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: 4B11 vs 4G63? World's Fastest EVO X!
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
064: Developing Championship-Winning Engines for Redbull F1.
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
Field Report: 2280WHP R35 GT-R — How To Gun For 6s While TURBO Limited.
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
063: Creating 2000HP+ Works of Automotive Art.
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
Field Report: World's Best LSX-Powered S15 Silvia?
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
062: The Secrets to Building a Pro-Level Wiring Harness.
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
Field Report: 3200HP+ RB Block With A 2JZ Twist.
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
061: Tune ANY Factory ECU With WinOLS.
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
Field Report: Flawless 900HP 2.2L Nissan S15.
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
060: Fabricating a 3000hp Triple Turbo 4-Cylinder Drag Car from Scratch.
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
Field Report: 1000HP & 700lb/ft YB Cosworth.
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
059: Going Faster With Transmission Tuning.
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
Field Report: 250HP to 2500HP? Aftermarket Parts Development.
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
058: Choose the Right Cams for Your Build.
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
Field Report: 1000HP+ 53PSI COBB-Tuned Subaru WRX.
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
057: Where are Motorsport Powertrains Heading in the Future?
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
Field Report: Crazy 975HP Ford BARRA-Swapped R32.
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
056: Reflash or Standalone — Do We Still Need Both?
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
Field Report: Tuning The 1800HP+, 7-Second, 4G63 Red Demon.
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
055: Sorting Turbo Manifold Fact From Fiction.
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
Field Report: 1300HP AWD EV | How To Tune An Electric Car.
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
054: Unlock Your Car’s Full Handling Potential.
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
Field Report: Audi Quattro 90 IMSA GTO VS Audi 200 Trans-Am.
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
053: Tuning Priceless Legends for a Living.
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
Field Report: Hillclimb Weapon — 1150HP 1100KG BMW E36.
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