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150: The Self-Taught Way: Building Wild Engines from Scratch
05 Nov 2025
01:56:31
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.
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.
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
149: Cracking the CAN Code: Mastering Integration in Performance Builds
22 Oct 2025
01:52:44
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.
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.
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
Field Report: A Clever Solution | 400HP 3-Cylinder G16E-GTS
14 Jul 2025
00:08:30
The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster.
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.
114: Project Binky — Stuffing a GT-Four Driveline Into a Classic Mini.
09 May 2024
02:08:38
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.
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.
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
Field Report: 1200hp+ EVO | 11,000rpm & 'Illegal' On The Track.
07 May 2024
00:17:53
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.
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.
Field Report: The New 'K-Swap' For Drivelines?
30 Apr 2024
00:20:53
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!
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.
113: A “Mil-Spec” Wiring Harness is Total Overkill for Most People.
25 Apr 2024
02:12:46
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.
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.
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
Field Report: Does 3D Printing Have A Place In Motorsport?
23 Apr 2024
00:12:45
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?
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.
Field Report: Will This Save You From Engine Failure?
16 Apr 2024
00:09:35
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.
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.
112: Building a BIG-POWER LS That Actually Lasts.
11 Apr 2024
02:00:19
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.
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.
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.
Field Report: Modern ECU Tuning: Stock Vs Standalone Vs CAN Bus.
09 Apr 2024
00:14:32
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?
Ryan 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.
Field Report: Purists Will (probably) HATE This Immaculate Chevrolet Apache Build.
02 Apr 2024
00:10:12
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.
Why 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.
111: He Wasn’t Impressed With The Engines On Offer, So He Built His Own.
28 Mar 2024
01:54:22
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.
While “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.
Timestamps: 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 continued 13:20 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 engine 30:54 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 Prototipo 46:16 Working on amphibious vehicles 48:18 Trip to the Chilli Bowl 55:53 Synergy V8 GT86 package 1:02:49 Unequal trumpet lengths 1:08:30 Developments from gen 1 synergy engine? 1:17:08 Direct injection in sports bike engines 1:21:13 Were you tuning the engine differently for land speed records? 1:23:49 2.3L turbocharged V8 1:25:35 Rod to stroke ratio 1:30:24 Hydrogen fuel Pros & Cons 1:37:18 Developing your own dyno
Field Report: Is a 940kg Toyota MRS the ULTIMATE Grassroots Racer?
07 Jul 2025
00:12:43
"The closest we've got to a mechanic is a panel beater." - Has this group of friends on a budget built something quicker and more special than many big chequebook builds ever will be?
Most people overlook the third-gen Toyota MR2 (MR-S), but Justin from Close Enough Racing has spent years turning his into a proper grassroots weapon.
From a modest 1ZZ track car to a 450kW turbocharged 2ZZ build with APR widebody aero, a Jubu Racing close-ratio gearbox, and Porsche brakes, this is a fully developed MRS that competes on the world stage at World Time Attack Challenge.
You’ll learn how Justin and his mates handled the powertrain setup, aero evolution, and suspension development while working around the MR chassis’ limitations and strengths.
The car features a Gen 2 Garrett G35-82R turbo, factory-based poly bushed mounts, and a 3582R-based turbo system pushing 35 psi through a built 2ZZ engine. The team worked with brands like CMS Performance for tuning, APR for aero, Shockworks for suspension development, and even adapted Porsche Boxster calipers using custom dogbones.
Despite not being professional engineers, this group of friends put together a car that can compete with far more expensive, professionally built competition.
If you’re building your own track car and want to see how to combine smart part selection, testing, and a bit of ingenuity to go fast on a budget, this one’s worth your time.
Field Report: Why Not Fit The BIGGEST Exhaust Manifold You Can?
26 Mar 2024
00:14:29
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?
Exhaust 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.
Field Report: One Modification TRANSFORMED This Car.
19 Mar 2024
00:13:06
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...
With 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 removed 1500hp capable setup, running 900 for drag racing and 550-600 for circuit racing for now N1 RB26 Block Carrilo Rods CP Pistons Spool Imports RB29 Stroker Kit BorgWarner EFR 9280 turbocharger Rams Head Service cylinder head package Peterson Fluid Systems dry sump system Holinger RD6 sequential gearbox MoTeC M150 ECU Increased tyre/wheel sizing (295 fronts) AP Racing Pro 5000 R's front calipers Endless 4 pot rears Bosch Motorsport ABS system DNA Autosport Blistein suspension package Benchmark Solutions torque and traction management strategies Street registered 🤯
110: Is Ford's Coyote Better Than GM's LS?
14 Mar 2024
01:47:05
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.
Ever 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!
Timestamps: 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 car 29:15 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 Transmission 1:32:20 How much faster would the car be if it was a dedicated drag car? 1:36:35 Final 3 questions
Field Report: Why Stock Brakes Suck & How To Fix Them.
12 Mar 2024
00:13:43
Numbers like ‘1000HP’ and ‘100 PSI of boost’ catch our attention the most when it comes to motorsport builds as we can easily understand what they mean, but brake setups, while being equally if not more important, take a backstage role by comparison. For most, admittedly, it is much harder to get excited about figures or terms like ‘380mm’ and ‘staggered-piston design’, at least it is until you understand what it all means...
In this interview with Phil Stubbs of Alcon Brakes, we’re going to take a look at why stock brakes on a production-turned-race car are terrible on track and what aspects you need to consider when looking to bin your OEM discs and calipers for something more effective.
Slots and gloves plus caliper and disc size in relation to braking performance are discussed along with airflow requirements, where sliding calipers braided brake lines sit when it comes to brake feel, plus on the other end of the spectrum what carbon-carbon brakes are vs carbon ceramic and what their weaknesses are compared to cast iron.
What is actually happening when you are bedding your brakes and the importance of doing that process correctly is also touched on, along with how in the motorsport world, companies like Alcon and similar offer pre-bedded brake packages, which save race teams time and potential inconsistency of doing it themselves on a race weekend when they should be focused on car setup and increasing driver confidence.
Field Report: Why Don't Pro Race Cars Use Brake Boosters?
05 Mar 2024
00:06:38
Why don't race cars use brake boosters and does your master cylinder size really matter all that much compared to your brake caliper sizing?
In this video, we talk to Kirk from Tilton Engineering about the importance of creating a perfectly balanced braking system for your motorsport vehicle. He discusses the differences between tandem master cylinders and dual master cylinders, the importance of pedal ratio, and how to size your master cylinders and calipers correctly.
Key takeaways:
- Dual master cylinders are typically used in motorsport vehicles because they provide better brake balance and tunability. - The size of your master cylinders should be based on the piston sizes in your calipers, rotor diameter, tire diameter, vehicle weight, weight distribution, and pedal ratio. - A manual brake system will give you more driver feedback and a firmer pedal feel than a boosted system. - The typical pedal ratio for an OEM vehicle with a brake booster is 4:1. - The typical pedal ratio for a motorsport vehicle with a dual master cylinder is 5:1 to 6.5:1. - The balance bar on a dual master cylinder allows you to make fine adjustments to your brake bias on the track.
109: The Gap Between Reflashing and Standalone is Only Getting Smaller!
29 Feb 2024
01:45:48
As cars become more and more complex and ECU reflashing technology becomes more advanced, the gap between sticking with a vehicle’s factory computer and going to an aftermarket standalone only gets narrower and a little less clear. On this episode of Tuned In, we dive into this topic, along with many others, with PCMTec’s Roland Harrison.
As a co-owner and founder of PCMTec, Roland is extremely well versed in the world of reflashing, with the company traditionally focusing its efforts on the Australian market Ford Falcon platforms, which of course includes the famous four-litre Barra straight six. Recently though, PCMTec has been moving into the more global Ford market, offering advanced tuning options for Mustang, F150, and Explorer models.
It wasn’t always all about cars for Roland though, having spent a good majority of his working life in the oil and gas industry, calibrating and maintaining massive industrial engines and electrical systems. After learning all he could from the business, Roland, along with a business partner, decided to turn his hobby of messing around with reflashing into a business and full-time career.
Roland takes us through the whats, whys, and hows of making this transition — even spending some time discussing some of the more surprisingly interesting aspects of his work in oil and gas. With that said, the real meat and potatoes of this conversation come when Roland and host Andre Simon move into the world of reflashing, discussing all aspects of this sometimes very complicated field.
There’s a lot to learn here as Roland breaks down the process of creating a reflash solution for Ford’s sometimes extremely complex ECUs, as well as how they’ve added an impressive array of custom functionality to these computers, and more.
You’ll also find a great discussion around one of the main differences between most reflash options and standalone ECUs — live tuning, as well as map switching on the fly and plenty more.
PCMTech is currently offering solid discounts off its US DIY and Workshop Editor editions, and the deep dive development blog mentioned in this episode can be found here.
Don’t forget, you can use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb
Time Stamps: 3:38 How did you get involved in the automotive scene? 5:40 Do you have any formal mechanical education? 13:28 PID algorithm cross over from oil and gas to auto industry 19:01 Mechanical issues vs software issues while tuning 23:25 Ziegler Nichols Method? 25:18 How did PCMTec come about? 42:25 Accessing parameters within the ECU based on the amount of modifications 44:36 Features you’ve added that weren’t available in the OE controller. 48:13 Reasons for re-flashing over standalone ECU 51:55 How do you add features into an OE controller 1:03:13 Overview of PCMTec today 1:09:22 Weighing up functionality options for software 1:13:25 Do you support live tuning or is it re-flash only? 1:24:25 How does your data logging work? 1:29:56 Are you providing any support for trans tuning? 1:34:13 Final three questions
Field Report: Will This Turbo 2JZ-GE Blow Up? (Probably Not).
27 Feb 2024
00:09:34
Turbocharging N/A engines is nothing new, and has some known downsides...
But like anything, if you know the weaknesses to watch out for it is easier to manage and avoid them as Haltech's Mitch Smith explains in relation to this 780whp 2JZ-GE being used in a time attack applications.
Using modern aftermarket ECU systems one tool tuners have on hand is torque management, and Mitch explains how vis boost and ignition control, he can maintain a flat torque curve with the goal of mechanical sympathy on this stock 2jz bottom end.
With a stock bottom end, build cylinder head, Precision 6870 turbo pushing 25 PSI at max boost this Supra is limited to around 7,500 rpm in order to help keep the stock rod bolts intact and the car doing laps.
Field Report: 350lbs Weight PENALTY & A First Place Finish!
20 Feb 2024
00:07:04
After this interview, Feras went on to win the Plazamaman Pro-Am Class with a blistering 1:27.0160 🔥🔥🔥
'If you fail to plan, you are planning to fail' is a well-worn saying that is as relevant today as it was decades ago. During Feras Qartoumy's WTAC trip we get to gain some insight into how some time spent on some basic preparations can make a world of difference, including sim racing.
Interestingly, around 160kg (350lbs) of ballast has been added to meet tyre sizing and class rules, with WTAC entering a new era of tyre options from this year, helping cars like this Corvette have more grip and a bigger contact patch than previously possible.
GENERAL INFO: 28+ x Track Records, 1 x 1300HP Corvette C6 and one dedicated driver.
With 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's @momo equipped C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA.
The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better.
The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far.
108: Twin-Charging — Good Idea or Unnecessary Complication?
15 Feb 2024
02:02:37
Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more.
Like many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn’t long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998.
Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon’s life, finding some great insight into what works and what doesn’t when it comes to building a company in the motorsport industry.
We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it’s on to the real meat and potatoes of this episode — Simon’s incredible Mitsubishi Evo IX.
With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it’s unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build.
Even if Time Attack cars and Mitsubishis aren’t your thing, this episode drops some great knowledge and is well worth a listen regardless of your chosen motorsport or what type of car you’re into.
Don’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb
Time Stamps: 3:41 How did you get into cars? 8:25 Did you have much industry experience before starting your business? 12:39 What sparked the interest in JDM cars? 16:18 How did Norris Designs grow? 25:56 Overview of Norris Designs today 31:12 What does your day-to-day look like at Norris Designs? 38:36 What vehicles are you specialising in? 42:54 How did you learn to tune? 52:44 Are you relying on knock control and close loop fuel control? 57:35 Did you start with an engine dyno or rolling road? 1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups? 1:02:27 How accurate is the engine dyno? 1:10:23 Repeatability issues with rolling road 1:14:16 ECU of choice? 1:20:20 What is a short wheelbase Evo 9? 1:24:33 Engine package 1:34:45 Billet blocks for street applications? 1:38:41 Twin charge setup 1:44:24 Transmission 1:50:39 What’s next in the development of the car? 1:52:33 Lap time difference with new aero package
Field Report: You'll NEVER Guess This Connection — 11,000 rpm V10 Supra Vs Ford Explorer.
13 Feb 2024
00:15:06
'Why fit a Formula 1-inspired Judd V10 engine into a Toyota A90 Supra' is probably not a common question we are all struggling with regarding our own personal projects. Still, we love that people like Ryan Tuerck can answer it for us!
This 4L 730hp (630hp ATW), 11,000 rpm capable Judd V10 powered 'Formula Supra' was at World Time Attack, and if you didn't see the car, you certainly heard it on song from all corners during its exhibition laps with Ryan Tuerck at the wheel. But how did the build come about, and what makes it tick?
Before falling into Ryan's hands (while fistfuls of cash fell out of them in exchange), the Judd GV4 V10 itself was a spare for an old Benetton Formula 1 car (an everyday use case) and thanks to Ryan's solid relationship with Toyota, it found itself not at home in an A90 Toyota Supra chassis sporting a MoTeC electronics package and tuning from John Reed Racing including the venerable M150 ECU and PDM30 which help put the power to the ground through aa Hollinger RD6 sequential gearbox. Interestingly, a Ford Explorer 8.8 rear differential was chosen for its range of ratio options and lightweight compared to the usual Winter Quick Change rear end thanks to fabrication pro Dominic Biro.
A lightweight Tilton Engineering 4 plate carbon clutch helps combat a thrust bearing design that doesn't suit drifting (LMP1 endurance cars only use their clutch to get the vehicle moving), with other help from Judd coming in the form of detailed manuals that cover the life expectancy of every party on the engine down to the exhaust manifold for ultimate reliability in an engine that was ultimately built to be hammered on for 24hours straight.
141: This Could Make or Break Your New Harness.
03 Jul 2025
01:50:08
Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics.
This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials.
Philip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring.
We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application.
They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness.
Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one.
0:00 This Could Make or Break Your New Harness 4:12 How did you get interested in the automotive scene? (Kevin) 6:52 How did you get interested in the automotive scene? (Philip) 9:51 How did you move towards building motorsport grade harnesses? 14:44 How did you go about sourcing Porsche electronics for your harnesses? 17:46 When and how did you decide to start wiring for a living? 24:15 What does Technica Racewire look like today? Location? Size? 30:21 Are you doing production runs on harnesses? 32:43 What brands of ECU are you aligning with? 36:15 Do you get into ECU configuration and setup? 40:40 What is a high pot tester? 41:20 How much of your business is business to business vs business to consumer? 45:12 Do you get involved in programming CAN messaging? 46:57 What’s the difference between a club level harness vs a motorsport harness? 53:31 What do you need to know to start working with Autosport connectors? 56:33 Understanding current through a connector and what size wire do we use? 1:08:48 Are DTM connectors still suitable for a motorsport harness? 1:12:50 The intricacy of working with Autosport connectors continued. 1:14:45 What’s your opinion on crimping vs soldering? 1:17:57 Using solder to pot an actuator or sensor. 1:20:45 Moisture ingress in connectors 1:23:31 What are the most common mistakes in building a harness? 1:30:36 What is star point earthing? 1:33:24 What do you use for your planning? Software? 1:38:50 Final 3 questions
Field Report: Is It Worth The 'Hype'? Electronic Wastegate Control.
06 Feb 2024
00:22:03
LS vs 351, Panhard vs watts link, electronic wastegate control magic and the surprising advantage a 1965 Ford Mustang has over many modern chassis are all discussed in this interview with Mike Dusold of Dusold Designs.
Most of us love the look of a classic car on the surface, but we've come a LONG way when it comes to the suspension geometry and engines hidden underneath. This particular setup uses a solid rear end with a watts link along with a 351 Ford Windsor-based V8 using twin Garret G-Series G35-900 turbochargers to produce 820hp at 8 psi, which is far from the ceiling but more than enough to start dialling in the car.
What is there to dial in when you can simulate so much in software like Performance Trends and Fusion 360 before even touching a welder these days? Mike explains that while on paper, or in this case screen, you can get an ideal setup, driver preference and real-world conditions still play a vital role. For that reason, critical adjustments like the roll centre height are never fixed based on untested educated assumptions alone. Also touched on is how the software is only as powerful as the data you can feed it, and gathering that data correctly is a skill set in itself.
The MoTeC-controlled 430 cubic inch 351 Windsor-based small block Ford V8 benefits from Trick Flow heads narrowing down the margins between it and the ever-popular LS V8 engine which Mike runs a variant of in his own Camaro. Having experience with both, a quick comparison is drawn between the two but as stated once you start getting over 1000hp you generally start running into similar problems on any engine, there is no perfect solution in every respect.
Lastly, we discuss some of the surprises electronic wastegate control via Turbosmart eGates can deliver along with some of the wiring considerations that are not necessarily as bad as some might think once set up correctly.
Field Report: Brake HARD LINES... Are Actually Easy.
30 Jan 2024
00:06:30
Brakes. They are arguably the most important aspect of any vehicle, performance or otherwise, but they are systems that do age, get damaged, or require upgrades, and YOU can do it.
Toni Copp of @BrakeQuip runs us through some of the basics when it comes to why brake hard lines are used instead of just running flex lines, like braided brake hose, throughout an entire vehicle, along with some of the common sizes and flaring options.
Toni also runs through what anyone interested in working on their own brake lines should have in their tool kit, and as always it includes making sure you use quality materials and quality, proven tools. That doesn't always just mean the most expensive ones you can find either, do your diligence.
Recommended tools for a job done once and done right: - Quality flaring tool - Straightener (that won't mar or damage your lines) - Applicable benders (90 & 180 degrees are common) - Stopper kit - Line that is coiled and long to save on freight and the need for joiners
107: Billet Isn’t Everything — The Rise of Aftermarket Cast Engines.
25 Jan 2024
01:23:48
Over the last few years, we’ve seen a massive increase in the availability of ultra-high-performance billet parts — especially blocks and heads. This week’s guest, Chris Smith of Crest CNC, was one of the pioneers of this practice in the import category, but now he’s branching out from the 5-axis CNC and heading to the foundry to produce cast engine parts — we find out why.
Use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb
Chris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world’s fastest racers, as well as the odd OEM manufacturer.
This week’s conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example — as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software.
The conversation then steers itself towards the weaknesses of both Nissan’s VR38 and Subaru’s EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines.
This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it’s a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer’s production line.
Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion.
The iC-7 has always been a display-only device and has been priced accordingly, but with an upcoming firmware update, some added functionality is coming, all without any hardware changes, payments or strings. Further to this, the dash will now be controlled within Haltechs NSP software rather than the old standalone ICC software.
Scott Hilzinger also has some other major news, @haltech is also ready to open up their CAN protocols to the public, making it easier to integrate their products with a wide range of others for those who have the desire and knowledge to do so. This has come due to popular request, and the fact that all levels of the performance industry are simply better equipped to deal with CAN communications these days compared to just a few years ago.
Founder and CEO, Jim Belousic of @sendcutsend, runs us through what a rapid manufacturing company like his is, what it can offer and what some of the most common pitfalls are for those just learning how to turn images into objects.
Accepted file types include .dxf, .step, .stp, .eps, and .ai, with STEP file types being a more recent inclusion and an option that can require some extra customer guidance when it comes to bending & bend reliefs, geometry sizing, and placements are going to physically work for the manufacturing process. Advice is also given on material choices for manufacturing, noting a rapid manufacturing company like SendCutSend will not engineer a part for you; they are just there to help you make it.
Design for manufacturing (DFM) and design for assembly (DFA) are also discussed with the likes of tab and slot aka self-fixturing design features helping to massive cut down in physical manufacturing time for those that employ them when compared to getting set up with magnets and clamps before welding. An example of this was at their 2022 SEMA stand, where 190 hours of design work took only 22 hours to make.
Some manufacturing options companies like SendCutSend offer will include: Laser cutting, CNC machining, waterjet cutting, bending, anodizing, countersinking, plating, and tapping.
Revisted: Subaru WRX Rally Car… Powered by Ferrari?!
11 Jan 2024
01:32:51
**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.**
You might not know the name, but you’ve probably seen Sam Albert’s Subaru WRX online. Powered by a screaming 4.3-litre Ferrari V8, Sam’s flame-spitting AWD rally car is fast, it’s cool, and it sounds amazing … But why go to all that trouble when Subaru’s own EJ drivetrain — the one that this car uses from the factory — has proven itself a capable championship-winning setup since the late eighties?
Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb
This episode of Tuned In kicks off with a look into Sam’s history with cars and rallying — something he first competed in back in 2010. He’s also spent time as a driving instructor for DirtFish, so we couldn’t pass up the opportunity to discuss driving techniques like weight transfer, left-foot braking, handbrake turns, and much more. Sam also gives us some key tips on how someone new to the sport of rally is best to get into it and start building their first race car.
We then get to the meat and potatoes of the episode, as Sam gives us a full rundown of his incredible Ferrari-powered NA-AWD class build. This conversation covers all aspects — starting with why he decided to go down this route — with a car he bought off the lot brand new, no less — in the first place. Sam then discusses what led him to the Ferrari V8, how he worked around the rule book to build something unique, as well as the many challenges that came with fitting a motor like this into his Subaru shell.
It’s important to note that Sam doesn’t actually work in the automotive industry as a professional but instead learnt how to do things himself, including using HPA’s courses to learn how to wire his car. He’s also learning 3D modelling in order to design one-off parts for the Subaru — something that comes in handy for a one-off project like this.
With some informative conversations covering tuning around inlet restrictors, the pros and cons of other engines that were also considered, as well as a great explanation of what the car is like to drive and what gives it an edge, there’s a whole lot of interesting topics to dive into in this episode.
Don’t forget, Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb
Autodesk Fusion 360 is still a 'new player' comparatively in the CAD/CAM software world, yet it is already more popular than man options that have been around for decades.
During SEMA, Josh Reader of Autodesk gave us a quick run-through on some of the features that have helped Fusion 360 become so popular so quickly and helped us understand what some of the terms and workflows for CAM (computer-aided manufacturing) and CAD (computer-aided design) projects.
Some great key points for you here include clearing up misunderstandings on generative design and manufacturing, why simulation is used before running a project on a machine and the advantage of having software that is almost 'all in one' when it comes to iterative changes between you and your chosen machinist.
What is Fusion 360?
Briefly, Fusion 360 is a cloud-based 3D CAD/CAM solution for product (in our case, race car parts) development. It combines industrial and mechanical design, simulation, collaboration, and machining in a single package. It's an excellent option for makers who want to create their own designs or prototype parts with greater speed and efficiency. Although it may seem intimidating when people like Josh emphasize the importance of knowing what you're doing, remember that everyone starts from scratch. Even learning just one thing about CAD/CAM today is a valuable addition to your knowledge, which can be further expanded upon tomorrow. Over time, these incremental learnings accumulate to form a vast breadth of knowledge and experience. Remember, it all begins somewhere (and for 3D modelling that somewhere might be the HPA CAD course 😉).
Field Report: What's Wrong With A Billet Block?
02 Jan 2024
00:16:41
Sick of cracked OEM cast blocks but don't have the use case for a billet alternative? Platinum Racing Products has something for you and your RB26-powered platform in the works.
For years there has been a massive options gap between those who want to keep the likes a RB26 stock and those who race Pro Mod level drag cars producing 2000++ horsepower. Does an aftermarket ductile iron cast block bridge the gap for those in the middle who want to produce some serious power without the cost or complications of a billet block on a Nissan RB26-powered car that sees both street and track/race use?
In this interview, Herman and Andre run through some of the main flaws the Nissan and Nissan Heritage factory cast RB26 blocks have by discussing how PRP's ductile iron replacement via Crest CNC has addressed them. This includes superior material in the form of ductile iron giving greater rigidity, a 4 bolt main, 8mm bore thickness instead of the 3.5mm low that some Nissan RB26 blocks have, 14mm deck, improved serviceability and capacity options via sleeves, better oiling and head stud/main stud options to suit a range of built levels & demands.
Also touched on is why horsepower won't kill your OEM cast block, but rather cylinder pressure does (a topic we've discussed many times before) and why a billet aluminium alloy block simply doesn't suit 99% of those wanting to drive their car on the street.
We look forward to seeing this go into production, and Herman also gives some insight into what that process looks like in this day and age for aftermarket manufacturing companies like PRP.
Executed well, this aftermarket RB26 casting can handle high cylinder pressure. However, for applications where it becomes too heavy, a billet block will be the alternative so it's certainly not the end of them. Like many parts, it's simply not a matter of 'this vs that,' but rather finding the right fit for the different use cases and accepting the tradeoffs.
PS: While we just focused on the block, PRP is also working on an RB26 cylinder head.
Revisited: Is Toyota’s 4A-GE Worthy of its Legendary Status?
28 Dec 2023
01:41:15
**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.**
The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more.
As a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor.
Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE.
As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor.
This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast.
Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild
Field Report: Is Sim Racing A WASTE OF TIME?
26 Dec 2023
00:13:00
You might argue that it's not hard to build a better Ferrari than Ferrari could in the 80's, but good fabrication is only half the battle when it comes time to hit the race track and dial it all in on the international stage.
With very little stock Ferrari left, this 640hp at 14psi (1000hp capable future proofing included too 👌) could be expected to face some massive teething issues and hours upon hours of adjustments before a major motorsport event, but that is not how Mike Burroughs of StanceWorks rolls, nor does he need to after putting the hard yards into to logical and quality fabrication work over the last few years.
With a quick pad change to counter some brake bias issues, Mike was setting lap times out the gate, also thanks to time spent on the simulator pre event. This left the team free to make methodical, iterative changes over the weekend so Mike could chase his personal goal of continuous improvement remembering he is an expert fabricator, not Logan Sargent (which is a good thing in a way since it meant he didn't crash).
Mike and the crew did have some gearbox issues a while after this interview. It's all covered by some very polished content on the@stanceworks YT channel. It's well worth the watch.
What would be done differently if the clock could be reset and can we expect Mike back at the World Time Attack Challenge again?
Field Report: A BETTER conversion option?
30 Jun 2025
00:08:51
Ever wondered what it takes to convert an old car into a modern 600hp EV using aftermarket tech instead of a Tesla swap?
At SEMA, Rory Baldrey from Legacy EV walks through the full electric conversion of HP Tuners classic air-cooled 1984 Porsche 911 Carrera, powered by a Cascadia Motion motor and controlled via HP Tuners' Core EV VCU (ECU). Rory explains how this setup compares to more common OEM-based swaps, like Tesla drivetrains, and why they opted for a high-voltage 800V system.
From regen tuning to thermal management, and the cost vs. flexibility tradeoffs of aftermarket parts, it’s a practical look into how EV swaps are evolving and what's possible at the cutting edge of performance electric conversions.
Field Report: Too much BOOST for your engine block? This MIGHT be a solution.
19 Dec 2023
00:09:06
The factory design of engine blocks did not anticipate the extreme boost pressures we see today, often struggling to even handle 15 psi let alone 100 psi or more which many are pushing down the drag strip. Fortunately, there are aftermarket modifications available that allow us to push the limits without the risk of splitting our engine blocks in half.
Modern engine builds now achieve power levels that were unimaginable not long ago, especially in small 4-cylinder applications, with boost pressures exceeding 100 psi. Products like Darton Sleeves have turned this once-unbelievable potential into reality.
John Catapang from @DartonSleeves1 answers our questions regarding the limitations of OEM sleeves and how their MID sleeves and improved fitment have addressed these issues. He also discusses the importance of precision machining and selecting a knowledgeable company, as a bad one certainly won't foot the bill for replacing your entire engine if they overpromise and underdeliver. Make sure to do your due diligence and choose a reputable company capable of delivering repeatable results.
106: Intercoolers and Methanol — Pointless or the Key to BIG Power Gains?
14 Dec 2023
01:54:25
Six-second Supras, monster GT-Rs, dyno tuning discussions, and much more — this episode with Varun Sharma of 101 Motorsport has it all.
Varun Sharma and his business, 101 Motorsport, first came to our attention eight years ago when we first laid eyes on the impressive “Mighty Mouse” Honda CRX build at World Time Attack Challenge. Since those days, we’ve been keeping tabs on Varun and his various builds and now we’ve finally managed to pry him away from the workshop for a couple of hours to jump on the podcast.
Varun started young, gaining a fascination with anything mechanical through tagging along with his father to strip cars at scrap yards in search of replacement parts. Then, a few years later, when Nissan dropped its dominant R32 Skyline GT-R right on top of the Fords and Holdens at Bathurst, Varun was sold on all things JDM.
This pushed him towards the automotive trades, starting as an apprentice mechanic at 101 Motorsport and absorbing as much information as he possibly could. A few years later, Varun had the opportunity to buy the business and he’s been pushing the boundaries of what’s possible on the strip, the street, and the race circuit ever since.
101 Motorsport offers a huge range of services, so this conversation is a wide-ranging one that discusses topics like dyno tuning, engine building, methanol tuning considerations, drag racing strategies, tuning for driveability, the business side of the equation, and a whole lot more.
This episode is a great listen that has a little bit of something for everyone.
Don’t forget, you can use “101MOTORSPORT200” to get $200 OFF our HPA VIP package: https://hpcdmy.co/vipb
TIME STAMPS: 4:12 How did you get into cars? 6:22 What was it about Japanese cars? 11:22 Once you decided cars were your thing, where did you go from there? 18:14 How did you get an apprenticeship in a performance workshop? 25:51 How did you buy 101 Motorsport? 30:46 Does having other dyno tuners around hurt business? 37:22 Overview of 101 Motorsport 41:36 What services do 101 Motorsport offer? 54:18 Dyno discussions 1:04:14 Confirming tunes out on the road 1:10:14 What is your ECU of choice? 1:13:41 What drew you to drag racing? 1:17:44 Overview X275 radial drag class 1:20:19 MPH and ET of the Oceania Supra? 1:28:18 Finalising a tune at the drag strip? 1:36:42 The importance of air temps out of the intercooler
Field Report: Was this rebuild a mistake?
12 Dec 2023
00:08:59
Engine swap, aero repackage, electronic overhaul and a switch to slicks are some of the major changes the legendary Hammerhead has seen during its transformation into what is an essentially new build in many respects, Tanuki.
David Lenthall of GT Auto Garage discusses the 4.1L VR38DETT engine swap, which sees the venerable 900hp (approx) SR20VET retired in favour of more power (1080hp at 25 PSI) with less stress, but at the cost of some extra weight, 4% more of which is now over the front axle.
The Autronic ECU was replaced with a suite of MoTeC electronics largely due to the preference of owner Wayne Lee and those now running the car, including MoTeCs torque management options via their GPR package.
Also replaced is the iconic aero package with Andrew Brilliant AMB Aero engineering an infinity wing package for the car in part to update it and in part to help further establish it as something different.
With the help of tyre rule changes allowing slicks, Pro driver Tim Slade has Tanuki now down to 1:20.4560 with more in the tank after a wheel failure took them out of the competition for this year.
For some more insight into the history of this car, previous drivers include Shane Van Gisbergen, Earl Bamber, Warren Luff & Andre Heimgartner, with Tim Slade winning the Pro Class back to back in 2016 and 2017 among stiff competition.
Field Report: Why is Tefzel wire HARDER to strip?
05 Dec 2023
00:06:26
Ever wondered what the difference between what you do with your crimpers and what those doing wiring work on a bigger scale is and how they maintain quality?
Quality tools and a solid process is the obvious answer, but what does that look like? Ryan Nicholls of Powertune runs us through some of the equipment they use, which enables them to deliver a quality crimp every time without fear of operator fatigue, tooling errors and similar. Interestingly crimping terminals for a Deutsch DTM, AMP Superseal connector or similar, setups like this will work to within 0.01mm of accuracy.
We also gain some insight into why stripping Tefzel wire is harder than lower-quality wire sheathing, although the minor complication is easily managed with appropriate tooling/strippers.
Of course, you can't mention crimping without soldering coming up and there will always be some applications it suits, but it's important to note even with soldering's inherent flaws when you do need to use it there are ways to mitigate the risk. At the end of the day a quality wiring job is about more than just the connection choice alone.
105: Is Honda’s K-Series Really the Greatest 4-Cylinder Ever Made?
30 Nov 2023
02:18:34
Few people know more about ultra-high-performance engine building than this week’s guest, Terry Radbourne of Bourne HPP. In this episode, we’re going to be discussing topics like creating engines for LMP1 and Mercedes’ F1 team, truly getting the absolute most out of Honda’s K series motor, as well as the odd controversial opinion that’s sure to get the comment section fired up.
Terry brings an intriguing mix of expertise and insider knowledge — straight out of school, he found himself working for Advanced Engine Research and quickly became involved in some seriously high-end race engine design and building work. After a few years spent honing his craft — including a stint creating engines for the Mercedes Formula 1 team, Terry went on to found his own company, Bourne High Performance Powertrains, or Bourne HPP for short.
Bourne HPP specialises in designing and building seriously aggressive motors — most commonly of the Honda K-series variety in both naturally aspirated and turbocharged forms. This allows us to dive very deep into the intricacies of four-cylinder engine building, and time is spent discussing intake port design, cylinder sleeves, compression ratio, and a whole lot more.
We also get stuck into the K-series motor itself, and Terry spends time talking us through exactly why he thinks this is one of the best engines ever produced and how to get the most out of it. As Bourne HPP is something of a one-stop-shop that does everything from engine rebuilds, to NA and turbocharged crate engine packages, to dyno tuning with the use of Syvecs and Lyfe Racing ECUs, Terry has an absolute oversupply of knowledge that he’s (mostly) willing to share.
If you want to get smarter, this episode with Terry Radbourne of Bourne HPP is not to be missed.
As mentioned in the podcast, you can listen to our episode featuring Syvec’s Ryan Griffiths here: https://hpcdmy.co/Syvecs
Love them or hate them, Electric Vehicles (EVs) are here, so why not hammer the s%&t out of them on a race track just like we've been doing the old internal combustion engine (ICE) for years and years!
Battery degradation & performance, $600 'Bonus Module' for 2 seconds a lap improvement, trackside sharing and more with Jordan Priestley of ReVolting Performance as he runs us through this 2021 Model 3 Performance Tesla while competing at the Optima Batteries street car challenge.
The car runs a number of Unplugged Performance suspension components and 4 point roll bar with JRi double adjustable shocks, AP Racing brake package & square (same size front to rear) 19x11 Forgeline wheels wrapped in 305/30R19 Falkens.
Interestingly the battery level does operate within certain 'sweet spots' in relation to charge, with Jordan noting a 40mph loss of speed climbing up the hill at Laguna Seca at lesser charges. He also touches on his trackside generator charging setup, a common question from those interested in how EV guys manage battery charge during track/race days.
There is a long way to go with EVs to get them anywhere close to being the same when it comes to how a race weekend looks compared to someone just tipping E85 or similar in the tank, but racing is racing, and it's great to see some earlier adopters keen for some new challenges.
Field Report: Too FAST For Street Tyres — the RP968.
21 Nov 2023
00:08:21
With WTAC moving from DOT-rated semi-slicks to full slicks, the RP968 was assured a faster lap time in 2023, and it delivered.
Race engineer Dejan Ninic of Complete Analysis, an ex-WRC consultant amongst other accolades, gives us the rundown on the change from Yokohama Advans to full slicks for the 2023 edition of the World Time Attack Challenge.
The RP968 team & driver Barton Mawer managed to get the time down from their previous best of 1:19.27 to 1:17.86 over the course of the weekend, giving them the overall win for the 4th time in a row.
We also saw a massive jump up the time sheets from Cole Powelson, going from a previous best of 1:30:02 to a 1:25.94 in the Lyfe Racing R35 GT-R. The old S13 Hammerhead, now under new ownership and rechristened as Tanuki, also set a blistering 1:20.45 time on debut, noting the car has also had some huge changes to be dialled in and had to be retired before the end of the event.
The Open and Clubsprint classes also saw some new class records this year from the Xtreme GTR and DC Jap Automotive teams noting not all classes have had the same options in tyre open up to them either.
Note 2023 tyre restrictions for Pro and Pro-Am Classes were in place in regards to the car weight dictating the allowable tyre width and height, so while teams can now run slicks, there are still limitations.
104: Drifting With an 11,000RPM V10 — Not as Good as You’d Think?
16 Nov 2023
01:41:38
Sideways legend Ryan Tuerck joins us this week to sit down and discuss the many different aspects of his life — from finding competitive setups in an extremely cut-throat Formula D championship, to an in-depth look at some of his most incredible internet-breaking builds, to a frank discussion on the complete metamorphosis of the sport of drifting in the two-plus decades Ryan has been involved, and much more.
With a career spanning two decades, Ryan Tuerck has more insight than nearly anyone else out there when it comes to top-level drifting, the business of motorsport, and building some of the raddest Japanese cars the world has ever seen.
Ryan got into the sport after transitioning away from motocross as a teenager, and in this episode, he discusses those very early days and the cars he was building to try and compete on a national stage. This was also the time he began learning about the business side of the sport — Ryan spends some time in this conversation dropping plenty of knowledge and truth bombs about making it in professional motorsport, discussing sponsorships, budgets, results, and more.
Aside from his success in Formula D, Ryan is probably best known for his insane custom builds, and thankfully, we’re able to spend time running through the best of the best, from his competition GR Corolla to his Ferrari-powered 86, his insane Judd V10-powered GR Supra, and his latest Toyota Stout. Having so much experience in taking on massive projects like these, Ryan has some great advice to give about build planning, setting expectations, and recruiting the right people to get it all done.
This episode has broad appeal and will suit anyone with any type of interest in motorsport, drifting, project builds, and much more.
Don’t forget, you can use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackageb
TIME STAMPS: 4:22 How did Ryan get into motorsport? 11:06 When did Ryan start competing? 12:50 Why JDM cars? 14:44 Becoming a pro driver 20:05 What type of car and power levels do you need to get into drifting? 22:59 How do you find sponsors? 28:07 Are the exhibition cars for fun or do they make up some of Ryan’s income? 30:04 How does Ryan find the right people to work on his projects? 32:22 Changes in drifting in the last 21 years 34:30 Rules in Formula Drift to regulate competition 36:11 Technology to improve drift judging 41:57 Starting with a known setup point 46:19 Ryan’s GR Corolla FD build 49:40 Nitrous Anti Lag 54:26 GT4586 project build 59:47 Ferrari 458 engine characteristics 1:04:48 Formula GR Supra 1:09:31 GR Supra Drive Train 1:11:54 Judd engine figures 1:14:21 Drifting the Supra wasn’t the best for the engine 1:17:42 Is the Supra a competitive time attack car? 1:21:38 Toyota Stout build 1:31:56 What’s Ryan’s favourite car in his garage? 1:35:04 Does Ryan still enjoy Formula Drift?
Field Report: A 900hp RUN IN Tune? 4G63 Madness.
14 Nov 2023
00:18:38
When a team is just starting with 900hp in a street-driven 4g63 powered EVO drag car, you know big things are coming!
Why a 4g63 instead of a 4g64, nitrous for turbo spool and a 400hp boost, fire ring cylinder sealing and more from Jimmy Assaad of ERS Evolution Racing Spares as he runs us through this street-driven roll racer that has its long-term sights set on the 1/4 mile.
Putting down 900hp at 50psi on a rolling road dyno using pump E85 to start with, this Micks Motorsport-built 4g63 is no joke, with 1500hp at around 80psi running methanol fuel being a longer-term plan for the drag strip with the addition of a few more Siemens fuel injectors. A Platinum Racing Products-supplied Precision 8085 Next Gen turbo takes care of the boost with an Emtron electronics package, including a KV12 ECU and ED10M dash logger managing almost everything on the car via 50 odd sensors.
The Bullet Cylinder Heads billet 4g63 block runs copper gasket & aluminium bronze fire ring cylinder sealing setup, aluminium rods, custom pistons and non-MIVEC head with aftermarket cams package, all combinations that have been tried and tested over the years.
With an 18-inch SSR wheel package for the street and a 15-inch Belak package for the track wrapped in 275 Hoosiers, no compromises need to be made when it comes to comfort vs. grip, and a Wilwood brake package still fits under the 15inch rim nicely to haul things up at the end of a run.
A paddle-shifted Holinger Engineering sequential, Active Traction Service (ATS) carbon clutch and a retained active centre differential (ACD) round off the drivetrain, with carbon clutches being more common in circuit racing but likely to hold up fine for drag racing, too.
At the time of filming, the immediate goals are to see what power can be made while still running pump E85 at 60-65psi of boost with a 400hp nitrous shot on tap for further testing.
Field Report: 3 or 4-Axis CNC...in YOUR garage?
07 Nov 2023
00:13:36
Why would you consider a desktop CNC machine? Would it be worth the investment over a 3D printer, and how long would it take to pay itself off? Bantam Tools Rob Lorentzen runs us through some CNC milling basics about their (currently) $6,500 USD desktop CNC milling machine to help us understand if this is an investment that may or may not suit our fabrication goals or even our wider local car community.
We also dive a little into what CAM (computer-aided manufacturing) is when it comes to learning how to set tool paths and more, as well as some material options for prototyping and finished products.
This product integrates well with software like Fusion 360 and is ready to go out of the box with minimal maintenance required so long as you keep it within the recommended operational window (not hard to do).
Desktop CNC specs: https://store.bantamtools.com/collect... - 28,000rpm spindle - 7” x 9” x 3.3” build volume (work area) - ER-11 collet (not proprietary; you have many tool options) - 4th axis capable
Field Report: 550hp Micra | 'Let TORQUE take the wheel'
23 Jun 2025
00:07:16
Ever seen a 550whp front-wheel-drive Micra out on track? Sean Austin’s FWD K11 Nissan Micra is running a turbocharged Primera P11 SR20VE+T Neo VVL (the best SR20?) & 6-speed gearbox, Haltech Nexus R3 engine/power distribution management, Haltech iC-7 dash, and enough power to torque steer into another dimension.
With help from CDI Motorsport, Raceworks, Knight Family Motorsport, and a front end swapped in from a Pulsar, this car has evolved from track beater to full track weapon at the World Time Attack Challenge. It’s light, fast, and rowdy, but Sean’s also realistic about its limitations, admitting the platform might have hit its ceiling. That said, not sure we believe that a project is ever truely 'finished'!
This walkaround covers the build, from the engine setup and fabrication, through to suspension compromises and alignment headaches. It's a quick look at what it takes to extract big performance from an unlikely chassis, and believe it or not at this stage all for under $20,000 Kangaroo Dollars (AUD).
Despite how quickly the world is changing, race cars, track days, and the world of motorsport at large aren’t going anywhere. In this episode, we sit down with two pioneers who are leading the charge towards the inevitable adoption of viable EV platforms in amateur-level racing with their startup Scalar Performance.
Joel Fallaise and Brian Bourne have walked very different paths getting to where they are today, with Joel having a background in the performance aftermarket and motorsport scene, and Brian coming from the IT world. Once they met and started collaborating on a few different projects, they realised they shared a common goal — being pioneers in racing and not just looking towards the future, but committing their effort, time, and funds to take serious, carefully considered steps to get there.
The result is the Scalar SCR1, a 460hp race car that uses Toyota’s current GR86 platform as its base. Unlike factory-built sport-focused EVs out there, this machine is able to run endurance race laps at GT4 class speeds without complaint — and that’s no easy feat.
This episode is a deep dive into the complexities of developing a viable EV race car, from choosing the components, to designing battery packs and electrical systems, to managing the extreme cooling solutions needed for a project like this. The team shares their experiences, the hurdles they faced, and some intriguing topics like regenerative braking, the life expectancy of the motor and battery pack, and the safety challenges of EVs in motorsport.
This is an eye-opening episode that might just change your view of electric vehicles in motorsport.
4:38 — How did Joel get into the industry? 7:47 — Brian's professional background 16:40 — Formal Qualifications 19:18 — Overview of Scalar Performance 27:10 — Racing an ICE vehicle vs an EV vehicle 31:27 — Why the GR86? 33:25 — Why create the SCR1 instead of modifying a Tesla? 36:33 — Modification to chassis 45:32 — Cost of EV components 48:39 — 3D modelling the SCR1 52:00 — What is an inverter? 1:02:09 — Cooling the batteries and motor 1:10:08 — Charging challenges 1:12:22 — Regenerative braking 1:17:38 — Power delivery of the Cascadia motor 1:20:38 — Maintenence costs 1:25:17 — Cost of the SCR1 1:27:39 — A dedicated race series? 1:30:34 — Integrating EVs into motorsport 1:34:08 — EV safety and thermal runaway
Don’t forget, you can use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdayb
Field Report: From Truck Engine To 1000hp 7.3L V8 Fox Body Build!
31 Oct 2023
00:13:41
With 450hp to 1000hp on tap via an EMtron ECU control strategy incorporating a drive-by-wire (DBW) throttle body, this V8 swapped Fox Boy Mustang, an exciting project we couldn't resist chatting about.
Sam Hiu Bin of CWI Performance runs us through this 7.3L V8 Mustang build that has taken the Ford 'Godzilla' V8, never designed for race cars, and put it in a race car anyway. Not only that, but the team has also added a ProCharger centrifugal supercharger to ramp up the output in a compact package. It is as compact as a 7.3L V8 shoehorned into a Fox Body Mustang can be, anyway.
The biggest physical challenge with the Ford Godzilla for a swap like this is the height, but teamed with Indy Power Products, the oil pump has been moved so that a smaller wet sump setup can be used, allowing the engine to be mounted lower in the chassis. The CWI Performance 3-piece billet intake manifold also helps reduce the height at the top of the engine and incorporates a 1400hp capable C&R / PWR intercooler core to further improve packaging options as well as options to fit a 105mm or smaller LS throttle body or a Ford Coyote/Godzilla flavour too.
Boost-wise, the car produces 450whp at around 2pi, with it only taking 15psi to get it over 1000whp and the EMtron package also takes care of exhaust gas temperature (EGT) monitoring for both tuning and engine health functions. Even using an E90 ethanol blend, the car does see some knock/detonation, partly thanks to its 10.5:1 compression ratio, but the dual bank knock control takes care of this when the temperatures get high enough for it to start occurring.
Field Report: Is Direct injection LIMITING Power?
24 Oct 2023
00:10:05
Direct injection has many benefits for OEM applications, but it isn't as easily customised as port injection options on some platforms. Why is this the case, and what can we do about it?
Due to the nature of direct injection and how it operates in a GM application, it simply isn't a matter of adding aftermarket injectors and turning up the fueling like we often can with port injection, given that DI fuel pumps in GMs LT engines are camshaft driven.
Michael Sitar of TooHighPsi has an option for GM LT V8 owners that can take the LT1 and LT4 variates beyond their 600hp and 700hp ceiling imposed by the stock direct injection system without dealing with camshaft complications, and that is done by adding port injection and tapping into the factory GM ECU's CAN Bus data stream.
At this stage customers are up in the 1400hp regions with some drag applications with plenty of margin left in their injector duty cycles for future development and additional power potential.