Tuned In – Détails, épisodes et analyse

Imagine being a self-taught engineer who mastered the intricacies of engine design and is now building bespoke engines from the ground up. That’s exactly what Josh Valman from Motorsport_Engineering has done.

We welcome Josh back for his second appearance on the podcast. This time, we catch up on his wild Alpha V8 Hayabusa project and dive into his latest creation — a turbocharged hot-vee V6 bespoke engine.

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In this episode of Tuned In, Josh shares his journey from self-taught engineer to bespoke engine designer and builder. We check in on his progress with the Alpha project before unpacking the details of his new V6 design.

We explore the technical side of engine performance — including pre-ignition chambers, variable valve timing, and the unique benefits of a V6 engine configuration. Josh also discusses the finer points of engine design and the importance of balancing stroke and bore ratios while selecting the right compression ratios for boosted engines.

With deep expertise in machining and manufacturing, Josh offers valuable insights into precision machining, materials selection, heat treatment, and maintaining tight tolerances in high-performance engine parts.

If you’re fascinated by engine design, engine building, machining, or CAD, this episode is packed with knowledge. Josh’s passion for sharing his experience makes it a must-listen for anyone interested in the art and science of building engines.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Follow Josh here:

Instagram: Motorsport_engineering
Youtube: Motorsport_engineering

Timestamps:

0:00 The Self-Taught Way: Building Wild Engines from Scratch
3:34 Welcome back, Who are you? Where are you from and what do you do?
8:45 How did you learn your CAD skills?
2:11 What’s the complexities with manufacturing in China?
18:31 What’s happening with the Alpha project?
21:31 What is the process for making the tooling for carbon fibre body panels?
23:20 When do you see this competing in the British Hillclimb Championship?
23:46 What engine changes would you make to run the car at Pikes Peak?
27:05 What is a pre-ignition chamber and what’s the advantage?
34:40 What is pre-ignition and what causes it?
38:04 What’s the advantage of variable valve timing?
40:26 How did you go from a manufacturi
45:49 How do you choose the V angle for an engine?
51:17 How do you design parts & get them right without years of experience? 
55:25 Why would a V6 require balance shafts?
58:27 Is it easier to design an engine from scratch than modify an existing one?
1:04:12 What are the factors that affect deciding on a stroke length? 
1:06:36 How critical is the rod to stroke ratio?
1:07:55 How do you choose a compression ratio?
1:11:05 How do you confirm the strength of your engine parts?
1:13:53 Why do we need to heat treat our parts?  
1:17:11 How do you keep accurate tolerances while machining these parts?
1:21:09 Why are you using a liner over a coated bore?
1:22:31 How hard is it machining coolant passages into the block & Head?
1:25:45 How are you confirming you have sufficient cooling when designing these engines?
1:30:40 How are you sealing the head on this engine?
1:34:12 How did the V8 engine go when you got it on the dyno?
1:35:53 Why did you go gear drive between the crank and cams?
1:40:09 How long between over

CAN communication might seem like a secret, nerdy language spoken only by electronic components —and, in a way, it is. But behind that digital chatter lies the key to unlocking integration between different electrical systems.

Mitch Minton from Minton Performance joins us to unpack CAN communication—how it really works, and why it’s become such a crucial part of the aftermarket performance world.

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In this episode of Tuned In, Mitch shares his journey from a casual interest in cars, sparked by ‘The Fast and the Furious’, to becoming a skilled automotive technician and data analyst. He reflects on the evolution of his expertise and his experiences in race engineering and mobile diagnostics.

We then dive into the fascinating world of CAN communication, exploring its vital role in modern automotive systems. Mitch breaks down the complexities of CAN protocol, explaining data transmission, how to decode negative values, and the purpose of his CAN gateway.

We explore the challenges of integrating aftermarket ECUs and how intricate modern vehicle data networks have become. Mitch explains why continuous learning in this field is essential for anyone serious about automotive technology.

With modern vehicles packed full of electronic modules, traditional engine swaps, gearbox conversions, and standalone ECU upgrades aren’t as straightforward as they once were. Without the understanding and use of CAN communication a lot of these modifications are no longer possible.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Follow Mitch here:

WWW: mintonperformance.com
Youtube: @mintonperformance
Facebook: Mitch Minton

Timestamps:

0:00 Cracking the CAN Code: Mastering Integration in Performance Builds
4:37 How did you get interested in cars?
9:11 At what point did you decide to go down the IT road?
12:45 What is your work history and where are you today?
14:54 Can you tell us which HPA courses you took and how you found them?
19:34 What sort of race engineering and data analysis did you get involved in?29:40 How easy is it to understand and use different data loggers?
34:34 Why did you stop doing data analysis?
36:16 What does your current working role look like?
38:33 What is CAN?
45:30 How do the CAN high and CAN low wires work?
47:25 Is there a limit of nodes depending on the Bus length?
48:33 What is the benefit of using CAN Bus?
54:12 What does a CAN message look like?
1:03:29 Why can’t we send the data in the numbers we want to see?
1:05:04 What hardware and software do we need to reverse engineer a CAN Bus? 1:14:10 What is a CAN gateway?
1:19:20 How do we run a modern DCT gearbox on a standalone that doesn’t accurately log torque output?
1:23:09 How do you actually control and program the CAN gateway?
1:24:55 Could you offer a standard and a pro version for different users?
1:28:21 What is CAN 2.0 and what is CAN FD?
1:31:57 Where do you place the data in addresses of importance? 
1:33:43 How mainstream is CAN FD at the moment?
1:35:20 What is FlexRay?
1:37:50 Is it going to get harder and harder to make stand alone ECU’s work on late model vehicles?
1:45:08 Final 3 questions

The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster.

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In this interview, Ben from ‪@artec_performance‬ reveals the 18-month R&D journey behind their fully emissions-compliant bolt-on turbo kit for Toyota’s GR platform. This isn't a generic setup, every component is purpose-built to retain OEM fitment, support factory ECU control, and maintain legal emissions systems. That means you keep your sensors, your catalytic converter, and your conscience clean while chasing 400+ hp.

You’ll hear how ARTEC engineered their own turbine housings, compressor covers, and manifold solution to suit Garrett G25 rotating assemblies, why packaging and emissions compliance required more than just off-the-shelf parts, and what makes the G16E-GTS engine one of the most exciting new tuning platforms in years.

Whether you’re building a street-legal time attack car or want to keep your road car emissions-friendly while unlocking serious power, this bolt-on system is worth a closer look.

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:
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Richard, 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: @badobsessionmsp
FB: Bad Obsession Motorsport
YT: Bad Obsession Motorsport
WWW: badobsessionmotorsport.co.uk

Don’t forget, you can use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackageb

Timestamps:
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 Motorsport
36:23 Automotive skill set before starting Bad Obsession Motorsport?
40:20 What were you thinking when you decided to start a YouTube channel?
43:32 When did you s

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.

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At 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!

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Making 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 “HARDWIRED50” to get $50 OFF our HPA Motorsport Wiring Starter Package:  https://hpcdmy.co/wiringstarterb

Erik 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/viciousstang

Follow Erik here:
IG: @hardwiredperformance

Don’t forget, you can use “HARDWIRED50” to get $50 OFF our HPA Motorsport Wiring Starter Package: https://hpcdmy.co/wiringstarterb

Time 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 Performance
44:57 Colour coding in wiring
47:41 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 code
1:14:39 Advantages of an Autosport connector
1:20:53 Tooling required to work with Autosport connectors
1:34:05 What are service loops?
1:42:10 Using glue-lined boots vs non-glue-lined boots
1:46:19 Sizing wire gauge for circuits
2:00:12 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-in

Grant 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-in

Iann 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:
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Thanks 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/watts

Follow Mitch here:
IG: @pullenspecengines, @mitchellpullen
FB: Pullen Spec Engines
WWW: pullenspec.com

Don’t forget, you can use“PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
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.