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

Can 3D printed parts hold up in an engine bay or elsewhere on a car when compared to the use of lightweight aluminium or similar, or is it still just technology best leveraged for prototyping?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inGrant Luttinen of Intamsys helps us understand some of the pros and cons of additive manufacturing, what is required when it comes to software and some options out there for printers as a hobbyist or professional.We take a quick look at printing options from $1,700 to $150,000 USD, as well as printing media/materials that start from $20-40 for a spool of ABS plastic and then go to $100, $600 or more for nylon, PEEK carbon fibre and 3D printed metal options.

Accusumps. Whether you're a motorsport enthusiast, a professional racer, or simply keen on advanced car maintenance, this video covers many of the common questions on how an Accusump can enhance your engine's reliability and performance and bridge the gap between a wet sump and (let's be honest, expensive) dry sump upgrade.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inIann Criscuolo from Canton Racing Products answers some of the common questions we all have when it comes to how an Accusump works by filling with oil and supplying it via manual or electronic control that can be based on RPMs, g-force and more, how easy Accusumps are to setup with their optimal -10 ('dash 10') hose sizing recommendations and how long you can expect oil to be supplied at 7-10 psi of pressure.It's important to note that you can set your Accusump to fill much faster by using higher pressures, but that also means the oil will be supplied to your engine much faster, so racers need to find a balance that suits their application whether that is drift, drag, circuit, offroad racing or something else.

The formula for building a big-power LS is pretty simple — but things get a little more complicated when the motor needs to produce all that power for sustained periods of time in applications like drift or circuit racing. In this episode, we sit down with Mitch Pullen of Pullen Spec Engines, who specialises in putting together ultra-durable LS builds to discuss the ins and outs of these motors and much more.Use “PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebThanks to his father’s involvement in motorsport, Mitch Pullen started young, assisting in the pits and moving into the karting world at 10 years old. By 14, he was building engines, creating his own wiring harnesses, and figuring out fabrication. It’s probably no surprise, then, that he left school fairly early to learn everything he could about nearly all aspects of motorsport engineering.Although Mitch is a jack of all trades, he decided to focus on performance engine building, and this now sees him running the well-respected and very busy Pullen Spec Engines based out of the Gold Coast in Queensland, Australia.In this conversation, Mitch goes into detail about how he builds LSs, discussing their inherent weaknesses and strengths and the work that’s needed to create a motor that can sustain high horsepower and high RPMs for more than just a pull or two on the motorway or a run down the strip. Mitch is also well known for his unique S13 Silvia competition drift car, which runs a massive Roots-style blower sitting atop a Dart iron-block LS. There are a few obvious questions when it comes to this setup — why bother with this type of supercharger, how does it behave in a drift car, and can you even see anything when you’re driving? Mitch answers all these questions and more.The conversation finishes with some great discussions around car setup, forged vs cast engine parts, performance aircraft engine builds, and more.Watts linkage illustration: https://hpcdmy.co/wattsFollow Mitch here:IG: @pullenspecengines, @mitchellpullenFB: Pullen Spec Engines WWW: pullenspec.comDon’t forget, you can use“PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebTimestamps:4:08 How did you form an interest in cars?11:31 Did you do any formal engine-building training?15:09 Where did you go from rebuilding 2 stroke karts?20:07 Watts link vs Pan hard rod overview.24:53 Getting more power in the KE70.31:43 How did you learn all these skills at such a young age?32:52 What happened after the Khanacross?35:03 Learning about LS engines and circuit cars.45:40 Load on an engine for a sustained amount of time.48:52 What do you do in your LS to make it live?59:08 LS engine package.1:07:27 Forged vs cast pistons.1:16:52 Does the LS have enough factory clearance for boosted applications.1:27:16 Why the roots blower?1:35:57 Overview of Pullen Spec Engines.1:45:50 Focusing on the LS.1:48:47 Final three questions.

Why can't you tune any ECU however you'd like or fit any aftermarket ECU to your vehicle without a care in the world?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRyan Nicholls Powertune Australia answers these common questions and more in relation to what can be done with the right skill set and tools, in this case, MoTeC's M1 Build and knowledge of C# (C Sharp) development language.Some key takeaways from this chat include some insight into CAN Bus, LIN Bus and FlexRay, plus the fact that reflash tuning is not equal for all platforms, and some are much better developed than others. Ryan also mentions how you are often relying on an interpretation rather than an absolute when it comes to reflash tuning software vs the lack of OEM information, as well as sharing encouragement from Ryan for anyone interested in learning the skills he has to do so, even at a hobbyist level.This interview was recorded at GTR Fest Australia, where we somehow managed to film more about EVOs and MoTeC ECUs than GTRs, and had a ball doing it too.

Hot rodding has been and always will be a HUGE part of American car culture, and electric vehicle conversions are bringing a wider range of options to the street.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWhy do a Tesla swap and not use aftermarket components? What happens to the 12v electronics including the lights and indicators without an alternator or the brakes without engine vacuum to operate with?At SEMA, Casey Loter gives us some answers to the above and insight into this customer's 1959 Chevy Apache Fleetside electric vehicle conversion, which is powered by a Tesla Model S motor and battery pack that's been rehoused for better packaging and suspension options.While Tesla parts are used, they are scrubbed clean of Tesla's limited software by companies like EV Control, who can easily tap in remotely for this process. An Orion battery management system is used along with Stealth EV charging components and a cooling system for the charger and batteries up from and motors in the rear for this specific Chevy Apache conversion.

Simon Longdill wasn’t impressed with the engines available to him in his class of racing, so he built his own. On this episode of Tuned In, we catch up with the man behind Synergy’s small-capacity, ultra-high revving, 400+hp V8s to talk through the ins and outs of these screaming motors and much, much more. Use “SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebWhile “building your own engine” in the literal sense might sound like a more-than-daunting task for most, with a Ph.D. in mechanical engineering, this was something that Simon Longdill was more than capable of. Limited to 2.4 litres in his Speedway midget class, Simon hatched an idea that would go on to become a full-time business.Using two sets of 1200cc Kawasaki ZX12R cylinder heads and barrels, Simon got to work creating a vicious 2.4-litre V8 that would go on to crush the competition on its debut in New Zealand, before doing the same in Australia, then doing so well in the US that the rule book was changed and Simon and his team were never invited again. These days, you can find Synergy V8s of differing capacities and power levels motivating all manner of race (and a few street) cars across the globe.In this conversation, we get down into the weeds of this fascinating engine’s story, answering all the big questions around the 11,000 RPM screamer’s inner workings and development journey. Simon didn’t just stop at the first iteration either — these motors have been continuously developed over the last decade as the tech has improved, new lessons are learnt, and big improvements are made. With some fascinating looks into Simon’s side projects that include a 400hp BMW 1000RR two-litre V8 built for Bonneville, an 800hp twin-turbo Synergy V8 for Pikes Peak, hydrogen power systems, and plenty more, this is a tech-heavy episode that’s going to please anyone with an interest in serious automotive engineering. Follow Simon here: prototipo.co.nz, synergypower.co.nzDon’t forget, you can use“SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackagebTimestamps:4:27 How did you develop an interest in cars and engineering?7:24 Where did you see your studies taking you?8:40 Tertiary education continued13:20 Does EGT form a big part of two-stroke tuning?16:39 Is the two-stroke dead?20:29 How did you go from a two-stroke Ph.D. to owning your own business?23:05 What does the term BMEP mean?24:15 How can we make a high performance 2.4L engine30:54 Is it as simple as a larger bore and shorter stroke equals more efficiency?32:37 What additional parts were designed to merge the two 1200cc engines?34:31 What software are you using to model the engine?35:59 What was the most challenging part of this project?40:19 How did the engine perform once you got it running?45:49 Overview of Prototipo46:16 Working on amphibious vehicles48:18 Trip to the Chilli Bowl55:53 Synergy V8 GT86 package1:02:49 Unequal trumpet lengths1:08:30 Developments from gen 1 synergy engine?1:17:08 Direct injection in sports bike engines1:21:13 Were you tuning the engine differently for land speed records?1:23:49 2.3L turbocharged V81:25:35 Rod to stroke ratio1:30:24 Hydrogen fuel Pros & Cons1:37:18 Developing your own dyno

Traditionally, a bigger manifold has been considered the holy grail of performance because the bigger something is, the more air you can hammer on through, right? But, is this actually true and why do companies like ARTEC Performance do things differently?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inExhaust flow vs exhaust port sizing, turbo inlet, outlet and cylinder capacity and more are all touched on in this interview along with casting vs custom fabrication, materials and a commonly overlooked consideration with aftermarket turbo setups, turbo bracing.Big thanks to Ben Creswick for sharing his time at GTR Fest and we hope testing with the Inconel manifold applications goes well.

The 2.9L RB26 swap in place of the stock Nissan SR20 is easy to zero in on here, but it's not the modification that has made the most difference outright to lap times and driver confidence...Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith the ability to get 1500hp from this setup, owner and driver Chris Kostakis shows a lot of restraint and the realities of power vs performance when circuit racing a vehicle that is continually developing along with its owner with help from the likes of Advance Motor Mechanics and 909 Motorsport.What are the downsides of swapping a SR20 for an RB26?What are some advantages drive by wire (DBW) throttle control gives?What are some key considerations of traction control for motorsport?Does motorsport ABS really make a difference?These questions and more are covered by Andre and Chris while they were at the Australian GTR Festival at Sydney Dragway and we look forward to seeing where Chris and his engine swapped 180SX head in the future when it comes to an aero package and time attack, although he sure has more than enough to keep a grin on his face as this car sits now!BUILD OVERVIEW:Factory SR20 removed1500hp capable setup, running 900 for drag racing and 550-600 for circuit racing for nowN1 RB26 BlockCarrilo RodsCP PistonsSpool Imports RB29 Stroker KitBorgWarner EFR 9280 turbochargerRams Head Service cylinder head packagePeterson Fluid Systems dry sump systemHolinger RD6 sequential gearboxMoTeC M150 ECUIncreased tyre/wheel sizing (295 fronts)AP Racing Pro 5000 R's front calipersEndless 4 pot rearsBosch Motorsport ABS systemDNA Autosport Blistein suspension packageBenchmark Solutions torque and traction management strategiesStreet registered 🤯

The Snot Rocket is here! This week on Tuned In, we welcome Brett Lasala, the owner, builder, and driver of 2024’s Sick Week-winning Mustang, Snot Rocket. In this episode, we find out what it takes to secure the outright win at a drive-and-drag competition like Sick Week, how he’s extracted over 3000hp from his Coyote V8, why he prefers Ford machinery, and a whole lot more.Use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalenginebEver since trading an old washing machine for his first car as a teenager, Brett Lasala has been obsessed with making vehicles go faster. This led to a lifelong career in the automotive industry, first learning the ropes through local shops, then becoming an accomplished Mercedes Benz tech specialising in AMG products, to then moving full time into the aftermarket space working with legendary companies like Real Street.Over that time, Brett has absorbed the knowledge of everyone around him, and is now in a position where he’s able to perform much of the work himself — although with that said, the level of success this car has seen is only possible thanks to the wealth of talent found in the other members of the team.In this conversation, we first discuss drive and drag events like Sick Week, and the unique challenges in tuning, engine building, and setup that a brutal day-after-day race and road trip presents. Competing is one thing — but winning outright is a whole different ball game entirely.This brings us to Brett’s well-known ‘Snot Rocket’ bright green Ford Mustang. We dive deep into the build, discussing its beginnings all the way through to its current state as a consistent low six-second pass twin-turbo monster. Powered by Ford’s Coyote motor, the Snot Rocket has allowed Brett to really get to know everything there is to know about the 5.0-litre DOHC V8. In this conversation, Brett is kind enough to share some of that knowledge with us, discussing the motor’s strengths and weaknesses, how to get good results from them, and if they’re actually better than GM’s ubiquitous rival motor, the LS.With conversations around engine and transmission tuning strategies, CO2-regulated boost control, and much more, this episode is jam-packed with quality information!Follow Brett here:IG: @brett_lasalaYT: Brett LasalaWWW: brettlasala.comDon’t forget, you can use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalenginebTimestamps:4:44 How did you develop an interest in cars?9:00 Where did the passion for drag racing come from?10:26 Have you got any formal qualifications?13:03 Spinning spanners on modern vehicles?15:02 Fabrication skills?18:21 What was your position at Real Street?22:05 What is a Drag and Drive event?26:15 Overview of original car29:15 Why did you start from fresh rather than further modifying the original car?32:15 Why turbos over supercharger?33:34 Coyote vs LS3? Pros and cons.34:36 What have you done to the Coyote engine?47:59 What’s your head gasket sealing solution?56:25 Do you think you’ll need to move to a billet block?1:00:01 What is the electronics package in the car?1:08:22 What is DA in Drag Racing?1:11:03 How does your wheelie detection work?1:18:06 How has moving up turbo sizes affected drivability?1:22:25 Are you using traction control?1:27:43 Transmission1:32:20 How much faster would the car be if it was a dedicated drag car?1:36:35 Final 3 questions