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Tuned In

Author: High Performance Academy

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High Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver coaching/Training, Motorsport Fabrication and Car Setup.
151 Episodes
Eight-point-something litres, 10 cylinders, one camshaft, and a whole lot of noise — the Dodge Viper is as weird as it is cool, and in this episode of Tuned In, we’re joined by Viper-specialist Mike Kuchavik of Havik Performance to dive deep into this unique piece of engineering to get the truth behind America’s poster-worthy supercar and it’s brutish V10 motor.Use ‘PODCAST75’ for $75 off your first HPA course here: Performance specializes in all five generations of the Dodge Viper platform, which makes it a fairly niche business, but this has allowed Mike and his team to build up a loyal customer base of Viper owners, as well as an in-depth knowledge in this most American of supercars.In this episode, we explore Mike’s path to opening Havik Performance in Pennsylvania at a fairly young age, as well as his early love for Chrysler’s supercar that would go on to become his bread and butter later in life. As you’d expect, we’re also able to take a good look at the different generations of the Viper and discuss all their pluses, minuses, foibles, and limitations — including some in-depth discussions around the car’s famous V10. Although part of Mike’s day-to-day involves looking after private Viper collections upwards of 60 cars, he doesn’t stop at just general maintenance, so the conversation naturally covers the modification and tuning of the Dodge V10 — whether that be staying NA and focusing on headwork and cams, or going nitrous, turbo, or supercharger — Mike and his team have built and tuned them all and have plenty of insight to give.With some good discussion around aftermarket standalone ECU vs reflash for the Viper, as well as the challenges that working within such a niche realm and at such a young age present, this episode with Mike Kuchavik of Havik Performance is well worth a listen. As mentioned, check out our episode with John Reed: Havik Performance here: IG: @havikperformanceFB: Havik PerformanceYT: Havik PerformanceWWW: havikperformance.comInterested in learning to build your own performance engine? Start here:
Sam of Dobry Designs runs us through this @GenRightOffRoad 600hp LS7 powered Ultra4 racer built for one of the toughest offroad racing events on the planet, King of the Hammers. KOH sees vehicles race at opposite ends of the offroading world at the same time seeing speeds over 100mph across open desert into rock sections that see vehicles doing single-digit speeds, or sometimes even less as they hit reverse to try another line or drive around (sometimes even over) a struggling competitor. Use ‘PODCAST75’ for $75 off your first HPA course here: this [TECH TOUR] via the @semashow @TorcoUSA stand Connor & Sam discuss:- What is KOH?- Cooling for desert racing- Design fundamentals including 'Rod Ends In Bending' explanation (REIB) - Oil pressures vs parts reliability and longevity & damaging oil vapour- Full independent suspension vs solid axle for KOH- Drag radials as 40" offroad tyres- Massive ground clearance without the height/COG (center of gravity) issues- Tyre construction & weight gives huge advantages for mixed terrain & speedsBUILD BASICS:600hp LS7 based engine with @EdelbrockTV  RHS  tall deck, All Pro heads, @Compcams1976  COMP cams & Johnsons High Tech Performance driven dry sump system.Custom Griffin radiator, oil cooler only for summer racing.Turbo 400 transmission, spool rear one way locker front using Tubeworks 9.5" fork style differential & @AdvanceAdapters1971 Atlas transfer case.4-wheel independent suspension, double wishbone with a 5-link rear.Portal axles allow 3:1 diff ratio for high-speed section advantage and less CV breakages40" @mickeythompsontires Baja Boss tyres on 17" rims.For more KOH & offroad racing content (thanks for the footage too team!) check out: @jordanpellegrino @jamipellegrino @jordanpellegrino3867  & of course Genright Offroad and Mickey Thompson.Want to learn how to tune EFI? Start here instantly, and for free:
How useful are flow bench numbers? Should we be mirror-finish polishing our ports? What about adding dimples like a golf ball? On this episode of the podcast, David Localio of Headgames Motorworks joins us to dive deep into one of the most misunderstood areas of the performance automotive world — cylinder heads. Use ‘PODCAST75’ for $75 off your first HPA course here: Localio of Headgames Motorworks is best known for building and developing some of the fastest import cylinder heads anywhere in the world. He’s able to do this thanks to two decades worth of experience in the game, as well as a healthy passion for making anything on four wheels go faster.We first learn about David’s early years, in which he saved up his paper run money to buy his first muscle car at 12 years old (then subsequently got that car taken off him after driving it around the neighbourhood one too many times), then jumping into the street racing world before eventually finding his true passion through both an education and hands-on experience at some renowned engine building shops. After soaking up all that knowledge, David then started New Jersey-based Headgames Motorworks, where he continues to hone his craft, all while building heads for some of the best-known and decorated import cars in the world.Head porting is an area that seems to suffer — or benefit, depending on how you look at it — from a crossover between science and art, so much of this conversation is spent getting into the finer details of many aspects of head work, from port and polishing, to valve grinding, cam selection, and much more.David has some very interesting non-conventional views on what works well and what doesn’t when it comes to headwork, and while any ordinary person might have those controversial opinions dismissed by the masses, this is a guy with the results, the records, and the trophies to back it all up. This is one episode of Tuned In NOT to be missed.Follow Headgames Motorworks here: IG: @headgamesmotorworksFB: Headgames MotorworksYT: Headgames MotorworksWWW: headgamesmotorworks.comInterested in learning to build your own performance engine? Start here:
CU,  PDM, datalogger, oscilloscope and a wideband controller, all in one unit that now fits in your pocket. It's not for your pocket flex game though, so let's take a look at what the NEXUS R3 is aimed at accomplishing for you.Use ‘PODCAST75’ for $75 off your first HPA course here:'ve talked about the Haltech NEXUS R5 VCU (vehicle control unit, a fancy term for 'many features in one') before and are excited to see a baby brother at a lower price point soon hitting the market as discussed with Anthony Truong from Haltech.The R3 uses RadSok power connectors, 1 x Deutsch DTP connector for the PDM side of things, 2 x AMP Superseal 1.0 26-pin connectors, WiFi antenna port & a USB C data connection that we love seeing here as much as we did on the R5 (great for gloved hands on race day!).So who is this for? Maybe you? If you are running a high performance 4 cylinder with some common bells and whistles like staged injection, the R3 is going to handle this for you along with a V8 setup that has one injector per cylinder and it retains the same functions as the R5 when it comes to advanced tuning options like torque management, nitrous control, race timer, flat shift and closed loop boost control. It does this while also controlling your engine electrics and drive-by-wire throttle system keeping the wiring simple and more affordable depending on how your accountant looks at these things.This is all controlled via one piece of software, which like the USB C port is a nice touch for ease of use, especially when in a rush at an event or leaving a hand free to grab a beer instead of hovering over Alt+Tab keys.Want to learn how to tune EFI? Start here instantly, and for free:
From fighter jets to JDM icons. In this episode of Tuned In, we speak to Josh Ray of Driver Motorsports, who left a 20-year-long career in the US Navy as a fighter jet technician to follow his passion, pouring all that military experience, attention to detail, and knowledge into a new career building and tuning the ultimate Japanese legends for a living.Use ‘PODCAST75’ for $75 off your first HPA course here: Ray always wanted to build and tune cars, but after leaving school at 17, he couldn’t afford to pay for the education or equipment to make that dream a reality. Do you know who’d gladly pay for it though? The US military. Josh joined the Navy and worked his way up to Senior Chief, responsible for the maintenance and repair of fighter jets like the F14 Tomcat and FA18 Super Hornet. Along the way, he was given huge amounts of training and experience — far more than you could ever hope to get in the civilian world — that would put him in perfect sted for when the time came to leave the Navy and work with high-powered JDM icons.In this episode, Josh discusses how he transitioned away from the military and joined Driver Motorsports, where he builds everything from engines to full car projects, as well as manning the laptop in the dyno bay *spoiler alert* our own High Performance Academy courses had a part in filling any knowledge gaps he had.Josh has always loved 90s Japanese cars, so the conversation naturally turns towards stalwarts of the era — specifically Nissan’s Z32 300ZX and R32 GT-R — in an attempt to separate hype from reality. Josh owns both, so he’s more than qualified to weigh in on the subject. With some great conversations around buying cars at Japanese auctions and then importing them into the States, the ins and outs of road tuning, and minimising dyno result inconsistencies, this conversation with Josh Ray is well worth a listen. Follow Driver Motorsports here: IG: @drivermotorsportsFB: Driver MotorsportsYT: Driver MotorsportsWWW: drivermotorsports.comInterested in learning to build your own performance engine? Start here:
Running an R32 GTR transfer box off the back of a Holinger RD6, Winters Quick Change rear differential, Haltech R5 NEXUS ECU/PDM,  Garrett 94mm OR 106mm turbo, Clearview oil filtration system along with Ti Automotive a dual brushless pump setup among a long list of other parts, we caught up with Rob Dahm at @semashow to discuss his ever-evolving and now essentially complete FD RX7 quad rotor build.Use ‘PODCAST75’ for $75 off your first HPA course here: Haltech R5 doesn't just handle engine management; the built-in PDM also controls many of the electrical components leaving the car without fuses or relays. A standalone ECUMaster PMU splits this duty in 2 adding redundancy plus more inputs and outputs. A FuelTech FTSpark Capacitive Discharge Ignition (CDI) also helps in the ignition department. Interestingly this build draws up to 80amps, and as you can see (and hear) Rob has made sure that isn't an issue with this setup.Traction control is also handled by the Haltech R5 via a Nissan ATTESA-based control system and some 'fettling' by Rob which allows him to demand a dynamic or set torque ratio between the front and rear of the car allowing for versatility when launching and cornering across many surface conditions. We also touch on some Nikasil-style coating that is used to make sure aluminium and steel alloys play together nicely. Interestingly the engine is clearanced specifically for Valvoline 20-50 oil which shows the level of detail this build has reached. The long list of topics continues with Precision Engineering eccentric shafts, rotary irons, apex seals, 16-point total TPMS (tyre pressure monitoring system) and the gremlins auxiliary systems can cause a rotary engine.Last time we spoke to Rob he mentioned his interest in more A-B testing, and he has followed through on this and discussed some poor injector placement and cooling issues that upon investigation and data collection he has resolved often by taking it upon himself to learn the skills to do the job himself. Machine work, wiring and tuning are just a few skills he has picked up as a direct result of this build.Want to learn how to tune EFI? Start here instantly, and for free:
David Higgins of Kinetic Simulation and Classic Revival drops into the podcast this week to give us some insight into creating no-holds-barred bespoke race cars from scratch, modernising and racing iconic motorsport legends, and owning and running your own real-deal Formula 1 car.Use ‘PODCAST75’ for $75 off your first HPA course here: is probably best known for his work in motorsport engineering and aero design, but that’s just scratching the surface of what he gets up to on a day-to-day basis. To find out more, we first look back at David’s journey from his early days spent racing his Dad’s classic Porsches and Formula cars, to getting a mechanical engineering degree at university, to eventually finding his feet, taking a punt, and starting his own motorsport design and engineering firm, Kinetic Simulation.This has meant David’s had a hand in designing and testing plenty of fast projects, and time is spent in this episode discussing how simple aero enhancements have shaved seconds off his client’s cars. We also take a detailed look at one of David’s most extreme projects — a modernised replica of a BMW E21 Group 5 race car, developed in collaboration with Kiwi company RaceLab. The project has gone through various iterations on its journey to where it is now as a full carbon fibre monocoque weapon with a stressed-member V8 and transaxle setup that should prove stupidly fast when finished. While motorsport design, FEA, and CFD testing do play a big part in David’s day-to-day duties, there’s also the Classic Revival side to the equation. This is a family-owned group that David, along with his father and brother, use as an outlet for their passions — namely sourcing, restoring, and running motorsport icons of the 80s and 90s. These include a GT300 Mazda RX-7, a Group C Porsche 962, and a couple of Leyton House Formula 1 cars — the latter of which we get into the nitty gritty of, discussing what the restoration process was like, what they’re like to work on, and what it takes to actually get them fired up and ready for a track session.Follow David here: IG: @aero_daveFB: @Kinetic Simulation, @Classic RevivalWWW: kineticsimulation.comWant to learn how to design and model parts for your project car? Start here:
What was great, is now even better! But how does torque control work in MoTeC's firmware update?Use ‘PODCAST75’ for $75 off your first HPA course here: is no shortage of quality ECU options on the market these days, and @MoTeCAustralia are certainly well set up with their product lineup and software layout which allows the purchase of some packages giving those with the right skillset almost limitless possibilities. On top of this though there is of course still internal development, and the recent release of torque-based control features as discussed with Brad Sheriff of Racetech Performance at the @WorldTimeAttackChallenge.The biggest takeaway from the discussion here other than added performance capabilities is also the fact that if you don't want to leverage them, you are still fine to use your MoTeC M1 ECU as you always have.Want to learn how to tune EFI? Start here instantly, and for free:
Every so often in this industry, a new technology comes along that improves the quality of both cars being built, and the work of their builders. The PMU — also known as a PDM — is one of those technologies. This week, Zach Denney of ECUMaster USA joins us to discuss how these brilliant devices work and how you can use one in your next build, as well as all things standalone ECU, dyno tuning, and much more. Use ‘PODCAST75’ for $75 off your first HPA course here: appearing on our radar a few years ago, ECUMaster has been steadily gaining popularity in most markets around the world. We’ve been using ECUMaster products in a couple of our own projects for a few years now, so we’re in a good position to ask Zach some challenging questions about ECU development, PMU applications, and motorsport electronics in general. First though, we dive into Zach’s journey from working at a tyre shop to becoming the North American distributor of ECUMaster, along with some other key European brands. It’s never an easy road, but through continued education and hands-on experience, Zach has built up his business from scratch and made it work despite the challenges of selling and supporting standalone ECUs.With ECUMaster releasing its brand new range-topping EMU Pro series a couple of days ago, we next look at some of the challenges around producing ECUs that are powerful and feature-rich, while still being accessible to the average enthusiast or tuner. We’re also big fans of PMUs here at HPA, and as we’ve been using a pair of ECUMaster’s excellent PMU16s in our SR86 race car, this discussion inevitably swings in the direction of power management units, with Zach and podcast host Andre spending time breaking down how they work, what they can do, and why they’re so good. This episode also contains some great discussion around the liabilities and — for lack of a better term — finger-pointing that can come with tuning other people’s cars, as well as all the variables that can affect a dyno-session’s outcome. We know who’s going to be first in line to cop the blame, so how do we, as tuners, avoid becoming public enemy number one if something goes wrong later down the track?Follow Zach and ECUMaster USA here: IG:@holyzachrilege, @ecumasterusa FB: @ECUMaster USAWWW: ecumasterusa.comInterested in learning how to install and utilize a PMU/PDM on your own project? Start here:
Subaru engines don't have the best reputation for reliability in the aftermarket performance world, but is it just the design that is to blame like internet Subaru experts claim or are people actually following some incorrect advice and information?Use ‘PODCAST75’ for $75 off your first HPA course here: the World Time Attack Challenge, Leigh Bird of Deshele Performance gave us some insight into what goes into building a reliable performance engine using a Subaru platform, and gave us some insight into his own approx 870hp Ej25 based build which is pushing 45psi through a Precision Turbo & Engine 7675.Bearing clearances and common mistakes, oiling supply upgrades and head stud torque settings are discussed along with why Leigh used an automatic transmission from a Subaru SVX in this application. While we didn’t get in depth on it, there is also some interesting discussion about harmonics with 10,300rpm being hit in his own 8.80 second at 161mph drag application. Also touched on is the use of nitrous (NOS) to get the turbo spooling to launch off the line, with a 75hp shot used for the entirety of 1st gear, and interesting all 45psi of boost being delivered throughout the run for now.Also discussed are some of the engine specs for the EJ25 based build in the GC8 discussed, which runs a closed deck, 14mm head stud conversion, 2L 75mm stroker crank, longer steel rods and a single entry .95 housed Precision 7675 turbo.Want to learn how to tune EFI? Start here instantly, and for free:
Ford Australia’s straight-six Barra engine enjoys an almost mythical status in many parts of the internet, but is that status justified? This week on Tuned In, we’re talking to The Skid Factory’s Al Butler to get to the bottom of the Barra question, as well as many other topics like turbo-sizing, wastegate location, chopping up ultra-desirable classics, and much more.Use ‘PODCAST75’ for $75 off your first HPA course here: Butler, also known as “Turbo Yoda” by many, has spent his life messing around with cars, and after many years as a mechanic and performance workshop owner, Al decided to strike out into the online world by starting a YouTube channel with friend and co-host Woody. The Skid Factory channel now has a quarter of a million subscribers and features the varied custom work that Al gets up to — everything from a blown big block Toyota Crown, to a 1000+hp Barra-powered Bedford van, and even a rare Hakosuka Skyline motivated by a monster Nissan VK56 V8.In this conversation, we first talk about Al’s background as a long-time mechanic and how the profession has changed dramatically in the last few decades, as well as the types of skills a modern mechanic now needs in order to do his or her job. Befitting of the “Turbo Yoda” nickname, podcast host Andre Simon and Al then get down into the weeds on all things turbocharging, including turbo sizing for a given application, wastegate location, and the technological advancement that has broadened just what is possible with modern forced induction. This inevitably brings up the Aussiest of motors — Ford’s highly-regarded Barra 4.0-litre straight six. There’s a lot of talk about this engine and its capabilities online, so we take the opportunity to get the facts and debunk some myths with Al, a guy who has worked on and built countless Barras over the years.With some great insight into starting and running a YouTube channel as a full-time gig, as well as a breakdown of the internet-famous VK56 Hakosuka built, this episode is going to be a great listen for anyone wanting to step up and out from the grassroots and onto the next level. Follow The Skid Factory here: IG:@theskidfactoryYT: The Skid FactoryWWW: theskidfactory.comInterested in learning to build your own performance engine? Start here:
What is the best intercooler for the street, and what is best for the track? Is it even that simple? Let's find out!Use ‘PODCAST75’ for $75 off your first HPA course here: from @PlazmamanAus  explains the difference between tube and fin, bar and plate and supercharger vs turbocharger intercoolers in relation to construction, weight, heat dissipation and what is generally preferred for drag racing vs street and circuit applications, noting there are no hard and fast rules, just general guidelines to consider when making the choice.Want to learn how to tune EFI? Start here instantly, and for free:
How easy is it to throw a couple of turbos on a Huracan or R8 and go really fast? How much power can these V10s handle in stock form? And does knock even matter once we go to E85?Alex Soto of Sheepey Race is here this week to talk us through these topics and plenty more.Use ‘PODCAST75’ for $75 off your first HPA course here: We’ve followed Alex and his business Sheepey Race for years now, so we’re stoked to have him on the podcast to discuss all things fast Hondas, DCT transmissions, and of course, twin-turbo V10 exotics.Alex got his start in the Honda show car world before transitioning to chasing records instead of trophies in the import drag racing scene. This is common ground for a lot of our guests, and Alex goes some way into explaining what the appeal to Hondas was, and still is — especially in North America.It was only on a whim that Alex decided to really push the limits of his finances and buy his first Lamborghini but, as anyone who has seen Sheepey Race’s work over the last few years is already aware, that snap decision paid off as the California-based outfit has quickly become one of the premiere go-to workshops for all things twin-turbo V10 Lambo and Audi.This is an area that Alex now has a huge amount of experience in, and in this conversation, he details the initial development phase of his twin turbo packages, the many challenges faced when pushing anything from 1000hp to 2500hp out of these cars, and the financial realities of dealing with such high-end machinery. How much power the stock V10 can take, the struggles of DCT transmissions at high horsepower levels, and more are gone over in detail. This episode is also going to be super valuable for anyone in the industry — whether you’re a business owner or an employee — as Alex goes deep into how he started Sheepey Race in his garage and turned it into the big player in the exotic game it is today, sitting in a 36,000 sqft facility with 18 staff. Alex talks through some of the lessons he’s learnt as a boss and has some great advice for both employees and employers.Follow Sheepey Race here:IG:@sheepeyraceYT: Sheepey RaceWWW: sheepeyrace.comWant to learn how to tune EFI? Start here instantly, and for free:
What considerations go into tuning a 1300HP EV such as the Palatov D2EV?While electric vehicles (EV's) have long been touted as the future of the performance world for a long time by many, the reality is between the costs, lack of aftermarket support and products that are not suited to motorsports have kept us waiting.Use ‘PODCAST75’ for $75 off your first HPA course here: to the likes of Cascadia Motion, AEM Performance Electronics and their team including John Romero, aftermarket control for EV applications is gaining traction and in this interview from PRI we dive into some of the equipment required, what the main considerations are for an EV tuning compared to internal combustion engine (ICE) applications for motorsport.Topics covered include the uniquely EV issues such as battery temperature related to output and how cooler isn't actually always better plus interestingly the difference between production line EVs like Teslas or Nissans Leafs and the way they DON'T manage this well. An AEM VCU can be used to give you power where and when you want it for motorsports applications by letting to focus on this aspect, and also even for a street application you will be able to 'tune' for longer battery life too.Want to learn how to tune EFI? Start here instantly, and for free:
Is aero completely ineffective unless you’re going warp speed? How do you test the real-world effectiveness of your aero package without a wind tunnel? And should you just trust the claims aftermarket aero companies are making about their products? This week, we’ve got Paul Lucas of Verus Engineering to help answer these questions and more.Use ‘PODCAST75’ for $75 off your first HPA course here: Engineering is well known for the development of aero components for a range of popular enthusiast cars like the Toyota 86/Subaru BRZ, MKV Supra, and Porsche GT3 just to name a few. As Verus products are on the higher end of the market, this conversation provides an interesting look into how these aero pieces are first decided on, then designed, manufactured, and validated to ensure that the real-world performance matches the simulation data.The ins and outs of popular aero devices — like swan-neck rear wings, for example — and how they work are also covered, which should give listeners a better understanding of what is and isn’t worth their time when they look to bite the bullet and invest in aerodynamics for more speed.Paul studied engineering at university and has spent his career honing those skills in the automotive world. Besides founding and co-running Verus, he also contracts out to other companies and race teams for general motorsport engineering design services, and that means this episode is full of useful information and advice ready to be soaked up by any listener that’s looking to get into, or further their career in, the engineering side of our industry.Follow Verus Engineering here:IG:@verusengineeringFB: @Verus EngineeringWWW: verus-engineering.comInterested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now:
What is the design and thought process behind aftermarket piston manufacturing for relatively new engines to the scene like the BMW B58 found in the Toyota A90 Supra?Use ‘PODCAST75’ for $75 off your first HPA course here: PRI Barry Pettit from Mahle Motorsport took us through some of the considerations they put into their forged A90 Supra B58 engine pistons. Interestingly even with the idea in mind that their customers would want to crank up the boost and take things to 1000HP and beyond, unusually, these forged examples are LIGHTER than the OEM versions, yet stronger. Nailed it!Off the bat, the compression ratio has been lowered a little to 10.5:1, however as Barry explains Mahle can supply pistons with lower ratios as required with ease upon request. The lower ratio is a nod towards the fact that many in the aftermarket switch from direct injection to port injection for more flexibility, but the ‘injection bowl’ required to get an efficient burn in DI setups is retained meaning the piston can still be used with either option.Oversized pistons are potentially an option for the future, and Barry also touches on why the thicker crown is beneficial for cooling and not just strength and how Mahle’s role in manufacturing the OEM pistons for BMW did give them a solid headstart in relation to the design and production of these performance application alternatives.Want to learn how to tune EFI? Start here instantly, and for free:
This week, powertrain performance and race data engineer Chloé Lerin joins the podcast from snowy Milwaukee to give us a little insight into something we’ve never covered before — motorcycle engine development and data analysis. Use ‘PODCAST75’ for $75 off your first HPA course here: the week, Chloé works as a combustion engineer for Harley Davidson, while on the weekend she moonlights as an Aimsport analysis specialist/data engineer for various teams competing in the MotoAmerica championship.Chloé took the route of education in her career, so we first look into her path towards a master's degree in combustion engineering and how that has affected her career as she went off to work for big equipment manufacturers like John Deere and Cummins. This eventually lead to her current role at Harley Davidson, and it’s here that we’re able to dig deep into the motorcycle engine development world — there’s probably quite a lot of information here that’ll surprise you, especially when it comes to the perception of Harley Davidson versus the engineering reality.  The conversation gets pretty deep in the weeds when discussing the very fine points of combustion characteristics, knock avoidance, and cam phase control, but to counter that Chloe also answers some very basic questions like; why do Harleys sound like that, and just why do they have to be so damn loud?The latter half of the episode is all about motorsport — Chloe is currently building her own Yamaha R6 race bike and has long been heading to track days, which is where she began working with Aimsport as a data engineer for privateer teams in the MotoAmerica championship. There’s some really interesting insight to be found here as Chloe discusses the differences between motorcycle and car data acquisition — some obvious, and some that you might never have thought of.You may or may not have an interest in bikes — either way, the engineering is all relevant and the knowledge that Chloe drops in this episode is well worth taking in.Follow Chloé here:IG: @enginerdissima, @unicornium_engineeringWant to start your own data acquisition journey? Check this out:
After an extended break over the new year period, The HPA Tuned In podcast is back with our first guest for 2023 — the talented Devin Schultz of Boostin Performance.Use ‘PODCAST75’ for $75 off your first HPA course here: and his shop Boostin Performance are best known for their absolute mastery of the DSM world thanks to their ‘Red Demon’ Talon/Eclipse, which is currently the world’s fastest Mitsubishi, running as quick as a 6.97 @ 213mph.This 2000hp car is capable of a 1.4 second 0-60 sprint, and is in fact the first 4WD four-cylinder to break into the sixes, anywhere in the world.  Now, if you’ve been following this podcast for a while, you’re probably already aware of host Andre Simon’s passion for all things Mitsubishi 4G63, so as you might guess, this conversation between two 4G fanatics dives very deep into the Mitsubishi weeds to discuss these iconic four-cylinder engines in detail.Time is spent talking through what’s involved in getting a 2000hp four-cylinder to run reliably and hold together pass after pass, as well as the pros and cons of billet blocks, big and small port heads, and solid-filling your block. Round that out with some discussion around turbo technology, slipper clutches, and nitrous strategy, and you’ve got plenty of tech-heavy info to dig into. Devin also discusses how he built his business, his branching out into GT-Rs and Supras, and just how important it is to have a solid level of mechanical understanding to back up your tuning career. It doesn’t really matter if you’re a Mitsubishi fan or not, this episode is full of interesting engine-building and tuning yarns that are well worth the listen. Follow Boostin Performance here:IG: @Boostin PerformanceFB: @Boostin PerformanceYT: Boostin PerformanceWWW: shop.boostinperformance.comWant to learn how to tune EFI? Start here instantly, and for free:
**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.**What are some of the BEST 'bang for buck' modifications you can do to your car gain performance and improve your lap times?Use ‘PODCAST75’ for $75 off your first HPA course here: this episode of  Tuned In, Andre & Tim are talking to Grant Hosking from Honed Developments about the technical skills and desire needed to develop specialist components for various Honda vehicles with a focus on the 90s models.Topics discussed are the reason why Honed was created and the philosophy behind what parts Honed decided to make. The biggest errors people make when modifying cars and what can actually prove to be the biggest gains with modifications.Want to learn how to EFI tune? Start with some free lessons right here: key point discussed is the approach of tuning car setups for the track vs the road and what the biggest compromises that need to be considered are.
**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.**You've seen him roasting tyres on Netflix, swinging wrenches on Donut Media's HiLow series, and smashing out laps in Formula D competition, and now Aaron Parker is here and ready to talk rotary engines, motorsport wiring, and a whole lot more on this week's episode of the HPA Tuned In podcast.Use ‘PODCAST75’ for $75 off your first HPA course here: Parker will be a name and face known to many listeners thanks to his high-profile gigs in the industry — he's more than just a media personality though. Aaron has a wealth of experience and a whole lot of knowledge in the automotive space, particularly when it comes to Mazda's rotary engine and professional motorsport wiring.Aaron and Tuned In host Andre Simon jump straight into Aaron's rise through the industry, beginning with his danger-soaked early obsession with street bikes and eventual progression onto four wheels — the rotary-powered Mazda FD3S RX-7 in particular.Everything rotary then takes over the conversation, covering why these unique motors have such a shaky reputation for reliability, how you can build one properly and have it last for years' worth of hard driving, why rotary tuning and turbo selection needs to be approached differently, and plenty more.When he's not building cars on the internet, competing in drift competitions in his RX-7, or stunt driving in Hollywood productions, Aaron spends his time running Wolf Motorsport Wire, providing high-end motorsport wiring solutions for some of the fastest cars on the planet.Aaron and Andre get deep into the ins and outs of the motorsport wiring world, discussing future proofing, providing a service that keeps customers happy, and what makes a good wiring job in motorsport.There's a lot to chew on in this episode — it's well worth a listen, especially if you think rotaries are garbage.You can follow Aaron here:IG: @aaparker.300, @wolfmotorsportswireYT: Aaron ParkerAs mentioned in the podcast, the Stephan Papadakis episode can be found here: to learn more about motorsport wiring? Claim your spot for the next FREE lesson: 
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