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)
094: What Makes This Record-Breaking Corvette So Fast?
There’s no denying that the C6 Corvette is an excellent sports car platform, but it’s probably not the first option that many people reach for when looking to put together an ultra-competitive top-level time attack car. Feras Qartoumy clearly understands its potential, though. He’s not only built a competitive Corvette — he’s built an absolute monster that doesn’t just take podiums, it smashes plenty of outright lap records too.Use “FERAS100” to get $100 OFF our HPA Track Day Package: hpcdmy.co/trackdaybIf you’ve been following time attack in the US at all, Feras Qartoumy is a name you’re probably already familiar with. Along with his trusty Corvette, Feras has set and reset many lap records on circuits around the US, consistently proving to be the man to beat.In this episode, Feras first talks us through how he built up the skills he uses to build and improve his rapid Corvette, before diving into his racing history that started with karts and pro-touring muscle cars.The sport of time attack is next on the table, as Feras breaks down the format, explaining how it all works and the differences between time attack in the US versus locations like Australia and Japan.The conversation next dives deep into Feras’ dominating twin-turbo C6 Corvette. All aspects of the car are broken down and explained, from the powerplant to the suspension, to the aerodynamics package, and much more. Feras goes into an excellent amount of detail in explaining why he made the decisions he did when putting this build together, and just why he thinks the car is as fast as it is. To be clear, although this definitely isn’t a super cheap build, it’s also not an open-chequebook project either, and there’s some great insight in this episode when it comes to getting the most speed out of your dollar. This conversation also covers the centrifugal blower vs turbo argument, building engines for time attack racing, motorsport traction control, how Feras fabricated his own aero package for the car, and a whole lot more. With the Corvette currently on its way to Sydney for this year’s World Time Attack Challenge, we’re looking forward to seeing just what this all-American record-breaking machine and its driver can accomplish on a world stage. Watch our SEMA 2022 interview with Feras here: youtu.be/xhcPXKrw1awAs mentioned, you can listen to our episode with Andrew Brilliant here, and our episode with Paul Lucas of Verus Engineering here. Don’t forget, use “FERAS100” to get $100 OFF our HPA Track Day Package: hpcdmy.co/trackdaybFollow Feras here:IG: @feras_qartoumyYT: Feras Qartoumy
Field Report: '67 Camaro Rocket Antilag System | 1200HP Chevy.
What do you know about rocket antilag systems? Not much? Good, you're going to love this then.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSporting a 1200hp LS7-based engine, Mike DuSolds 1967 Chevrolet Camaro has been 'slightly' modified for competition motorsport anywhere from sea level, to 14,000ft (4,300m). Time attack, hill climbs, street car challenges, this car does it all and more. With power at altitude a major focus of the current specs, the Dart Machinery block, 6 bolt GM Performance Parts LandSpeed Developments ported cylinder head and Shauns Custom Alloy intake are just a few parts that help the car produce torque low down and keep the 88mm Garrett turbo forcing air as it should. A MoTeC ECU is used with a custom Motorsport Electronics firmware package is used to control this race cars somewhat unique setup.Some clever suspension design and adjustment points which allow quick motion ratio changes that don't impact on overall car setup is just one feature the custom tube framed chassis offers with a transaxle rear (SADEV and Corvette combo) and approx 1450kg total weight.Mike also gives a great explanation on camber gain and their prototype/simplified rocket antilag system (ALS) that has been so successful there has been no need to produce the 'real' version just yet with some more testing and insight required to understand what makes what shouldn't work on paper amazing in reality. Another surprise discovery in the quest for peak performance racing up the side of a mountain was the exhaust size and pressure ratios seeing the setup run what a N/A engine normally would with again the real data tearing up the notebook.
093: How Do You Build a 4500+hp Engine for the Strip AND the Street?
Drive nearly a thousand miles cross country, sit in traffic for hours, and spend your days laying down five and six-second ETs at the drag strip for a week solid? ‘Drag and drive’ events are a unique form of torture for some of the world’s fastest street cars. In this episode, Steve of Steve Morris Engines is on the podcast to tell us how he builds a 4500+hp motor that can handle that kind of punishment. Use “STEVEMORRIS100” to get $100 OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebSteve Morris is one of the true legends of the drag engine building scene, and in this episode, we start by getting an interesting look into the convoluted path that his career and business took to get where it is today. That business is best known for its extremely high horsepower boosted V8 packages — especially the all-billet SMX and SML engines. One of the biggest selling points of these insane engines is that they’re street-capable, and have proven themselves time and time again in tortuous drag and drive events across the States. These events require a car to be able to carry all its own spares (usually by towing a small trailer) and drive large distances between race venues within a one-week period — occasionally sitting in traffic for extended periods of time. Steve goes into detail on the unique challenges this form of racing presents and how he builds engines for it that are up to the task, giving up some tasty engine-building insight and knowledge carved from years worth of research and development.With some great conversations around the age-old superchargers versus turbochargers debate, favoured ECU options for this type of racing, the usefulness and reliability of electronic wastegates and more, this episode is well worth a listen. Don’t forget, use “STEVEMORRIS100” to get $100 OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebFollow Sam here:IG: @stevemorrisenginesFB: Steve Morris EnginesYT: Steve Morris EnginesWWW: stevemorrisengines.com
Field Report: 7-Second V10's & Drag Racing | 2300HP+ Wheelie Machine.
DCT considerations, GT-R vs Huracan, horsepower vs car setup, this interview has it all.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inCompetition between the Audi R8, Lamborghini Huracan and long-established Nissan R35 GT-R platforms has been heating up in the drag racing world for some time, and our next guest is no stranger to being at the pointy end of the time sheets in more than one of these packages.Jordan Martins Prime Cuts Chop Shop Lamborghini Huracan, the @AMSPerformance Alpha Omega 'dragbo' is an impressive car, and at @semashow he gave us some insight into this specific package which at the time of filming saw it being the 2nd fastest Huracan on the 1/4.Sporting twin @GarrettTurbos G42-1450 pushing 37-39psi of boost through the 5.2-litre @Lamborghini V10 has gone from 600hp (naturally aspirated) to well over 2000hp while retaining the stock block, and bores with a factory rotating assembly even seeing solid reliability up to the 1200-1300hp range. Some comparisons around this and the VR38 in the R35 platform are discussed along with when a billet block might be considered down the line.Also touched on is the importance of the @MoTeCAustralia traction control setup for helping launch the car, ideally without wheeling which this platform is inherently prone to doing, along with the chassis, tyre and JRZ suspension setup vs just dumping more and more power into the equation in the quest for faster passes. Drag racing with a dual clutch transmission (DCT) is also a topic we get into again drawing some comparisons to the R35 platform with a nod to John Reed Racings polished development in this area.The goal for Jordan and the team are to get into the 6's with this platform, and we have no reason to believe they won't reach this goal and beyond.
092: Subaru WRX Rally Car… Powered by Ferrari?!
You might not know the name, but you’ve probably seen Sam Albert’s Subaru WRX online. Powered by a screaming 4.3-litre Ferrari V8, Sam’s flame-spitting AWD rally car is fast, it’s cool, and it sounds amazing … But why go to all that trouble when Subaru’s own EJ drivetrain — the one that this car uses from the factory — has proven itself a capable championship-winning setup since the late eighties? Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverbThis episode of Tuned In kicks off with a look into Sam’s history with cars and rallying — something he first competed in back in 2010. He’s also spent time as a driving instructor for DirtFish, so we couldn’t pass up the opportunity to discuss driving techniques like weight transfer, left-foot braking, handbrake turns, and much more. Sam also gives us some key tips on how someone new to the sport of rally is best to get into it and start building their first race car. We then get to the meat and potatoes of the episode, as Sam gives us a full rundown of his incredible Ferrari-powered NA-AWD class build. This conversation covers all aspects — starting with why he decided to go down this route — with a car he bought off the lot brand new, no less — in the first place. Sam then discusses what led him to the Ferrari V8, how he worked around the rule book to build something unique, as well as the many challenges that came with fitting a motor like this into his Subaru shell. It’s important to note that Sam doesn’t actually work in the automotive industry as a professional but instead learnt how to do things himself, including using HPA’s courses to learn how to wire his car. He’s also learning 3D modelling in order to design one-off parts for the Subaru — something that comes in handy for a one-off project like this. With some informative conversations covering tuning around inlet restrictors, the pros and cons of other engines that were also considered, as well as a great explanation of what the car is like to drive and what gives it an edge, there’s a whole lot of interesting topics to dive into in this episode. Don’t forget, Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverbFollow Sam here:IG: @samalbertrallyFB: Sam Albert RallyYT: Sam Albert RallyWWW: samalbertrally.com
Field Report: Building Race Cars & Parts with CAD.
CAD is the future, and the future is here, but is an engineering degree a necessity to break into this world for your own projects or even professionally? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs the man in charge of this side of the business, Dmitriy Orlov of BBI Autosport is no stranger to computer-aided design (CAD) and the manufacturing processes that take things from screen to 3D printer, CNC machine or even paper template.Leaning on his years of practical experience in the industry Dmitriy covers a huge range of valuable topics to anyone interested in learning how to use tools like CAD themselves including where to start (small) and when you should be creative vs pragmatic in relation to design vs manufacturing as well as dealing with the old 'you have to be an engineer to make parts' statement many love to make.Also discussed is some insight into the Hoonipigasus project which saw multiple people working on a range of software including Autodesk Alias & Fusion 360, SOLIDWORKS, & Siemens Solid Edge, all at the same time and in a very short time frame.Tools like generative flow, generative design and the ease of adding constraints to match manufacturing restrictions as well as 3rd party manufacturing options are touched on as well as the general excitement of what is to come in the future. Remember, the best time to start learning a skill you are interested in is now, and the best applications are projects you are interested in finding solutions for/on.
091: Bigger ISN’T always better.
More engine capacity, bigger turbos, wider rubber. As enthusiasts, we’re almost hard-wired to want more of everything. In the motorsport world, however, bigger often isn’t better and it sometimes takes experience — often gained through painful lessons — to properly understand that and to build a car right. No one knows this better than this week’s guest, Jimmy Assaad of Evolution Racing Supplies.Use “ERS100” to get $100 OFF our HPA Track Day Package here: hpcdmy.co/trackdaybJimmy started off his automotive life like many Sydney kids of the era — with a love for Mazda rotaries. That all changed the day he lined up for a friendly race with a mate that owned a Mitsubishi Evo. After seeing what that platform could do against the RX-7 he owned at the time, Jimmy pivoted away from rotary life and dove headfirst into the world of fast Mitsubishis. From that point on, he’s built a string of rapid Evos, running quick times at the dragstrip before deciding to try his hand at circuit racing by building a monster Evo VI RS, set up to take on the fiercely-contested Clubsprint class at World Time Attack Challenge. In this episode, Jimmy breaks down his championship-winning Evo, discussing the lessons learnt in the car’s development, as well as his decision to change up the build with a less-is-more ethos as the main driving force. Besides building rapid Mitsubishis, Jimmy also decided to leave his profession as a plumber nearly a decade ago in order to turn his passion into a living, starting Evolution Racing Supplies. What started as a side hustle finding and dismantling Evos for resale to like-minded people has become a thriving business that employs numerous staff wrecking a range of different performance vehicles, as well as full workshop services and aftermarket parts sales. Jimmy is able to provide a really interesting look into the high-performance vehicle dismantling business — something that we’ve never really discussed on this podcast before. There are plenty of great chats in this episode about all things Evo, covering all generations as well as all the great Mitsubishi acronyms — MIVEC, ACD, S-AYC — and much, much more. Take a better look at Jimmy’s Evo VI RS here: https://youtu.be/QEjaA1fwncgFollow Evolution Race Spares here:IG: @evolutionracingsparesFB: ERS Evolution Racing SparesYT: Evolution Racing Spares OfficialWWW: evolutionracingspares.com.auPH: 0430 805 359Don’t forget, Use “ERS100” to get $100 OFF our HPA Track Day Package here: hpcdmy.co/trackdayb
Field Report: Is LASER Welding Better Than TIG Welding?
Laser welding in industrial environments is becoming more and more popular than traditional MIG welding and TIG welding methods, but why?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSerra Laser's Evan Shea runs us through some of the differences and similarities of a laser welder compared to TIG welding, including why a laser weld can not only be faster but also stronger and cheaper than a TIG weld.Using the IPG LightWELD 1500 laser welder as the example, we take a look at what shielding gas is used between nitrogen gas and argon gas with a laser welder for copper, aluminium, titanium, steel, stainless steel & nickel alloys as well as discussing if back purging is still required.Material preparation and fit up are also talked about, along with a laser welder's ability to put less heat into your material while being 4 x faster or more in some cases than TIG welding and at least 2 x faster than MIG welding while still being able to weld material as thick as 6.35mm (1/4") with good penetration.While the price of laser welding machines is out of reach for most home welders for the moment, this is a technology that has already seen a significant reduction in price over just the last few years as well as the portability (not discussed) of laser welding units improving as well.We're excited to see where laser welding continues to head in the future regarding motorsport fabrication across all levels, from local club racing to professional race builds.
090: Street vs Race Engine Building — Is It Really That Different?
While you might be able to get away with a little sloppiness when building an engine for a street car, that’s not going to fly when it comes to dedicated race engines. In this episode, we sit down with Tom Hughes from Hughes Race Built to discuss exactly why that is, how we can ensure we’re building our engines right, what makes a great naturally aspirated race engine build, and much more.Use “HUGHES50” to get 50% off our HPA Practical Engine Building Course here: hpcdmy.co/practicalenginebThe conversation this week kicks off with Tom’s background and journey towards owning and operating his own high-end engine building business. Tom went through the apprenticeship route, first starting out learning the trade at a reputable race engine builder, before pivoting towards rocketry of all things.After a few years spent building rocket engines for New Zealand’s Rocket Lab, Tom decided to put the house up for sale and bet it all on what would become Hughes Race Engineering, which focuses on high-end race engine builds. While the business spends plenty of time building monster RB26s, 3S-GEs, and even GR Yaris G16E-GTSs, Tom’s speciality is Toyota’s venerable 1UZ-FE quad cam V8. These four-litre alloy V8s have long been used in the popular speedway scene in New Zealand, and Tom is a wizard when it comes to squeezing big power out of them, all while sticking within the restrictive Super Stock class rules.These engines are covered in great detail in this conversation, as is a wider discussion around what needs to be done in order to build dependable, high-revving, naturally aspirated engines that can’t hide any shortcomings behind a wall of boost. There’s also plenty of talk in this episode around tolerances, flow numbers, when to outsource parts of your process, and much more — so if you’re even remotely interested in engine building or starting a business in the industry, this one is well worth your time.Don’t forget, use “HUGHES50” to get 50% off our HPA Practical Engine Building Course here: hpcdmy.co/practicalenginebFollow Hughes Race Engineering here:IG: @HughsracebuiltFB: Hughes Race BuiltYT: Hughes Race BuiltWWW: hughsracebuilt.com
Field Report: This R34 was never meant to be so FAST!
Can you run a billet block on a street build? With 1650whp what 1/4 mile time can a full trim R34 do?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith 1650whp at 55psi of boost this R34 GTR Skyline is arguably one of Australia's fastest roll racers, and even more impressively this 1600kg car will do 8-second passes while retaining the full stock trim as Av from B2R Motorsports explains.Running a 3.4l Bullet Race Engineering 'hybrid' billet block, this 3.4L RB has all the usual suspects covered modification-wise internally including a Callies Performance Products custom crankshaft, CP-Carrillo rods and pistons, Ferrea copper bronze valve guides & more, but interestingly retains a relatively stock cylinder head. The car runs pump E85 (ethanol fuel blend) with a 9.5:1 compression ratio, and like you would expect, the Nissan CAS is in a rubbish bin somewhere with a Ross Performance Parts 36-2 trigger kit replacing it.A Precision GEN2 Pro Mod 88 turbo handles the forced induction side of things with a plug and play Link ECU G4X R34 PnP covering engine management. Fuel injection limitations in both the current setup and with this specific ECU option will see the team move to a batch fire setup in the future, which is a common and proven solution in situations like this.An Albins Performance Transmissions ST6, Hollinger Engineering 9" rear and ETS-Pro torque split controller handle most of the drivetrain requirements with the standard ATTESA system still handling things for the most part for now when it comes to AWD.The car is lacking in safety features for 1/4 mile runs and will need more attention in this area in the future for this use, however, for roll racing only at the likes of Sydney Motorsport Park a safety structure/roll cage is not a requirement.
089: Pushing the Limits of Nissan’s Forgotten Turbo 4-Cylinder.
And we’re back! After a few weeks away from the microphone, we’re jumping back into the Tuned In podcast with our longest and tech-heaviest episode yet — one that will satisfy even the nerdiest listeners.Use “DIGGLES100” for $100 off our HPA Engine Building Starter Package here: https://www.hpacademy.com/hpa-engine-building-starter-package/This week, we’re talking to Australia’s Ben Diggles. Ben is somewhat unique as a Tuned In guest due to the fact he doesn’t work in the motorsport industry — as an accomplished marine biologist with a couple of doctorates under his belt, he’s quite far from it.That career choice hasn’t stopped him from being one of the smartest people in the engine-building world, though, as Ben has spent his weekends for most of his adult life tinkering with cars — more specifically extremely high-output four-cylinder engines.Down in our part of the world, Ben is well known for his work pushing Nissan’s mostly-forgotten FJ20 two-litre four-cylinder to its absolute maximum, first by building a 9.1-second Nissan S12 Gazelle street car years back that still holds the S12 world record, before moving his FJ expertise to a rear-engined dragster that has so far run a best of 6.7 down the quarter mile.In this episode, Ben and Andre go way deep on ultra-high performance engine building, discussing different types of abnormal combustion and their causes, compression ratio considerations, mixture preparations, included valve angles, and much more. There’s also a whole lot of FJ20 talk, including a comparison with a more modern gold-standard four-cylinder Honda K-series, as well as some surprising chats about the future of motorsport and the ever-advancing world of EVs.There’s so much to chew on in this episode that it might require a couple of listens just to digest all the golden tech nuggets found within. Don’t forget, use “DIGGLES100” for $100 off our HPA Engine Building Starter Package here: https://www.hpacademy.com/hpa-engine-building-starter-package/
Field Report: Hoonipigasus Failure Analysis, Solutions & Future Development Plans.
Active aero, mid-mounted flat 6 pushing out 1400hp at sea level, 1100hp at the Pikes Peak start line and 900hp at the top of the mountain. What does any of that mean or matter? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inNOTE: This was recorded before the sudden and sad passing of driver Ken Block in early 2023. RIP to a motorsport and performance industry legend.Betim Berisha gives us the [TECH TALK] @semashow rundown on the @BBIAutosport 1972-ish Porsche SVRSR “Hoonipigasus” Open Class @pikespeakhillclimb1916 build which runs a modified Porsche GT3 R 4.0L flat 6 engine cranking out 900hp to 1400hp, depending how far up the side of a mountain you are.Why an early 70's Porsche based design via Joe Scarbo @scarboperformance8623 was used is discussed along with some of the challenges relating to a mid-mounted engine setup as well as aero packaging advantages via the 6000 pound of downforce at 160mph via CFD goal @VerusEngineering had, and how that stacked up (well) in reality.As discussed elsewhere the 2022 attempt at Pikes Peak sadly ended with engine failure which BBi and associated partners have not hidden away helping us all see that no matter the budget and level we're working at, sometimes things can and will go wrong. Importantly @gscpowerdivision5618 has since done the work to identify and solve 2022's weak link, with further testing to find and fix more planned.Electronics wise the car runs two @MoTeCAustralia M142 ECUs and a @boschglobal PDM which are taken care of by Sander over at Obsidian Motorsport Group who we have talked with via the 051 Tuned In podcast on this build previously too.
Revisited: 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 ‘STANCEWORKS50’ for 50% off HPA's 3D Modeling & CAD for Motorsport Course here: hpacademy.com/courses/3d-modeling-and-cad-for-motorsport/From humble beginnings, Mike became one of a few key figures that helped to push the automotive landscape in a whole new direction during the 2010s. This week's conversation kicks off by exploring Mike's emergence onto the international car scene through his founding of StanceWorks and his internet-breaking builds, before discussing the 'stance' scene's meteoric rise, unavoidable peak, and inevitable decline. Mike was able to translate that early success into a full-time career, and now runs a successful YouTube channel alongside the ever-popular StanceWorks site. Andre digs into this transition and how it's actually financially viable, before discussing Mike's biggest selling point — his insane builds.Mike has zero relevant qualifications and has simply learnt everything as he goes, documenting it all for the world to see. This means he's picked up plenty of lessons along the way, and talks Andre through the most important things he's learnt when it comes to tackling big builds — and that means learning how to fabricate, weld, CAD design, and everything else in between.Then there's the bright yellow elephant in the room — Mike's Honda-powered Ferrari 308 project. Although the purists might turn their noses up at this build, Mike dives deep into explaining exactly why he took a pristine classic Ferrari and tore it to pieces in order to create a 1000hp, K24-powered, street-legal time attack weapon.If you love the buzz that comes with getting another job done on your build, or you're just about to pull the trigger on a new project car, or maybe you just love a little controversy — this is going to be a great listen for you.Want to learn how to do your own fabrication work on your build? Here's the perfect place to start: https://hpcdmy.co/fabbFollow Mike here:www.stanceworks.comIG: @mike_stanceworksYT: Stanceworks
Field Report: V12 Swapped 'Pistachio RX7'.
How do you trigger both Mercedes and Mazda purists at once? This. This is how you do it, and we think it's awesome. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inTuning and wiring specialist Adam Peeling of Smart EFI (who we've spoken to previously at Pikes Peak) gives us a rundown on this build and his involvement.Originally a 1993 FD3S but looking far from stock these days a Mercedes M120 6L V12 with custom rods, pistons, cams, valve train, 5-stage dry sump, ported heads and more is the new heart of the Pistachio RX7, which was previously swapped with one of those tiny wee V8 numbers too as well as having a pretty serious turbocharged rotary build via someone else's hands in the 90's (think OG Fast and Furious, but without the 18-speed Roadranger movie gearbox special).The cable-driven Hi-Boost individual throttle body (ITB) equipped M120 is running 11.8:1 compression, a 1.96 rod-to-stroke ratio to match the 9,000rpm or so limit the team is gunning for 850hp to 1000hp using ethanol-based fuel to gain the upper hand over AMG's 720hp Pagani Zonda M120 offering/s (they had a few versions). The variable cam timing has also been removed and as Adam helps explain the use of an HGT Precision 6-speed sequential customisable ratios the car is setup to stay in 'the sweet spot'.A distinct Live To Offend (LTO/Kyza) body kit wraps the shell which also contains a @haltech NEXUS R5 'Swiss army ECU' that has a ton of onboard features, including a 16-channel PDM. There are enough outputs to power this build, but the use of Kaizen relays is an easy addition if that changes in future.Adam also runs us through some of the wiring work including how to work some magic when it comes to booting connectors that are not designed for it in order to fully seal the concentrically twisted harness along with some explanation on the use of 'Milspec' connectors vs the likes of Souriau offerings or the Autosport line from TE Connectivity.While this is a build you could say is somewhat typical of SEMA when it comes to the fact it is not yet running, we think the historical achievements of @GooichiMotors and the team they surround themselves with ensure that this won't disappoint when it's time to put those Toyo tyres to the test. No pressure guys.You can find Adam & Smart EFI here: https://www.facebook.com/SmartEFI/
Revisited: Thinking About Building a Rally Car? Listen to This First.
“Circuit drivers see one corner 1000 times — rally drivers see 1000 corners one time.” In this High Performance Academy Tuned In episode, we’re joined by the one and only Dave Carapetyan of Rally Ready.Use ‘RALLYREADY50’ to get 50% off HPA's Suspension Tuning & Optimization course: hpacademy.com/courses/suspension-and-car-setupBetter known as ‘Texas Dave’, this driver and instructor owns and operates the Rally Ready driving school on a converted cattle ranch 30 minutes outside of Austin, and joins podcast host Andre Simon for a dive deep into the world of rally. Dave first breaks down the sport, explaining the ins and outs of stages, co-drivers, service intervals and everything in between, before jumping into the mechanical side of the equation to talk about damper setup, braking needs, and the importance of horsepower. There’s a lot that goes into building a winning rally car and, as you can probably guess, it’s more than just piecing together a rapid machine.Time is also spent covering the best ways for an amateur to get into this sport, from the right vehicle to pick, to setting realistic expectations, to just how much money you really need to be competitive. The guys also have an interesting chat around FWD vs RWD vs AWD that may surprise a few listeners.Lastly, although there’s a lot that goes into building the abilities needed to become a podium-level rally driver, Dave still thinks there are a few key skills that, when mastered, will get all the aspiring Sebastian Loebs out there a long way towards success — even rally newbies like Daniel Ricciardo.Want to take your driving skills to the next level? Start here: https://hpcdmy.co/driverbFollow Dave here:IG: @texas_dave, @rallyready, @brcc_motorsportsFB: Rally Ready Driving SchoolWWW: rallyready.com
Field Report: Rob Dahm's Rotary Engine Building & Tuning Tips.
Factory Mazda parts quality and their limits, knock/detonation in a rotary engine, lightened rotors, stud kits, clearancing plus ethanol fuel advantages are just a few of the topics discussed with Rob Dahm adding more and more specific details the deeper the discussion gets.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRotary engine building traditionally has had 2 extremes, those building them poorly and blaming engine, and those building them well via experience they don't wish to share sometimes for understandable commercial reasons.Rob Dahm considers himself an entertainer, but through that role, he has helped share his journey into the world of rotary engine tuning and building with no filter on his successes or failures and insight into the work trailblazers like PAC Performance and similar have accomplished so far.At SEMA we had a chance to pick his brain about this journey, what he has learnt and now what advice he can give others keen to dive into this world too.
Revisted: Can You Actually Tune An EV For MORE Power?
No matter how you feel about electric vehicles, there's no denying the incredible performance that can be achieved with these impressive driveline systems. With more and more rapid EVs hitting the streets every day, inevitably, enthusiasts are now beginning to ask just what can be gained when working with them.This week's HPA Tuned In podcast guest is Sasha Anis of Mountain Pass Performance, someone who has dived deeper than most into the world of high-performance EVs.Use 'SASHA100' to get $100 OFF HPA's Wiring Starter Package: hpacademy.com/hpa-wiring-starter-package/ Sasha is an accomplished driver and tuner who has, in recent years, refocused his efforts into the EV world, and his insight into this fairly new and constantly changing field of hyper-performance is invaluable.In this episode, Sasha first breaks down the basics of how an EV system works, and spends time clearing up a few misconceptions around what is and isn't possible, the constant compromises that need to be made, and the future of EV tuning. MoTeC's M1 Build platform and how Sasha uses it in his EV builds is also discussed.More of this new breed of vehicle on the roads equals more people crashing them, and that means some seriously enticing drivelines have begun popping up at the local wreckers. Sasha was an early adopter of EV swap exercises, and takes us through the process of swapping these monster drivelines into conventional ICE vehicles, and details what needs to be considered, eliminated, and purchased before the first spanner is turned. Mountain Pass Performance's Blue Lightning — a Tesla-swapped Lotus Evora package — is also picked apart.Sasha also spends time discussing the braking and handling upgrade options he provides for Teslas, as well as a deep look at his well-known Nissan 350Z time attack car that uses a monster NA VQ engine working in tandem with a custom hybrid KERS system that Sasha has spent years developing and improving himself.It doesn't matter how you feel about electric vehicles, this conversation with Sasha Anis of Mountain Pass Performance is genuinely fascinating and well worth the listen.Follow Sasha here:IG: @sashaanis14, @mountainpassperformanceWWW: mountainpassperformance.comWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb
Field Report: Setting Records: RZ34 Z First 9-Second Pass.
The RZ34 Z is the newest offering in the Nissan Z line, and AMS Performance was quick to set a world-first 9-second pass using (by today's standards) relatively basic upgrades.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBack in 2022 9.92 at 137mph was the first run in the 9's in a RZ34 Z 2023 Nissan Z Proto Spec and Nick Cassara of AMS Performance gives us some insight into the similarities and differences of this new platform compared to Infinity Q50 and Q60 models when it comes to the 3l V6 twin turbo VR30DDTT engine, and Nissan 370z on the chassis front.The car is running upgrading turbocharges, a bigger DI fueling system, drag slicks and not much else to make 719hp with the aid of EcuTeks reflash tuning software capabilities. The biggest issue to overcome with this platform, party due to its very compact packaging, is heat soak and cooling complications making it the first port of call for any owner looking to make more power with aftermarket mods and tuning.
Revisited: 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 ‘SHEP100’ for $100 off the HPA Tuning Starter Package: hpacademy.com/hpa-starter-package/John talks about his early days and the many workarounds and bodges that were necessary during the sport's infancy. The Ohio-based racer and car builder was squeezing record-setting high-ten-second quarter miles out of his 4G63-powered Talon, and as the game progressed, so did the car. Andre and John track the development of the Eagle through to its retirement, at which point it was running 7.7-second quarters — all still in a time well before billet blocks, proper race transmissions, and modern turbo technology.John has since moved on to Nissan GT-Rs and Audi R8s, and lays down his recipe for what he considers to be the "perfect" street car when working with these platforms. Easy to live with, perfectly fine to take on long road trips,... and capable of mid-seven-second quartermiles.Finally, the guys dive into the world of dual clutch transmissions. These DCTs have become ShepTrans' bread and butter in recent years, and John goes into detail on how the clever gearboxes work and how we can make them far stronger in order to put up with the massive torque figures modern performance engines provide.There's plenty of nostalgia to be found in this episode, and if acronyms like DCT and TCM have always left you scratching your head, you definitely don't want to miss this one.Don't forget, you can use ‘SHEP100’ for $100 off the HPA Tuning Starter Package: hpacademy.com/hpa-starter-package/
Field Report: Dart's 2500HP+ Aftermarket 2JZ CAST IRON Block.
Say goodbye to the old saying "cast ain't fast" with Dart's 2JZ cast iron engine block.When it comes to the many limitations factory cast blocks have when we try and take them from 200-300hp to 2000-3000hp or more, the go-to option in the aftermarket is generally a billet alloy block that offers more strength and improved design (sometimes application specific), but at a substantial cost given the nature of manufacturing.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOn display at SEMA, @DartMachinery has come to the rescue with their newly developed cast iron engine block which gives us a middle option where we can gain many of the advantages we get with billet offerings, namely design improvements that address known weak points, for a lower cost,. This allows us to safely produce more power and also gives us a reliable source for replacements if the worst does happen as secondhand factory 2JZ blocks become more scarce with time too.As Mike from @racewinningbrandsautomotiv766 explains with this aftermarket cast block you can expect added thickness to the bores and deck surface, reduced core shift, and a billet 4-bolt cap (centres are 12mm, outers 10mm) for improved strength as well as screw-in freeze plugs helping prevent a blow out which OEM press-fit versions sometimes do after a head lift. Additionally, the block can be clearanced on order to take alloy rods, making it perfect for those running stroker combinations and it retains the ability to run your factory accessories when it comes to oil and water pumps etc.While at the moment we can still source factory-cast 2JZ blocks from Toyota, Dart's more accurate casting process ensures consistent rather than unpredictable wall thicknesses and they don't force you to purchase accompanying factory components that you will never use in your performance build. Yes, this is the angle you can take with the wife when you tell her how much you are SAVING when you buy this block. It's foolproof, honest.We're hoping to see these on the market in late 2023 for around $4,500 USD, but note no price has been confirmed yet.
088: Is Your Throttle Body WAY Too Big?
What makes a good intake plenum? How do you fabricate one to ensure it can handle 100+psi of boost without blowing itself to pieces? And why do we even need to fit an aftermarket intake plenum in the first place? This week’s episode with D’Arcy French of Plazmaman answers these questions and many more.Use “PLAZMAMAN50” for 50% off our HPA 3D Modeling & CAD for Motorsport course here: hpacademy.com/courses/3d-modeling-and-cad-for-motorsportD’Arcy started his journey in the motorsport world as a machine shop apprentice, but it wasn’t long before he stepped up in a serious way by joining the crew of a Top Fuel team as the blower tech. Eventually, this translated into full-time work designing and CNC milling parts for highly-regarded Australian performance part specialist, Plazmaman.Plazmaman is well known for its ultra-high quality intercoolers, throttle bodies, and intake plenums and this is naturally where the conversation heads, as Andre and D’Arcy discuss the process of designing and fabricating these works of art that do a great job of attaining an ideal balance of form and function. Throttle body sizing, the intricacies of plenum design, CAD modelling of parts, 3D printed prototyping, expected results of fitting an aftermarket intake manifold, and much more are all covered in this episode. Follow D’Arcy and Plazmaman here: IG: @biggercncguyIG: @plazmamanracingFB: Plazmaman.comYT: PlazmamanAusWWW: plazmaman.comDon’t forget, use “PLAZMAMAN50” for 50% off our HPA 3D Modeling & CAD for Motorsport course here: hpacademy.com/courses/3d-modeling-and-cad-for-motorsport
Field Report: 750HP RWD Honda Prelude.
Converting a FWD Honda to a RWD platform is not easy task, but it does come with some solid benefits as we will discuss looking at this F20c powered space framed Honda Prelude [TECH TOUR].Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith an Ethanol fed, 24-26 PSI boosted, 9,000 RPM 750hp Dandy Engines F20c boasting Eagle Rods, factory crank and camshafts (because they're that good), aftermarket pistons, SuperTech valves and a new Garrett G35-900, this Fastr sponsored RWD converted Honda Prelude is no slouch in its regular appearances in the ACL Race Series.Professional driver Brett Dickie took a few moments while at the World Time Attack Challenge to discuss his build (with the help of his skilled father) discussing the some of the advantages the rear wheel drive (RWD) conversion gives a driver behind the wheel along with his thoughts in passing on EMtrons torque management system.As you might have guessed, the car runs an ProWire Performance Wiring fitted EMtron KV8 ECU along with a MoTeC CDL dash for some extra logging bandwidth and driver display duties which Brett felt was the best combination he could get for performance and his requirements without blowing out the budget too far. We caught up with Brett just before his first run with the new Garrett G35-900 turbocharger which is replacing a 3076 and we look forward to getting his thoughts on a comparison next time we chat along with some of the data this system can and will provide him with as he and his team gets it all dialed in with the help of a Turbosmart E-Gate (electronic wastegate), DBW blow off valve, MAP sensors pre and post the throttle body and an exhaust pressure sensor.With no bolt-on solution available, the dry sump setup is a mix of BDG dry sump components and a custom sump, with Brett sharing some thoughts on what he has learnt and would do differently second time around. Tucked behind the F series engine is a 6 speed TTi GTO sequential gearbox and Motorsport Services strain gauge lever which feeds a GJ Drivelines driveshaft and R200 LSD diff center nicked from a Nissan Skylines rear end. The Nissan parts list also includes the uprights, with 300ZX ones used to help try and reign in custom work and give more bolt in part options, and of course being something that physically worked with the package.Also touched on are some of the boost control strategies employed, but Brett is pretty straight up that his knowledge is more focused on being behind the wheel than behind the laptop, and with 20+ years of it his no doubt his feedback goes a long way to help dial things in for race day.You can catch Brett and this build racing in the ACL Race Series, and you can catch Brett racing other cars like the previous title winning Elusive Racing DC2 Integra at the World Time Attack Challenge as well as other cars in Global Time Attack and Pikes Peak Hill Climb events.
087: Is Toyota’s 4A-GE Worthy of its Legendary Status?
The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more. Use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuildAs a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor.Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE.As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor.This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast. Follow MT Performance Engines here: IG: @mtperformanceenginesFB: MT Performance EnginesYT: 199niko199Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild
Field Report: This R32 GTR Is MINT!
It's a competitive market, but the standout R32 GTR build at the last SEMA in our opinion is right here. Take a look!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRunning a Nitto 3.2l stroker kit, this RB30-powered R32 GTR Nissan Skyline runs a nice mix of low stress off the shelf parts along with some unique custom features as Josh Ray from Driver Motorsport explains in this [TECH TOUR] from SEMA.Power wise the RB runs 650hp on pump gas, 1100 on an E85 ethanol blend, and is expected to see 1400hp using nitrous with the aid of a Precision 6875 turbocharger at anywhere from 15 to 30psi depending on fuel. Engine and chassis control is handled by a Haltech NEXUS R5 which simplifies the wiring when it comes to the fact this car has no fuses or relays as we traditionally expect. One tradeoff is the use of a mechanic fuel pump to manage the finite amount of electronic input and outputs, but when 1400hp pushes are planned that is certainly not a bad insurance to have.An RB26 pocket ported head has been used with a Supertech valve train, GSC Power Division billet cams and Kelford Cams cam gears for added adjustability. Nissans 360 degree optical cam sensor is in the rubbish bin with a Platinum Racing Products electronic crank trigger replacing with the reason explained by Josh.The car still runs a wet sump but the known issues have been addressed in regards to the oil pump and oil flow restrictors added. Underneath a Platinum Racing Products block brace has been utilized along with a Holinger 6-speed sequential, DriveshaftPro single-piece shaft and aftermarket axles all while retaining the AWD system which is also controlled by the Haltech ECU/PDM/Swiss Army Knife.
086: Forget Billet for a Second… What’s With Aftermarket Cast Blocks?
Over the last year, we’ve seen a handful of well-respected manufacturers teasing something brand new that pushes against the idea that billet is the only way to go — aftermarket high-performance cast blocks and heads. On this episode, we have Platinum Racing Products’ Herman Urriola, one of the figures driving this new development, to talk us through the design, manufacture, and use cases for aftermarket cast engines and much more. Use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuildPlatinum Racing Products is well known worldwide thanks to its ultra-high quality parts for a range of high-performance engines that deftly walk the fine line between form and function.Billet rocker covers, crank trigger kits, fuel rails, RB sump adapters, and much more are PRP’s bread and butter, but recently we’ve seen teases of an ambitious new product from the Australian company — an aftermarket cast aluminium RB26 block and head that doesn’t just reproduce the factory item but improves on it in numerous ways.In this conversation, we dive pretty deep into Herman’s reasoning behind putting the huge amounts of time and money required into this new product and we touch on who it’s for, why it’s better than billet in a lot of situations, and why an enthusiast would want one in the first place. Herman also gives us insight into his thriving business and details some of the mistakes he’s made, as well as what he considers the key to operating a successful aftermarket parts business. A large part of the Platinum Racing Products process involves hundreds of hours of market research, R&D, design, CNC manufacturing, and testing — Herman gives us a really interesting look at what can be quite a high-stakes way of doing business. After all, it can easily cost hundreds of thousands of dollars to take one new part from idea to product on the shelf. This is going to be a great listen for anyone interested in part development, CAD, CNC manufacturing, engine building, or business development in the aftermarket industry.Follow Platinum Racing Products here: IG: @platinumracingproductsFB: Platinum Racing ProductsYT: PRP - Platinum Racing ProductsWWW: platinumracingproducts.com Don’t forget, use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild