garrett GTX3576R GEN II in order to make suspension and driver changes in order to get a PB out of both around Sydney Motorsports Park.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Solder Vs Crimping, PDM feasibility, documentation, and Mil-Spec vs Autosport connectors, this interview has it all.Cody Philips spared a bit of time for Andre and the team at TX2K to run through a large range of topics relating to his career, best practices when it comes to professional level motorsport wiring, materials and a few details on what he has done to his own 2000 odd horsepower, 7 second 2JZ powered JZA80 Supra.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

In this Field Report direct from the pits at Pike's Peak, Andre sits down with David Rowe from EPS, also known as Electronic Performance Systems, to discuss the path to become a professional aftermarket tuner.Considering that there are currently no university qualifications or industry-recognised standards to follow, this is a very important subject for a lot of people. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

4G63 vs 4B11, best turbo back pressure ratio, and is the biggest turbo you can fit the best? Let's find out!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRunning 1170HP, 680 ft-lbs of torque and in excess of 53 PSI of boost, the English Racing Mitsubishi EVO X is pushing the boundaries and leading the pack to be the fastest Mitsubishi Evolution X in the world. Driver Myles Kerr discusses some of the challenges that come with pioneering a newer platform and where he sees the 4B11 being superior to the proven but now dated 4G63 power plant. Despite what a lot of people think, it does take more than just a healthy bank account to get this done 🤓

With teams now pushing 100PSI of boost to hit power levels of 3200HP and more from existing setups, we’re excited to see what Bullet Race Engineerings new RB hybrid block can do.Darren Palumbo is no stranger to Nissan RB26’s, RB30’s or Toyota 2JZ engines with Bullet Race Engineering having produced billet blocks for each many times over the years and using this knowledge the team has gone one step further to try and remove some of the weaknesses holding the RB back, specifically the crankshaft. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

This week's High Performance Academy 'Tuned In' episode is all about big boost, big launches, and even bigger power figures as we sit down for an in-depth chat with T1 Race Development's Tony Palo. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSelf-taught and always learning by doing, T1 Race Development's Tony Palo is a long-time industry veteran that has spent years pushing the limits of just what's possible in the import drag racing scene. Over the last decade, Tony has narrowed his focus on the venerable Nissan R35 platform, and now runs some of the fastest GTRs in the world.  In this episode, Tony talks to Andre about getting his start in the tuning world and his initial dealings with "fast" Hondas during a time when going quicker largely meant a process of trial and error. These days, things are a lot more precise, and the pair discuss the many advances that the industry has seen over the last decade that have allowed tuners like Tony to push the boundaries of just what's possible.Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingf When it comes to R35s, Tony really knows his stuff — something that's immediately obvious as this episode progresses. Massive turbos, billet VR blocks, pushing way past 2500hp, and the lessons that have been learnt along the way are all discussed in detail. This week's instalment of Tuned In is all about life on the bleeding edge, and it's a wild ride.

What does it take to run multiple cars at some of the world's toughest endurance races? Is the life of a top-tier race engineer as glamorous as it all seems? And what's the difference between GT3 and GTE classes anyway? Listen to this week's 'HPA Tuned In' podcast to find out.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRace Engineer Arne Peeters has spent the better part of the last decade working across Europe and North America for both OEMs and race teams alike, all in the never-ending hunt for more performance and better results. In this episode of HPA's 'Tuned In' we discuss how Arne set his career in motion, his time spent perfecting OEM vehicles for the mass market, and the many intricacies and challenges involved with running teams in endurance racing across the world.Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentf We also spend time talking about the big gap between amateur drivers and true professionals, and how important it is that a racecar's setup accurately reflect a driver's skill level — something that can be quite challenging when you have people of different abilities on the same team. The importance of understanding and making the most of aerodynamics is also delved into, as well as thoughts on achieving the perfect car balance, the compromises that need to be made to have a career in top-tier motorsport, and plenty more.

Finding the perfect ECU is hard, but not when you're Scott Kuhner who instead of settling for compromises decided to create & build the EMtron ECU platform himself instead.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAndre and Tim dive into  a bit of history on EMtron, why Scott wanted to create his own ECU and what is the process to do so was, along with the experience/knowledge he had before starting plus what he's learnt along the way. Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonAlso talked about is what goes into developing an industry leading ECU, what functions EMtron is bringing to the aftermarket world such as 'Geo Fencing' and 'Throttle Mass Flow'. Scott also gives us insight into the future for EMtron, what sort of development path is the ECU brand heading towards and what potential new products are in the pipeline.