Explore every episode of the podcast Tuned In

How do you build a car capable of breaking the outright Pikes Peak record? For four-time winner Robin Shute, the answer was to take everything he’d learned developing his heavily modified Wolf GB08 and start again with a clean-sheet design built specifically for the mountain.

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In this episode of Tuned In, Robin takes us through the development of the Sendy Club V2 car and the decisions behind its design. We discuss starting with an F4 tub, suspension geometry, aerodynamics, tyre selection and why adding more power or all-wheel drive doesn’t necessarily make a Pikes Peak car faster.

We dive into the Synergy-built, BMW S1000RR-derived V8, turbocharging it for around 800hp and the challenges of maintaining power at 14,000 feet. Robin also explains the move to Cosworth electronics, traction control, anti-lag, cylinder pressure monitoring and the extensive dyno development behind the engine package.

The conversation also gets into CAD, CFD, generative design and Robin’s extensive use of metal 3D printing. We also discuss the car’s Pikes Peak debut, where despite an electrical issue affecting traction control on race day, Robin finished second overall and set a personal best, with more power, less weight and significantly more downforce still to come.

This episode is packed with insight into what it takes to engineer, build and develop a competitive race car from the ground up. From engine development and electronics to aerodynamics and manufacturing, Robin’s approach shows just how far a small, determined team can push modern engineering in pursuit of the outright Pikes Peak record.

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Follow Robin here:

Instagram: robin.shute
Youtube: thesendyclub

Links:

Robins first episode
047: 650hp, 2 tons of downforce, and ZERO visibility.

Simon Longdill
111: He Wasn’t Impressed With The Engines On Offer, So He Built His Own.

Timestamps:

0:00 The Ultimate Pikes Peak Build? Chasing the Outright Record
4:14 Can you give us the quick version of how you got to where you are today?
5:56 Can we compare electric vs combustion up Pikes Peak?
11:12 How close are you to the outright record?
15:00 How do you combat a rough road with a low aero car?
17:11 What was the old car you were racing?
24:29 How are you applying Antilag?
27:34 Can you learn anything from testing for Pikes Peak?
31:13 What happened to the Wolf car?
37:56 How did you get started with the Sendy Club V2 car?
41:51 Deciding on an engine for Pikes Peak
52:32 Did the engine package tick all the boxes straight away?
55:23 Why did you move to Cosworth electronics? 
1:02:22 How did you add cylinder pressure sensors?
1:04:55 What traction control strategies are you using?
1:07:04 How did you design the intake plenums? 
1:11:00 Why have you leveraged 3d metal printing so much on this car?
1:16:00 What’s the reliability of a 3d printed exhaust manifold? 
1:23:31 What is Air Shaper and how does it work?
1:32:31 What is generative design and why would you use it?
1:37:08 Are you using F4 suspension kinematics? 
1:39:36 Does the car have any bump steer?
1:41:54 How did the new car go on its first test?
1:45:25 How did the car go at Pikes Peak?
1:52:16 What is the game plan for 2027?
1:55:03 Final 3 questions

Cars weren’t an obvious career path for Angelina Alcantar. Her family had no automotive background, and her parents hoped she’d pursue something more traditional. But a fascination with taking things apart and understanding how they worked won out, setting her on a path from aspiring technician to leading California’s largest automotive apprenticeship program.

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In this episode of Tuned In, Angelina explains how automotive classes at Riverside City College became her second home, eventually bringing her full circle from student to instructor. Today, she specialises in engine rebuilding and diagnostics, taking the responsibility of training the next generation of technicians seriously.

We dive deep into engine building, machining, cylinder head work, honing, clearances, compression and leak-down testing, and what it takes to achieve quality engine machining. We also cover Angelina’s turbo Honda Civic, EFI tuning, her experience learning Hondata, and her plans to develop her tuning skills further.

Finally, we discuss the technician shortage, changing attitudes towards the trades, and Angelina’s work building what has become California’s largest automotive apprenticeship program. She also has a popular YouTube channel, @ms.a_theshopteacher, which she hopes to continue growing.

From being underestimated early in her career to now helping shape the next generation, this episode is an inspiring look at Angelina’s passion for the automotive industry and the impressive journey that has brought her to where she is today.

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Follow Angelina here:

Instagram: ms.a_theshopteacher
Youtube: ms.a_theshopteacher

Timestamps:

0:00 Engine Building, Tuning & Training the Next Gen
4:07 How did you develop a passion for cars?
14:04 Do you like problem solving without a workshop manual? 
16:54 What is an ASE master tech?
25:13 Is a modern mechanic mainly driving a scan tool?
32:21 Is engine building a dying art?
38:41 Do you have a good level of engine machining knowledge?
41:03 What’s your process of diagnosing an engine issue?
43:03 Leak down test vs compression test
48:10 What is a TK test?
50:18 Is it a different skill set to build a performance engine?
1:10:37 Theories on running in an engine.
1:15:17 What is the oil additive ZDDP?
1:16:40 What made you want to get into teaching people? 
1:21:17 Give us a run down on your Honda Civic?
1:27:58 Have you tuned the car yourself?
1:32:24 Why does the US have a shortage of ASE techs?
1:38:36 Can AI tune your car?
1:40:44 Finding a career in the automotive industry
1:44:41 What’s it like being a female in the automotive industry?
1:56:09 Quick fire questions
2:01:11 Final 3 Questions

Making over 1000HP is one thing — building a car that can make that power, survive constant abuse, and still be driven hundreds of miles on the street is something else entirely. Gus Erickson’s E36 BMW has been through blown engines, broken drive trains and countless late nights, but every failure has helped turn it into one seriously capable street car.

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In this episode of Tuned In, Gus shares how growing up around BMWs in northern Minnesota eventually led him into the performance industry. After years of fixing, modifying and learning on countless different BMW’s, his obsession with the E36 platform became the foundation for a build that would eventually push well beyond his original 1000HP goal.

We dive into the evolution of Gus’s turbo E36, from stock-bottom-end engines and budget turbo setups to forged internals, serious boost and more than 1100HP at the wheels. Gus explains what repeated engine failures taught him about torque management, boost control and where the real limits of factory components start to appear.

The conversation also gets technical, covering Haltech engine management, DCT swaps, transmission control, traction control, head gasket sealing and why keeping the car genuinely streetable has always mattered. Despite the power, the car still retains a full interior, heat, power windows and sees thousands of street miles each year.

This episode is packed with real-world insight into turbo BMWs, engine development, electronics and learning through failure. Gus’s story proves that chasing big power is only part of the equation — making it reliable, usable and fun enough to actually drive is the real challenge.

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Follow Gus here:

Instagram: dct_e36
Facebook: Gus Erickson
WWW: 22rpd.com

Timestamps:

0:00 Pushing the BMW M50 Beyond 1000HP
3:40 How did you become interested in cars?
6:06 Has it always been BMW’s for you?
10:20 What is it about the E36 that you like?
13:03 What is your education and work background?
25:31 BMW S1000rr sports bike
27:29 What does your current day to day look like?
30:49 At what point did you decide to build a 1000HP street car?
44:04 Buying someones half built project car
45:43 The start of the 1000HP journey
47:38 Is it hard to fit a big turbo to an E36?
49:42 Finding the limits of the M50 engine
1:07:04 How I ended up going to a DCT
1:10:41 What is a cut ring head gasket?
1:17:33 How do you control the DCT?
1:24:43 Are you using torque reductions on the shifts?
1:28:15 Why the DCT over an 8HP?
1:30:15 What is the main use case for the E36?
1:34:49 What strategies are you using to manage power?
1:39:45 What’s next for this car? 
1:45:25 You had a run in with some carbon monoxide?
1:51:04 Final 3 Questions 
1:54:14 Quick B58 discussion  

It’s hard to believe — some would even say crazy — what modern Drag and Drive cars are capable of. Thousands of horsepower, five- and six-second passes, all while towing a trailer loaded with spares hundreds of miles to the next event. It’s a challenge that perfectly reflects Devin’s approach to performance: serious power, smart engineering, and reliability that matters just as much as outright speed.

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In this episode of Tuned In, Devin Vanderhoof shares how he moved from imports and early standalone ECUs into the domestic V8 world, taking with him an appreciation for electronics, efficiency, and making the most of the hardware available. That experience eventually shaped HCR Innovations and his approach to building and tuning high-level race cars.

We dive into Devin’s twin-turbo big-block Mustang, built for Drag and Drive competition. He explains why reliability matters more than chasing every last horsepower, how he approaches boost and power management, and why winning the event is more important to him than setting the quickest pass.

The conversation also gets technical, covering methanol tuning, spark plug reading, EGTs, launch strategy, CO2 boost control, and why these cars are often better developed at the track than on a dyno. Devin also shares his extensive experience with Holley EFI and why it remains his preferred platform for many of the cars he works with.

This episode is packed with real-world insight into wiring, EFI, tuning, and high-level drag racing. Devin’s experience shows that building a seriously fast car is one thing, but making it reliable, repeatable, and capable of surviving Drag and Drive competition is an entirely different challenge.

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Follow Devin Here:

Facebook: devin.vanderhoof
Facebook: hcr innovations
Instagram: hcr innovations
Instagram: @boo00st
Youtube: @theholleyEFIguy
WWW: hcrinnovations.com

Timestamps:

0:00 How Do You Make 3000+HP Survive Drag and Drive?
3:43 How did you get involved in the car scene?
8:29 Why is everyone scared of wiring?
10:57 Getting into the car scene continued, Drag Racing, Mitsubishi DSM’s, Hondas 
12:59 How fast did you go in the Honda and DSM’s?
14:44 The switch from imports to domestic drag cars
18:16 How did you learn how to tune?
30:10 Give us a breakdown of your Mustang, What is it?
32:26 A big block Chev in a Ford Mustang?
37:45 How many passes are you getting on the Alloy Rods?
41:15 How much wear does the road miles put on the engine?
49:21 Drag and Drive engine compromises 
52:54 What turbos are you running?
54:36 What boost pressure are you running?
56:52 How fast has the Mustang been down the 1/4 mile?
59:37 What sort of AFR do you run for methanol?
1:16:02 How do you tune on the dyno for 3000HP?
1:22:01 What sort of launch strategy are you using?
1:27:54 What is CO2 boost control?
1:33:15 Have you had any experience with the Turbosmart Straight Gate?
1:39:44 Why did you pick Holley as your go to ECU?
2:10:37 Final 3 questions

Joe Simpson didn’t grow up building cars with his dad or surrounded by race engines. Instead, an early fascination with imports, turbo Hondas, and the underground tuning scene slowly pulled him towards a career he never originally planned—eventually becoming an incredible fabricator and tuner.

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In this episode of Tuned In, Joe explains how he started with almost no mechanical experience before teaching himself fabrication and tuning out of necessity. Beginning with basic piggyback controllers and early Hondata systems, he steadily built his skills through repetition, experimentation, and plenty of time on the dyno.

We also explore Joe’s transition from Honda tuning into domestic performance, HP Tuners, and eventually the Holley EFI ecosystem. He breaks down the differences between the Sniper, Terminator X, HP, and Dominator systems, where each works best, and why the most expensive ECU is not automatically the right solution.

Joe and Andre also discuss why making huge horsepower numbers can be easier than achieving factory-like street manners. Cold starts, idle control, drivability, and reliable power management can require far more attention than simply producing an impressive dyno result. Finally, Joe shares how his YouTube channel evolved into Tune The Trilogy, turning years of workshop and tuning experience into online education.

This conversation is full of practical insights and real-world experience. Joe’s honest approach to learning, problem-solving, and continuous improvement makes this an episode every performance enthusiast can take something away from.

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Follow Joe Here:

Instagram: joe_at_tempest
Youtube: JoeSimpsonAtTempest
WWW: tempest-racing.com
WWW: tunethetrilogy.com

Timestamps:

0:00 From Turbo Hondas to Holley EFI Guru
3:15 How did you become interested in cars?
11:16 Discovering Honda’s
19:46 Getting your first job in a performance shop
23:14 Do you need a qualification to be a mechanic in the US?
30:15 How did you learn to tune?
38:38 How did you find moving into the K series?
43:58 How did you switch from JDM to US domestic?
53:32 Tuning big power is easy?
58:28 What Holley products are you working with? 
1:01:25 Holley Sniper self tuning
1:09:04 Holley Terminator X
1:10:02 What’s the advantages of the HP and Dominator ECU’s? 
1:16:43 How good is transmission support for the 4L60, 4L80 on the Terminator X?
1:18:17 Best and worst features of the Holley ECU’s?
1:27:23 8HP integration 
1:31:42 How did you start Tune the Trilogy? 
1:36:42 Is there still time to run a performance workshop?
1:49:39 Final 3 questions

When Martin designed his first camshaft for the Ford Merkur XR4Ti, he probably never imagined that one day he'd be building some of the fastest GT-Rs and Lamborghinis in the world—but that's exactly what he has done. Martin Musial's journey with AMS Performance has been nothing short of extraordinary.

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In this episode of Tuned In, Martin shares how growing up around machinery and studying mechanical engineering laid the foundations for his career. After working in his father’s machine shop, he discovered a passion for designing and manufacturing performance parts that solved real problems, eventually helping shape AMS into one of the world's most respected performance companies.

We follow AMS’s evolution from Mitsubishi Evos to the R35 GT-R, where relentless testing pushed the team to develop stronger engines, turbo systems, and drivetrain solutions. Martin explains how repeated failures lead to innovations, proving that successful product development is built on continuous refinement.

The conversation also explores AMS’s move into the Audi R8 and Lamborghini Huracán platforms, the challenges of modern ECUs and dual-clutch transmissions, and why the biggest dyno number doesn't always make the best street car. Martin also shares the realities of growing a specialist workshop into a global engineering and manufacturing business.

This episode is packed with insight into engine development, product design, and building a successful performance business. Whether you're chasing horsepower or creating better parts, Martin's experience shows that the best results come from understanding the engineering and never stopping the development process.

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Follow Martin here:

Instagram: AMS Performance
Facebook: AMS Performance
Youtube: AMS Performance
WWW: amsperformance.com

Timestamps:

0:00 Building Record-Breaking GT-Rs & Lamborghinis | AMS Performance
3:54 How did you become interested in cars?
9:35 The story of starting AMS?
13:49 Is old school mechanical knowledge being lost?
17:57 The start of AMS continued 
26:41 What was the change like from Talon, Eclipse to Evo 8?
35:15 How did you develop your skills with EFI tuning?
37:15 How do you navigate uncharted territory with customer builds?
44:37 The transition from the 4g63 to the R35 GTR
48:25 Designing a stock placement turbo kit for the R35 GTR
57:26 How did the billet block for the R35 come about?
1:05:42 When things go wrong, who pays for it?
1:06:42 The million dollar mistake
1:15:30 What sort of head gasket are you using?
1:17:06 Do we have full control and understanding of the DCT transmissions?
1:24:58 What ECU’s are you using to control these cars?
1:27:12 Moving from the R35 platform to the Lamborghini Huracan/Audi R8
1:32:04 What’s a street level turbo Huracan’s happy power level?  
1:36:52 What makes and models are you looking to support in the future?
1:42:09 What does AMS look like today?
1:50:57 What’s your current role at AMS look like?
1:59:52 Final 3 questions 

We often hear about drivers who built successful racing careers, but Peter Farrell’s story goes far beyond the driver’s seat. While many enthusiasts know him for his work developing the legendary Mazda FD RX-7, his career stretches from rallying on a shoestring budget in New Zealand to developing some of the first performance upgrades for the FD and competing in factory-backed racing programs in the United States.

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After discovering rallying as a teenager, Peter combined his engineering background with an obsession for making cars faster. Whether it was pioneering turbocharged Ford Escorts, competing against legends like Possum Bourne, or moving to America with little more than ambition and mechanical skill, every chapter of his story was built on finding opportunities and making the most of them.

That determination eventually led Peter into professional endurance racing, where he drove for manufacturers including Mitsubishi, Peugeot, Saturn, and most famously Mazda. Along the way he helped develop the FD RX-7 into a race-winning platform, worked alongside Mazda's engineers in Japan, pioneered performance parts for the iconic rotary sports car, and experienced the golden era of factory-backed motorsport in America.

Beyond the racing, Peter shares invaluable insights into engine development, turbocharging, cooling, reliability, and why understanding the fundamentals matters just as much as having the latest technology. His stories highlight how ingenuity, persistence, and strong relationships opened doors that money alone never could.

This episode is packed with incredible stories from a fascinating motorsport career. From grassroots rallying and endurance racing to rotary development and factory engineering, Peter's journey offers lessons that every racer, tuner, and enthusiast can appreciate.

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Follow Peter here:

Youtube: pfsupercars1
Facebook: Peter Farrell

Timestamps:

0:00 Pioneering the Mazda FD3S RX-7
3:55 How did you first develop a passion for cars?
7:25 Competing in rally in New Zealand
17:39 Early turbo setups on 2.0 Pinto engines
28:58 Moving to America to go chase the rally dream
38:17 The switch to circuit racing and getting paid to race
1:00:18 Starting the relationship with Mazda
1:03:00 Building the FD RX7 to race in the IMSA Supercars 
1:12:19 How to keep a Rotary reliable and fast?
1:17:40 Were you not allowed an aftermarket ECU?
1:20:05 Did you have problems with the factory gearbox?
1:32:51 Starting a performance parts business (PFS)
1:35:58 Peter Farrell Purple Box piggy back ECU
1:57:40 Final 3 questions

We all dream up incredible vehicle concepts—Nate Wilkerson of Wilkerson Customs brings them to life. Combining engineering expertise, CAD design, and a lifelong passion for off-road racing, Nate has built a huge following by creating some of the most ambitious virtual vehicle concepts on the internet.

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In this episode of Tuned In, we dive into Nate’s background, from growing up in a machine shop and studying optical engineering to designing advanced laser systems for autonomous vehicles and military applications. Along the way, he developed a passion for mechanical design and engineering, eventually turning the off-road vehicle concepts he’d been imagining since childhood into detailed CAD creations shared with a growing online audience.

We then explore the tools and processes behind Nate’s designs, covering everything from SolidWorks and finite element analysis to CNC machining and additive manufacturing. The discussion highlights the importance of designing for manufacturability and understanding engineering fundamentals before they ever reach the real world.

The conversation also dives deep into off-road vehicle design, from suspension geometry and wheel travel to weight optimisation and structural analysis. Nate explains how he balances performance, durability, and practicality while constantly pushing the limits of what’s possible in his designs. 

This episode is packed with insight for anyone interested in CAD, engineering, fabrication, or vehicle design. Whether you're creating parts for your own project car or simply fascinated by the process of turning ideas into reality, Nate’s unique perspective makes this a fascinating listen.

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Follow Nate here:

Instagram: Wilkerson_Customs

Youtube: Wilkerson_Customs

Offroad Design Crew SOLIDWORKS

Timestamps:

0:00 CAD: The Gateway to Making Dreams a Reality
3:56 How did you get interested in cars?
09:26 How did you learn Solid Works (CAD)?
13:00 Why do you prefer CNC machined assemblies?
14:52 What’s your thoughts on generative design?  
15:58 Additive manufacturing had developed so fast 
21:50 What is Blender and how is it used with Fusion 360?
25:08 Can you apply your Solid Work skills directly into Fusion 360?
31:02 What sort of computing power do you need to run CAD?
33:34 What is FEA?
39:16 What sort of safety factor are you applying to your designs?  
41:18 What do we need to think about when designing for manufacturing?
48:16 How do you design the suspension kinematics? 
55:22 Why do you prefer an independent rear in your designs?
59:41 How do you get started with a design?
1:02:11 How many hours go into your designs?
1:05:50 Are we going to see one of these designs in real life?
1:10:30 Final 3 Questions 

Automatic transmissions were once the last thing performance enthusiasts wanted in their builds—but that’s changing fast. Greg from Turbolamik is at the centre of that shift, helping bring ZF’s 8HP gearbox into everything from drift cars to drag builds, and showing just how capable modern automatics have become.

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In this episode of Tuned In, we dive into Greg’s background, from growing up around grassroots motorsport in Poland to building a life in the US surrounded by rally and performance cars. His early experiences with Subaru’s and rally culture set the foundation for a career spent building cars, working with teams, and staying closely connected to the evolution of performance technology.

The focus then shifts to the ZF 8HP gearbox and why it’s quickly become such a popular swap. We break down its efficiency, strength, and fast shift speeds, along with how it compares to manuals, traditional automatics, and sequential gearboxes. Greg explains why these transmissions can handle serious power and how they’re being used across different motorsport disciplines.

We then dive into the Turbolamik standalone controller and what’s involved in making these swaps work. From CAN integration and torque modelling to adaptive shift strategies and advanced features like transbrake and launch control, the discussion highlights how full standalone control unlocks the true potential of the 8HP platform.

This episode is packed with insight into one of the fastest-growing trends in performance cars. Whether you’re building a drag car, drift car, or street machine, understanding the potential of modern transmissions like the 8HP could completely change how you approach your next project.

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Follow Greg here:

Instagram: turbolamik.us
Facebook: turbolamik.us
Youtube: TurboLamikUS
WWW: turbolamik.us

Timestamps:

0:00 ZF 8HP: The Automatic Everyone Wants?
04:15 How did you become interested in cars?
10:07 Did you get involved in tuning?
13:51 Finding a gearbox to handle big power
15:52 What is it that makes the 8HP such a special gearbox? 
22:29 What are the pros and cons of removing the torque converter?
27:15 Why is it now that everyone is doing the 8HP swap?
30:16 What are the Drag records with the 8HP?
31:39 Advantages over integrating into the factory TCU?
35:03 Is this a DIY installation for the Turbo Lamik?
37:31 How does the torque modeling work and shifting? 
45:15 What ecu’s can you achieve torque reduction upshifts & throttle blips for downshifts? 
47:55 What’s the difference between trans brake & launch control?
51:10 What’s the best vehicle to get an 8HP from & which model are we looking for? 
56:10 Do we need torque reduction for full power upshifts?
57:20 How fast are the shifts compared to other gearboxes? 
59:26 Is there further room for development with the 8HP?
1:06:10 Are other transmission companies trying to keep up with ZF?
1:09:30 Is the 8HP lighter than a DCT?
1:13:32 Final 3 questions

Some people learn engines by doing—others take it a step further and truly understand the physics behind what’s happening. Jake from Bain Racing sits firmly in that second category, combining hands-on experience with deep engineering knowledge to build some seriously impressive engines.

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In this episode of Tuned In, we dive into Jake’s background and how a family history steeped in motorsport set the foundation for his career. From building cars in his teens to running his own shop and developing race engines, Jake shares how a mix of curiosity, study, and real-world experience shaped his approach to engine building.

We cover the fundamentals that underpin everything Jake does—covering topics like harmonic dampening, bearing clearances, oil viscosity, and why many common engine-building “rules” aren’t as black and white as they seem. 

Jake then unpacks airflow and cylinder head development, breaking down the often misunderstood relationship between flow and velocity and how factors like surface finish, valve seat design, and port shape all contribute to real-world performance. We also explore intake manifold design and the role of runner length, plenum volume, and harmonic tuning in maximising engine efficiency. 

This episode is packed with practical knowledge and deep technical insight. Whether you’re building engines, tuning them, or just want to better understand how they really work, Jake’s ability to connect theory with real-world results makes this one a must-listen.

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Follow Jake here:

Facebook: BainRacing
Instagram: BainRacing
Youtube: BainRacing
WWW: bainracing.com.au

Links:

https://www.enginelabs.com/news/amazing-video-jon-kaase-tests-airflow-dynamics-with-his-finger/

Timestamps:

0:00 Intro
4:16 How did you get interested in cars?
10:45 If an engine is balanced why do we have harmonics? 
18:05 How do you learn to build performance engines?
21:48 Compression ratios for different applications
26:53 How did you build up your knowledge?
30:54 At what point did your current business take off?
33:15 Bearing clearance vs oil viscosity
41:13 What’s your opinion of billet blocks for street engines?
44:43 Is it hard to make a profitable engine building business? 
48:50 When it comes to cylinder head porting why is big not always better?
51:52 Why is velocity so important?
57:20 What is the optimum surface finish for a port?
1:04:04 What’s the best approach to use when porting around the guide?
1:08:00 How important is the valve seat?
1:10:45 Are your heads all CNC ported?
1:15:58 How are you testing your heads and porting?
1:18:42 What do most people get wrong with intake design?
1:20:10 Can you explain the 3rd harmonic and why it’s important?
1:23:45 How do you choose the design of the intake manifold for a given engine?
1:26:00 How well does your calculation validate on the dyno?
1:29:22 Is there any rule on intake manifold volume?
1:32:16 What is a shear plate?
1:34:51 ITB’s vs single or double throttle body
1:38:43 How do we size our throttle body?
1:43:49 What’s been the most interesting project?
1:52:17 Final 3 Questions

From carburettors and distributors to neural networks and AI-driven ECUs, Gerry Bechet’s career spans the full evolution of modern engine control. From his early days at Toyota South Africa to high-level development work at Ricardo, Renault, and Holden Special Vehicles, Gerry has been right at the heart of OEM engine calibration and development.

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In this episode of Tuned In, we dive into Gerry’s journey through the automotive industry, starting with his early passion for mechanics and progressing into a career as a mechanical engineer specialising in engine development and calibration. We unpack his time at Ricardo working on diesel engine R&D, including common rail injection and combustion chamber design.

The conversation then shifts to OEM calibration at HSV, where Gerry worked on GM’s LS platforms. We explore the realities behind factory tuning—balancing power, emissions, durability, and even marketing demands—and why factory ECUs are far more complex than most people realise.

We also break down the tuning myth of “magic numbers,” why airflow modelling is everything, and how small errors in injector data or fuel pressure can throw an entire calibration off. Gerry shares real-world examples that highlight why understanding the fundamentals still matters—no matter how advanced the software becomes.

Finally, we get into Gerry’s current role with HP Tuners and the development of the new Core ECU. Designed to bridge the gap between OEM-level control and aftermarket flexibility, this standalone system brings advanced strategies like MAF and speed density integration, along with AI-assisted VE tuning. We discuss where it fits in the market, who it’s for, and how tuning technology is continuing to evolve.

This episode is packed with insight—from old-school engine fundamentals to cutting-edge ECU development. Whether you’re a tuner, engineer, or just passionate about performance cars, Gerry’s depth of experience makes this one well worth your time.

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Follow Gerry here:

Instagram: HPTuners
Youtube: HPTuners
WWW: HPtuners.com
WWW: HPtuners.co.au 

Timestamps:

0:00 Standalone vs OEM ECU: Understanding Modern Engine Control
4:26 How did you get interested in cars?
8:04 Working for Toyota in South Africa 
12:02 Where did you end up after Toyota?
14:02 What are you trying to find when you’re running these engines on the dyno?
20:07 What is the time frame on developing one of these engines?
21:52 How did your role progress at Ricardo Engineering?
25:10 How was the transition to engine calibration?
26:43 How does an emission system work?
31:56 Tell us about your time at Holden HSV?
43:29 What does OE calibration software look like?
45:24 What’s your role at HP Tuners?
47:15 Why do people who tune stand alone ECU’s find it hard to use HP Tuners?58:00 If MAF is so good, why  do we have a speed density system? 
1:01:12 What is virtual volumetric efficiency and why did GM go in that direction? 
1:03:52 What is a neural network?
1:08:11 Are there any common HP Tuner mistakes? 
1:14:19 Why have HP Tuners made a stand alone?
1:23:53 How does the Core ECU operate?
1:27:33 Automatic spark calibration, What can you tell us?
1:30:26 Is there any consideration for CAN networks?
1:32:14 How do we decide to reflash or fit the Core ECU?
1:37:32 How does the work flow between the US and Aus work on this ECU?
1:38:53 How do you get tuners to swap to your EC

We all fantasise about dream car builds, whether they’re elaborate masterpieces never done before or something stock standard we’ve seen a hundred times. Some people just have a knack for making things cool, and Ryan Tuerck from 411 Works is firmly in that category, with what might be the coolest collection of Toyota performance builds out there.

 We had to get Ryan back for a second episode to unpack his latest creation—an insane ST205 Toyota Celica—and to find out more about his new business, 411 Works.

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In this episode of Tuned In, we catch up with Ryan and see how things have been going in the Formula Drift world. We discuss the decision to move to a different engine combination in the search for more power, and how it hasn’t come without its challenges.

We dive into Ryan’s most recent build, his insanely cool Toyota Celica. We discuss the modernised running gear and the decision to go down in capacity from the original 2.0L 3S-GTE to Toyota’s new and popular G16E three-cylinder direct-injected engine. We also cover his anti-lag setup, ECU and electronics, plans for racing and driving the car, and how he comes up with these epic build ideas in the first place.

We then get into Ryan’s other big project at the moment, 411 Works. Through this new business, he’s begun supplying performance parts all around the world. We chat about the products they’re making and how they’re continuing to grow and develop exciting new parts.

This is another standout episode with Ryan. From a long and successful Formula Drift career to next-level builds and a growing business—if Ryan Tuerck is involved, it’s always worth a look.

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Follow Ryan Here:

Instagram: RyanTuerck & 411Works
Facebook: RyanTuerck
Youtube: RyanTuerck
WWW: 411-works.com

John Reed episode: Judd V10 Supra | Tuning Ryan Tuerck's A90 

Timestamps:

0:00 Next-Level Toyota Builds with Ryan Tuerck – ST205 Celica
3:59 Give us the quick version of who Ryan Tuerck is.
5:37 Why do you think Toyota is still making cool cars?
8:09 How did you first get aligned with Toyota?
10:59 Why did you change from a 4 to a 6 cylinder?
12:43 Can you tell us why the trailing arm setup is so good?
13:23 How much HP do you need in formula drift?
17:48 Are you still passionate about formula drift?
20:29 How do you come up with these epic build ideas?
22:10 Was the ST205 Celica sold in the USA?
26:44 What’s the cross over between drifting and rally?
28:58 Why didn’t you stick with the 3SGTE?
34:18 What is the drive train you’re running?
36:51 Tell us about the front and rear torque split
38:05 How much seat time have you had in this car?
39:32 How was the ice racing?
42:51 What cars are you racing at the ice race?
43:39 What electronics are you using to run the Celica?
44:24 Any challenges with this project? 
46:52 Are you running fresh air anti-lag?
50:18 What sort of budget was this car built on?
52:50 What’s the Celica going to be used for?
56:09 411 Works, what is it?
1:02:52 How do you come up with products to develop?
1:12:11 What other products are you looking to make?
1:14:23 How are you marketing 411 Works?
1:17:10 What's the next project car build?
1:22:30 Final 3 questions

Port-injected engines and aftermarket standalone ECUs go hand in hand—but controlling direct-injected engines is far less charted territory. Brett Strom from Strom Motorsport has been deep in the weeds mastering BMW’s B48 on a MoTeC ECU, and he’s here to break it all down—plus much more.

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In this episode of Tuned In, Brett shares his journey from young racing enthusiast to professional racer and engineer. He dives into the realities of building a career in motorsport and the rapid evolution of technology. We also get into ABS, traction control, and the strategy behind endurance racing.

We unpack Brett’s hands-on experience with racing and tuning, focusing on the complexities of direct injection. From injection timing to fuel pressure behaviour, he explains the intricacies and what really matters when tuning DI engines on a standalone ECU.

The conversation also covers choosing the right ECU for a particular application, dyno tuning versus real-world performance, the challenges of building reliable race engines, and why MoTeC remains his go-to platform.

Brett’s done a lot in the world of motorsport—and we’ve only scratched the surface. From racer to engineer to tuner and builder, his depth of experience makes this one a seriously compelling listen.

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Follow Brett Here:

Instagram: strommotorsport
Youtube: strommotorsport
WWW: strommotorsport.com

Timestamps:

0:00 BMW Direct Injection on MoTeC: Genius or Headache?
4:40 How did you form an interest in cars?
7:32 First car BMW E30
10:29 Advantages of spec racing series
13:59 What were you going to do for a job after university?  
18:30 What was wrong with the BMW factory ECU?
21:59 Why did you pick MoTec?
27:25 You've done an EFI course, what happened when you started tuning?
32:21 How did your career as a racer develop?
41:23 Running a motorsport based performance shop. How hard is it?
45:59 Challenges of turning late model cars into race cars?
56:04 Is it not until GT3 level cars that they’re actually factory built race cars?
58:23 Motorsport grade traction control and ABS
1:06:41 What’s the challenges of controlling a DI engine with a standalone ECU
1:27:58 Are you adding port injection to these engines as well?
1:30:01 What is the benefit of Direct Injected engines and how do we tune them?
1:47:36 Do you need a complex standalone ECU and which one?
1:59:00 B48 engine swap into BMW E36 & E46
2:02:18 Final 3 Questions 

Having a silky-smooth automatic alongside a quick-shifting manual transmission capable of handling 1000HP in the same transmission seems impossible—but the ZF 8HP might just achieve it. Andrew Astley from 8speed joins us to explain why this transmission has become such a popular choice.

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In this episode of Tuned In, Andrew shares his journey from growing up near Silverstone in the UK to becoming a leader in Australia’s aftermarket scene, specialising in 8HP conversions. He covers his early car projects, his transition from car detailing to running a wrecking yard, and the growth of his YouTube channel, Zero to 60.

We dive into modern transmission technology, comparing DCTs and the 8HP, and breaking down what makes them work—and where they fall short—in high-performance applications.

Andrew unpacks what it really takes to run an 8HP in a custom build, covering compatibility, installation challenges, control strategies, torque modelling, and even the use of clutch pedals or clutch emulators for applications such as drifting.

We also explore how the 8HP performs across drag, drift, circuit, and street use, along with the importance of proper tuning and getting the most out of the TurboLamik TCU.

At its core, Andrew’s mission is simple: to make high-performance modified cars drive like OEM. And with the 8HP, that goal is closer than ever—whether you’re building for the street or the track.

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Follow Andrew here:

Youtube: ZeroTo60Tube

WWW: 8speed.au

Timestamps:

0:00 No Compromise? Why the 8HP Might Be the Ultimate Transmission
4:07 How did you become passionate about cars? 
10:03 Do you have any car related formal qualifications? 
12:02 What’s your skills set today?
14:48 Youtube Journey
18:59 What makes the M54 so good?
21:16 Pro’s and con’s of the different types of transmission
38:03 Why has the 8HP become so popular in the aftermarket world?
45:19 The 8HP is a family of gearboxes? 
47:33 What vehicles do these transmissions come in?
50:00 How do we go about finding the right 8HP for your swap?
52:15 Does the 8HP fit in most cars?  
54:56 What are our options for gearshifting?
55:41 How do we control these transmissions?
1:08:19 What do you mean by the term adaptation?
1:10:34 How do we set up a clutch pedal and how do the clutches work?
1:17:43 Can the 8HP be upgraded to handle more torque?
1:19:18 Can the 8HP be the best of both worlds?
1:21:24 How hard are the standalone controllers to set up?  
1:27:17 Why would you look at a DCT if the 8HP is so good?
1:30:30 Final 3 questions

The 1990s were arguably the ‘Golden Era’ of motorsport, particularly in the world of wings-and-slicks racing. High-revving engines, intense competition, and iconic car designs made it an unforgettable time. Championship Auto Racing Teams (CART) was no exception, and Russell Cameron from Horizon Motorsport was right in the thick of it.

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In this episode of Tuned In, Russell shares his journey from a small-town upbringing in South Dakota to building a successful career in the professional racing world. He discusses the evolution of his mechanical skills and his rapid transition into professional racing within the CART series.

Russell also dives into the legendary Cosworth engines of the ’90s, the role of qualifying engines, and the relentless push to squeeze out every last bit of performance. From reliability to driver preferences and the subtle setup details that can make or break a lap time, he shares insights from inside the garage.

We also explore his career across multiple teams, the infamous CART–IRL split, the influence of the Indy 500, and the factors that led to CART’s decline. Russell reflects on moving from team manager to team owner and the realities of running a racing team. He also talks about the incredible ‘Hammerhead’ project he built with his son, Cavan — a stunning machine incorporating a lot of ex-CART/IndyCar components.

Russell has lived an extraordinary life in professional motorsport, and now he’s on a new adventure building the Hammerhead with his son. Combined with his storytelling ability, it makes this episode a seriously compelling listen.

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Follow Russel here:

Instagram: horizon_motorsports_llc

Youtube: horizon_motorsports_llc

For more on Hammerhead & Cavan Cameron listen to episode 153: A High School Project Gone Wild: 1,450HP IndyCar x Firebird.

Also check out theHammerhead World time Attack Challenge 2025 Youtube interview on our channel @Hpa101

Timestamps:

0:00 Inside CART’s Golden Era of Racing
4:10 How did you find an interest in cars?
8:24 Were you involved in any motorsport growing up?
12:17 Could you get into IndyCar the same way today?
13:36 What’s the difference between IndyCar and F1?
17:35 Were you using qualifying engines? How were they different?
21:54 Where do you look for advantages in CART/IndyCar?
23:14 What is an Inerter? 
25:54 Can you make much adjustment to the aero package in IndyCar?
28:20 Does tight rules reduce budgets?
31:35 How did your career in CART/IndyCar develop? 
35:53 What is a CART/IndyCar team doing between weekends?  
39:25 What changes are you making to the car between practice and qualifying? 
44:06 Is the car setups always driver specific? 
47:20 How did you decide on a part's lifespan?
50:06 How did you end up running your own team?
51:99 What is the difference between CART & IndyCar?
1:02:15 How did you go from head mechanic to owning a team?
1:06:50 Can an IndyCar team be cashflow positive? 
1:12:25 At what point did you decide to step away? 
1:16:20 How did your son Cavan get involved?
1:26:15 What's the plan for Hammerhead in the future? 
1:31:52 Final 3 questions 

The internet is packed with misleading information—and the automotive world is no exception. Thankfully, creators like Jamin Seat from the YouTube channel Freedom Worx are cutting through the noise. He tackles misunderstood topics head-on with engaging, easy-to-digest, and genuinely informative content—served with just the right dose of humour.

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In this episode of Tuned In, Jamin shares his journey from a kid who loved tinkering to becoming an engineer and respected automotive YouTuber. We also explore how he balances a full-time career in nuclear power with content creation, fueled by his passion for making complex automotive concepts easy to understand.

We dig into the efficiency of diesel engines and discuss some of the biggest myths in the diesel world, including the pros and cons of modern emissions control systems and how they really impact performance.

The conversation also dives into diesel tuning—what sets diesel apart from gasoline, why exhaust gas temperature (EGT) matters, and how it plays a critical role in monitoring engine performance. Of course, we couldn’t resist weighing in on the long-standing debate between Powerstroke, Cummins, and Duramax.

If you haven’t checked out Jamin’s YouTube channel yet, do yourself a favour and head over there. Fair warning: you might lose track of time—but at least you’ll come away knowing a whole lot more than when you started.

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Follow Jamin here:

Youtube: FreedomWorx
Instagram: FreedomWorx
Facebook: Jamin Seat

Timestamps:
0:00 Breaking Down Diesel: Myths, Tuning & Truth
3:37 How did you become interested in cars?
10:01 Why was the small block chev so popular for modification? 
11:28 What are your formal qualifications?
18:57 What made you want to start a Youtube channel? 
26:29 Are you hoping to turn YouTube into a fulltime career?
29:31 What drew you to diesel engines?
30:38 Why do trucks and tractors have diesel engines?
34:24 How do we make an emissions compliant diesel?
37:00 Emission control systems, pros and cons?
52:12 More fuel is more power?
55:07 Why do we monitor a diesel tune with EGT?
1:03:01 Where should we be putting our EGT sensors?
1:06:09 Why do people want to ‘Roll Coal’ on their diesel?
1:11:20 Pros & Cons Powerstroke vs Cummins vs Duromax?
1:14:34 How do you get big power from a Cummins?
1:16:30 What’s your opinion on oil change frequency?
1:21:59 Green house gas emissions US regulations
1:28:59 Final 3 questions

David Mazzei may well have the best-sounding turbocharged rotary on the planet, but how he chased down that elusive F1 V10 sound with this masterpiece of an engine is somewhat unexpected.

Rotary engines are often labelled as temperamental and unreliable, but David Mazzei of Mazzei Formula believes the opposite. In his view, rotaries can be among the most reliable engines when properly understood.

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In this episode of Tuned In, David shares his journey from a childhood fascination with technology and cars to becoming a rotary engine expert. He discusses the challenges and rewards of owning and daily-driving his first RX-7.

We dive deep into rotary tuning, starting with the fundamentals—air-fuel ratios, exhaust gas temperatures, and the critical relationship between ignition timing and engine reliability. David also shares his views on engine building, apex seals, and porting, and explains why rotaries deserve a far better reputation than they’ve been given.

We explore the evolution of his five-rotor engine, what it took to bring such an ambitious project to life, and the challenges of building something this complex. David breaks down the science behind its unforgettable sound and reveals how his background in music helped him dial in and replicate the pitch of an F1 V10.

David’s passion for the rotary engine is undeniable. He’s a wealth of knowledge, and what he’s achieved with his MF5 Superlite is nothing short of extraordinary. If you have even a passing interest in rotary engines, this is an episode you don’t want to miss.

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Follow David here:

Instagram: mazzei_formula
Youtube: mazzeiformula
Facebook: David Zachary Mazzei

Timestamps:

0:00 Building The Worlds Best Sounding 5 rotor
4:11 How did you become interested in cars?
17:20 How did daily driving your first RX7 at 17 go?
21:55 Rotary reliability
29:16 How did you learn to tune?  
37:24 Can you explain the different rotary engine ports?
40:15 Driveability with modern ECU’s on a bridge port or peripheral port?
46:15 EGT’s on rotary engines
55:15 Air fuel ratios and timing on rotary engines
1:06:05 Can you explain rotary split?
1:12:33 How did the 5 rotor project develop?
1:23:17 Is the turbo charger irrelevant to the sound of the engine?
1:30:30 How do we go about building a 5 rotor?
1:38:23 Billet vs factory cast blocks
1:42:46 What’s your opinion on apex seals?
1:46:25 Should we be running premix in our rotary’s?
1:53:37 How important is injector timing?
1:57:25 Final 3 Questions

Pikes Peak and land speed record racing couldn’t be more different when it comes to motorsport, and that’s exactly why Scott Birdsall from Chuckles Garage is so interesting. From 1,000+ HP diesel hill climb monsters to a 2JZ-powered, land speed record-holding Toyota Hilux, Scott is into everything cool and fast.

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In this episode of Tuned In, Scott shares his journey from a childhood passion for cars to becoming a successful automotive entrepreneur. He discusses the importance of his hands-on education through auto shop, and the challenges of navigating a career in the automotive industry. Scott reflects on the founding of Chuckles Garage and what it’s become today.

He dives into the wild build story of Old Smokey, a 1949 Ford F1 truck, breaking down the engineering challenges of extreme diesel performance, compound turbo systems, and the brutal demands of the Pikes Peak Hill Climb. After a massive crash at Pikes Peak left the truck beyond repair, we explore Scott’s plans to rebuild the iconic machine—faster and more extreme than ever.

We also cover his venture into land speed record racing at Bonnieville, detailing the unique challenges of tuning for wide-open-throttle for long periods of time and the strategies required to achieve record speeds using the 2JZ Toyota platform.

Scott’s approach to building vehicles is truly unique. His ability to take an unexpected or unconventional platform and turn it into an insanely fast machine for a specific discipline—while doing it all with his own unmistakable style is simply impressive. 

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Follow Scott here:

Instagram: ChucklesGarage
Facebook: ChucklesGarage
Youtube: ChucklesGarageOfficial

Timestamps:

0:00 1000+HP Diesels to 2JZ Weapons — Chuckles Garage Does It All
3:53 Where did the passion for cars come from? 
6:08 What was the first cool car you owned and started modifying? 
8:40 What do you learn at an Auto Shop?
10:58 What was your formal education after High School?
18:24 What was your plan to build your passion into a business?
22:40 How did you build your fabrication skills?
27:18 How much of a game changer is a 3D printer?
30:23 Overview on your business today
38:31 How important are Sema level builds for your reputation?
40:00 Tell us about Old Smokey 1949 F1 Ford
44:29 How to make 1400Hp out of a Cummins diesel?
50:20 Are you doing the diesel tuning?
52:14 Why are you using a compound turbo setup?
59:49 How much can you rev these diesel engines?
1:02:10 What are the challenges of racing old smokey at pikes peak?
1:05:06 Tell us about your crash in old smokey
1:14:27 What’s the plan with old smokey from here?
1:18:06 How did you get involved with a land speed record attempt? 
1:21:22 2jz Dart block, what are the advantages?
1:22:52 Was there any other engine options for the land speed truck?
1:24:46 How long are you at wide open throttle at Boniville?
1:26:39 Where do you see the advantages of methanol? 
1:30:36 How did you figure out how to break the land speed record?
1:35:36 What’s it like to drive at 250mph?
1:42:08 Final 3 questions

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January.

That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look back at some of our favourite episodes.  ***

Are you sick of playing the guessing game when it comes to setting up the suspension and tyre systems in your race or road car? If you’ve ever felt like you’re throwing alignment adjustments, damper settings, and spring rate changes at the pit wall just to see what sticks when making changes to your or your customer’s vehicle, then this episode with Bruno Finco of Optimum G is going to be a perfect listen.

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Originally from Brazil and now based in Colorado, unusually for a guest of the Tuned In podcast, Bruno didn’t have all that much interest in cars growing up — it wasn’t until he went to university to gain a degree in mechatronics engineering that he joined the school’s Formula SAE team and began a life-long love affair with all things motorsport.

Walking out of university and straight into a role at Colorado-based Optimum G, Bruno has since gone on to become the motorsport tech company’s Lead Performance Engineer, and now spends his time travelling around the world’s greatest race circuits, gathering data, helping both race teams and OEMs optimise their vehicle dynamics, and teaching others how to do the same through the use of Optimum G’s highly-regarded software packages.

The bulk of this admittedly very tech-heavy episode consists of Bruno talking us through the many nuanced points of motorsport handling and performance, breaking down concepts into their many facets. This includes roll centre, tyre slip angle, Ackermann steering, anti-dive and squat, plus much more.

Bruno also explains how Optimum G’s software works, and most interestingly, despite how it first looks, how it’s not something you need to have a Ph.D. in order to understand and use to substantially improve your vehicle’s performance.

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A more thorough explanation of Ackermann steering can be found here.

Find all the resources Bruno mentioned in this episode here.

Follow Bruno and Optimum G here:
IG: @optimumg, @bruno.finco
LI: OptimumG
YT: OptimumG
WWW: optimumg.com

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January.

That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look back at some of our favourite episodes.  ***

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.

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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.

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As mentioned in the podcast, you can listen to our episode featuring Syvec’s Ryan Griffiths here: https://hpcdmy.co/Syvecs

Follow Bourne HPP here:
IG: @bourne_hpp
FB: Bourne HPP
WWW: bournehpp.com

What would happen if you took an IndyCar inspired chassis, dropped a 1973 Pontiac Firebird body over the top of it, and then added a 1,450hp twin-turbo LS? That’s essentially what Cavan Cameron and his father, Russell Cameron, of Horizon Motorsport have built.

The project began as Cavan’s high school engineering project but has since evolved into one of the coolest and most ambitious builds we’ve seen in a while.

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In this episode of Tuned In, Cavan shares his journey from a childhood passion for cars to pursuing a career in motorsports engineering, sparked by his father’s involvement in IndyCar.

We dive into the “Hammerhead” build that Cavan and his dad have been developing, exploring the challenges of integrating genuine IndyCar components into a bespoke project. He breaks down the technical aspects of the tube-frame chassis, from fabrication and material choices to the complexities of suspension dynamics.

We cover the finer details of designing and developing a competitive race car, with a focus on suspension, engine configuration, and aerodynamics. The conversation also touches on the challenges faced during its first outing at World Time Attack Challenge, including managing torque through the transaxle and tuning the car for optimal performance.

This build is truly something special, and what Cavan has achieved is seriously impressive. We can’t wait to see how the car evolves as they continue to refine and dial it in.

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

Follow Cavan here:

Instagram: horizon_motorsports_llc
Youtube: horizon_motorsports_llc

Timestamps:

0:00 A High School Project Gone Wild: 1,450HP IndyCar x Firebird
4:12 How did you become interested in cars?
5:21 What was your Dads involvement in Indy Car?
10:26 How’s the exposure to high level motorsport at a young age shaped your career?
11:53 Is it easier or harder to design parts with a tight set of rules?
16:10 Designing fit for purpose parts
18:58 Tell us about your motorsport degree 
29:54 What is the Hammerhead and how did this project come about?
33:33 Did you design the car fully in CAD before starting?
39:27 How did you learn your fabrication skills?
42:56 How do you juggle getting the car done and completing it to a standard you’re proud of?
45:15 What material is the chassis made from?
50:58 How did you weld the chassis and get it square and straight?
55:11 How does changing the roll centre affect the car's handling?
59:01 Are the IndyCar spec’d fasteners adequate for the extra weight of your build?
1:01:30 How about the components like uprights and wishbones? 
1:06:39 Spring rates and dampers, how did you spec these?
1:15:29 Did you ever consider putting a Cosworth XD engine in the car?
1:18:07 Was it ever a concern that the LS was going to have too much torque for the trans axel?
1:27:27 You’re not running any intercooler on this car?
1:32:54 How did you develop the aero package?
1:43:38 What’s left to develop on the car and when will we see it back on track?
1:46:41 Final 3 questions

There’s no arguing the Lamborghini Gallardo GT3 is no slouch. But the World Time Attack Challenge is a whole different league, and in standard form this factory race car is basically like bringing a knife to a gunfight. To run with the world’s best, it needed serious development—and that’s exactly what Josh and his team at Specialised Racing Solutions delivered, bagging P2 in Pro class on the car’s debut outing.

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In this episode of Tuned In, Josh Gardner breaks down his path from car-mad kid to professional mechanic and business owner. He gets into the hard parts of starting a workshop, and why custom builds are never as simple as they look from the outside.

Josh also reflects on the lessons learned from running a business, His work on the Nissan GTR platform and his return to the sharp end of the automotive world with the Lamborghini Gallardo GT3 build—including what it really takes to compete at the highest level at WTAC.

We dive into the nuts and bolts of performance development: turbo selection, installation, and the cooling challenges that come with high-output builds. The conversation also explores advanced engine management systems like MoTeC, the realities of CAN bus integration, and where technology is headed with the use of CAD, 3D scanning and 3D printing in modern performance builds.

Josh is packed with knowledge, and his story—from backyard tuning as a teenager on the family PC to building time attack cars capable of taking on the world’s best—makes for a seriously compelling listen.

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

Follow Josh here:

Instagram: specialisedracingsolutions

WWW: srs.racing

Timestamps:

0:00 Building a Lamborghini Gallardo into a WTAC Weapon
3:33 How did you develop a passion for cars?
9:34 How did you develop your tuning skills at such a young age?
13:44 How hard was it starting your own shop?
16:17 How did you develop your skills on the GTR platform?
18:02 What skills did you have when you started the business?
30:50 How did you get back into the hands on automotive scene?
32:06 Overview of the current business
38:29 What was the drive to attend World Time Attack?
39:55 Why did you choose the Lamborghini Gallardo? 
42:46 How much of an advantage has it been starting with a GT3 car?
43:59 What are the Pro Class rule limitations at WTAC?
50:59 What is the engine package on the Lamborghini?
55:16 What are you doing for the intercooler/intake setup?
57:11 How are the turbos set up on the car?
1:03:42 What suspension modifications have you done to deal with the increase in downforce?
1:06:04 What is the electronics package you’re using?
1:14:31 What changes are you going to make for next year's WTAC?
1:17:00 Nissan GTR GT3 car
1:18:47 If we compare the Nissan and the Lamborghini what are the differences?
1:20:06 Are you using any technology to develop these cars? CAD, 3D scanning, 3D printing?
1:26:48 How much improvement will you get from moving the GTR engine back and down?
1:28:52 Is the GTR almost ready for WTAC?
1:29:46 What do we need to leverage 3D scanning and 3D printing technology?
1:35:02 Final 3 questions

Many car enthusiasts have fantasised about a lightweight car with a motorcycle engine swap. After all, what’s not to like about a high-revving, lightweight engine that produces great power and sounds incredible, right?

Reed Stormzand from the YouTube channel Reed Make Car tells us that while the combo can be awesome, it definitely hasn’t been all plain sailing.

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In this episode of Tuned In, Reed shares his journey into the automotive world, detailing his self-taught welding and fabrication skills as well as his day job at ZZ Performance.

We discuss his Cadillac ATS-V drag car, ZZ Performance’s involvement in pushing the platform forward, and their pursuit of the ¼-mile world record.

We also cover his CBR1000-swapped Miata, which started out naturally aspirated but is now turbocharged. Reed talks about the challenges of the swap, the intricacies of using a motorcycle engine in a car, and how he learned to tune—first on the stock Miata engine and now on the CBR1000 setup.

Reed never set out to become a YouTube car builder, but he’s built a solid following, and viewers clearly love his projects. His self-taught background, hard work, and willingness to learn by doing stand out as key takeaways. If you want to learn something, just start doing it.

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Follow Reed here: 

Youtube: @ReedMakeCar

Timestamps:

0:00 Intro
3:35 How did you develop an interest in cars?
6:21 Can you talk to us about pulse TIG welding?
7:30 What does your day to day look like at ZZ performance look like?
11:21 Cadillac ATSV platform and chasing 1/4 mile world record.
22:03 Are there any limitations with HP tuners that are holding you back?
23:17 What boost are you running and how much power does the car make?
25:05 Do you set up your suspension and alignment for when the car is squatting?
28:39 How did the Miata with a motorcycle engine project come about?
31:18 Was there ever any other engines considered from the automotive world?
33:08 Is the gearbox strong enough and what are the challenges of running it in a car? 
37:32 Is a motorcycle engine swap more complex?
40:24 What have you done with wiring and engine management?
43:16 Have you fitted a bigger set of injectors for fueling?
44:58 How are you controlling timing with the piggyback computer?
45:46 How much power did the bike engine make N/A and turbocharged? 
46:29 Where are the limits of this engine's internal components?
46:48 Clutch and gear shifting
49:39 How do you go about tuning this platform when you don’t know the engine's limitations?
52:38 How is the driving experience with the motorbike engine compared to stock?
53:29 What’s the next step? FA20 BRZ
56:19 Let's wrap up the Miata, Are you doing the tuning?
58:35 Tell us a little bit more about your plans for the BRZ build?
1:06:56 Final 3 questions

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.

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

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

Want a high-revving, F1-sounding, naturally aspirated V10 on a budget? Sounds impossible—until Jack and Diego from Build It Yourself made it happen. They took a humble Ford V10 truck engine, crafted custom four-valve heads, and engineered headers that deliver that unmistakable F1 scream.

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

In this episode of Tuned In, Jack and Diego share their backgrounds in automotive engineering and their journey into the performance automotive world. They discuss their current roles at Ford, the skills they bring to their YouTube channel Build It Yourself, and the innovative technologies they leverage, such as CAD, 3D scanning, and 3D printing.

The conversation dives deep into the highs and lows of building a one-off V10 engine. From the headaches of welding cylinder heads and perfecting cooling and oil flow to the science of exhaust sound engineering. They unpack machining, camshaft design, and the creative process behind documenting the entire build on YouTube.

Then there’s the bold decision to drop this beast into a 2017 Lincoln Continental, a choice that might not seem obvious to many enthusiasts. With the added challenge of a rear-wheel-drive conversion, it was definitely no straightforward swap.

What they’ve pulled off in their home workshop is nothing short of extraordinary. Blending solid engineering know-how with hands-on ingenuity, their Build It Yourself attitude is truly inspiring.

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

Follow Jack & Diego here:

Youtube: biy_buildityourself
Instagram: biy_buildityourself

Timestamps:

0:00 The “Impossible” Backyard V10 Screamer
4:22 How did you get into cars? (Jack)
6:34 How did you get into cars? (Diego) 
12:43 Opinion on the future of EV’s side quest
14:32 What would you say your key skills are?
18:38 How hard is it to learn 3d scanning?
26:36 How did you learn the CAD skills?
29:53 Why do we all need 3d printers?
39:40 How did the BIY channel start and why the V10?
42:15 What is an even fire engine?
48:25 How did you convert the engine to 4 valve double overhead cam?
56:15 What issues did welding two heads together cause?
59:44 No one wanted to line bore your cam journals?
1:02:15 How did you find someone to make you custom cams?
1:04:30 Did you consider using any other V10’s?
1:08:07 What's the power and rpm to date? 
1:09:40 What chassis did you decide to put it in?
1:13:42 How hard is the rear wheel drive and engine swap?
1:16:29 How does header design affect sound?
1:27:51 3D printed 5 to 1 exhaust collector
1:30:15 Why did you decide to make a YouTube channel for the build? 
1:39:21 Why didn’t you try to tune the car yourselves?
1:43:44 Final 3 Questions

Whether it’s a bespoke quad-turbo V12 or a modified OE production engine, the fundamentals remain the same—we’re all looking for those extra gains. Italtecnica’s Riccardo Breda is here to break down the core concepts that could help you take your engine build to the next level.

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In this episode of Tuned In, Riccardo discusses his journey into automotive engineering and his role as an engine designer at Italtecnica, a company specialising in resto-mods, engine development, design, and manufacturing, working with brands like Ferrari and Maserati.

The conversation explores the evolution of Italtecnica, the challenges and innovations in resto-mod projects, and the range of engines currently being produced and developed. That includes a new naturally aspirated V12 for racing, along with a homologated version for road use. He also talks about the challenges of balancing power output with emissions compliance in modern engine design.

We dive into key fundamentals of engine design, including compression ratio, bearing clearance, rod-to-stroke ratio, cylinder head design, and different methods of valve actuation. The conversation also touches on the Atkinson cycle and how it can be replicated with variable valve timing.

It’s not every day you get to tap into the mind of someone designing bespoke high-performance engines from the ground up. This episode is jam-packed with insight and a must-listen for anyone interested in engine building.

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

Follow Riccardo here:

Instagram: italtecnica.engineering
Facebook: italtecnica
WWW: italtecnicaengineering.com

Timestamps:

0:00 Inside the Art of Bespoke Engine Building
4:35 How did you become interested in cars?
8:46 Once you Graduated what did your work career look like?
9:50 What’s the history of Italtecnica?
14:05 What is the Kimera EVO37?
17:43 What is different about modern cylinder head design?
20:19 What engines are you working on and offering in 2025?
21:52 The V12 NA engine you’re producing, who is the target market?
25:29 What sort of HP and RPM will the V12 produce?
28:12 It’s not all about HP figures and 0-60 times 
30:10 How do you decide on a rpm limit for a bespoke v12 engine?
37:34 Atkinson cycle, How do we mimic with VVT?
41:44 How do you decide on a compression ratio when designing an engine?
45:03 Can you simulate knock threshold in a virtual model?
47:37 How much do you consider rod to stroke ratio?
53:36 What’s your take on bearing/oil clearances?
1:02:18 What drives your bank angle decision?
1:08:21 What type of valve actuation are you using?
1:14:40 What’s your lifespan between rebuilds on your engines?
1:15:46 What material do you use for your pistons?
1:18:25 How close are real world numbers to your simulations?
1:22:46 What are the cost challenges with cast parts and low production numbers?
1:27:14 Final 3 questions

Composites might seem like the secret language of aerospace engineers and hypercar builders, but Gabriel Mountjoy from Common Fibers is here to break down those barriers. He’s out to prove that composites aren’t just exotic materials—you can use them to elevate your own builds too.

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In this episode of Tuned In, Gabe shares his journey from a mechanical engineering student passionate about automotive efficiency to a successful entrepreneur in the composites industry. Alongside his now-wife Ann, he co-invented the first carbon fiber hinge, and today their company is not only one of America’s leading composite manufacturers but also uniquely committed to educating people on how to work with these materials.

We explore the evolution of composites in automotive applications, the challenges and opportunities they bring, and why designing for manufacturability is key. Gabe also takes us inside high-profile projects like SSC North America’s Tuatara—a hypercar capable of 300 mph—explaining how they construct mission-critical, complex components such as its carbon-fiber monocoque.

Gabe breaks down the essentials of material and resin selection, unpacks layup methods, and clarifies the differences between wet layup, vacuum bagging, and resin infusion. He highlights the advantages of prepreg materials and compares autoclave with out-of-autoclave approaches.

Despite producing some of the most intricate composite parts in the U.S., Gabe and his team remain refreshingly open about their processes and deeply passionate about making composites more accessible.

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Follow Gabe here:

Instagram: Commonfibers
Facebook: Common Fibers
YouTube: Common Fibers
WWW: commonfibers.com

Timestamps:

0:00 From Home Builds to Hypercars: Composites for Everyone
4:37 Did the passion for cars come first or carbon fiber?
7:54 How do you become a composites engineer?
10:01 What’s your work history prior to starting Common Fibers?
11:18 Are composites much more common in other industries?
14:55 What does Common Fiber’s look like today?
16:11 How are you finding composite technicians?
18:06 Why did you open a second facility? 
19:01 Can you briefly explain the different resin types?
21:30 What has been the process of growing a business to have 40 staff?
26:33 How much work are you doing for the aerospace industry?
29:22 What is the SSC North America Tuatara?
30:38 How did you get involved in the hyper car project?
32:30 How does the design and production work with the Tutara parts?
38:01 What’s the benefits of the monocoque over a conventional chassis?
44:11 When we talk about composites, what are the different materials?
47:23 What are the different types of carbon fibre?
49:18 What is carbon's best strength quality?
51:56 How do you validate the strength of your parts?
57:28 What is the process of designing and manufacturing a mold? 
1:06:13 How do we layup the carbon or fiber glass into our mold?
1:14:47 What is a wet layup and where would we use it?
1:18:25 What is vacuum bagging? 
1:23:02 What is resin infusion? 
1:28:43 What is prepreg?
1:38:25 Final 3 questions

It’s common for car enthusiasts to rush their car onto the dyno before it’s truly ready, only to have it strapped down and the tuner uncover a list of issues. Nothing kills the excitement of chasing those long-awaited power figures faster than unexpected problems.

Booking a session with remote tuning expert Shawn Christenson could save you thousands. Shawn, from Tuned by Shawn, is a Haltech specialist who can remotely tune your car from anywhere in the world.

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

Shawn shares his journey from a childhood fascination with cars to becoming a self-taught tuner and business owner. He talks about the challenges of diving headfirst into tuning, including his first attempts learning on his FD RX-7. “Piston engines were easy after learning to tune on a Rotary” 

We explore how Shawn began his tuning career with Adaptronic before transitioning to Haltech, which he now specializes in and also provides technical support. He outlines his remote tuning process and why it works so effectively, stressing the importance of road-tuning a car before it ever sees the dyno.

Shawn breaks down the pros and cons of remote tuning, including how he manages tricky areas like knock control when the car isn’t physically in front of him. He also touches on CAN bus integration in modern vehicles, an area he’s becoming increasingly involved with.

Spending hours—or even days—on the dyno can quickly add up if things don’t go to plan. Shawn’s focus on minimizing hiccups and maximizing efficiency makes a strong case for his approach. He might just be the one to help get the most out of your car.

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

Follow Shawn here:

Instagram: tunedbyshawn

Facebook: Tuned by Shawn

WWW: tunedbyshawn.com

Timestamps:

0:00 How to Avoid Wasting Thousands on the Dyno
3:44 How did you form a passion for cars?
8:12 I brought a FD RX7 for $9000
12:00 Did you learn to tune on your FD RX7?
24:54 What were you doing for Elliot (Turblown) at this point?
29:06 The process of remote support and tuning
32:03 How did Tuned by Shawn start?
36:48 How and why you specialised in Adaptronic then Haltech
43:04 Tech support from ECU brands is massive
49:34 Firmware updates  
52:50 Getting the car dialed in before the dyno
56:24 What are long term fuel trims and how do they work?
1:00:00 Is being away from the car a pro or a con? Remote tuning
1:03:21 What’s some red flags you look for in the long term fuel trim table?
1:08:33 Are you remote tuning on a dyno or on the road?
1:12:48 How do you tune to avoid knock remotely?
1:23:04 Are you providing a more conservative tune remotely?
1:26:11 How are you using CAN Bus on the Haltech?
1:47:06 Final 3 questions

Formula 1 represents the pinnacle of motorsport and James Densley along with the team at TDF Limited are breathing new life into retired F1 cars, transforming them back into the ultimate track weapons.

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

James shares his journey from a car-obsessed child through karting to mechanic at the top levels of motorsport. He recounts his experiences in Formula 3 and then with Mercedes F1, before explaining how TDF Limited was founded and started specialising in restoring and supporting retired F1 cars.

The conversation explores the complexities involved in purchasing, restoring, and maintaining historic F1 cars, including the challenges posed by obsolete electronics and sourcing rare components. James emphasises the critical role of modern technologies such as 3D scanning in facilitating these restoration projects.

We also discuss the operational and logistical challenges of running historic F1 cars today, the development of the TDF One program to make these cars more accessible, and the technical hurdles of modernizing powertrains while preserving the true essence of Formula 1 racing.

It’s unfortunate that these extraordinary machines often face the scrap heap or sit around as expensive ornaments after their brief racing lives. What TDF Limited are achieving by resurrecting these masterpieces and returning them to the track is truly groundbreaking.

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

Follow James here:

Instagram: @tdf_limited
YouTube: @tdflimited
WWW: tdf.co.uk

Timestamps:

0:00 Is a Retired F1 Car the Ultimate Track Toy?
4:22 How did you form an interest in cars? 
6:34 What’s a race weekend look like in Formula 3?
7:59 How do limited slip diffs work?
9:19 Tell us about Mercedes F1
14:00 What is TDF and how did it come to be?
18:20 How does TDF Works get a hold of used F1 cars?
22:22 Used F1 engines, are they hard to find and get running?
27:45 How do we get a trans axel for one of these cars?
31:50 What is seamless gear shifting and how does it work?
34:41 How do you go about running these cars on old electronics?
45:03 How do you source replacement body and aero parts?
49:50 Can you put something like a Judd V10 in one of these chassis?
52:37 What’s it look like for TDF Works to take a F1 car to the track for the day?
58:04 Can you give us an idea of the hydraulic system?
59:05 What is TDF One and how does it work?
1:02:55 How much of a debate was it to go to a turbo 4 cylinder?
1:06:29 How much HP are the genuine F1 cars making compared to TDF One?
1:07:59 What is the 4 cylinder engine in the TDF One cars?
1:11:03 Are you running a F2 trans axel in the rear?
1:12:52 What’s the electronics package and have you added ABS & Traction control?
1:15:46 How often do you need to overhaul the engine and gearbox and other parts?
1:20:50 How does crack testing on carbon fibre work?
1:22:15 How much does a TDF One car cost to run?
1:23:57 How many TDF One cars are out there?
1:24:44 What’s the build time on one of these cars?
1:28:26 Final 3 questions

No matter the stage of a build, most projects reach a point where giving up feels tempting. They demand grit and perseverance—and Karel Silha from Karel S Motorsport’s wild DTM-inspired M4 Time Attack build is no exception.

We first spoke to Karel in 2022, and now he’s back to share what it really takes to shake down and test a home-built car of this caliber. Believe it or not, it all started with a toy car that Karel scanned and scaled up using CAD

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In this episode, we explore the engineering details behind the build. Karel explains the challenges of mounting a massive aero package capable of generating serious downforce. He highlights the practical difficulties of high-performance engineering in a garage environment.

Karel also shares how he’s utilised modern tools like CAD and FEA to optimise the design. We talk through his experience testing on KW Suspension’s seven-post rig—fine-tuning the suspension for low-speed mechanical grip and managing the immense downforce at high speeds.

We discuss the complexities of engine management with turbocharging and individual throttle bodies (ITBs), the importance of on track testing versus dyno calibration.

Despite the technical challenges and the emotional toll, this episode is far from bleak. Karel’s journey is incredibly inspiring and he’s optimistic that 2025 will finally be the year this insane build shows its true potential. 

Follow Karel here:

Instagram: karel_s_motorsport
Facebook: Karel S Motorsport
Youtube: karelsmotorsport

Links:

Episode 26 with Karel: Building a Tube Frame 1100hp Time Attack Weapon

Episode 75 with Dave Higgins (Aero Dave): The Realities of Driving and Maintaining Your Own F1 Car.

Timestamps:

0:00 DIY Motorsport Isn’t Easy But It’s Insanely Rewarding
4:12 Welcome back, can you give us a quick intro into who you are?
6:06 Can you give us a quick overview of the car?
12:24 Designing car modifications with serviceability in mind
16:40 What engine setup do you have in the car?
22:51 How do you go about the first shakedown for a car like this?
26:37 How did you go about fixing the initial issues?
30:12 What was going on with the wheel speed issue and why do we even need wheel speeds?
34:51 Why are you not running ABS?
38:15 Wheel speed issues wrapped up.
42:29 Were there any other issues in the initial testing? Dry sump issues?
49:40 Issues with the fixing points for the splitter and wing? 
53:27 What material are you using?
56:37 Can the average enthusiast get good results with FEA or do you need to be an Engineer to use it?
1:01:25 Did you have any cooling issues?
1:07:49 What is the height of the splitter at static ride height?
1:11:14 What is a 7 post rig?
1:19:44 Are you tuning the car onto bumpstomps to combat aero at high speeds?
1:21:46 Where does testing go from here?
127:11 How are you going about tuning your engine package? 
1:35:11 Were you able to do any gear shift calibration on the dyno? 
1:43:00 Will we see you at WTAK in Australia?
1:46:35 Final 3 questions 

Designing an elaborate engine block or cylinder head in CAD is one thing, but actually manufacturing that design is another challenge altogether. In this video, we talk with Gerry from Crest CNC about what it takes to turn complex billet and cast designs into reality

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

Gerry handles CAD design at Crest CNC, creating engine blocks, cylinder heads, and the tooling and fixtures required to manufacture them efficiently. He explains how his early career as a toolmaker led him into CNC machining, CAM programming, and then full-time CAD design. During his time in the UK, he worked at JCB’s engine division, gaining critical experience in engine block and cylinder head design fundamentals.

For their cylinder head development, Crest CNC work closely with third-party experts such as Cylinder Head Specialists to optimise port and combustion chamber geometry. They use traditional flow bench testing and 3D scanning to bring these designs into CAD before finalising them for manufacturing.

Gerry also discusses design for manufacture considerations, often called DFM. Whether working with billet parts or cast parts, understanding machining limitations, tooling aspect ratios, taper angles, and draft requirements is essential. Design for manufacture ensures that parts are not only functional but also practical and cost-effective to produce.

If you want to learn more about how advanced billet and cast engine components go from idea to finished product, or how companies like Crest CNC and Cylinder Head Specialists push high-performance design, this interview is packed with insights you can apply in your own engineering or fabrication projects.

“Composites” aren’t just expensive and elaborate carbon fibre parts for high-end race teams. It may be easier, more accessible, and cheaper than you think to get started in the composite game.

This week on the podcast, we sit down with Keith Peden from Rodin Cars to unravel the world of composites.

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

Keith shares his journey from a childhood passion for cars to becoming a composite specialist in the automotive industry, building parts to the highest level. He emphasizes the importance of hands-on experience and how collaboration between engineering and manufacturing teams is key to success.

The conversation explores the properties of different composite materials and their applications in motorsport and automotive design. He discusses various aspects of composites, focusing on the differences between chopped strand mats and woven mats.

He also explains resin types, why proper mixing is critical to strength, and how many factors can impact the final product. We discuss different manufacturing methods, from wet layups to prepreg and autoclaves.

One of Keith’s big takeaways is that composites don’t always have to mean expensive carbon fibre. For many motorsport and automotive needs, affordable alternatives can deliver excellent results — especially for the home enthusiast.

Follow Rodin Cars here: 

Website: rodin-cars.com
Instagram: rodincarsofficial
Facebook: Rodin Cars
Youtube: RodinCars

Timestamps:

0:00 “Composites” aren’t just for high-end motorsport
4:00 How did you form an interest in cars?
5:33 How do you become qualified in composite manufacturing and what’s your  background?
16:18 Can you give us an overview of Rodin Cars?
27:44 What is your role as Composites Team Lead?
31:47 What does the word composites actually mean?
33:03 Is a carbon fibre part stronger in compression or tension?
35:21 What is carbon fibre and why is it so good for motorsport?
38:09 Carbon vs Kevlar vs Fibre glass cost variation?
40:42 What is a chopped strand mat?
43:05 What is a woven mat?
44:44 What is resin?
48:49 What does the term prepreg mean?
52:55 What is an Autoclave?
59:09 Other types of layup methods
1:11:55 Downsides of composites parts being repaired
1:13:21 How do you add threaded bosses for attachments to a composite part?
1:16:24 Final 3 questions

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

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

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.

"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?

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

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.

#highperformanceacademy #buildtunedrive  #closeenoughracing #aprperformance #shockworks #cmsperformance #juburacing #toyotamrs #mr2build #worldtimeattack #2zzge #grassrootsracing #aprperformance #cerbuild #wtac #carmods #motorsport

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.

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

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.

Follow Technica Racewire here:

Instagram: @technicaracewire
Facebook: Technica Racewire
WWW: technicaracewire.com

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

Links:

Autosport Manual:
https://www.te.com/commerce/DocumentDelivery/DDEController?Action=srchrtrv&DocNm=1-1773721-9_as_technical&DocType=DS&DocLang=EN

Timestamps:

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

Ever wondered what it takes to convert an old car into a modern 600hp EV using aftermarket tech instead of a Tesla swap?

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

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.

#highperformanceacademy #buildtunedrive #evswap #ElectricPorsche #CascadiaMotion #hptuners #sema ‪@cascadiamotion‬ ‪@HPTuners‬

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.

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

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).

#highperformanceacademy #BuildTuneDrive #laterk11 #noideaclub #SR20VVL #Micra #FWD #k11 #TimeAttack #Haltech #WTAC2 #learndriveoptimise #learntotune #enginebuilding101 #dontletthesmokeout #wiring101 #cars #motorsport #racing #boost 

You can go a long way with club-level aero — and this is how to do it.

On this week's episode of Tuned In, ex-Mercedes F1 aerodynamicist and brand new HPA tutor Kyle Forster helps you find big gains in performance by adding aero.

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

Kyle shares his journey of how he became an aerospace engineer with a passion for motorsports, he also discusses the challenges he faced while pursuing a PhD to break into Formula 1. 

We get a first hand look at Kyle's time at Mercedes F1 and the complexities of aerodynamics in high level racing, including the differences between CFD and wind tunnel testing and the challenges of validating aerodynamic performance in real-world conditions. 

Kyle digs into club level aero packages showing us you don’t need a big budget or an engineering degree to gain performance and lap time. He now runs a consulting company ‘JKF Aero’ which can help you do exactly that.

We discuss the fundamental aerodynamic principles, the importance of selecting the right components, and practical methods for validating aerodynamic effectiveness that anyone can do.

Check out Kyle here:

YouTube: Kyle.Engineers
Instagram: kyleengineers
WWW: jfkaero.com

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

Timestamps:

0:00 You Don't Need a PhD to Add SERIOUS Performance
3:47 How did you form an interest in cars?
7:40 Why was there an era where Formula SAE didn’t have aero?
12:45 How did your passion for aero grow from the Formula SAE team?
15:57 What is a degree, masters and PHD in Engineering?
19:21 How hard was it to land a job in F1?
22:06 What responsibilities do they give you when you join a team as a fresh aerodynamicist?
27:43 How do you end up with a cohesive aero package where all the parts work together?
31:27 What’s the process of testing these aero parts you design?
37:50 Why isn’t what you see in the wind tunnel not the same on the track?
48:23 What data and sensors do you have to validate aero on the track?
54:26 Why don’t we use a 1:1 model in the wind tunnel?
1:02:42 Why are there caps on CFD time?
1:05:06 How much does ride height affect downforce? 
1:06:44 How long were you in F1 and how did you exit?
1:09:36 What does a typical consulting job look like for a high level motorsport team?
1:11:03 And what does that look like for a club level car?
1:14:13 Getting people to see the real benefit in aero?
1:18:19 What does a club level guy need to know?
1:24:56 How does a front splitter create downforce?
1:28:38 Do we need to think about spring rates when adding club level aero?1:29:46 How do we even need our front splitter tunnels?
1:32:31 How do we validate our aero components are working at the club level?1:41:19 Why is flow-vis not a viable technique at club level?
1:44:55 Final 3 questions

Ever wonder how a connecting rod that can handle 3000hp+ is designed, tested, and manufactured?  Here's a rare inside look at how true high performance aftermarket components are engineered and delivered.

At the World Time Attack Challenge, Christian from Nitto Performance Engineering explains the complete workflow behind designing internal engine components like connecting rods. This includes using CMM (Coordinate Measuring Machines) to capture OEM specs, designing in Fusion 360, running FEA (Finite Element Analysis) simulations, prototyping with SLA (Stereolithography) resin 3D printing.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Once validated, the design moves into manufacturing, using Mastercam software for CNC machining, followed by forging, nitriding, and final CMM verification.

Learn why skipping motion studies or relying only on simulation data can cost you big, and how real-world validation is what separates a good part from a race-winning one. This is your inside look at doing it right the first time, using both cutting-edge software and practical track-tested experience.

This is not just a tick box design process, it’s about ensuring the part is right from the start and built to handle the punishing demands of the huge cylinder pressures high performance engines see.

What happens when you combine flame-bent titanium, 3D scanning, and a 1969 Datsun Roadster? You get one of our favourite builds, and a happy missus.

Connor McElvain ‪@ConnorButter‬ from Butter Welding showcases his custom Nissan/Datsun Roadster project, where old-school cool meets new-school tools. Starting with a complete 3D scan of the body, Connor designed and built a full custom chassis using CAD, ditching the original outdated geometry for a purpose-built cantilever suspension system that was prototyped with 3D printing and finalised via CNC machining.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Every part has been carefully modelled and refined from the Nissan SR20 VVL head to a pair of Weber carbs mounted on a one-off manifold for both form and function. A Haltech Elite 550 ECU runs the ignition and variable valve timing, blending modern control with vintage charm.

The real showpiece is the titanium exhaust header, flame bent by hand and slip-fit for flexibility. This material isn't often used in this way and might not be ideal for long-term durability, but time will tell and in the meantime it looks incredible and sounds even better. This build is proof that with the right tech and dedication, you can create something pretty epic.

Probably not surprising, but Connor and his roadster took the SEMA Battle of the Builders 'Young Guns' 1st place award 🥇 

Real-world performance is what matters when tuning a vehicle, but let’s not pretend the numbers on a dyno sheet mean nothing. The thing is… How can we trust one result from another? How are different dynos arriving at their calculated power and torque figures? And what’s the deal with drivetrain losses? 

Todd Lewis from Mainline Dyno is here to answer these questions and many more. 

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

We’ve been using Mainline dynos for over a decade now, so when Todd flew over to our facility to carry out some upgrades on our four-wheel-drive hub dyno, it seemed like the perfect opportunity to sit him down and get some definitive answers about the sometimes confusing world of dynometers. 

We start by discussing the history of dynos — both engine and chassis — covering the rapid pace of advancement over the last few decades, the different types available today and their pros and cons, as well as what modern dynos are now capable of. 

We then jump into the heavy tech side, covering fascinating topics like inertia and load bearing systems, how much power some dynos can really handle, eddy current retarders, and plenty more. 

The conversation rounds out with some great chat around properly strapping a car to a rolling road system, accounting for variances in drivetrain loss and how it should be calculated, as well as achieving complete consistency from run to run — probably the most important factor for any tuner.

Looking to Invest in a Dyno? Listen to This First. 

Check out Mainline Dyno here:
Instagram: @mainlinedyno
Facebook:  Mainline DynoLog Dynamometers
WWW: https://www.mainlinedyno.com.au

👉 Don’t forget, you can use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Timestamps:

0:00 The TRUTH Behind Drivetrain Losses on the Dyno
4:05 How did you become interested in cars?
10:55 What has changed in the dyno space since you’ve been involved?
14:39 What is a vane dyno?
15:43 When did Mainline start focusing on dynos?
20:01 What drove demand for dynos in the early 2000s?
22:15 What other brands of dyno were around in the early 2000s?
24:09 What is an inertia dyno?
28:56 What is a load-bearing dyno, and how do we apply that load?
34:43 What is an eddy current retarder?
41:42 Why do we get varied dyno readings?
47:17 How do you train people to get consistency on their dynos?
57:19 Why is everyone using an eddy current retarder?
59:29 Do you get to a point where the rolling road doesn’t make sense?
1:03:20 How did the development of the hub dyno come about?
1:16:21 Hub dynos vs roller dynos?
1:23:15 How much power are we losing in the drivetrain?
1:37:04 Is there much demand for linked dynos?
1:41:16 When did you start with Mainline and can you give us an overview of Mainline today?
1:45:50 New operating system — why have you updated it?
1:52:27 Final three questions

We often chase engine and tuning upgrades first, but could a front splitter and rear wing be a smarter starting point for our race cars?

We caught up with Kyle Forster from JKF Aero to break down how aerodynamics work in practice and how to make effective improvements at every level of motorsport. From the priorities of downforce vs drag, to choosing the right aero balance for your car's drivetrain layout, this conversation covers everything from tuft testing a club racer to CFD and F1-style development cycles, noting Kyle was an aerodynamicist for the Mercedes Formula 1 team during their hybrid era peak.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Kyle explains key tuning strategies using splitters, wings, rake, and gurney flaps, plus the difference between 2D and 3D wing profiles and how things like swan neck mounts and dual elements can drastically improve efficiency and downforce. He also clarifies some common misconceptions about turbulent flow, stalling, and the practical implications of end plate design, big and small.

Practical advice is given for grassroots racers, including the use of tufts or strong coast-down testing, and why stopwatch and driver feedback still matter. At the professional level, Kyle explains how CFD, wind tunnel testing, and track validation work together in a continuous development loop for professional motorsport including Formula 1 car development.

So, where are the biggest gains to be had for a club racer? As you might have guessed, front splitters and rear wings. Get them on the car and develop over time from there, forgetting about flat floors and rear diffusers until further down the line is Kyles advice.

Whether you're trying to gain lap time at your local time attack event or you’re part of a pro-level development team, this video gives valuable insight into how to build aero that works. To see more of Kyle’s work, check out JKF Aero at jkfaero.com or his YouTube channel ‪@KYLEENGINEERS‬.

Some bearings are tough enough to survive 3000 horsepower, but that doesn’t mean you should use them in your street build.

Choosing the right bearing isn’t as simple as just picking the toughest option and sometimes what seems like a part from 'the top shelf' can do more harm than good. In this interview, Christian from Nitto Performance Engineering breaks down some small but key differences between OEM-style bearings, ACL Race Series bearings, and coated bearings like those treated by Calico. While high-end coatings offer increased durability for extreme horsepower builds, they come with trade-offs in embeddability and long-term street reliability.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

This conversation clears up common misconceptions around bearing selection, including how coatings affect clearance, what embeddability actually does, and why some “race-spec” parts can do more harm than good in the wrong application. Christian explains that coatings like Calico are better suited to high-power engines with short service intervals, not long-life street builds.

If you're chasing reliability and performance, this video will help you make an informed decision and avoid common (and expensive) bearing mistakes. Whether you're building a 3000hp drag monster or a 1000hp weekend car, it’s about matching the component to your use case, not just chasing specs.

Think getting extra speed out of an aero package is just for the pros with all the money? It’s not... But you DO need to know what you’re doing. 

This week, we’re sitting down with aero specialist Amir Bentatou from RS Future to discuss creating an effective aero package for your vehicle, how to actually test it, and much more.

👉 Use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course:https://hpcdmy.co/aerob

It’s no secret that over the last decade or so, the use of aero components has really grown thanks to disciplines like time attack and hill climbing. The reality is, these days, if you want to be competitive on track, a solid aero package is no longer optional.

In the past, this usually meant consulting with experts, having your car scanned, and a custom aero package designed and built for your car — and that costs a lot of time and money. Things are different these days, though, and Amir dives straight into discussing how the average racer can build out a successful aero package to pick up a whole lot of speed using the 80/20 rule — that is, 80% of the performance for 20% of the money and effort.

We also discuss testing at the grassroots level through the use of wool tufting and flow-vis — these can be easily implemented, but you still need to understand what you’re looking at when the car comes back into the pits. 

This conversation goes deep into the aero world, but also touches on Amir’s self-taught journey to get where he and RS Future are today, as well as his insight into the world of time attack and GT3 racing, which is something he’s been heavily involved in for a good few seasons now. 

Check out Amir here:
Instagram: @rsfuture_amir, @rsfuture
Youtube: RS Future
WWW: rsfuture.com

👉 Don’t forget, you can use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course: https://hpcdmy.co/aerob

Timestamps:

0:00 The Secret to Effective Aero on a Tight Budget.
3:35 How did you become interested in cars and motorsport?
5:46 How did you transition into aerodynamics and composites?`
14:00 How did you get a job as a Motorsport driving instructor?
18:15 When and how did you start RS Future?
22:40 How did you decide what products you would focus on with RS Future?
25:53 Can you explain wool tuffs and how we can use them?
30:49 What is flow vis?
32:42 How do we go about developing an aero package for a race car based on a road car?
39:28 How do we produce front-end down force on a production road car?
54:15 How do you manage ride height and downforce?
59:02 What is a third member?
59:55 How important is having a flat floor?
1:06:05 Where do we want our ducts for oil coolers, trans coolers, and brakes
1:09:47 How are these aero parts constructed?
1:19:16 How did you move into race engineering for GT3?
1:21:33 What is the GT3 class?
1:36:22 Final three questions

3D scanners are not always cheap, but here's why they might still be worth your money.

3D scanning is changing the game for motorsport and custom fabrication, and tools like the Peel 3 scanner are bringing that capability to a more affordable level. In this interview from SEMA, we speak with Gabrielle Williams from Peel 3D/Creaform about how this tech works, where it's most useful, and what enthusiasts need to know before diving in.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

The Peel 3 offers an impressive 1.25 million measurements per second (try doing that with your tape measure!), with around 1mm of accuracy loss over 4m, plenty for reverse engineering and CAD work in automotive applications. For more precision, positioning targets (tracking dots) and scanning sprays like Magnaflux and AESUB supply help solve the usual problems with reflective or transparent surfaces.

The Peel.CAD software acts as the bridge between scan data and usable CAD models, allowing users to extract entities and create features like cones, planes, and shells for use in software like Fusion 360 or Solidworks. While traditional CAD can't work directly with scan meshes, Peel.CAD simplifies this post-processing step.

If you’re wondering whether your system can handle it, Peel recommends a Windows 10/11 PC with at least an Intel i7, RTX 3070 GPU, and 32GB of RAM. Pricing starts around $12,300 USD including the software, putting it within reach for serious workshops and dedicated enthusiasts.

Anyone who knows modified cars will have heard of the Ring Brothers, builders of some of the greatest custom machines ever conceived. With huge scope and an equally impressive price tag, these incredible vehicles take every single piece of a build to the next level. This week, we’re sitting down with the fabricator responsible for bringing these works of art to life.

👉 Use code ‘RING100’ to get $100 off HPA’s Fabrication Starter Package:https://hpcdmy.co/fpackageb

When it comes to fabrication, Ring Brothers’ Ryan Fielding is all about the finer details, and that makes him the perfect person to head up the creation of this Wisconsin-based shop’s incredibly impressive builds that somehow perfectly mix subtle with insane. 

Ryan kicks off the conversation by telling us how he got involved in fabrication and eventually made his way into the Ring Brothers shop. That naturally takes us to the company itself, and Ryan spends time discussing Ring Brothers’ ethos in building its unique resto-mod machines. This involves thinking outside the box, unmatched craftsmanship, and a whole lot of attention to detail. 

With build budgets starting at around $600,000, we had to ask — how is that kind of money justified, how do they find the type of enthusiasts who want to spend the big bucks, and what do these customers get for their money?

Ryan also discusses his likes and dislikes in the fabrication game, Ring Brothers’ latest Aston Martin build, as well as what improvements in 3D printing and scanning technologies have done for his work.

With some great chats on TIG welding, and a dive into what separates an average fabricator from a great one, this episode is perfect for anyone interested in the fabrication game. 

Instagram: @fabguy_ryan, @ringbrothers
Facebook: Ringbrothers
Youtube: Ringbrothers
WWW: ringbrothers.com

👉 Don’t forget, you can use ‘‘RING100’ to get $100 off HPA’s Fabrication Starter Package: https://hpcdmy.co/fpackageb

Timestamps:

0:00 Fabricating the BEST Custom Cars on Earth.
4:20 How did you get interested in cars?
6:53 Do you have any formal qualifications?
9:27 What do you think separates a high-level fabricator from an average fabricator?
13:42 What is it that keeps you passionate about fabrication?
17:14 Give us an overview of Ring Brothers?
23:54 When did Ring Bros become a big name in the custom car scene?
29:59 What does your typical build process look like?
34:26 How do you find the clients for these SEMA-level builds?
39:49 What does a Ring Brothers build cost?
41:26 How much input does the customer have in these builds?
48:55 How long does one of your big-end builds take?
52:41 How do you keep price expectations updated with your clients?
56:20 Why are Roadster Shop chassis so good?
1:02:34 Do you do wiring in-house?
1:05:05 How long have Ring Brothers been using CAD, 3D scanning & modelling?
1:09:24 Why did you decide to bring CNC machining in-house?
1:13:21 Give us the rundown on the Aston Martin DBS
1:17:36 How do you decide to use carbon fibre or steel? Pros and cons?
1:23:49 Is there still a place for a MIG welder in Motorsport Fabrication?
1:26:57 Top 3 TIG Welding tips?
1:33:53 What to look for when buying a MIG or TIG?
1:38:39 What fabrication equipment are you using on a daily basis?
1:44:29 Final 3 questions

You might love the look and sound of your flame-tune, but is it killing your catalytic converter (CAT)?

In this interview, Matt Latino from G-Sport by GESi explains the limitations of factory catalytic converters and why performance builds often require something more capable.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

G-Sport’s aftermarket catalytic converters are EPA-compliant, stainless steel, and designed for high horsepower, but they’re not indestructible. Matt dives into the real-world causes of CAT failures, including improper sizing, rich tuning, and aggressive launch control or anti-lag strategies. Burble, flame, and pop tunes might be fun, but they push unburnt fuel through your exhaust and straight into your catalytic converter — which can result in thermal overload or even complete failure.

Like tyres on a track day, pushing your CATS too far too often will shorten their lifespan dramatically. Matt shares practical advice on how to make power in a street car while keeping your CAT alive, and what makes GESi’s designs different from cheaper OEM-style ceramic core converters.

Many exhaust specialists already include the likes of G-Sport CATS in their complete systems, so it's possible you might even have one and be benefiting from the performance gains.
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TIME STAMPS:
0:00 - G-Sport by GESi
0:22 - Limitation of Factory Catalytic Converter
0:53 - Exhaust Backpressure
1:06 - Aftermarket Options
2:10 - Aftermarket Vs OEM Construction
2:29- Why OEMs Use Ceramic
2:39 - Stainless Steel Construction
2:50 - Not Bulletproof
3:20 - Tuning Mistakes
4:00 - Everything In Moderation
4:45 - Tyre Analogy
5:00 - Thanks Matt!
5:30 - BUILD.TUNE.DRIVE

Will carbs on V8 hotrods etc become a thing of the past when some alternatives are this easy?

For those unfamiliar with ECU tuning, switching from a carburettor (carb) to EFI can seem daunting, but it doesn't have to be. The ‪@EdelbrockUSA‬ Pro-Flo 4 is designed to make the transition as simple and hassle-free as possible. With pre-calibrated sensors, a self-tuning system, and an easy-to-use app, this sequential port injection system eliminates the need for a laptop, making it one of the most user-friendly EFI solutions on the market with plug-and-play options for the Gen 3 or 4 LS, Gen 1 or 2 Ford Coyote and Chrysler Gen 3 HEMI V8's.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Unlike traditional throttle body injection (TBI) systems that mimic a carb, the Pro-Flo 4 offers true multi-point injection, improving fuel atomization, drivability, and efficiency. Injector and fuel system selection are simplified, with kits available for different power levels, and installation is made easy with a fully terminated wiring harness that requires no crimping or cutting. The distributor-based ignition system means there's no need for an additional crank trigger, further reducing complexity.

The system features closed-loop control that continually learns and adapts while driving, improving fuel mapping in real-time. For those worried about fine-tuning aspects like cold starts and transient enrichment, the Edelbrock E-Tuner App provides intuitive adjustments using familiar carburetor-style terminology. This ensures that even those new to EFI can confidently dial in their setup.

TIME STAMPS:
0:00 - Carb to EFI
0:16 - Mark Honsowetz
0:22 - Edelbrock Pro-Flo 4 EFI
1:09 - Self Tuning
1:38 - Entry Level Tuning Option
2:15 - Simple Installation
2:44 - Injector Selection
3:17 - Fuel System Selection
3:56 - Ignition System Setup
4:40 - Edelbrock E-Tuner App
4:51 - No Crank Trigger
5:20 - Pre-Calibrated Sensors
5:40 - Aftermarket Cams
6:40 - Closed Loop Control
7:10 - Needs Varied Driving To Learn
7:42 - Dyno Tuning
8:30 - Cold Start, Transient Enrichment etc
9:41 - Tuning Made Fun
10:00 - Edelbrock Pricing
10:27 - Batch vs Sequential Fire
11:10 - Edelbrock
11:21 - BUILD.TUNE.DRIVE

Running IndyCars, engineering championship-winning V8 Supercars… and going carbon zero? This episode of the Tuned In podcast with performance engineer Brad Eyes takes us in some very interesting directions.

👉 Use code ‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb

Brad shares his unique journey into motorsport, beginning with his determination to break into the high-stakes world of IndyCar — despite living on the other side of the planet. He dives into the challenges of performance engineering in a tightly regulated series and explains how teams still find speed in the most unlikely places.

From there, Brad transitions to Australia’s V8 Supercars, where he played a key role in a multi-championship-winning team. With firsthand insight, he breaks down what makes this series one of the most intense and exciting in global motorsport.

Brad’s career then takes a surprising turn as he shifts into the world of sustainable transport. Are EVs actually a con? Is there a future where performance and environmental responsibility can coexist? Brad shares his perspective.

Packed with talk on race car electronics, systems engineering, race strategy, and the future of speed, this episode is a great listen.

Check out Brad’s book here, and follow him here:
LinkedIn: Brad Eyes

👉 Don’t forget, you can use ‘‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb

Timestamps:

0:00 Does Fast Have a Future?
3:58 How did you get interested in cars and motorsport?
5:15 What was your role in Formula SAE?
8:20 How did you get into Indy Car and what was your role?
12:46 What are the parts that you can change in an Indy Car?
14:11 Indy car setup, road course vs oval
18:49 Does simulation react the same in the real world?
21:38 How long did you work in IndyCar, and what did your role progress to?
24:53 Moving to Australia and into V8 SuperCars
32:32 What was your role at DGR Team Penske?
33:54 How do you make race strategy calls?
43:28 What was next after V8 SuperCars?
46:21 What is transport decarbonisation?
49:11 What’s your opinion on electric vs hybrid vs internal combustion vehicles
1:11:34 Where do you want to go from here in your career?