Tuned In
High Performance Academy
Updated 3 days agoHigh Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, CAD, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver Coaching/Training, Motorsport Fabrication and Car Setup.
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Episodes (364)
Field Report: Not All Intercoolers Are Made The Same.
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
072: Making BIG Power With 10 Cylinders and Plenty of Boost.
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
Field Report: 1300HP AWD EV — How To Tune An Electric Car.
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
071: MAXIMIZE Your Aero Performance.
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
Field Report: 1000HP+ A90 Supra Pistons.
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
070: Motorsport Engineering on Only Two Wheels.
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
069: Making 500hp Per Cylinder Without Windowing Your Block.
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
Revisited: Your BEST Performance Modifications.
**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.
Revisted: The Unreliable Rotary — Fact or Fiction?
**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
Revisted: Setting Your Drift Car Up to DOMINATE With Fredric Aasbø.
**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.
Revisted: No Mods. Tune Only. 25% MORE POWER.
**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.
Field Report: Losing 27% Horsepower And Going 4.8 Seconds FASTER!
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
Revisited: Billet Blocks, Six-Second Quarters, And Pushing Past 2500whp.
**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.
Field Report: This 20k 180SX Build Will Surprise You.
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
Revisited: 650hp, 2 tons of downforce, and ZERO visibility.
**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
Field Report: Why A 4G63 Is BETTER Than An RB26 | R32 GTR 4 Banger.
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
Revisited: EFI At 14,000ft With Shane T.
**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 😅
Field Report: Wiring a WINNER | 1200HP Tilton EVO V2 Motorsport Loom Insight.
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
068: Take Advantage of Your ECU’s Traction Control Capabilities.
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
Field Report: Why Not BIllet? | 4G63 Evo IX Time Attack Upgrades.
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
067: Massively Improve Your Tuning With the Right Injectors.
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
Field Report: Get Up To Speed On Brake Upgrades with Alcon.
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
066: Why Domed Pistons are a BAD Idea.
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
Field Report: Tuning the 4G63 1800HP+ Red Demon.
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.
065: Building SEMA-Winning Cars for a Living.
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