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: 1970's Supercar Killing Sleeper.
Is this the greatest 8 second 1970’s sleeper ever? At the latest World Time Attack Challenge Christian Goleby of Golebys Parts gave us a rundown on his daily driven 800HP KE36 Toyota Corolla which is one of the coolest sleepers we’ve ever seen, complete with steel rims!Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tunebPowered by a 1jz due to experience and strict Australian road legalities, discussed are some of the advantages and challenges of the VVTi setup Christian is using along with why they are using a 4 speed automatic that you don’t often see pulling 8 second passes.Interestingly the setup is only limited by the injectors which are at 98% duty cycle by 810WHP, which is a self-imposed restriction to just to ensure things don’t get any further out of hand. With Christian experimenting with increasing the Nitrous/NOS dose at launch until he could scrape the bumper, just the once for fun, we can completely understand the self-control pressure he is under with this monster
039: Reflashing Modern Euros for BIG Gains.
Have you always avoided messing with late-model European vehicles? Does the idea of strapping a modern Audi, Merc, or BMW to the dyno sound like a bad one? Does the mere mention of WinOLS make you turn the other way? If you answered yes to any of those questions, bFlash's Aurélien Turban is here to help clear some things up.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Paris, Aurélien joins us for an interesting and in-depth conversation about the European side of the tuning market — admittedly not something that there's a lot of information out there about, nor something we get the opportunity to discuss very often on this podcast.Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better.Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better. Naturally, the conversation turns towards the increasing difficulty of using an aftermarket standalone ECU in these cars and the many advantages that reflashing the stock unit offers instead. Most of these OEM ECUs now use torque-based systems, and the guys spend some time discussing the ins and outs of working with this kind of setup. This episode is an interesting look behind the curtain of the late-model Euro reflashing world, and there are a lot of technical discussions around WinOLS, overcoming OEM security measures, how the bFlash interface works, and much more. Follow bFlash here:IG: @bflash.euFB: @bFlash.euWWW: bflash.euWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
Field Report: Can You Have A 960HP, 42 PSI Work Whip?
An F20 powered 960HP Honda S2000 work whip/drag car. This man is living the dream.At the latest TX2K we caught up with Stuart Leiby of T1 Race to talk about his excellently presented, Nyan Cat approved F20 Powered Honda S2000 drag car, that he also drives to work a few days a week.The car runs a ‘beefed up’ Honda F20 that had a casual 120,000 miles on the block before modification. The block has Golden Eagle Mfg sleeves to ensure it survives the 960HP output at 42 PSI of boost from the Precision 64-66 turbocharger along with Pauter Rods, CP Carrillo pistons, Brian Crower cam, Ferrea valve train components with copper valve seats and head work done by Watshop? A factory Honda crank and head gasket are used, but Inline Pro 12mm head studs are used to help it all stay together.A MoTeC M130 and C127 dash take care of the engine management and monitoring while a Quaife 6 speed sequential box helps get power to the ground along with the RPS carbon clutch, Magnus Motorsports flow control valve, RSS 5.9 axles, carbon driveshaft and Nissan R200 rear end. Ignite red, an E90 ethanol fuel blend is fed to the F20 via a set of Injector Dynamics ID1000 primary injectors and ID1700 secondaries via a brushless fuel pump.Stuart talks to Andre about how he can double the boost pressure on a prepared surface like that at Texas 2K compared to what can be run on the street, and traction control is also discussed along with his clutch slipper system. Also touched on is how the Honda 6 speed was stubbornly held onto until 600HP before switching to the Quaife box in order to maintain some reliability. Solid effort!Start learning how to reflash tune. Sign up for the next free lesson now: hpcdmy.co/hptuners101f
038: Unlocking BIG Power From the New Breed of Performance Engines.
Drivetrain systems are getting more and more complex, and that makes modifying them increasingly difficult. Thankfully, there are people out there like this week's Tuned In podcast guest, Jake Hershorin of Motiv Motorsport, poking and prodding in order to gain control and unleash all that potential power hidden within motors like BMW's B58, as used in the A90 Toyota Supra.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJake, along with his partners Ty Sayman and Chris Kontos at Motiv Motorsport, is leading the charge when it comes to working with (and sometimes around) the complex control systems found in modern performance cars, and is currently producing a popular 'Reflex' standalone controller that allows for the addition of port injection to the direct-injected BMW B58.In this podcast, Jake and Andre get deep into how the controller works, as well as why you'd even need to add port injection to a capable motor like the B58 in the first place. Jake also details how — even though it wasn't the original plan — the tuning bug bit and he got into the business, as well as how that business has changed over the years, and his eventual migration from Japanese vehicles towards BMW platforms like the always-popular N54/55 turbo straight sixes. The pros and cons of 'e-tuning', AKA remote tuning, are also discussed — as are the finer details of direct injection, FlexRay, and the A90 GR Supra. If you're wanting to stay ahead of the curve as the automotive scene continues to grow more advanced every year, this discussion is one that'll be well worth listening to.Follow Motiv Motorsport here:IG: @motiv_motorsportFB: @motivmotorsportWWW: motivmotorsport.comWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
Field Report: Tuning A 3214HP Diesel Engine
With a power range of up to 3500HP and the possibility of 200PSI of boost, this Cummins based diesel engine is producing more power than anyone can yet get to the ground efficiently.At PRI, Drew Pumphrey of D&J Precision Machine gave us some insight into what goes into tuning a high performance diesel engine using this 410 cubic inch Cummins based billet application as an example. Drew and the team around him have so far produced 3214 hp and 3351 lb/ft of torque with plenty left in the tank since this interview.Drew gives some tips on safe EGT temps for drag racing and towing rigs, along with an explanation on what starts to fail first when you start to push temperatures too far. The use of 1000HP+ of nitrous to get the most out of the 98mm turbo used in this application, and why you see tractor pullers using compound setups instead of nitrous is covered too 🤘Also discussed is how some racing setups prefer to keep things cool with more fuel, similar to a gasoline application, with AFRs around 12:1 to 14:1 however this carries more risk and as a by-product produces more smoke. For drag racing examples it is easier to use airflow to help reduce temperatures and keep things on the learner around 19:1 to 20:1 which gives a better safety margin and more control along with the ability to run nitrous setups from the likes of Nitrous Express.Learn more about performance diesel engine tuning. Start instantly with 4 free lessons: hpcdmy.co/essential-diesel
037: Pushing 60 PSI Through a Subaru Boxer.
Do you like power? Subarus? Going fast on dirt, gravel, snow, and tarmac? Detailed tech discussions? If so, we've got the perfect tech-heavy gem for you this week! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOur host Andre Simon is joined by Dan Farley of Vermont SportsCar for this week's episode of the HPA Tuned In podcast. VSC is a long-time partner of Subaru Motorsports USA and Dan manages the powertrain department at the Vermont-based company's incredible facility. This means he's an absolute goldmine of knowledge when it comes to building boxers capable of handling the gruelling conditions seen in rally, rallycross, and gymkhana — and yes, that includes Travis Pastrana's monster gymkhana builds.Dan kicks off by discussing how he used education to work his way into the privileged position he finds himself in today, building some of the most impressive Subaru drivelines that the world has ever seen. Dan's work with the Subaru boxer engine is undoubtedly the main focus of this podcast, and there's a lot of fascinating information to be gleaned around how a high-end outfit like VSC goes about building a Subaru that can make big power, take a hammering all day long, and still make that same power on the dyno at the end of a gruelling season with zero complaints.This episode also features some great discussions around headgasket solutions when you're running 4 bar of boost and massive cylinder pressures, dealing with the restrictors that many rally and rallycross competitions mandate, billet vs cast Subaru blocks, as well as a great look into anti-lag strategies. Find out more about Vermont SportsCar here:FB: VermontSportsCarIG: @vermont.sportscarYT: Subaru Launch Controlwww: vtcar.comLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb
Field Report: How To MODERNIZE A Formula 1 Car?
How do you dyno tune an F1 car and how hard is it to replace their specialist electronics in order to keep the cars running?Originally touted as a 740bhp at 17,000 RPM 3L V10 engine, Milan of PerSysTec gives us a rundown on the 650HP, 16,000 RPM 1997 Williams FW19 car that helped earn both the constructors title plus first and second places in the driver's championship for Jacques Villeneuve and Heinz-Harald Frentzen. Discussed are how the electronics on what is now a classic F1 car can be modernized, the level of integration that involves along with some of the reasons this was required.Despite the car still being an impressive piece of kit and well ahead of the technology trend that we see filtering down to our own personal cars, unsurprisingly, there is not much on the Williams FW19 that was ever mass-produced to supply the car with spares 20+ years into the future. Combine this with the fact that computer technology from the time now has legacy status and many of the talented people who worked on tuning the original Magneti Marelli ECU have long since changed careers or retired, it’s only natural a modern Cosworth ECU that is used at professional levels of motorsport today such as LMP1 and LMP2 is instead utilized.The original Williams VCM that controls the cars remaining hydraulic systems (clutch, gearbox) has been retained due to the fact parts and support are still available from the team. Interestingly, the latest version of CAN Bus was published in 1991 (CAN 2.0B) and utilized in F1 shortly after so it is surprisingly easy to integrate this into the modern Cosworth ECU right back to the 1992 FW14B. While capable of a lot more, in this application the Cosworth ECU is in some cases left in the backseat simply as a failsafe to shut down the engine if any other systems run into trouble.While all of this electronic work is essentially irreversible, it does mean that with some RPM limits and ignition cut safeties in place the car can still be driven by a professional driver at events such as the Goodwood Festival of Speed. Hearing the V10 Renault RS9 run is certainly something we enjoy a lot more than staring at a static display piece personally.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson
036: Making Nissan's RB Motor SING.
This week's HPA Tuned In podcast guest, Anthony Daher of Dahtone Racing, is an expert on all things Nissan RB and Skyline GT-R. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Sydney Australia, Anthony is a wealth of knowledge when it comes to Nissan's legendary R32-34 GT-R platform and its enduring RB26 powerplant. Over a couple of decades worth of experience building and racing countless Skylines, he's learnt everything there is to know about these imperfect pieces of 90s engineering and is more than happy to drop some of that knowledge during his conversation with our host, Andre Simon.This episode is a real deep dive into the RB world as Anthony and Andre look into Nissan's legendary straight-six to discuss its strengths and its weaknesses, how to overcome the engineering shortfalls, as well as how to get the absolute most out of it.Anthony also takes the time to discuss the business side of the equation, talking us through how he started his Dahtone Racing shop, the lessons he's learnt, and what he thinks is key to running a successful company in the aftermarket performance industry. There's plenty of good advice here for anyone wanting to sharpen up their performance business or looking to start something new. Before wrapping up, Anthony also discusses the ins and outs of the two-time WTAC-winning Hammerhead Nissan S13 Silvia, which his shop is now looking after since it changed hands last year. Even if RBs and GT-Rs aren't your thing, this episode makes for a great listen for anyone with an interest in engine building, motorsport, or business success in the industry.Follow Anthony's work here:FB: Dahtone RacingIG: @dahtone_racingLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb
Field Report: Why Forged Pistons Are BETTER Than Cast
Forged pistons are better than cast in the aftermarket performance world, but why?Using JE Ultra Series pistons for the example with Jeremy at The Sema Show we dive into how forged pistons hold up better to knock/detonation, can handle more boost pressure/load and heat as well as having greater tensile strength. When it comes to the JE Ultra Series line these forged pistons also have a ceramic coating that helps keep the heat where you want it in the combustion chamber and away from the bottom end of your engine.JE''s 'perfect skirt coating is also discussed along with how a window is left in the coating which allows machinists to still make accurate measurements when preparing the block. Also discussed is how JE forged pistons also have an aligned grain structure due to their production technique which allows JE to have the grain optimised in high-stress areas of the piston for extra strength (up to 20% but it will depend on the specific piston design).Not discussed directly but an important aspect of the likes of JE's perfect skirt application is how it not only reduces friction as you would assume but in the case of forged pistons also helps eliminate the piston slap they usually have from cold start as well as false knock.Lateral and vertical gas ports which allow your piston to seal against the bore are also explained along with the reason pistons have an accumulator groove and of course how the JE Ultra Series pistons come with their Alloy Steel 9310 wrist pins which offer superior tensile strength.Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingf
035: Simple Engine Building Mistakes That Could Cost You THOUSANDS.
A whole lot of knowledge is dropped and plenty of myths get busted on this week's episode of the High Performance Academy Tuned In podcast. Our guest, Tyler Hassing of Force Engineering, is a multi-talented performance engine builder and machinist, tuner, and fabricator with a passion for building things right and going as fast as possible.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIn this tech-focused episode, Andre and Tyler get into the weeds on a wide range of topics, starting with the nightmare that is early Ford EFI tuning, before moving on to some serious Mitsubishi 4G63 nerdery, and a discussion on the pros and cons of different engine prep blasting methods.A lot of Tyler's work is in the performance engine building and machining world, and this gives Andre an opportunity to discuss building for big power, as well as the common mistakes that Tyler sees time and time again when people build their own performance motors. This also leads to a very in-depth discussion around cylinder head porting, in which Tyler clears up a lot of mystery surrounding what can sometimes be thought of as a bit of a black art. Tyler also currently claims the world record for a stock-block Gen-1 Ford Coyote with an 8.59 @ 155mph in his S197 Mustang, and has learnt plenty of lessons along the way. The interestingly minimalistic build is discussed in detail, delving into the reflash vs aftermarket ECU debate, finding the limit of a stock Coyote V8, turbo sizing, and much more. This episode contains a tonne of interesting and useful info for anyone interested in going fast reliably, and you'll probably end up at least three percent smarter if you listen to it. Follow Tyler here:YouTube: Force EngineeringFacebook: Force EngineeringLearn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb
Field Report: Mid-Engined 550HP AWD Twin-Turbo J35 Acura TLX GT
Starting life as a 2015 Acura TLX GT, this RealTime Racing monster is now a twin turbo, 500HP mid-engined Pikes Peak 2018 Open class winner.Mike gives us a rundown on the car which has been extensively modified with the dry sumped V6 J35 engine, prepared by Honda Performance Development, being mid-mounted to allow for an AWD setup to be installed with a 60:40 split on the Xtrac transmission and front and rear differentials. The engine is controlled by a McLaren ECU with the paddle shift system being managed by a MEGA-line pneumatic shifting package.Also discussed are some of the cooling considerations for Pikes Peak, how useful the data from testing (which is not a full run) is and also some of the work that went into getting the engine to fit in this configuration.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson
034: Why K-Swapping a Ferrari Makes Perfect Sense.
What's the best way to tackle a big build project and actually follow through to its completion? Just how useful is learning how to design in CAD? Is stance dead? And just how the hell did Ferrari manage to build such an overweight and underpowered car?These questions and many more interesting head-scratchers are all answered on this week's episode of the High Performance Academy Tuned In podcast with our guest, Mike Burroughs of StanceWorks. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFrom humble beginnings, Mike became one of a few key figures that helped to push the automotive landscape in a whole new direction during the 2010s. This week's conversation kicks off by exploring Mike's emergence onto the international car scene through his founding of StanceWorks and his internet-breaking builds, before discussing the 'stance' scene's meteoric rise, unavoidable peak, and inevitable decline. Mike was able to translate that early success into a full-time career, and now runs a successful YouTube channel alongside the ever-popular StanceWorks site. Andre digs into this transition and how it's actually financially viable, before discussing Mike's biggest selling point — his insane builds. Mike has zero relevant qualifications and has simply learnt everything as he goes, documenting it all for the world to see. This means he's picked up plenty of lessons along the way, and talks Andre through the most important things he's learnt when it comes to tackling big builds — and that means learning how to fabricate, weld, CAD design, and everything else in between. Then there's the bright yellow elephant in the room — Mike's Honda-powered Ferrari 308 project. Although the purists might turn their noses up at this build, Mike dives deep into explaining exactly why he took a pristine classic Ferrari and tore it to pieces in order to create a 1000hp, K24-powered, street-legal time attack weapon.If you love the buzz that comes with getting another job done on your build, or you're just about to pull the trigger on a new project car, or maybe you just love a little controversy — this is going to be a great listen for you.Want to learn how to do your own fabrication work on your build? Here's the perfect place to start: https://hpcdmy.co/fabbFollow Mike here:www.stanceworks.comIG: @mike_stanceworksYT: Stanceworks
Field Report: 700WHP Hybrid 350Z & Electric Lotus
It’s not long ago that trying to get 200HP more from an engine at its limit without forced induction or nitrous would have left you scratching your head with 0 results.Sasha Anis of MoTeC Canada and Mountain Pass Performance runs us through their Lotus Evora (Blue Lightning) EV conversion project and 700HP Nissan 350Z Hybrid setup which all use a mixture of OEM Tesla, Chevrolet and BMW motor and battery componentsSasha discusses how the goal for the Blue Lightning project was to have a complete OE feel including stability and traction control built-in using a MoTeC M150EV control unit rather than all the manual switches you often find in a race car. The limitations including software, range, heat and voltage management are touched on along with cost being one of the biggest barriers to entry for motorsport level setups at the moment. Luckily there are some options that MoTeC offer and some other simpler controllers out there already getting the ball rolling with plug and play solutions in the pipeline for the industry also.On the Hybrid 350Z front we learn about the 500HP All Motor VQ35 and its KERS system that sees up to 200HP extra on tap once more than 80% throttle has been requested. This setup gives the flexibility of going all out for a Time Attack application or having smaller amounts of power on tap for an entire race depending on driver and track demands. A MoTeC GPRP is used for engine and sequential gearbox control with a lot of the custom Blue Lightning firmware handling the electric motor side of the car.Lastly, we dive into the charging limitations for a KERS system. As the BMW i8 battery has some unknown parameters and is expensive, Sasha explains that it’s a constant balance of managing voltage and heat to ensure batteries are not overcharged when they’re close to full but have as much charge as they can safely when depleted to maximise performance, meaning the scale of charge is always shifting.Want to learn more about motorsport wiring? Claim your spot to the next FREE lesson: hpcdmy.co/wiringlessonf
033: Splitting a Block in Half With Boost!
From fighting the government, to the final word on which Honda motor is best, to cleaving a block into two pieces on the start line — this week's episode of the High Performance Academy Tuned In podcast with PFI Speed's Brent Leivestad is a wild ride. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBrent joins us from snowy Colorado for an interesting and in-depth conversation that covers a wide range of topics. Andre and Brent kick off by discussing PFI Speed and its metamorphosis from a used parts sourcing company into the well-known fixture of the import scene that it is today. The conversation then — inevitably — turns towards all things Honda, of which Brent is very well versed. The big topic that comes up here is the pros and cons of each Honda engine series, and which is definitively the best. The guys then dive deep into a recent incident at Sick week, which saw one of the PFI Speed cars split a B18C block completely in half. Brent discusses the ongoing diagnosis journey, as well as the steps that can be taken to ensure this sort of catastrophic failure doesn't happen again. The convo then pivots in a completely different direction, focusing on Brent's recent battle with the US Government, in which he was handed massive fines for selling aftermarket ECUs. This is a really important topic that concerns most of us in the industry as the world's emissions and environmental protection measures ramp up. Why was Brent singled out amongst the hundreds of resellers in the US? How did they come up with the dollar amount in fines? What does this mean for the tuning industry in the coming years and what can we do about it? Follow PFI Speed's journey here:Youtube: PFI SpeedInstagram: @PFISpeed Facebook: @PFI.SpeedWant to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
Field Report: What Goes Into A Bespoke V12 Build?
V12 LS, that’s probably not an engine code and configuration you see around very often, if at all.Matt Corish of V12LS.com runs us through what it takes to take a V8 platform and transform it into a V12, bank angles, what parts are still interchangeable and also some specific areas and where the team improved on the existing LS design while they had the chance to ensure reliability up to around 2000HP which with the likes of Haltech and their quad setup of Garrett turbos and Josh Robinson's twin Magnuson supercharger build, it’s not that far off.Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingfA large focus of the design was to ensure as many aftermarket performance parts were available for engine builders to make things more affordable (as far as V12 builds go!) and easier. The fact that companies like JE Pistons, K1 Technologies and Wiseco among many others have already put a lot of time and research into components for the LS platform add plenty of merit to this focus.Matt also discusses some balancing and firing aspects of a V12 compared to a V8 and inline 6, along with advantages beyond parts in sticking with a 90-degree bank angle. Production processes are also discussed including 3D printing into sand in order to get the cooling system perfect, and Ford Barra fans can share the love too with the same sized crank journals being utilized.As a side note, Matt and his team actually managed to cut and shut two junkyard LS engines together to make a test platform before production, not just to the point it ran, but to the point it produced 700HP. Now that's a sign of talent and a solid effort.
032: Start WINNING Races With Aerodynamics.
This week's episode of the HPA Tuned In podcast features one of the biggest names in the motorsport aerodynamics world — Andrew Brilliant of AMB Aero.This conversation is an absolute gold mine of information for anyone who's interested in the aero world — whether you're considering adding a package to your car, wondering why your times have got slower after fitting your new splitters and wings, or even if a career in the field sounds like something you might want to look into. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBased in Sapporo, Japan, Andrew has spent his career designing and testing aero for some of the fastest track cars in the world — including the hyper-secretive world of Formula 1. He is, of course, probably best known for his involvement in the time attack realm, in which he's had a hand in pushing the absolute limits of what's possible through the most dominant vehicles in the game. The best of the best — Scorch Racing's S15, Lyfe Motorsport's GT-R, Gobstopper 3, Black Mamba, and many more — all use AMB Aero's advanced design work to crush the competition and lap records alike. Over an hour and a half, Andre gets Andrew to break down and explain many of the key principles of aerodynamics, as well as discuss how someone even becomes an aerodynamicist, what makes time attack cars so fun to design for, and just how many seconds racers are leaving on the table by not optimising their aero packages. What might be the most helpful, though, is Andrew taking the time to detail the big mistakes that people make when designing and fitting an aero package to their car, and how the vast majority of these mistakes and their consequences could have been easily avoided. This episode is a real deep dive into the fascinating world of aerodynamics, and it's essential listening for anyone interested in going faster on track. Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentpod
Field Report: Getting 650hp on Stock Honda Internals
We love a good Starlet, and they don’t come much better than a turbocharged KP61 with some severe aero.Originally a drift school car back in Japan, Angel of Horsepower Techs KP61 Toyota Starlet has had more than a few changes over the years. After running the supercharged 4agze at 180HP Angel wanted more power so turned to a turbocharged Honda F20C engine he already had kicking around. The new F20C setup makes 650HP thanks to the Garrett 3582 Turbo strapped to it and One Ethanol fuel, but with stock internals, there are some more modifications planned to ensure reliability on track during Grid Life’s Time Attack season next year.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonWhile the car already had a TRD widebody kit, it was nothing compared to the APR Performance and custom rear diffuser now fitted which will be dialled in over the winter. This will be done with the help of Angels AEM Electronics package via more than a few hours spent comparing data and making logical adjustments based on it to ensure there is traction where and when it’s needed on track.ECU wise the car retains the AEM Series 2 ECU that came with the F20C transplant from another project, and it is complemented by an AEM 3 port boost controller, CD-7 dash and IMU. The fuel system sports a solid Radium Engineering kit, Injector Dynamics ID2000’s and a Horsepower Techs in house fuel rail. Needless to say, we’re excited to see what Angel and this setup can do once dialled in and if he utilises parts mentioned like Turbosmarts new electronic wastegate and AEMs Infinity series ECUs.
031: How to ACTUALLY Make Money in the Tuning Industry.
The saying "do what you love and you'll never work another day in your life" is an accurate one, but there are a whole lot of cold, hard truths that need to be carefully considered before turning your passion into a career.To shed some much-needed light on the subject, this week we invited Reid Lunde of Kaizen Speed to sit down with Andre and talk shop — both in the literal and figurative senses. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inReid has been in the tuning and performance aftermarket business a long time, and has learnt plenty of lessons the hard way over the years when it comes to customers, staff, projects, services, and much more.In this episode, Reid and Andre spend some time discussing these lessons and talk about the strategies and systems that can be used to avoid the many pitfalls that people so often find themselves walking right into when starting out. You might be working on friends of friends' cars in your garage, or you might be walking into a two-year lease on a brand new shop space with a big bank loan in your pocket — either way, listening to what veterans like Reid and Andre have to say might just make the difference between boom or bust. The guys also get nerdy discussing dyno system pros and cons, standalone vs reflashing, direct injection vs port injection, and why no tuner needs to blow up an engine — let alone ten engines – to become proficient. The conversation lastly makes its way over to the hows, whys, whats, and whens of Reid's award-winning product, the Kaizen Relay. That all means that this episode is an excellent reality check for anyone that's interested in taking their passion to the next level and diving into the automotive performance industry. Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonHPA's appearances on Reid's 'Do It For a Living' podcast can be found here and here. IG: @kaizenspeedFB: @kaizenspeedYT: @kaizenspeed
Field Report: Choosing A 900-1100HP E92 Drift Car
At the Goodwood Festival of Speed James Deane gives us a rundown on some of the grip aspects of drifting which see 900HP to 1100HP hit the ground in the race to the first corner before getting sideways.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonJames also talks about his switch from the Nissan S-Chassis to his BMW E92, and why it is Toyota 2jz powered along with some of the challenges the 6 cylinder has compared to some of the other competing V8 setups.The nitrous fed 2jz is running Hypertune manifolds, Zrp Racing Parts rods, CP-Carrillo pistons, Supertech valves, BC Brian Crower cams with a BorgWarner Performance Aftermarket EFR 9180 which is run at around 1.6 Bar for a balance of power and traction. Injector Dynamics1750cc injectors keep the 2jz running with a constant supply of ethanol-based fuel with Ecumaster handling the engine management and PMU side of things.
030: Building The Perfect 7-SECOND Street Car.
On this week's episode of the High Performance Academy Tuned In podcast, Andre is joined by an absolute legend of the import scene. John Shepherd has been around since the very early days of import drag racing. Through campaigning his AWD Eagle Talon, John lead the first charge and pushed the boundaries of just what was possible with a Japanese performance car.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in John talks about his early days and the many workarounds and bodges that were necessary during the sport's infancy. The Ohio-based racer and car builder was squeezing record-setting high-ten-second quarter miles out of his 4G63-powered Talon, and as the game progressed, so did the car. Andre and John track the development of the Eagle through to its retirement, at which point it was running 7.7-second quarters — all still in a time well before billet blocks, proper race transmissions, and modern turbo technology.John has since moved on to Nissan GT-Rs and Audi R8s, and lays down his recipe for what he considers to be the "perfect" street car when working with these platforms. Easy to live with, perfectly fine to take on long road trips,... and capable of mid-seven-second quartermiles. Finally, the guys dive into the world of dual clutch transmissions. These DCTs have become ShepTrans' bread and butter in recent years, and John goes into detail on how the clever gearboxes work and how we can make them far stronger in order to put up with the massive torque figures modern performance engines provide. There's plenty of nostalgia to be found in this episode, and if acronyms like DCT and TCM have always left you scratching your head, you definitely don't want to miss this one. Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingf
Field Report: A 6 second, 2500hp Supra!
With a 6.921s at 200mph run at Texas 2K19, this alleged 2500HP 2JZ-powered 1995 Supra easily caught our attention.Jay Meagher of Real Street Performance gives Andre Simon the goods on this build, including the fact that although data etc has indicated the car is pushing 2500HP, he believes it is closer to 2200 or 2300HP. No matter that number, the car is a performer and with owner Geo Castillo peddling the team took out the 2JZ elimination class at TX2K.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonThe MoTeC M150 controlled 3.2L 2jz has had ‘a bit of a tune up’ and is running a Brian Crower crank, RNR aluminium connecting rods, CP-Carrillo pistons, King Racing bearings all within a billet block. Up the top is a Mazworx CNC cylinder head, Supertech valve train, GSC Power Division R1 cam, and a 2 stage NOS system that helps the Precision Pro Mod 88 XPR turbocharger hit the desired boost level for launch, and depending on the track conditions can give some extra power. Fuelling is taken care of by 12 x Injector Dynamics ID1700x injectors and a Weldon pump.Jay talks about some of the changes the car has undergone in order to shoot for 6 second passes instead of 7’s, and how even just shaving a few 10ths of a second off a run can require some massive engine and setup work behind the scenes. He also tells us why the car runs a M&M built TH400 auto with ProTorque converter instead of a manual transmission.
029: Setting Your Drift Car Up to DOMINATE With Fredric Aasbø.
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.
Field Report: Talking with Rob Dahm about his 1000HP+ Quad rotor build.
If you haven’t heard of Rob Dahm and his Mazda FD RX7 build, you have now. This has been many years in the making so far with lots of ups and downs as well as plan changes along the way — we caught up with Rob a couple of years ago at SEMA and took a good look at this incredible build.Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilessonBrotherly rivalry led Rob to consider an AWD/4WD build and with support and encouragement from Ian Steward of ASD Motorsports who built Ken Block's Gymkhana 7 ‘Hoonicorn’ AWD Mustang. A lot of the details of the Hoonicorn build were shared with Rob, but in the end, it wasn’t compatible with this application particularly when it came to fitting a passenger seat.Due to concerns with cast components, Rob sourced a billet 4 rotor from Carl Thompson which was the spare for a build of his we have featured previously (linked below). It has some unique features which we’re excited to learn more about as time goes on and A-B testing is planned in relation to tuning and exhaust components in the near future too.The car runs an R32 GTR transfer box off the back of a Holinger RD6, Winters Quick Change rear differential, Adaptronic M6000 ECU, Garrett 106mm turbo, Clearview oil filtration system along with Ti Automotive a dual brushless pump setup.Also discussed are the reasons for the tube frame in relation to requirement, or just preference, cast vs billet 4 rotor setups and what the plan is from here.
028: Engine Swap Mistakes to AVOID.
Is modifying a rare and desirable vehicle a really stupid idea? What's the secret to building a great street car? What makes a good engine swap? Can you actually make a career as an automotive 'YouTuber'? On this week's episode of the High Performance Academy 'Tuned In' podcast, Andre is joined by Dave Pratte and Peter Tarach from Speed Academy to help answer all these questions and many more. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDave and Peter have been in the automotive game for many years, starting off in with a long run in the print media world working at car magazines before eventually transitioning into the online space — specifically YouTube. Through their channel Speed Academy, they've successfully built a career online, and now spend their time taking on interesting builds for the world to see. All those hours spent either in front or behind a camera, pedalling fast cars, or swinging off the end of a half-inch driver, has given the guys a really interesting perspective on what it is we do as enthusiasts. Learn more about Performance Engine Building by coming along to the next FREE lesson: hpcdmy.co/enginebuildingfAndre first digs into what it actually takes to make money as an automotive 'YouTuber', before discussing the potential monetary pitfalls of modifying something like Speed Academy's R34 GT-R and JZA80 Supra projects — vehicles that are quickly becoming more of an investment opportunity than driveable cars. Peter and Dave then dive into the world of engine swaps — when it's a good idea, when it's a bad idea, how to do it well, and the mistakes that so many people make on their first time around. While still on the subject of swaps, Peter makes the case for DCT (dual clutch transmission) swaps being the new manual gearbox swaps, now that the industry is catching up and providing aftermarket support for CANbus integration. With discussions on what makes a great street car (hint — horsepower chasers aren't going to love the answer) and much more, this is an entertaining conversation with two experienced veterans of the modified import scene. These guys have seen it all, from the pre-Fast and Furious days, all the way through the growing pains of the last two decades to the current YouTube-dominated scene we find ourselves in today — for better or for worse.Check out Speed Academy's YouTube, Instagram, Facebook, and website.
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?With a 2.2L stroker 4G63 MIVEC build featuring a custom billet crank, rod and pistons, Benjamin Perry of Benchmark Solutions explains why a billet block was not a consideration for this build along with covering some of the upgrades the Global Aircraft Services Mitsubishi Evo 9 has seen in order to remain competitive in the ever-popular Open Class as the World Time Attack Challenge.Want to develop your own skills further? Start with a free live lesson! Claim your spot now: https://www.hpacademy.com/free