Racing simulators are becoming more popular in the home and, if you're lucky, office, but are they good enough on a professional level without an endless budget?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJota Sport WEC LMP2 Race Engineer Tomoki Takahashi runs us through some of the advantages a simulator setup offers, the limitations and why a motion platform can be more hindrance than help without a blank chequebook.Discussed is a direct comparison between two drivers at the same event, one who practised on the simulator beforehand, the other who couldn't, how the race engineer and data engineer treat simulated sessions the same as physical practice sessions, which interesting can lead to better results when it comes to quick decisions on car setups and track conditions come race day.

What does it take to build, tune, and drive a monster Mitsubishi Evolution VIII with a 4.1-litre VR38DETT putting down 1065 hp to all four treads — on pump gas, no less? On this episode of Tuned In, we talk to the Armchair Tuner to find out.Use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackagebConrad Bradley has been building fast cars and bikes for a long time, although he currently works outside of the automotive industry in the nuclear field. Conrad couldn’t tell us much about his current work projects for obvious reasons, but when it comes to his many interesting automotive projects, he’s an open book.Over the years, Conrad’s built many fast cars — from rapid Subarus, to even faster Evos, to an immaculate Beams-powered AE86 — we discuss all those builds in this conversation, but it’s his one-of-a-kind Evolution VIII that we’re most interested in.We dive deep into this build with Conrad, digging into the big questions, like:Why ditch the 4G63?Why the VR38DETT?How is it still 4WD?What was the hardest part of the build and how was it dealt with? Has it changed how the car drives?Why even build something as unique as this car in the first place?This is a fascinating look into a very serious build that presented a lot of problems, requiring unique solutions.Further into the conversation, we also discuss the challenges of owning and operating a tuning shop, reflashing challenges, Evo strengths and weaknesses, and much more. This is a great listen for anyone interested in thinking outside the box when it comes to building cars and going fast. Follow Conrad here:IG: @armchairtunerFB: Armchairtuner YT: Armchair TunerDon’t forget, you can use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackagebTime Stamps:4:25 How did you form an interest in cars?14:01 How did you end up owning a tuning shop?20:43 Pros and cons of owning a tuning shop.27:50 Transition from motorbikes to cars.29:23 Why JDM vehicles?34:05 Reflashing JDM vehicles.39:29 Was it Subaru's reliability issues that drove you to the Mitsubishi platform?43:04 Toyota AE86.58:03 Back into the Mitsubishi world? Evo X.1:04:17 Manufacturers making it difficult for us to tune modern engines.1:09:34 What came after the Evo X?1:11:31 Building an Evo for drag racing.1:24:36 How did the Evo GT-R come about?1:27:36 What was involved in fitting the VR38?1:34:49 What is the transmission?1:41:22 Motec M1 custom package for 4wd setup1:47:10 How much does it weigh with the VR38?1:48:06 What was the goal for the VR38?1:56:07 Are you running PDMs?1:58:50 Are you using the data from all your sensors for anything in particular?2:00:02 Is the Evo GT-R finished?2:06:09 Final 3 questions.

Using the Blueprint Racing 6.53 @ 213mph Mazda 6 for some examples we dive a little into how to build a rotary engine for drag racing.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inGetting 1500HP out of a rotary engine isn't hard these days with the knowledge in the industry, but doing it with a window of safety and repeat reliability is still a struggle as Jon of Jon Blanch Racing explains. Naturally, some comparisons are made between the rotary and piston world in respect to aftermarket part support which has been growing in recent years but still lacks in many areas no matter how big your budget is, but most interestingly from what is out there the OEM Mazda rotors with some modification are still the go-to choice for performance builds.An area where the aftermarket has made massive improvements, however, is when it comes to the plates with billet options not necessarily helping engine builders and tuners make more power but instead giving a little more reliability and tolerance to the small windows you have to work within when it comes to getting power out of your rotary.Porting is also discussed and Jon shares why a semi-peripheral port (semi-pp) is preferred along with why the perfect port placement depends on more than just a single perfect physical location.

Quad Rotor vs V8, Procharger vs Natural Aspiration and more.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIt's hard to nail form and function, but Carl Thompson has it down to a fine art when it comes to drift builds between his old 1300HP 26B 4-rotor Aristo/GS300 build and this high compression 'small block' @Mast Motorsports 454ci (7.4L) LSX based V8 Nissan S15 Silva one that is another work of art. Even if you are a solid rotary fan it's hard not to appreciate the same level of detail and perfection that has gone into this LS-based S15 build.We'll discuss why Carl moved away from his 4 rotors (one of which now powers Rob Dahms AWD RX7 build) and towards the MoTeC M130-controlled LS V8 platform as he has gotten more serious about competing and doing full-season campaigns along with why he chose a naturally aspirated setup despite having a procharger bolted on at some point in time.The difference in power levels required for D1NZ and US series also pops up as well as the performance increases gained from his Dailey Engineering dry sump system and what the main driver displays and warnings he pays attention to during a competition run and interestingly why he went with a cast-iron LSX based block over the aluminium LS(x) blocks that are also able to handle sizeable power figures. 00:00 Intro00:25 Rotary Vs LSX01:31 Engine Specs02:10 Iron Vs Alloy Decision03:35 Procharger Vs N/A05:06 Procharger Powerband06:08 Dry Sump Setup07:02 30HP+ From Good Vacuum08:49 @MoTeCAustralia ECU, Indiindividual cylinder fuel delivery10:55 Dash Display Settings12:21 Drivetrain14:00 Diff, SuspensionTo get power to the ground the car runs a Holinger Engineering RD6 sequential, Tilton bell housing, flywheel and triple-plate carbon clutch leading to the Winters 25cm IRS quick-change and 35-spline stub axles.A MoTeC M130, PDM30 and C125 logger/dash display and EMtron ETC4’s (for individual cylinder monitoring) round up the electronics side of things and giving Carl the ability to clutchless shift off the line.

If you’re planning a big race or street car build, it’s worth thinking about how you can harness the power of 3D scanning, CAD, and additive manufacturing on the big jobs. In this episode, BBi Autosport’s Dimitri Orlov explains how you can incorporate these tools into your build process, how he utilised them when building the infamous “Hoonipigasus” Porsche 911, and a whole lot more.Use “BBI50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbBBi Autosport is one of the best known aftermarket Porsche specialists out there, pumping out a range of high-quality parts and builds over the last decade. Based at the company’s California facility, Dimitri is the product development engineer behind it all, despite not having the educational background in mechanical engineering that you might expect of someone in his line of work.Dimitri is self taught, and that gives him a unique perspective on design and manufacturing. He talks us through his design process, and discusses how far technology has come in the last few years — both in terms of what it can achieve and how accessible it’s become to the home enthusiast. Dimitri explains how the average person can harness all this tech to drastically trim down the amount of time and money being spent on a serious race or street car build. This then gets us on to the topic of 3D printing final parts in metal, and Dimitri dives into just how useful this technology has become. As he points out — sure, you might not have the capability to print metal at home, but it’s now becoming viable to send your design to a third party which can then create the part using its own multi-million dollar printers.The conversation then moves on to Dimitri’s most well-known project, the “Hoonipigasus” Porsche 911 hillclimb monster. This is a car that most people will be aware of and think they know a lot about, however Dimitri is able to give us some really interesting insights into the build, its immense challenges, and how he and his team overcame those challenges.Follow Dimitri and BBi Autosport here:IG: @orlovdesign, @bbiautosportYT: BBi AutosportWWW: orlovdesign.com, bbiautosport.com Don’t forget, you can use “BBI50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbTimestamps:4:06 How did you become passionate about the automotive industry?8:15 How did you learn your skillset?9:57 Does having shop floor experience make you a better designer?11:42 Are there any drawbacks to not having an engineering degree?15:51 When did you start diving into 3D modelling and CAD?20:32 What are the steps from CAD model to actually machining a physical part23:10 What did you do before working for BBI and what is BBI?32:28 Design process.43:06 Choosing the right manufacturing process for the part.51:07 Designing a manifold not just for 1000hp, but to fit and work on a factory vehicle.58:05 How has 3D scanning changed things for BBI?1:06:40 Are there affordable scanners that are worth buying?1:12:10 What CAD software do you use and why?1:20:46 Do you use FEA?1:27:18 What is the Hoonipigisus?1:31:15 Engine and gearbox configuration.1:34:28 Biggest challenge?1:38:49 Challenge of running a drive shaft from a rear trans to front differential?1:41:30 How much of a disadvantage would it have been rear wheel drive?1:48:50 Are there any key aspects you’d do differently?

Why does this 800hp car look like it belongs to racing classic DTM cars, and what's up with the 6 cylinders?Aleck Kazakovski of GotItRex explains some of the tech talk story of how this GC8/Type R STi has grown into the monster it is today, with multiple time attack wins in Australia and a unique but well-proven setup.The turbocharged EG33 is capable of 9,500rpm and 750kw (1000hp) at 40 PSI, but the team dials things back in the interests of reliability and wallet health to a 'modest' 600kw (800hp) at 25 PSI and a 9,000rpm limit. Madness!There isn't much that hasn't been touched on the EG33 to make this happen, including being bored and stroked with extensive headwork to give a very usable powerband with full boost from 4,500 rpm. Lubrication is handled by a custom GIR dry sump setup using existing off-the-shelf components. Clever!An EMtron electronics package helps keep it all working as intended, and a Modena sequential transmission package puts the power to the ground without turning into Swiss cheese as you would expect the OEM Subaru parts to; however, OEM housings and much of the physical placements are retained or at least are very close to where they were which keeps some of the heritage rather than being a complete Frankensteins monster. No doubt, this also enables an easy time with spares and repairs.A PE Racing pedal box and AP Racing calipers and rotors help haul the car up for the corners, with Aleck and the team opting to avoid some of the oversized rear brake issues many Subaru owners fall into the trap of, and ABS is on the cards for the future to help leverage the system further.

When building a performance engine, everyone talks endlessly about forged pistons, H vs. I beam connecting rods, high-flow injectors, and '1000hp capable' turbochargers ready to produce 60-100 PSI of boost. That's all exciting and, depending on your goals, critical, but what about your fittings and hoses that none of these components would last without?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inJamie from Raceworks runs us through some of the popular options you will find in all forms of motorsport, including monsters at events like the World Time Attack Challenge. These include braided rubber and PTFE (Teflon) hose options, what areas of the engine you might choose flexibility over comparative durability, push lock and crimped hose ends.You will also get a quick rundown of AN fittings and adaptors, including how the AN fitting sizing system works and some insight into hard lines, Wiggins, clamps, and silicone couplers, along with some options on flaring your pipe/tube.TIME STAMPS:0:00 - AN Fittings1:30 - Braided Hose1:43 - Rubber2:10 - PTFE3:04 - Exotic Fuel Vs Rubber3:50 - Push Lock4:35 - PRO TIP!4:48 - Reusable Hose Ends5:22 - Crimp Hose Ends6:15 - Weight PTFE Vs Rubber6:35 - Hard Lines7:24 - Silicone Couplers7:50 - Wiggins Clamps8:51 - Flare/Beads9:47 - Don't Be A Gorilla10:14 - Flexible Options11:09 - Understanding 'Dash' Sizing12:19 - Hose & Fittings Compatibility12:51 - Raceworks - Thanks Jamie!13:15 - BUILD.TUNE.DRIVE

What you need to know about tuning General Motors’ LS engines thanks to Matt Sanford of Tuning-Tips.com.Use “MATT100” to get $100 OFF HPA’s Tuning Starter Package:  https://hpcdmy.co/starterbMatt Sanford is a self-taught tuner that you might recognise from his YouTube channel of the same name, or his frequent appearances on mega channels like Cleetus McFarland.Matt has been tuning all types of gasoline and diesel vehicles since his teenage years, but his main speciality and passion is GM’s LS family of V8s. In this episode, Matt first tells us how he came up in the diesel tuning world before switching to gasoline engines.While he is fully versed in aftermarket standalone ECUs, Matt prefers using HP Tuner’s excellent reflashing platform. We take a deep dive into the Gen 3, 4, and 5 GM engine control modules, discussing how they work, and how we can get the absolute most out of reflashing them.Of special interest is how these computers manage load measurement, using both mass airflow and speed density — and the process you need to go through to properly tune both.The conversation then moves into tuning strategies around adding forced induction and/or an aggressive cam. Many people think you have to put up with reduced driveability with these modifications, but Matt explains that that’s simply not the case — if you know what you’re doing, a heavily modified LS can drive like a stock motor.This episode is definitely for the LS crew, so if General Motor’s ubiquitous V8 is something you have an interest in, this is one you don’t want to miss.Follow Matt here:IG: @matt.p.sanford YT: Matt SanfordWWW: www.tuning-tips.comDon’t forget, you can use “MATT100” to get $100 OFF HPA’s Tuning Starter Package:  https://hpcdmy.co/starterbTimestamps:4:44 How did you get interested in cars?8:02 Where did the interest in tuning come from?13:05 What can the MPH number on a drag strip tell you about your engine tune?19:42 At what point did you get access to a dyno?21:39 Going from tuning gasoline to diesel and then back to gasoline.29:01 Why move from EFI Live to HP Tuners and what is reflashing?41:05 Key differences between tuning a standalone vs factory ECU.48:31 Speed density in the GM world.54:26 How should we be going about the tuning process?1:01:04 HP Tuners built-in calculator for making changes to the virtual VE tables.1:07:26 How do you calibrate MAF? 1:14:33 What is acceptable in terms of a short-term and long-term fuel trim combination?1:19:40 What is spark air mass?1:22:15 High octane and low octane tables.1:31:07 GM’s knock control system.1:40:37 Thoughts on MAF-less tuning?1:42:50 Tuning options for a really aggressive cam.1:51:46 Other common mistakes with LS tuning.1:53:40 Injector upgrades.1:57:35 Final 3 questions.

How do you know if it is safe to turn your 1300HP R35 GT-R Skyline engine tune right up to 11 and hit the track?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWhat checks do you need to do before you know it is safe to turn up the boost or even just use what you know is safe on a different type of fuel? What sort of process do professional tuners follow when troubleshooting issues during a race weekend? This interview dives into these topics and much more!Mike McGinnis of Innovate Tuning is also a High Performance Academy tutor and all-round engine and transmission tuning expert. He knows his stuff and, luckily for all of us, is happy to share that knowledge at events like the World Time Attack Challenge.The LYFE Motorsport R35 GT-R Skyline is no stranger to time attack or even this channel having been featured before here and also Pikes Peak. It has seen numerous changes over the years. At WTAC it ran a stroked 4.1L VR38DETT with twin Garrett GTX3076 turbos, Shepherd Transmission DCT with PPG gearset Dodson Motorsport Promax clutch and a MoTeC electronics package.This GT-R pushes 1300hp on a Dynojet in the United States and 1120hp on a Mainline in Australia, which helps show that not all dyno numbers are 'equal' to the point they generally don't matter in the way most of us think, beyond being data for the tuner behind the laptop.Owner Cole Powelson had his best WTAC event in the car, hitting a 1:25.9450, which put him third in the EMtron Pro Class and the fastest US driver to take a stab at the event over the years.The car did double duty, with Donut Media YouTuber Jeremiah Burton also hitting a solid 1:31.4800, which is more than solid for someone new to the car, track and speeds involved.

Let's be honest, power is easy to make these days. Anyone with a modest budget can build a 1000hp dyno queen, but what about high-output engines that are expected to last for more than just a few full-power dyno pulls?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMixing a unique roots style blower (aka supercharger) with 8-into-1 headers for wow factor, Mitch Pullen of Pullen Spec Engines hasn't glossed over the essential parts to ensure this LS-based build will last. Improving rod angle, slowing piston speed, and choosing a stout valvetrain option over pure peak HP figures are all part of this, along with running a dual DBW throttle fuel-injected setup with 16 injectors over the carburettors you'd typically see on a setup like this.Why roots-type blowers are considered so inefficient compared to other supercharging and turbocharging options is discussed, along with individual cylinder trimming and running rich 0.80 lambda of E85 fuel to help cool combustion charges for 8 PSI of boost, making an easy 800hp during the Garrett International Drifting Cup at World Time Attack Challenge.TIME STAMPS:0:00 - Blown S130:30 - Why The LS0:54 - Roots Blower1:38 - Haltech NEXUS R51:55 - PDM & Can2:26 - 16 Injectors2:58 - Primary Injectors3:05 - Fuel Cooling & Lubrication3:12 - Trimming Injectors3:20 - Liquid Intercooling3:55 - Why A Roots Blower Is Considered Inefficient4:24 - Boost Pressure4:58 - Pre Supercharger Fuelling5:28 - Ethanol Fuelled5:35 - Fuel Mixture & Cylinder Trims6:12 - EGT-Based Fuel Trims7:45 - EGT Temperatureres8:03 - Transient Throttle Tuning8:32 - Acceleration Enrichment9:23 - Short-Term Fuel Trims10:47 - LS Engine Specs11:14 - Why Short Stroke?11:49 - LS Rod To Stroke Ratio12:43 - Dart Block13:30 - Power Level & 8,800 RPM13:55 - Cylinder Head14:30 - Rectangle Vs Cathedral Port" rel="nofollow">

If you like doing things yourself, building weird cars, and making the most of what you’ve got, this episode with Matt Brown — AKA Superfast Matt — is a must-listen.Use “FAST50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbAfter walking out of college with an engineering degree, Matt Brown started his career developing engines for NASCAR teams, engineering various parts for Tesla in its early days, and working on secret projects for Apple. Then came 2020, and with lockdowns forcing Matt to work from home, he began investing more and more time into building interesting cars and showcasing his work on YouTube. After a while, Matt decided to take the plunge and commit to his Superfast Matt YouTube channel full time, which now has over 420,000 subscribers.In this conversation, Matt first talks us through his journey to full-time YouTubing, discussing how he earns enough to pay the bills and what kind of videos work best on his channel. We also spend time running through some of the fairly simple tools that Matt uses in his workshop with impressive results, covering basic CNC routers, 3D scanners and printers, and much more.Matt is best known for his crazy builds, including a CBR1000RR-engined Honda S600 and a Bonneville Landspeed streamliner. These interesting projects get airplay in this interview, but the real focus is on Matt’s current obsession — a Dodge Viper built for the dirt.We dive deep into this unusual build, first by questioning Matt’s sanity… After all, why would anyone want to do something like this? There’s plenty of interesting fat to chew on here, with discussions on suspension geometry and performance, rear-end transplants, and more.  Since this podcast was recorded, Matt has taken the Viper out for its first offroad adventure check it out here: https://youtu.be/6d7aRoYvYs0?si=i4drFZyDyxlK0R5vFollow Superfast Matt here:IG: @superfastmatt  FB: Superfast MattYT: SuperfastMattTT: SuperfastmattDon’t forget, you can use “FAST50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbTimestamps:3:48 How did you become interested in cars?6:17 What companies have you worked for?8:29 Rules in motorsport.11:17 Why did you leave Nascar?12:50 Sodium-filled exhaust valves.13:47 Working for Tesla.26:35 What comes after Tesla?29:00 Starting a YouTube channel.36:43 Producing videos that get views.41:36 Is it easy to become a YouTube sensation?44:38 Access to CAD, 3D Printing and 3D scanning as a hobbyist.50:06 3D printing materials.57:48 Do you use 3D Scanning?1:03:35 What is a CNC router?1:12:57 How did you develop your composite skills?1:20:42 YouTube comments.1:23:57 Off-road Dodge Viper.1:32:55 Land speed car, what is it?1:40:00 Final three questions.

If you know anything about time attack, chances are you have seen or heard the incredible R32 'Xtreme' GTR, but do you know the story behind it? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThis RB power AWD R32 GTR Skyline reset the record in the GCG Open Class at the World Time Attack Challenge event under Tim Slade's capable jandals with a blistering 1:25.92. Recent upgrades to the car helped make this happen, including some aero changes courtesy of Sydney Composites and a bigger Precision Turbo & Engines 8080 Gen2 to make the most of it.In a slightly different angle from the tech we generally dive into, this chat with owner Michele Guyer gives a little insight into some of the organisation and trust that goes into a long-term project like this GTR, which is now undoubtedly one of the world's fastest and best-presented time attack competitors.As always, a lot of people and companies are involved behind the scenes, including FE Motorsports, Platinum Racing Products, Racetech Performance, Plazaman, Nitto Performance Engineering, Bosch Motorsport, Amaando Seals, Nulon, Xtreme Clutches, DAS and more.------------------------------------TIME STAMPS:0:00 - Michele Guyer0:15 - Building The Team3:02 - The Origins: BSM GTR4:10 - Billet Before It Was Cool4:53 - Pro Vs Owner Driver6:19 - Engine, Transmission Etc7:08 - Recent Upgrades9:36 - Future Plans?10:10 - Spoiler: They Won Their Class11:18 - Thanks Michele!11:35 - Tim Slade Jandal Down!12:20 - Braaaaaaaap!13:00 - 1:25.9213:13 - BUILD.TUNE.DRIVE

14 minutes of race car build tips & experiences.Money. No matter how much we have, no one likes to or wants to waste it. A motorsport application will cost precisely the amount you budget for it, plus some more. In this interview, some tips are discussed on how to trade a bit of your time to make better decisions for your build and your wallet, even if you don't intend to do all the physical work yourself.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRunning Nitto 2.2L stroker kit, Kelford Cams, and ARP head studs to make around 500kw at 2.2 bar (670hp, 32psi), this RevZone built 4g63 powered EVO 7 Open Class Time Attack build is a constant work in progress for Darren Bishop, but not just in the way most people immediately think when it comes to simply adding more and more power.At the World Time Attack Challenge (WTAC), Darren shared valuable insights into developing his time attack EVO. The knowledge base build to undertake this project has included using High Performance Academy (HPA) course materials, engaging in practical work, and consulting with specialists on their own level.Using quality electronics like the EMtron KV8 ECU, MoTeC C127 dash, and Power Distribution Module (PDM), alongside a comprehensive array of engine and chassis sensors, Darren, with the help of Benchmark Solutions trackside dial in the car from multiple angles over the race weekend. This process involves adapting to the specific demands of each race weekend, including track layout (working to perfect every braking zone and corner), weather conditions (temperatures heavily influence tyre pressure, engine settings and traction control), and the unique preferences of both the car and driver discovered only by plenty of seat time, ensuring a solid performance between Darren's driving capabilities and the vehicle's technical setup.Darren narrowly got squeezed out of the top 5, finishing with a respectable 6th place in the Open Class with a 1:30.3870 only JUSTTT off the pace of the 1:29.9110 set by the 5th place finisher.------------------------------------TIME STAMPS:0:00 - Open Class EVO 70:30 - Engine Package0:50 - Power and Boost1:10 - Gearbox1:25 - Electronics1:44 - Why Use Course Material?2:30 - How It Helped2:50 - Spend Wisely3:15 - Why 2.2L 4G63?3:48 - Wiring Process4:59 - Wiring Documentation5:42 - PDM Configuration & Electronic Setup6:38 - ECU Setup7:01 - Not Just For Cost Savings7:20 - Data Analysis7:36 - Judd V10 On Song" rel="nofollow">

Is 3D printing going to replace CNC machining in the near future?Even your Mum has probably heard of 3D printing at this point, but what’s not so well understood — even by enthusiasts — is just how quickly this technology is advancing, and what's now possible when it comes to making your car faster, stronger, and more capable. One person helping to push that technological envelope is this week’s guest, Joe Dopkowski of 3D Systems.Use “3D50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course:https://hpcdmy.co/CADbJoe has a background in mechanical engineering, and previous to working with 3D Systems, he spent time at OEM manufacturers developing parts for new vehicles. A long-time motorsport enthusiast, Joe has been able to combine his interests and work to push technological boundaries in the pursuit of more speed, working with F1 teams and aftermarket companies like BBi Autosport and English Racing. In this conversation, Joe starts out by talking us through the history of 3D printing, but what we’re most interested in, is where the tech is at now, and where it’s heading in the near future. Joe gets us up to speed here, discussing just how far this field has come in a short amount of time, and exactly what’s possible right now with current 3D printing capabilities. This means printing not just prototype plastic parts, but producing ultra-strong, ultra-light finished components from titanium, aluminium, and nearly any other metal you can imagine. This episode goes deep on all things additive manufacturing, and is going to challenge any assumptions you might have about 3D printing. Prepare to open up a whole new world of possibilities when it comes to creating bespoke performance parts for your vehicle.  Follow 3D Systems here:IG: @3dsystemsFB: 3D Systems CorperationYT: 3D SystemsWWW: 3dsystems.comDon’t forget, you can use “3D50” to get $50 OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbTimestamps:4:43 When did you develop an interest in cars?6:19 What does a mechanical engineering degree entail?12:20 What OE manufacturer did you work for and how was it?18:05 What is tolerance stacking?20:50 How did you end up working for 3D Systems?24:41 Overview of 3D systems.27:18 What’s your role at 3D Systems?32:40 What does additive manufacturing mean?39:06 How do 3D systems plastic printers work?45:16 3D printing in F1.54:12 3D printing materials.1:00:20 Steps between 3D model and physically printing the part.1:04:47 How much are these plastic printers?1:06:54 How does metal printing work?1:11:29 Speed of printing metal vs plastic.1:13:11 Strength of metal printing.1:15:15 What areas of motorsport lend themselves to metal 3D printing?1:19:15 What is generative design?1:22:28 Cost of metal printers.1:26:44 3D printing in F1 part 2.1:35:42 What is 3D printing going to look like in 5 years?1:43:22 Final 3 questions.

Brake boosters—why don't you find them on race cars? Are motorsport ABS systems harder to use than your OWM setup?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAshley Field of 909 Motorsport answers these questions and more in relation to aftermarket ABS systems like those offered by Bosch Motorsport along with how easy they are to install, if OEM components can be used and most importantly how ABS can only regulate the braking power you give it meaning if you don't have an optimal brake package before you fit ABS it can't work any magic to change that for you!Why fit aftermarket ABS? The likes of Bosch Motorsport ABS systems (note, we don't sell them!) offer advanced features that enhance braking performance and customization compared to standard OEM ABS systems including not going into 'ice mode' when a driver least wants that to happen! While the Bosch Motorsport ABS may require more expertise to set up and calibrate due to its professional-grade capabilities, it provides benefits like faster response times, better grip utilization, and the ability to fine-tune brake bias for improved efficiency and control according to driver preference as well as data acquisition to aid with car and aero setup.How? Motorsport-dedicated versions of ABS have a more sophisticated 'brain' and valving system, allowing it to lock and release tyres faster, maximizing available grip more effectively.------------------------------------TIME STAMPS:0:00 - Power Vs Stopping Power0:20 - Factory ABS & Motorsport0:45 - OEM Vs Motorsport ABS Focus1:25 - Not All ABS Is Equal1:50 - Is Motorsport ABS Harder To Use?2:35 - What Is Different With Aftermarket ABS?3:13 - 'Ice Mode'3:38 - What Is Needed For Bosch ABS Fitment?4:27 - OEM Parts Usage5:04 - Brake Boosters & Pedal Boxes6:01 - Why Remove A Brake Booster?6:45 - Brake Bias Adjustments7:35 - Crosslinked Brake System8:02 - Front Rear Split8:18 - ABS Won't Work Magic9:00 - Driving Style Vs ABS Setup9:58 - KEY POINT!10:36 - Driver Adjustment Options11:12 - Driver Preference11:38 - Data Logging & Vehicle Dynamics12:10 - Thanks 909 Motorsport!12:25 - BUILD.TUNE.DRIVE

If replica wheels are just as good as the genuine articles like many claim, why don't we see them used in top-tier motorsport?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inKosumi Wakana from Rays Japan answers this question and more on rim stiffness/compliance, how to identify a replica wheel and where to find help if you can't, along with some of the manufacturing options available to wheel manufacturers like Rays.

If you’ve spent any time on YouTube, you’re probably already aware of this episode’s guest and the various projects his channel is involved in — most famously “Project Binky”, a classic Mini running a Toyota Celica GT-Four engine and AWD driveline.Richard Brunning from Bad Obsession Motorsport joins us to down a few cups of tea, talk motorsport, and run through the ins and outs of neverending project cars, the business of operating a popular automotive YouTube channel, and much more.Use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package:https://hpcdmy.co/fabpackagebRichard, like many guests of this podcast, has his father to blame for his motorsport obsession. Some of his earliest memories involve hanging out in old sheds while his Dad restored vintage vehicles, tickling up RC cars to get the edge in racing, and days spent on the couch watching Formula 1.This early focus on all things automotive drove Richard towards a life that revolved around motorsport, first starting out in kart racing, before moving on to Caterhams, formula cars, and even some Formula Mazda racing in the States. In this episode, Richard spends time talking us through these different forms of motorsport, and discusses how each type of vehicle could be set up, tweaked, and modified within the rules in order to gain more speed.Eventually, Richard’s good friend and eventual partner in crime, Nik Blackhurst, enticed Richard back to the UK to help him go rallying, and it was at this point, way back in 1992, that Bad Obsession Motorsport began.Fast forward a good few years, and Richard and Nick were fed up with the car modification TV shows like Pimp My Ride, Monster Garage, and their contemporaries that were on offer at the time — none of them actually showed why and how any of the work was done. This got the pair thinking that they might be able to do better, and with that goal in mind, the Bad Obsession Motorsport YouTube channel was founded.It took a couple of years, but Richard and Nick’s channel began picking up steam, not in small part thanks to “Project Binky”, a Toyota Celica GT-4 powered and driven classic Mini. Richard dives deep into this build, answering our burning questions — chiefly ‘Why’? But also “What’s taking so long”?This in-depth discussion around the challenges of fitting so much engine and driveline into such a small package is a great look into what it takes to complete a complicated project to a high standard. Lastly, we also spare some time time to touch on the joys of motorsport wiring, ultra-budget racing in the City Car Cup, and making a living out of building cars on YouTube.Follow Bad Obsession Motorsport here:IG: @badobsessionmspFB: Bad Obsession Motorsport YT: Bad Obsession MotorsportWWW: badobsessionmotorsport.co.ukDon’t forget, you can use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackagebTimestamps:4:04 How did you develop an interest in cars?7:00 Did you learn anything from racing RC cars that could transfer to driving a go-kart?8:10 How was your experience driving karts?17:46 What is it about karts that makes it such a good learning platform for racing?22:53 What is a cost-effective way to get into racing?25:26 What other motorsports have you been involved in?32:49 Transition from racing to Bad Obsession Motorsport36:23 Automotive skill set before starting Bad Obsession Motorsport?40:20 What were you thinking when you decided to start a YouTub

The KOVAL EVO is one of the most successful roll racing cars in Australia and has seen a few iterations, owners, and a couple of catch cans over the years, as well as 80-90PSI of boost and up to 11,000rpm.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt GTR Fest, where Andre pretty much only looked at EVOs (he knows his type) we caught up with Dom Rigoli of Tony Rigoli Performance (TRP), a world-famous in Australia full service workshop with a proven history of getting incredible power out of many platforms including this venerable EMtron controlled 4g63.Dom's answer here are short, sharp and accurate covering a range of topics from dry blocks, billet vs cast, head cylinder sealing with bronze aluminium rings aka fire rings along with some insight into what a car like this might do if it was fully setup for drag racing rather than the street too.Previously, the car had made 1200hp at the hubs but now pushes over 1500hp and uses methanol or ethanol blends depending on the legalities of the event/location with 8.8 passes so far and plenty more to come if the owner wants to upgrade the car to safely compete at 1/4 racing, which are requirements that differ from roll racing events.

You won't see this B2R Motorsport 2.0L 1200hp++ EK Honda Civic up at your local skifield, but it actually has the AWD/4WD system to get there faster than you could imagine if wanted!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMaking over 1200hp at 56psi boost and plans to hit between 80-90psi with a Precision 8085 turbo, Moe El-asmar's EK Honda Civic is aiming to be the first in its class to hit a 7-second pass on Australian soil. This build focuses on keeping it simple and solving one problem at a time, as opposed to going crazy and creating more with too many rushed changes, and it certainly seems to be an approach that is working.Off-the-shelf parts for engine components are one of the aspects that follows this building principle with an OEM Honda K20 crank, SpeedFactory pistons, and BME rods housed in a Bullet Billet Block sandwiched to a 4 Piston cast head with an MLS head gasket. Interestingly, Moe discusses how the cost of sleeving was halfway to billet but with a much shorter lifespan, helping him make the call to go with a Bullet block that is also a 'wet block', enabling him and the team to do more passes back to back vs a dry block setup.Electronics wise, a Link G4X ECU, MoTeC PDM30 and ProWire custom wiring harness keep the smoke in the wires, with Platinum Racing Products coil packs Elixir fuel pump and Aftermarket Industries tank and hanger rounding off the electrics and fuel system.The 4WD conversion is something Moe sees becoming more and more popular over time, with an AWD conversion from a Honda CRV mated to a Quaife sequential gearbox.

Looking to up your game with a super-informative masterclass on professional-level motorsport wiring? This episode of Tuned In featuring Erik Reinertsen of Hardwired Performance is exactly what you're after. Use “HWP50” to get $50 OFF our HPA Motorsport Wiring Starter Package:  https://hpcdmy.co/wiringstarterbErik specialises in building top-level motorsport wiring harnesses, choosing to focus primarily on the demanding offroad racing market — but wiring wasn’t always on the cards for this Californian. Despite growing up around hotrods and motorsport with a father who built cars for a living, he was actively discouraged in following his Dad’s footsteps, instead being pushed towards a more conventional career. The problem was, you can’t really expect your kid to not become a diehard car guy when he spends all his time messing around in your shop full of cool builds and weekend after weekend at the track. So, straight after school, Erik walked into an apprenticeship at a hotrod shop and began building his skills in fabrication, engine building, and nearly everything else in the car building world — but it was wiring that he excelled at. Many years later, Erik is a self-taught maestro building ultra-high-end motorsport looms for some of the most impressive race cars and trucks out there. In this episode, we dig deep into Erik’s huge bank of knowledge and experience, discussing a big range of wiring-related topics — from the art of concentric twisting, autosport connectors, which tools are worth the investment, the correct gauge of wire to use for different applications, and a whole lot more.Erik also weighs in on the myth of “Milspec”, discusses the many cases in which a pro motorsport wiring harness is complete overkill, and the lessons learned from running his own wiring business — particularly when it comes to the challenge of accurately quoting work and turning down jobs that you know just aren’t right for you.Vicious Mustang: https://www.instagram.com/viciousstangFollow Erik here:IG: @hardwiredperformanceDon’t forget, you can use “HWP50” to get $50 OFF our HPA Motorsport Wiring Starter Package: https://hpcdmy.co/wiringstarterbTime Stamps:4:06 How did you get interested in cars?13:50 How did you get into motorsport wiring harnesses?19:57 Why did you decide you were most passionate about wiring?33:18 When did you go out on your own?37:50 Overview of Hardwire Performance44:57 Colour coding in wiring47:41 What makes up a professional motorsport wiring harness?52:39 Why do we concentric twist our harnesses?1:07:44 Do you use software for designing your harnesses?1:11:36 Coupon code1:14:39 Advantages of an Autosport connector1:20:53 Tooling required to work with Autosport connectors1:34:05 What are service loops?1:42:10 Using glue-lined boots vs non-glue-lined boots1:46:19 Sizing wire gauge for circuits2:00:12 Final three questions