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: Don't Waste Money On The Wrong Dampers/Shocks.
What is the most common mistake we make when learning how to set up our dampers and which ones we should buy?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFrank Vasquez from KW Suspension answers these questions and more around high and low-speed compressions and rebound, driver feedback and why buying the most expensive dampers might be a waste of money.
085: Doing a Track Day Right.
Got a modified road car and are interested in seeing what it’s capable of on the track? On this episode of Tuned In, Andre Nader from DNA Autosport joins us to give some guidance on all things track day setup and preparation. Use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentbAlthough Andre’s first love was of the motorbike persuasion, a degree in mechanical engineering, a thesis on race car aerodynamics, and a job at Bilstein Suspension soon had him veering off towards motorsport on four wheels. After spending a good while working in the suspension industry, Andre formed DNA AutoSport to support Sydney-based track enthusiasts and pro racers four years ago.In this episode, we first jump into all things track day preparation. Andre talks us through all the things anyone who is heading to a track day — whether it's their first or their fiftieth — should be getting sorted in prior to the weekend. This means tyre choices and pressures, brakes, wheel alignments, and much more. Andre also discusses some common mistakes that often he sees newbies (and occasionally not-so-newbies) making — covering everything from a lack of preparation, backwards thinking when it comes to setup changes, and wasted money on unnecessary modifications.Lastly, the conversation turns to one of DNA AutoSport’s specialities — TracTive Suspension electronic dampers. Andre breaks down how these work, what’s involved in setting them up and tuning them, as well as the sort of improvements a driver should expect once they’re ready to go.With some great info on drag racing suspension setup, anti-roll bar tuning and much more, this is an excellent listen if you’re looking to boost your handling and car setup knowledge.Follow DNA Autosport here: IG: @dnaautosportFB: DNA AutoSportWWW: dnaautosport.com.auDon’t forget, use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentb
Field Report: Getting 1200HP To The Ground | R35 GTR Wheel Alignment.
@LYFEmotorsport and their 1200HP R35 GTR are no strangers to Time Attack or track records having reset their own R35 record at the 2019 WTAC (when this was filmed), BUT, it takes a lot more than just bolting a bunch of parts together and going ‘full send’ to achieve these results as Cole Powelson explains in relation to wheel alignments.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe 4L Nissan VR38 powered and MoTeC-controlled car runs CCW 18*12.5 one-piece wheels which are wrapped in controlled Yokohama Advan tyres. To get the most out of the package, the team rely on data from the car via tyre temperatures, shock potentiometers above the Ohlins TTX dampers, and driver feedback to make logical changes. This attention to detail is part and parcel when it comes to ensuring that the tyre temperatures are even across their widths and that the car has the maximum contact patch possible where required on track.Cole explains why Infrared sensors are great for live data, and why teams will still physically check temperatures under the tyre surface as quickly as possible when the car hits the pits after a hot lap. When adjustments need to be made, a simple string alignment kit and ruler are used due to their simplicity, ease of transport and most importantly their accurate and repeatable results.At this event, Cole reset the team's own R35 GTR record but fell just short of the 1-29 that they really wanted to hit with a best time of 1-30.0230, so close! The car was doing dual duties due to a rule change this year and saw Rob ‘Chairslayer’ Parson’s WTAC debut with an impressive 1-34.1840.Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb
084: Going From Inductive Ignition to CDI and Gaining 500hp.
Bolting a 4000+hp twin turbo V8-powered drag car onto a dyno and pushing it to its limits isn’t for the faint of heart, but it’s just another day in the office for this week’s guest, Anderson Dick of FuelTech USA.Use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterbFounding FuelTech 20 years ago as an electrical engineering student in Brazil, Anderson started from absolute scratch with very little support and no other ECU products on hand to even take inspiration from.The problem, as Anderson explains in this episode, was that extremely strict import regulations put the Brazillian motorsport scene a good couple of decades behind the rest of the world — so much so that enthusiasts were pulling EFI systems off cars and fitting carburettors in order to run forced induction. If that sounds backwards to you, Anderson doesn’t disagree, and took it upon himself to create what was then a very simple programmable EFI computer to try and bring his country into the 21st century. Two decades later and FuelTech is a leader in the EFI management space, especially when it comes to extremely high horsepower drag applications. So, after Anderson talks us through the very early days of his career and the unique challenges he came up against, the conversation naturally moves to tuning big power cars. Petrol vs Ethanol vs Methanol tuning, Inductive vs CDI ignition systems, reading spark plugs, and much, much is covered in this fascinating episode. If you want to pick up some new tuning knowledge from one of the best in the industry (we certainly did), this is one episode you won’t want to miss. Follow FuelTech here: IG: @fueltechusaFB: FuelTech USAYT: FuelTech USAWWW: fueltech.netDon’t forget, use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterb
Field Report: Building For 1000hp, But Aiming For 650hp | Ryan Tuerck’s Stout.
When you think drifting, you also think of a 1966 Toyota Stout right?Even if you don't, Ryan Tuerck's mate did, so that is what he's built with @toyotausa and @OfficialMobil1. Moving on from the previous Ferrari-powered GT86 (GT4586) and Formula Supra (Judd V10 powered) time attack builds this drift ute, or drift truck depending on your regional dialect, fell just short of laying rubber at @semashow 22', but is tantalisingly close to doing so very soon.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inPowered by a 3S-GTE that's also a little bit 5S-FE, 600-650hp is the goal although 1000hp would be possible, it probably wouldn't work well with the 275's on the rear and light weight.The 3SGTE (MR2, Celica) based build sports a @Turbobygarrett GTX 770 turbocharger, mild cams, 10:1 compression, non-stroker crank and 87mm bore giving a capacity of 2.1L. The 5S-FE block which is normally 2.2L is used for its increased strength over the 3S and the team hopes to get 3 seasons of runs out of this setup before a refresh is due with @JohnReedRacing tuning the project.Electronics are handled by @unicorngarage6095 and a suite of @MoTeCAustralia products from the M150 ECU, C1212 dash logger to a PDM30 which will see the car run without fuses or relays, something the Toyota engineers in the 1960's no doubt wouldn't have thought likely all those years ago. Probably weren't expecting 600hp+ rather than the stock 85hp either!Drivetrain and suspension wise the somewhat classic Holinger sequential transmission and @wintersperformanceproducts rear end will play nicely with the tried and tested double A arm setup out of a Chevrolet Corvette which should give no nasty surprises and only straightforward setup changes once shakedown runs begin.'Sick utes' aka pre-runner aficionados @Kibbetech handled the tube frame chassis design and fabrication with CNC support from Bending Solutions (Rob Parsons) with many hours spent in CAD beforehand to give an accurate finished product rather than one that needed some major or minor 'fettling' as is sometimes the case with one off 'build as you go' projects that need more time than was on hand for this particular project.Jon Sibal has done a great job of helping this vision look awesome not just in the mind but also in the flesh with his work on the body kit which thanks to some laser scanning and great work from ADV Fiberglass has turned out perfect.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
083: Is Tuning on the Street Actually Better Than the Dyno?
What’s the best bang-for-buck calibration platform for a late-model GM vehicle? Is there anything you can’t do on a good reflashing platform? And just how hard is it to make money in the automotive YouTube space? Jeremy Formato of Fasterproms joins us this week to answer these questions and many more. Use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashbMany will know Jeremy from his popular YouTube channel and tuning business, Fasterproms. Those that have watched, will know that this is a guy who has been in the tuning game for many years, growing up with a father that was a pioneer in the aftermarket fuel injection tuning space. In this episode, we discuss Jeremy’s start in the game as he learned the ropes from his father and his father’s colleagues before taking over the business nearly straight out of high school. Like anyone who has been doing this for a while, Jeremy’s got some great anecdotes from the early days, which are always a good reminder of just how good we’ve got it now. We next dive deep into the world of reflashing GM vehicles — by far the most cost-effective way of modifying the calibration of these potential-filled machines. The amount of power that we’ve now got when it comes to reflashing these vehicles is astonishing — there’s really not a lot we can’t do. There are of course cons to go with all the pros, so Jeremy and Andre break these down and discuss at what point someone should consider moving to an aftermarket standalone ECU.Next, we spend some time talking about the different ways we can approach tuning — everyone associates tuning with a dyno, but with the prevalence of street tuning, as well as the increasing popularity of e-tuning, it’s not the only way to get it done. This conversation also spends a little time discussing YouTube, and Jeremy is open about exactly why he reduced his video output dramatically over the last year. Follow Fasterproms here: IG: @fasterpromsFB: FasterpromsYT: FasterpromsWWW: fasterproms.netDon’t forget, use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashb
Field Report: Goodnight 2JZ? | 1200HP B58. Stock Block, Stock Bores & No Dry Sump!?
When everyone was knee-jerk reacting negatively to the B58 engine in the A90 Toyota Supra, Stephen Papadakis & crew were the guys getting data, testing setups and then getting results on track on the 8,900rpm limiter.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs discussed, Papadakis Racing hasn't had a B58 development program without any issues, but I think after this interview we can all honestly say there were not as many as we all might have thought! From boost response to bearing and engine coatings, lubrication and cooling systems, the quest for more and more power vs grip, this interview covers a lot of ground.Getting 1200hp from the 8,900rpm limited platform, the team hits 2023 fresh off a championship win in Formula Drift and dives into further development of their 3.2L stroker version on tracks that favour more power, vs their tried and trusted 3.0L version on shorter runs.The 6 cylinder alloy block runs JE pistons with stock rings, aftermarket bearings via ACL or King Bearings removing one choke point for failure along with a Supertech valvetrain and post 2021 6 port A91 B58 head. A BorgWarner 9274 is used with the 3.0L build and a 9280 with the 3.2L ensures appropriate turbo response for the multiple title-winning driver Fredric Aasbø. Low boost is around 1.2 Bar, high 2.3 Bar (17-33 Psi) with help from TiAL wastegates and AEM boost control solenoidsAlso discussed is why the CSF Radiator setup and similar are now so often found in the rear of a drift car along with some insights into the stock lubrication system, Valvetronic setup and how impressive, or unimpressive in the case of the stock bearings, OEM coatings can be on modern engine builds.Not discussed but of interest, the car runs an AEM Infinity ECU, Injector Dynamics ID 2000 injectors delivering E85 fuel, Brian Crower 100mm crank, MOAR series I-Beam Rods, Gforce GSR 4 speed dog box, RS-R Custom Coilovers, RS-R Racing springs and Tilton 600 Series pedal box.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
082: Are You Getting the Most Out of Your Braking System?
Braking is an element of automotive performance that many enthusiasts tend to overlook, or potentially even worse, simply throw the biggest discs and calipers they can fit behind their wheels and hope for the best. In this episode, we’ve invited Alcon’s Steve Hodgkins to help us understand the ins and outs of performance braking systems and smash some myths in the process.Use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/racebSteve has been at Alcon Brakes since the mid-90s and has been a part of a massive technological shift towards ever-improving brake technology and performance. It’s this advancement over the last nearly three decades that we start the podcast with, discussing how and why motorsport braking systems are so much better than they used to be.To get the full benefit of these advancements, though, we need to properly understand the system as a whole — and this is where the conversation gets into the nitty gritty side, covering everything from properly sizing discs and calipers, to brake bias, to selecting the right pad compound, bedding in brakes, and much, much more. There are so many great tips and tricks in this episode, with plenty of potential for an “ah-ha” moment as you listen to Steve’s clear and simple explanations of all areas of a vehicle’s brake system. Even if you have little interest in brakes, the fundamental, common-sense knowledge found in this episode makes it an absolute must-listen for any self-respecting enthusiast. As per this conversation, check out Alcon's simple brake balance explanation and diagram here: https://hpcdmy.co/biasFollow Alcon here: IG: @alconbrakesFB: Alcon Specialist Brakes & ClutchesWWW: alcon.co.ukDon’t forget, use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb
Field Report: 383.9 CFM From A 50mm Wastegate? Boost Control Just Got Better.
Are traditional wastegate spring changes potentially a thing of the past with Turbosmart's 'StraightGate50?'Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inStewart Mahony from @TurbosmartHQ gives us some insight into what a boost or vacuum-actuated straightgate can and does do compared to the traditional poppet-style wastegate options.One of the first questions on your mind might be how much this butterfly valve will leak. 0.006% is the answer thanks to specific valve seat design considerations that are different from a throttle body where we typically see butterfly valves in use.Turbosmart claims the self-balancing nature of the StraightGate50 means a huge tuning window of over 5 times base spring pressure can be obtained with Stewart stating they had no issues from 5-35psi on their test rig using a 3-port solenoid, 5lb spring at 45% duty cycle. 35psi was the limit of the test rig, not the straightgate. Note features listed since this interview (included below) state 6psi to 42psi of control with the supplied base spring.Compared to the electronic version the boost or vacuum-actuated option gives those without a somewhat uncommon 20Amp H-Bridge output on their ECU or an external H-Bridge module another option as well as more friendly emissions considerations in relation to OEM style vacuum-actuated control as discussed.It's mentioned and worth noting the StraightGate50 (pSG50 or pSG50v) 50mm butterfly style flows more air at 383.9 CFM than a traditional PowerGate60 (WG60) 60mm poppet style at 360.9 CFM, and without the requirement for a 90-degree turn in the wastegate flow and also heat dynamics are changed for the better, all with a wider window of precise control. Some of this does come at a cost though with the max safe pressure ratings for the StraightGate50 being 100psi vs 220psi for the PowerGate60.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
081: PROPERLY Understand Knock and Become a Better Tuner.
It’s something that can destroy your engine in seconds… but how much do you really know about pre-ignition, knock, and super-knock? On this episode of Tuned In, we’ve invited Ioannis Andrianakis from Plex Tuning to talk us through these terms, how his highly-regarded series of knock sensors work, and what we do and don’t need to worry about when it comes to all things detonation. Use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cadCalling in from Athens, Greece, Ioannis has been in the tuning game since the mid-nineties and has some great stories about what he had to resort to in order to tune a vehicle at a time when there was next to no such thing as standalone ECUs outside of the professional race world.We then delve into the creation of Plex Tuning, as well as how and why Ioannis developed his popular range of data loggers, digital dashes, data acquisition tools, boost controllers, and of course the much-loved series of knock monitors.And this brings us to the main focus of the conversation, as Ioannis jumps straight into the deep end of the knowledge pool and gets very nerdy on all things engine knock. If you want to improve your tuning knowledge and gain a far better understanding of the causes, solutions, and variations of knock, then this episode with Plex Tuning’s Ioannis Andrianakis is a must-listen. As per this episode, check out this video to hear exactly what knock sounds like: https://hpcdmy.co/knockknockFollow Plex here: IG: @plextuningFB: Plex Tuning WWW: plex-tuning.comDon’t forget, you can use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cad
Field Report: How To Avoid The Big Mistakes | Drift Suspension Alignment Tips.
What are some of the biggest mistakes those starting out in drifting make when it comes to suspension setup?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inExplanations on caster angles, Ackerman, toe and comparisons between circuit racing and drift setups are discussed in this interview with Mike Squire of Squire Motorsport and Custom.Mike explains some of the traps people fall into who are starting out or have come from a circuit racing background including the importance of managing tyre temperates to retain the grip that is now required to be competitive at the levels the sport has now reached.Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb
080: The Most Punishing Form of Motorsport in the World.
Bouncing off rocks the size of houses and pinning it through the unforgiving desert at maximum speed, the vehicles competing in California’s King of the Hammers race have to be the absolute toughest in the world — all while still being fast enough to be competitive. After interviewing Sam Dobry of Dobry Designs recently at SEMA, we knew we needed to get him on the podcast so we could dive much deeper into this brutal form of motorsport.Use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadbSam specialises in designing and constructing high-end 4400 Ultra4 Class race trucks — this isn’t a form of motorsport that a huge amount of people have a good understanding of, so this conversation has been an enlightening one. We first dive into exactly what’s involved in this form of competition, which is essentially a mix of two polar opposite disciplines — high-speed desert racing and extreme rock crawling. This presents some unique challenges when it comes to creating a vehicle that can do both things well, as they each require very different abilities. What is universal, though, is the need for extreme levels of strength, performance, and reliability, and with an attrition rate of around 80 percent each year, the King of the Hammers event is designed to break even the toughest engines, drivelines, and suspension. Building anything to take this sort of punishment and make it across the finish line while still being fast enough to get there before everyone else is a unique exercise in mechanical engineering, and Sam has some very interesting takes on everything from engine building, to chassis design, to diff and trans longevity. This conversation also covers how Sam got into this line of work, his thoughts on 3D modelling and validation, working with Chromoly steel, heat treatment, proper TIG welding techniques, and much more. Follow Sam here: IG: @dobry_designsYT: @genrightoffroadDon’t forget, you can use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadb
079: Suspension Setup Secrets From KW’s Head of Motorsport.
What spring rate should I run? How should I adjust my bump and rebound damping? And how low is too low? We’re always getting asked the same questions when it comes to suspension, so on this episode of Tuned In, we sit down with KW Suspension’s Head of Motorsport Thomas Rechenberg to get some definitive answers from someone who knows his way around a coilover, to say the least. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThomas Rechenberg grew up a mere 50 kilometres from the Nurburgring, and after spending his youth watching all kinds of motorsport at the fabled track, the question of what to do with his life was an easy one. We kick off this episode by following Thomas’s trajectory as he left school to study mechanical and motorsport engineering before joining famous teams like Zakspeed and VW Racing to work as a tyre technician, a race mechanic, and a specialist engineer. With this sort of resume, podcast host Andre couldn’t resist getting Thomas’ opinion on subjects like tyre heat management and pressure before moving on to the meat and potatoes of the conversation — suspension.After a stint going out on his own as a gun-for-hire race engineer, Thomas joined KW as its head of motorsport back in 2018, and has since helped develop the company’s race car programs and motorsport-focused coilover offerings. This means he’s the perfect person to get right down into the weeds of suspension, breaking down his thoughts on everything from spring rates, damping, roll centres, and much more.Thomas also spends time talking us through how the everyday home enthusiast that doesn’t necessarily have access to high-end data-logging equipment or advice from professional drivers and engineers should go about initially setting up and tuning their suspension systems.Ultimately, how quickly you can drive is always going to come down to the contact patch between your four tyres and the track surface. Suspension plays a massive role in how big that contact patch is at any given time. Want to get a better understanding of suspension systems? This episode of Tuned In with KW’s Thomas Rechenberg is going to be the perfect way to spend a couple of hours.As discussed in this episode, check out images of the Porsche 963 rear suspension system here: https://hpcdmy.co/963Follow Thomas and KW Suspension here: LI: Thomas RechenbergIG: @kw_suspensionFB: KW SuspensionWWW: kwsuspensions.netHas this conversation inspired you to improve your own car’s handling? Use the discount code ‘THOMASKW50’ to get 50 percent off our Suspension Tuning & Optimization course: https://hpcdmy.co/alignb
Field Report: 22 x Track Records, 1 x 1300HP Corvette C6.
What makes this 1300hp V8 time attack machine tick? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA.The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better.The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far. So what next? One of the biggest future goals is to reduce weight. To get where it is at 2950lbs (1228kg) other than general parts stripping, the car has shed 40lbs thanks to carbon fibre body panels from Anderson Composites and a whopping 60lbs from the removal of the stock wiring harness some years ago. Adding a paddle shift setup to the PPG 6-speed sequential is also high on the list along with suspension data solutions and some tidying up of the impressive Verus Engineering & Feras developed aero package.At the time of filming the car holds at least 22 track records.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
078: Viper V10 — Tickled-Up Truck Motor or Lambo-Derived Powerhouse?
Eight-point-something litres, 10 cylinders, one camshaft, and a whole lot of noise — the Dodge Viper is as weird as it is cool, and in this episode of Tuned In, we’re joined by Viper-specialist Mike Kuchavik of Havik Performance to dive deep into this unique piece of engineering to get the truth behind America’s poster-worthy supercar and it’s brutish V10 motor.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inHavik Performance specializes in all five generations of the Dodge Viper platform, which makes it a fairly niche business, but this has allowed Mike and his team to build up a loyal customer base of Viper owners, as well as an in-depth knowledge in this most American of supercars.In this episode, we explore Mike’s path to opening Havik Performance in Pennsylvania at a fairly young age, as well as his early love for Chrysler’s supercar that would go on to become his bread and butter later in life. As you’d expect, we’re also able to take a good look at the different generations of the Viper and discuss all their pluses, minuses, foibles, and limitations — including some in-depth discussions around the car’s famous V10. Although part of Mike’s day-to-day involves looking after private Viper collections upwards of 60 cars, he doesn’t stop at just general maintenance, so the conversation naturally covers the modification and tuning of the Dodge V10 — whether that be staying NA and focusing on headwork and cams, or going nitrous, turbo, or supercharger — Mike and his team have built and tuned them all and have plenty of insight to give.With some good discussion around aftermarket standalone ECU vs reflash for the Viper, as well as the challenges that working within such a niche realm and at such a young age present, this episode with Mike Kuchavik of Havik Performance is well worth a listen. As mentioned, check out our episode with John Reed: https://hpcdmy.co/johnreedFollow Havik Performance here: IG: @havikperformanceFB: Havik PerformanceYT: Havik PerformanceWWW: havikperformance.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb
Field Report: Are Ultra4 4400s The STRONGEST Motorsport Builds On The Planet?
Sam of Dobry Designs runs us through this @GenRightOffRoad 600hp LS7 powered Ultra4 racer built for one of the toughest offroad racing events on the planet, King of the Hammers. KOH sees vehicles race at opposite ends of the offroading world at the same time seeing speeds over 100mph across open desert into rock sections that see vehicles doing single-digit speeds, or sometimes even less as they hit reverse to try another line or drive around (sometimes even over) a struggling competitor. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIn this [TECH TOUR] via the @semashow @TorcoUSA stand Connor & Sam discuss:- What is KOH?- Cooling for desert racing- Design fundamentals including 'Rod Ends In Bending' explanation (REIB) - Oil pressures vs parts reliability and longevity & damaging oil vapour- Full independent suspension vs solid axle for KOH- Drag radials as 40" offroad tyres- Massive ground clearance without the height/COG (center of gravity) issues- Tyre construction & weight gives huge advantages for mixed terrain & speedsBUILD BASICS:600hp LS7 based engine with @EdelbrockTV RHS tall deck, All Pro heads, @Compcams1976 COMP cams & Johnsons High Tech Performance driven dry sump system.Custom Griffin radiator, oil cooler only for summer racing.Turbo 400 transmission, spool rear one way locker front using Tubeworks 9.5" fork style differential & @AdvanceAdapters1971 Atlas transfer case.4-wheel independent suspension, double wishbone with a 5-link rear.Portal axles allow 3:1 diff ratio for high-speed section advantage and less CV breakages40" @mickeythompsontires Baja Boss tyres on 17" rims.For more KOH & offroad racing content (thanks for the footage too team!) check out: @jordanpellegrino @jamipellegrino @jordanpellegrino3867 & of course Genright Offroad and Mickey Thompson.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
077: Art or Science? Head Porting Explained.
How useful are flow bench numbers? Should we be mirror-finish polishing our ports? What about adding dimples like a golf ball? On this episode of the podcast, David Localio of Headgames Motorworks joins us to dive deep into one of the most misunderstood areas of the performance automotive world — cylinder heads. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDavid Localio of Headgames Motorworks is best known for building and developing some of the fastest import cylinder heads anywhere in the world. He’s able to do this thanks to two decades worth of experience in the game, as well as a healthy passion for making anything on four wheels go faster.We first learn about David’s early years, in which he saved up his paper run money to buy his first muscle car at 12 years old (then subsequently got that car taken off him after driving it around the neighbourhood one too many times), then jumping into the street racing world before eventually finding his true passion through both an education and hands-on experience at some renowned engine building shops. After soaking up all that knowledge, David then started New Jersey-based Headgames Motorworks, where he continues to hone his craft, all while building heads for some of the best-known and decorated import cars in the world.Head porting is an area that seems to suffer — or benefit, depending on how you look at it — from a crossover between science and art, so much of this conversation is spent getting into the finer details of many aspects of head work, from port and polishing, to valve grinding, cam selection, and much more.David has some very interesting non-conventional views on what works well and what doesn’t when it comes to headwork, and while any ordinary person might have those controversial opinions dismissed by the masses, this is a guy with the results, the records, and the trophies to back it all up. This is one episode of Tuned In NOT to be missed.Follow Headgames Motorworks here: IG: @headgamesmotorworksFB: Headgames MotorworksYT: Headgames MotorworksWWW: headgamesmotorworks.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb
Field Report: Haltech R3 NEXUS - Still Five Devices In ONE, Just Smaller.
CU, PDM, datalogger, oscilloscope and a wideband controller, all in one unit that now fits in your pocket. It's not for your pocket flex game though, so let's take a look at what the NEXUS R3 is aimed at accomplishing for you.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWe've talked about the Haltech NEXUS R5 VCU (vehicle control unit, a fancy term for 'many features in one') before and are excited to see a baby brother at a lower price point soon hitting the market as discussed with Anthony Truong from Haltech.The R3 uses RadSok power connectors, 1 x Deutsch DTP connector for the PDM side of things, 2 x AMP Superseal 1.0 26-pin connectors, WiFi antenna port & a USB C data connection that we love seeing here as much as we did on the R5 (great for gloved hands on race day!).So who is this for? Maybe you? If you are running a high performance 4 cylinder with some common bells and whistles like staged injection, the R3 is going to handle this for you along with a V8 setup that has one injector per cylinder and it retains the same functions as the R5 when it comes to advanced tuning options like torque management, nitrous control, race timer, flat shift and closed loop boost control. It does this while also controlling your engine electrics and drive-by-wire throttle system keeping the wiring simple and more affordable depending on how your accountant looks at these things.This is all controlled via one piece of software, which like the USB C port is a nice touch for ease of use, especially when in a rush at an event or leaving a hand free to grab a beer instead of hovering over Alt+Tab keys.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
076: The R32 GT-R is Cool, but is it Actually any Good?
From fighter jets to JDM icons. In this episode of Tuned In, we speak to Josh Ray of Driver Motorsports, who left a 20-year-long career in the US Navy as a fighter jet technician to follow his passion, pouring all that military experience, attention to detail, and knowledge into a new career building and tuning the ultimate Japanese legends for a living.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJosh Ray always wanted to build and tune cars, but after leaving school at 17, he couldn’t afford to pay for the education or equipment to make that dream a reality. Do you know who’d gladly pay for it though? The US military. Josh joined the Navy and worked his way up to Senior Chief, responsible for the maintenance and repair of fighter jets like the F14 Tomcat and FA18 Super Hornet. Along the way, he was given huge amounts of training and experience — far more than you could ever hope to get in the civilian world — that would put him in perfect sted for when the time came to leave the Navy and work with high-powered JDM icons.In this episode, Josh discusses how he transitioned away from the military and joined Driver Motorsports, where he builds everything from engines to full car projects, as well as manning the laptop in the dyno bay *spoiler alert* our own High Performance Academy courses had a part in filling any knowledge gaps he had.Josh has always loved 90s Japanese cars, so the conversation naturally turns towards stalwarts of the era — specifically Nissan’s Z32 300ZX and R32 GT-R — in an attempt to separate hype from reality. Josh owns both, so he’s more than qualified to weigh in on the subject. With some great conversations around buying cars at Japanese auctions and then importing them into the States, the ins and outs of road tuning, and minimising dyno result inconsistencies, this conversation with Josh Ray is well worth a listen. Follow Driver Motorsports here: IG: @drivermotorsportsFB: Driver MotorsportsYT: Driver MotorsportsWWW: drivermotorsports.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb
Field Report: Expert Insights on (Probably) the Most Impressive 4 Rotor AWD RX7 EVER.
Running an R32 GTR transfer box off the back of a Holinger RD6, Winters Quick Change rear differential, Haltech R5 NEXUS ECU/PDM, Garrett 94mm OR 106mm turbo, Clearview oil filtration system along with Ti Automotive a dual brushless pump setup among a long list of other parts, we caught up with Rob Dahm at @semashow to discuss his ever-evolving and now essentially complete FD RX7 quad rotor build.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe Haltech R5 doesn't just handle engine management; the built-in PDM also controls many of the electrical components leaving the car without fuses or relays. A standalone ECUMaster PMU splits this duty in 2 adding redundancy plus more inputs and outputs. A FuelTech FTSpark Capacitive Discharge Ignition (CDI) also helps in the ignition department. Interestingly this build draws up to 80amps, and as you can see (and hear) Rob has made sure that isn't an issue with this setup.Traction control is also handled by the Haltech R5 via a Nissan ATTESA-based control system and some 'fettling' by Rob which allows him to demand a dynamic or set torque ratio between the front and rear of the car allowing for versatility when launching and cornering across many surface conditions. We also touch on some Nikasil-style coating that is used to make sure aluminium and steel alloys play together nicely. Interestingly the engine is clearanced specifically for Valvoline 20-50 oil which shows the level of detail this build has reached. The long list of topics continues with Precision Engineering eccentric shafts, rotary irons, apex seals, 16-point total TPMS (tyre pressure monitoring system) and the gremlins auxiliary systems can cause a rotary engine.Last time we spoke to Rob he mentioned his interest in more A-B testing, and he has followed through on this and discussed some poor injector placement and cooling issues that upon investigation and data collection he has resolved often by taking it upon himself to learn the skills to do the job himself. Machine work, wiring and tuning are just a few skills he has picked up as a direct result of this build.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
075: The Realities of Driving and Maintaining Your Own F1 Car.
David Higgins of Kinetic Simulation and Classic Revival drops into the podcast this week to give us some insight into creating no-holds-barred bespoke race cars from scratch, modernising and racing iconic motorsport legends, and owning and running your own real-deal Formula 1 car.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inDavid is probably best known for his work in motorsport engineering and aero design, but that’s just scratching the surface of what he gets up to on a day-to-day basis. To find out more, we first look back at David’s journey from his early days spent racing his Dad’s classic Porsches and Formula cars, to getting a mechanical engineering degree at university, to eventually finding his feet, taking a punt, and starting his own motorsport design and engineering firm, Kinetic Simulation.This has meant David’s had a hand in designing and testing plenty of fast projects, and time is spent in this episode discussing how simple aero enhancements have shaved seconds off his client’s cars. We also take a detailed look at one of David’s most extreme projects — a modernised replica of a BMW E21 Group 5 race car, developed in collaboration with Kiwi company RaceLab. The project has gone through various iterations on its journey to where it is now as a full carbon fibre monocoque weapon with a stressed-member V8 and transaxle setup that should prove stupidly fast when finished. While motorsport design, FEA, and CFD testing do play a big part in David’s day-to-day duties, there’s also the Classic Revival side to the equation. This is a family-owned group that David, along with his father and brother, use as an outlet for their passions — namely sourcing, restoring, and running motorsport icons of the 80s and 90s. These include a GT300 Mazda RX-7, a Group C Porsche 962, and a couple of Leyton House Formula 1 cars — the latter of which we get into the nitty gritty of, discussing what the restoration process was like, what they’re like to work on, and what it takes to actually get them fired up and ready for a track session.Follow David here: IG: @aero_daveFB: @Kinetic Simulation, @Classic RevivalWWW: kineticsimulation.comWant to learn how to design and model parts for your project car? Start here: https://hpcdmy.co/CADb
Field Report: What Is Torque Mapping?
What was great, is now even better! But how does torque control work in MoTeC's firmware update?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThere is no shortage of quality ECU options on the market these days, and @MoTeCAustralia are certainly well set up with their product lineup and software layout which allows the purchase of some packages giving those with the right skillset almost limitless possibilities. On top of this though there is of course still internal development, and the recent release of torque-based control features as discussed with Brad Sheriff of Racetech Performance at the @WorldTimeAttackChallenge.The biggest takeaway from the discussion here other than added performance capabilities is also the fact that if you don't want to leverage them, you are still fine to use your MoTeC M1 ECU as you always have.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
074: Why Aren’t You Using a PMU in Your Next Build?
Every so often in this industry, a new technology comes along that improves the quality of both cars being built, and the work of their builders. The PMU — also known as a PDM — is one of those technologies. This week, Zach Denney of ECUMaster USA joins us to discuss how these brilliant devices work and how you can use one in your next build, as well as all things standalone ECU, dyno tuning, and much more. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAfter appearing on our radar a few years ago, ECUMaster has been steadily gaining popularity in most markets around the world. We’ve been using ECUMaster products in a couple of our own projects for a few years now, so we’re in a good position to ask Zach some challenging questions about ECU development, PMU applications, and motorsport electronics in general. First though, we dive into Zach’s journey from working at a tyre shop to becoming the North American distributor of ECUMaster, along with some other key European brands. It’s never an easy road, but through continued education and hands-on experience, Zach has built up his business from scratch and made it work despite the challenges of selling and supporting standalone ECUs.With ECUMaster releasing its brand new range-topping EMU Pro series a couple of days ago, we next look at some of the challenges around producing ECUs that are powerful and feature-rich, while still being accessible to the average enthusiast or tuner. We’re also big fans of PMUs here at HPA, and as we’ve been using a pair of ECUMaster’s excellent PMU16s in our SR86 race car, this discussion inevitably swings in the direction of power management units, with Zach and podcast host Andre spending time breaking down how they work, what they can do, and why they’re so good. This episode also contains some great discussion around the liabilities and — for lack of a better term — finger-pointing that can come with tuning other people’s cars, as well as all the variables that can affect a dyno-session’s outcome. We know who’s going to be first in line to cop the blame, so how do we, as tuners, avoid becoming public enemy number one if something goes wrong later down the track?Follow Zach and ECUMaster USA here: IG:@holyzachrilege, @ecumasterusa FB: @ECUMaster USAWWW: ecumasterusa.comInterested in learning how to install and utilize a PMU/PDM on your own project? Start here: https://hpcdmy.co/PMUb
Field Report: You're Building Your 10,300rpm, 8 Second Subaru EJ All Wrong. Maybe.
Subaru engines don't have the best reputation for reliability in the aftermarket performance world, but is it just the design that is to blame like internet Subaru experts claim or are people actually following some incorrect advice and information?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt the World Time Attack Challenge, Leigh Bird of Deshele Performance gave us some insight into what goes into building a reliable performance engine using a Subaru platform, and gave us some insight into his own approx 870hp Ej25 based build which is pushing 45psi through a Precision Turbo & Engine 7675.Bearing clearances and common mistakes, oiling supply upgrades and head stud torque settings are discussed along with why Leigh used an automatic transmission from a Subaru SVX in this application. While we didn’t get in depth on it, there is also some interesting discussion about harmonics with 10,300rpm being hit in his own 8.80 second at 161mph drag application. Also touched on is the use of nitrous (NOS) to get the turbo spooling to launch off the line, with a 75hp shot used for the entirety of 1st gear, and interesting all 45psi of boost being delivered throughout the run for now.Also discussed are some of the engine specs for the EJ25 based build in the GC8 discussed, which runs a closed deck, 14mm head stud conversion, 2L 75mm stroker crank, longer steel rods and a single entry .95 housed Precision 7675 turbo.Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb
073: The Barra — Indestructible Monster or Overhyped Taxi Engine?
Ford Australia’s straight-six Barra engine enjoys an almost mythical status in many parts of the internet, but is that status justified? This week on Tuned In, we’re talking to The Skid Factory’s Al Butler to get to the bottom of the Barra question, as well as many other topics like turbo-sizing, wastegate location, chopping up ultra-desirable classics, and much more.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAl Butler, also known as “Turbo Yoda” by many, has spent his life messing around with cars, and after many years as a mechanic and performance workshop owner, Al decided to strike out into the online world by starting a YouTube channel with friend and co-host Woody. The Skid Factory channel now has a quarter of a million subscribers and features the varied custom work that Al gets up to — everything from a blown big block Toyota Crown, to a 1000+hp Barra-powered Bedford van, and even a rare Hakosuka Skyline motivated by a monster Nissan VK56 V8.In this conversation, we first talk about Al’s background as a long-time mechanic and how the profession has changed dramatically in the last few decades, as well as the types of skills a modern mechanic now needs in order to do his or her job. Befitting of the “Turbo Yoda” nickname, podcast host Andre Simon and Al then get down into the weeds on all things turbocharging, including turbo sizing for a given application, wastegate location, and the technological advancement that has broadened just what is possible with modern forced induction. This inevitably brings up the Aussiest of motors — Ford’s highly-regarded Barra 4.0-litre straight six. There’s a lot of talk about this engine and its capabilities online, so we take the opportunity to get the facts and debunk some myths with Al, a guy who has worked on and built countless Barras over the years.With some great insight into starting and running a YouTube channel as a full-time gig, as well as a breakdown of the internet-famous VK56 Hakosuka built, this episode is going to be a great listen for anyone wanting to step up and out from the grassroots and onto the next level. Follow The Skid Factory here: IG:@theskidfactoryYT: The Skid FactoryWWW: theskidfactory.comInterested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb