Claim Ownership


Subscribed: 0Played: 0


No matter how you feel about electric vehicles, there's no denying the incredible performance that can be achieved with these impressive driveline systems.  With more and more rapid EVs hitting the streets every day, inevitably, enthusiasts are now beginning to ask just what can be gained when working with them. This week's HPA Tuned In podcast guest is Sasha Anis of Mountain Pass Performance, someone who has dived deeper than most into the world of high-performance EVs.Use ‘PODCAST75’ for $75 off your first HPA course here: is an accomplished driver and tuner who has, in recent years, refocused his efforts into the EV world, and his insight into this fairly new and constantly changing field of hyper-performance is invaluable.In this episode, Sasha first breaks down the basics of how an EV system works, and spends time clearing up a few misconceptions around what is and isn't possible, the constant compromises that need to be made, and the future of EV tuning. MoTeC's M1 Build platform and how Sasha uses it in his EV builds is also discussed.More of this new breed of vehicle on the roads equals more people crashing them, and that means some seriously enticing drivelines have begun popping up at the local wreckers. Sasha was an early adopter of EV swap exercises, and takes us through the process of swapping these monster drivelines into conventional ICE vehicles, and details what needs to be considered, eliminated, and purchased before the first spanner is turned. Mountain Pass Performance's Blue Lightning — a Tesla-swapped Lotus Evora package — is also picked apart.Sasha also spends time discussing the braking and handling upgrade options he provides for Teslas, as well as a deep look at his well-known Nissan 350Z time attack car that uses a monster NA VQ engine working in tandem with a custom hybrid KERS system that Sasha has spent years developing and improving himself.It doesn't matter how you feel about electric vehicles, this conversation with Sasha Anis of Mountain Pass Performance is genuinely fascinating and well worth the listen.Follow Sasha here:IG: @sashaanis14, @mountainpassperformanceWWW: mountainpassperformance.comWant to learn more about motorsport wiring? Claim your spot for the next FREE lesson: 
1200HP, 42PSI, 2.2L 4G63, Tilton Interiors time attack legend, redux.After multiple lap records and back to back wins, owner, Pro-Am class driver and passionate time attack supporter Kosta Pohorukov and the infamous Tilton Interiors EVO IX V1 met an untimely end on track. While tragic, the incident that left the old chassis a write off enabled Trent Murphy of TM Automotive and others involved to use the winning formula on a new chassis and add all that extra knowledge they had learnt along the way to do it better.Want to learn how to EFI tune? Start with some free lessons right here: result was a keen focus on weight reduction, slight aero improvements care of Voltex Racing and after the chassis was completed by Riverside Racing, an incredible 3 month build time in order to make it to the World Time Attack Challenge before heading to Tsukuba in Japan, the home of time attack. With the car producing upwards of 3000kg of downforce, it is no surprise keeping the class spec tyres intact is an issue and an RF tyre delamination saw the team finishing the event early due to damage, but still walking away with 3rd place in the Pro Class with Garth Walden at the wheel, and 1st in Pro-Am via Kosta himself.The EVO 9's 4G63 retains its cast block as at around 1200HP it doesn’t give them any issues producing 1200HP from a 2.2L capacity. The Emtron ECU and MoTeC PDM and dash display/logger control the engine and a myriad of sensors which ensure engine reliability as well as helping dial in aero and suspension setups to get the most out of the car. A Hollinger 6 speed sequential helps get the power to the ground and while Trent didn’t give any specific numbers, the torque split has been adjusted to ensure the car turns into corners easily, as well as maintaining traction when the noise pedal is used on the exit.Also discussed is the new BorgWarner EFR 9280 turbo which hits a max boost of around 42PSI and 116,000RPM and its advantages over the old EFR 9180, the importance of packers, bump rubber and getting your spring rates right, using Nitrous and why the MIVEC system is retained. Also touched on is the difficulty of reducing weight when so much strength is needed to handle downforce with the tradeoff being the weight is placed as low as possible to improve handling.
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: 
18,400 RPM and 900HP from a 3L V10 engine ...and not a turbo in sight on this McLaren MP4/15.At today's mainstream levels of technology, 900HP V-10 NA is not a cakewalk from an engine with a 3L capacity, and then when you throw 18,400 RPM into the mix but still demand drivability it becomes even more difficult yet this is exactly what Mercedes were doing with their Formula 1 technology way back in the year 2000.Want to learn how to EFI tune? Start with some free lessons right here: a former long-time Formula One engineer for David Coulthard, Tim White of Garage 59 knows a thing or two about F1 technology, and at the recent Goodwood Festival of Speed Hillclimb Andre was lucky enough to spend a bit of time with Tim and the McLaren MP4/15 which finished 3rd in the 2000 season snagging victory at Monaco along the way for the former Mercedes-McLaren team.Topics discussed include the double paddle operated clutch and how that helped the drivers of this era launch off the line with a small margin of error compensatable, the pneumatically controlled valve springs which adjust pressure based on RPM and the reason for such a system instead of the more convention steel spring setup. Many of the cars other systems are hydraulically controlled rather than electronically due to weight and technology restrictions at the time as well as the rule book which stated everything must be activated by the driver's input in some way.Also covered are the active trumpets on the intake which can adjust in and out to match the RPM and thus fill in what would otherwise be flat spots in the rev range, and with a potential 18.400 RPM on tap for some of these engines it certainly made a difference in drivability when it came to tracks that had an aggressive mix of both high and low-speed sections seeing the car go from 3000 RPM and around 40kph to 15,000 RPM and over 300kph on the same lap.
When most people outside of Europe think of diesel performance, Cummins, Chev, or Ford probably come to mind. As this week's Tuned In podcast guest tells us, however, there's a lot more to the performance diesel world than the big 6BTs and 6.0 Powerstrokes.Use ‘PODCAST75’ for $75 off your first HPA course here: hailing from France and now based in Nashville, Tennesse, Grégoire Blachon has built his business, Boxeer, off the back of Volkswagen Audi Group's impressive family of TDi four-cylinder diesel engines. Boxeer's journey began with TDi conversion packages for VW's Vanagon overland vehicles, and having always had an interest in motorsport, Grégoire always felt the urge to start pushing these stout engines in a motorsport environment — specifically hill climbing. Podcast host Andre Simon and Grégoire get stuck into exactly what makes these little TDis so good, and how he gets the absolute most out of them utilising obscure standalone ECUs, triple compound turbo induction, in-cylinder combustion pressure monitoring, and more. Grégoire goes on to break down the TDi-powered build he's best known for — his tube-frame Beetle hillclimber — which he's used in the last few years to come tantalisingly close to clinching the diesel win at Pikes Peak. After breaking the Bug down, Grégoire talks Andre through his new build, which he hopes will absolutely smash the diesel record at this month's 100th running of the Pikes Peak International Hillclimb. Based on a Radical chassis, the new car runs the same triple turbo TDi setup (with some extra added spice) and the same Porsche PDK gearbox, but with a considerable drop in weight and aerodynamic drag, as well as far superior handling and braking.The European diesel world isn't one that we've discussed much — if at all — on this podcast, so this conversation with Grégoire is a really interesting look at what makes these platforms tick, and how builders like Boxeer are getting serious performance out of them. As mentioned in this episode, you can find Skynam, the ECU Grégoire uses here: And if you want to follow Grégoire's progress, check out the Boxeer social channels below:IG: @Boxeer_FB: Boxeer - Diesel Motorsports and OverlandingYT: Gregoire S. BlachonWWW: boxeer.comLearn more about performance diesel engine tuning. Start instantly with 4 free lessons:
What considerations go into taking a 150HP engine and making it produce 600HP with huge cylinder pressures, reliably? When you want to double, triple or even octuple an engines output, at some stage you’re going to find the limitations of your factory block and head castings either in dramatic fashion or via constant repairs and rebuilds for ‘minor’ issues. In professional motorsport, either outcome is unacceptable.Want to learn how to EFI tune? Start with some free lessons right here: Mountain of MounTune runs Andre though some of the block failures they have seen during their engine development programs where very high cylinder pressures are seen to produce large amounts of low-end torque for World RX competition engines where they are running 4 times the power the engine would produce in factory trim.Discussed are the bore size, block weight, cylinder bore centers and other design parameters they must work within depending on class regulations, how they get away with the pressures a diesel engine would run in a steel block using aluminium instead, and some of the coatings they use on bore liners and piston rings to make it all work.David also gives some great insight into cast vs billet block production including some of the advantages when it comes to casting. We also learn how 4 week to 3-month production lead times for modern 3D computer-aided design (CAD) production via software like SolidWorks compares to the 5-6 month days of 2D drawings. Interestingly, even with the use of finite element analysis (FEA) a lot of real-world experience is drawn on to ensure a balance is found between the many, many considerations and tradeoffs that every design tweak carries.Lastly, we learn how MounTune avoids any issues with cylinder sleeves dropping, why the factory design for head studs is not optimal once you start running higher pressures, Nikasil coating use and how before any tools have been lifted the CAD process can be used to ensure those regulation weight targets are hit along with avoiding any major design flaws. While some of this technology seems like magic that does the work for you, in reality without that real-world experience and knowledge bank to draw on it’s useless. Just like any quality tool, the person in charge needs to know what they’re doing to get the desired results.
With CAD software becoming more and more accessible to the general public, a whole new world of possibilities is quickly opening up to the home enthusiast. This week's podcast guest, Kibbetech's Matthew Bernasconi, has spent his entire life immersed in CAD and mechanical engineering and knows this industry better than most.Use ‘PODCAST75’ for $75 off your first HPA course here: this episode, Matt and podcast host Andre Simon discuss the automotive design and engineering realm at length, starting with Matt's early introduction to, and obsession with, CAD as a teenager. With a mix of formal training and learning on the job, Matt tracks his career from lowly grunt at a speed shop, to designing for the aerospace industry, to now creating some seriously cool offroad race equipment with Kibbetech. Matt also goes deep into explaining how high-end 5-axis CNC mills operate, and what's required to get them producing perfect parts without destroying themselves — which, as we find out, is disturbingly easy to do. Popular CAD software options are also broken down, and Matt weighs in on the pros and cons of each. Form vs function, high strength vs low weight‚ mild steel vs stainless vs alloy — this episode is crammed full of great engineering knowledge and just the right amount of advice when it comes to both designing your own parts at home or embarking on a career path in the industry. Follow Matt and his incredible work here:IG: @matt_eight26FB: KibbetechWWW: kibbetech.comWant to start your own motorsport fabrication journey? Start here:
Automatic transmission tuning is becoming more necessary as the modern crop of vehicles move further and further away from manual options.Want to learn how to EFI tune? Start with some free lessons right here: Baggett of MoTeC USA runs us through some of the advantages a standalone transmission controller like the Ford 6R80 TCM and others that MoTeC has developed which allow tuners to take complete control of the transmission regardless of what brand standalone ECU is used for engine management.Also discussed is the reason why you can't just ignore the transmission after upgrading the engine to produce more power and how some safeties are included in order to help prevent damage to the transmission from poor user implemented torque management strategies.
Darren Palumbo of South Australia's Bullet Race Engineering joins us for this episode of the High Performance Academy Tuned In podcast. Specialising in billet blocks and heads, Bullet Race Engineering is a leader in near-indestructible engine components, and Darren takes us on a deep dive into his world of Solidworks and CNC mills.Use ‘PODCAST75’ for $75 off your first HPA course here: and creating an engine block out of a solid chunk of alloy is absolutely as complicated as you think. There's a huge amount of time and money that goes into just getting one product to market — Darren breaks it all down for us and also makes a good case for why going billet sooner rather than later can often be the best move for anyone looking to go seriously fast.With ultra-desirable engines like the RB26, 2JZ, or even SR20 becoming rarer and more expensive by the day, is there going to come a point where it makes more sense in the long run to just go billet instead of building from a factory motor?There's also a very interesting breakdown of why simply swapping to a billet block will result in a substantial bump in power, with no changes to any other components. Andre and Darren lastly talk about the interesting path he's taken to get where he is today with his business, and that includes the big mistakes that he's made along the way. As Darren explains, finding a gap in the market, dropping the big bucks on equipment, and having the right amount of knowledge is only part of what goes into making a business like Bullet Race Engineering successful.Check out Bullet Race Engineering here:IG: @bulletraceengineeringFB: Bullet Race EngineeringWWW: more about Performance Engine Building by coming along to the next FREE lesson:
This 1200HP RB26 powered R34 GT-R Skyline is always one of our favourites at the World Time Attack Challenge.Want to learn how to EFI tune? Start with some free lessons right here:’s easy to talk about the likes of this 1200HP RB26 power plant and just assume it’s going to be quick, but in reality, there is so much more to putting in a fast lap time than a few high power dyno runs and Mark McCoy of MoTeC is here to help explain where some drivability and pace is recovered using the R34’s 4WD system.With the factory Nissan Attesa controller removed a MoTeC dash takes over control of the setup allowing to start dialling in the basics via throttle position and speed through to enabling the team to dial in the system for every corner on the track according to lap distance.The advantages of lap distance vs GPS/GeoFence technology is discussed along with what data is used to help tune the setup along with how it all operates in the first place.
From the very infancy of import drag racing through to the current high-stakes, big-dollar world of professional Formula D competition, this week's Tuned In podcast guest has been at the forefront of it all.Use ‘PODCAST75’ for $75 off your first HPA course here: Papadakis joins us from Los Angeles for a great, in-depth conversation on a wide range of interesting topics, starting with his origin story that begins with a gig sweeping floors at an engine building shop. Stephan then goes on to discuss the very early days of import racing  — a time that saw his fledgling business, Papadakis Racing, go from complete unknown to household name within the burgeoning scene. Predictably, that means talking about fast Hondas.After a few years spent setting and resetting records on the quartermile, Stephan and his team saw an opportunity to jump into something entirely different when the US drift scene began to explode. The Papadakis Racing team was at the very crest of the wave, pushing just what was possible further and further, and Stephan talks us through that progression from glorified street car to the current crop of 1000hp+ grip monster FD machines. Host Andre Simon hones in one particular topic of interest — the development of Toyota's humble 2.5-litre 4-cylinder 2AR engine and its use in pro-level drifting. This turns into a pretty deep dive into the long process of taking an everyday motor and turning it into not just a competitive FD engine, but a championship-winning one too. How did he make the power, and more importantly, how did he make it reliable?Learn more about Performance Engine Building by coming along to the next FREE lesson:, the discussion then turns to the BMW B58 straight-six, as found in the Papadakis Racing Toyota GR Supra piloted by Fredric Aasbø. Stephan was one of the first guys in the aftermarket to get his hands on — and tear down — one of these motors and he has a lot to say about the B58's general design and construction, as well as how to extract big power from it.This episode is an excellent dive into the world of Papadakis Racing, and there's a whole lot of in-depth knowledge to be found for anyone who's interested in making cars go fast, reliably. If you haven't already, check out our episode with Stephan's driver Fredric Aasbø here: Stephan here:IG: @stephpapadakisYT: PapadakisRacingWWW:  
Is this the greatest 8 second 1970’s sleeper ever? At the latest World Time Attack Challenge Christian Goleby of Golebys Parts gave us a rundown on his daily driven 800HP KE36 Toyota Corolla which is one of the coolest sleepers we’ve ever seen, complete with steel rims!Want to learn how to EFI tune? Start with some free lessons right here: by a 1jz due to experience and strict Australian road legalities, discussed are some of the advantages and challenges of the VVTi setup Christian is using along with why they are using a 4 speed automatic that you don’t often see pulling 8 second passes.Interestingly the setup is only limited by the injectors which are at 98% duty cycle by 810WHP, which is a self-imposed restriction to just to ensure things don’t get any further out of hand. With Christian experimenting with increasing the Nitrous/NOS dose at launch until he could scrape the bumper, just the once for fun, we can completely understand the self-control pressure he is under with this monster 
Have you always avoided messing with late-model European vehicles? Does the idea of strapping a modern Audi, Merc, or BMW to the dyno sound like a bad one? Does the mere mention of WinOLS make you turn the other way? If you answered yes to any of those questions, bFlash's Aurélien Turban is here to help clear some things up.Use ‘PODCAST75’ for $75 off your first HPA course here: in Paris, Aurélien joins us for an interesting and in-depth conversation about the European side of the tuning market — admittedly not something that there's a lot of information out there about, nor something we get the opportunity to discuss very often on this podcast.Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better.Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better. Naturally, the conversation turns towards the increasing difficulty of using an aftermarket standalone ECU in these cars and the many advantages that reflashing the stock unit offers instead. Most of these OEM ECUs now use torque-based systems, and the guys spend some time discussing the ins and outs of working with this kind of setup. This episode is an interesting look behind the curtain of the late-model Euro reflashing world, and there are a lot of technical discussions around WinOLS, overcoming OEM security measures,  how the bFlash interface works, and much more. Follow bFlash here:IG: @bflash.euFB: @bFlash.euWWW: bflash.euWant to learn how to EFI tune? Start with some free lessons right here:
An F20 powered 960HP Honda S2000 work whip/drag car. This man is living the dream.At the latest TX2K we caught up with Stuart Leiby of T1 Race to talk about his excellently presented, Nyan Cat approved F20 Powered Honda S2000 drag car, that he also drives to work a few days a week.The car runs a ‘beefed up’ Honda F20 that had a casual 120,000 miles on the block before modification. The block has Golden Eagle Mfg sleeves to ensure it survives the 960HP output at 42 PSI of boost from the Precision 64-66 turbocharger along with Pauter Rods, CP Carrillo pistons, Brian Crower cam, Ferrea valve train components with copper valve seats and head work done by Watshop? A factory Honda crank and head gasket are used, but Inline Pro 12mm head studs are used to help it all stay together.A MoTeC M130 and C127 dash take care of the engine management and monitoring while a Quaife 6 speed sequential box helps get power to the ground along with the RPS carbon clutch, Magnus Motorsports flow control valve, RSS 5.9 axles, carbon driveshaft and Nissan R200 rear end. Ignite red, an E90 ethanol fuel blend is fed to the F20 via a set of Injector Dynamics ID1000 primary injectors and ID1700 secondaries via a brushless fuel pump.Stuart talks to Andre about how he can double the boost pressure on a prepared surface like that at Texas 2K compared to what can be run on the street, and traction control is also discussed along with his clutch slipper system. Also touched on is how the Honda 6 speed was stubbornly held onto until 600HP before switching to the Quaife box in order to maintain some reliability. Solid effort!Start learning how to reflash tune. Sign up for the next free lesson now:
Drivetrain systems are getting more and more complex, and that makes modifying them increasingly difficult. Thankfully, there are people out there like this week's Tuned In podcast guest, Jake Hershorin of Motiv Motorsport, poking and prodding in order to gain control and unleash all that potential power hidden within motors like BMW's B58, as used in the A90 Toyota Supra.Use ‘PODCAST75’ for $75 off your first HPA course here:, along with his partners Ty Sayman and Chris Kontos at Motiv Motorsport, is leading the charge when it comes to working with (and sometimes around) the complex control systems found in modern performance cars, and is currently producing a popular 'Reflex' standalone controller that allows for the addition of port injection to the direct-injected BMW B58.In this podcast, Jake and Andre get deep into how the controller works, as well as why you'd even need to add port injection to a capable motor like the B58 in the first place. Jake also details how — even though it wasn't the original plan — the tuning bug bit and he got into the business, as well as how that business has changed over the years, and his eventual migration from Japanese vehicles towards BMW platforms like the always-popular N54/55 turbo straight sixes. The pros and cons of 'e-tuning', AKA remote tuning, are also discussed — as are the finer details of direct injection, FlexRay, and the A90 GR Supra. If you're wanting to stay ahead of the curve as the automotive scene continues to grow more advanced every year, this discussion is one that'll be well worth listening to.Follow Motiv Motorsport here:IG: @motiv_motorsportFB: @motivmotorsportWWW: motivmotorsport.comWant to learn how to EFI tune? Start with some free lessons right here:
With a power range of up to 3500HP and the possibility of 200PSI of boost, this Cummins based diesel engine is producing more power than anyone can yet get to the ground efficiently.At PRI, Drew Pumphrey of D&J Precision Machine gave us some insight into what goes into tuning a high performance diesel engine using this 410 cubic inch Cummins based billet application as an example. Drew and the team around him have so far produced 3214 hp and 3351 lb/ft of torque with plenty left in the tank since this interview.Drew gives some tips on safe EGT temps for drag racing and towing rigs, along with an explanation on what starts to fail first when you start to push temperatures too far. The use of 1000HP+ of nitrous to get the most out of the 98mm turbo used in this application, and why you see tractor pullers using compound setups instead of nitrous is covered too 🤘Also discussed is how some racing setups prefer to keep things cool with more fuel, similar to a gasoline application, with AFRs around 12:1 to 14:1 however this carries more risk and as a by-product produces more smoke. For drag racing examples it is easier to use airflow to help reduce temperatures and keep things on the learner around 19:1 to 20:1 which gives a better safety margin and more control along with the ability to run nitrous setups from the likes of Nitrous Express.Learn more about performance diesel engine tuning. Start instantly with 4 free lessons:
Do you like power? Subarus? Going fast on dirt, gravel, snow, and tarmac? Detailed tech discussions? If so, we've got the perfect tech-heavy gem for you this week! Use ‘PODCAST75’ for $75 off your first HPA course here: host Andre Simon is joined by Dan Farley of Vermont SportsCar for this week's episode of the HPA Tuned In podcast. VSC is a long-time partner of Subaru Motorsports USA and Dan manages the powertrain department at the Vermont-based company's incredible facility. This means he's an absolute goldmine of knowledge when it comes to building boxers capable of handling the gruelling conditions seen in rally, rallycross, and gymkhana — and yes, that includes Travis Pastrana's monster gymkhana builds.Dan kicks off by discussing how he used education to work his way into the privileged position he finds himself in today, building some of the most impressive Subaru drivelines that the world has ever seen. Dan's work with the Subaru boxer engine is undoubtedly the main focus of this podcast, and there's a lot of fascinating information to be gleaned around how a high-end outfit like VSC goes about building a Subaru that can make big power, take a hammering all day long, and still make that same power on the dyno at the end of a gruelling season with zero complaints.This episode also features some great discussions around headgasket solutions when you're running 4 bar of boost and massive cylinder pressures, dealing with the restrictors that many rally and rallycross competitions mandate, billet vs cast Subaru blocks, as well as a great look into anti-lag strategies.  Find out more about Vermont SportsCar here:FB: VermontSportsCarIG: @vermont.sportscarYT: Subaru Launch Controlwww: vtcar.comLearn more about Performance Engine Building by coming along to the next FREE lesson:
How do you dyno tune an F1 car and how hard is it to replace their specialist electronics in order to keep the cars running?Originally touted as a 740bhp at 17,000 RPM 3L V10 engine, Milan of PerSysTec gives us a rundown on the 650HP, 16,000 RPM 1997 Williams FW19 car that helped earn both the constructors title plus first and second places in the driver's championship for Jacques Villeneuve and Heinz-Harald Frentzen. Discussed are how the electronics on what is now a classic F1 car can be modernized, the level of integration that involves along with some of the reasons this was required.Despite the car still being an impressive piece of kit and well ahead of the technology trend that we see filtering down to our own personal cars, unsurprisingly, there is not much on the Williams FW19 that was ever mass-produced to supply the car with spares 20+ years into the future. Combine this with the fact that computer technology from the time now has legacy status and many of the talented people who worked on tuning the original Magneti Marelli ECU have long since changed careers or retired, it’s only natural a modern Cosworth ECU that is used at professional levels of motorsport today such as LMP1 and LMP2 is instead utilized.The original Williams VCM that controls the cars remaining hydraulic systems (clutch, gearbox) has been retained due to the fact parts and support are still available from the team. Interestingly, the latest version of CAN Bus was published in 1991 (CAN 2.0B) and utilized in F1 shortly after so it is surprisingly easy to integrate this into the modern Cosworth ECU right back to the 1992 FW14B. While capable of a lot more, in this application the Cosworth ECU is in some cases left in the backseat simply as a failsafe to shut down the engine if any other systems run into trouble.While all of this electronic work is essentially irreversible, it does mean that with some RPM limits and ignition cut safeties in place the car can still be driven by a professional driver at events such as the Goodwood Festival of Speed. Hearing the V10 Renault RS9 run is certainly something we enjoy a lot more than staring at a static display piece personally.Want to learn how to EFI tune? Start with some free lessons right here:
This week's HPA Tuned In podcast guest, Anthony Daher of Dahtone Racing, is an expert on all things Nissan RB and Skyline GT-R.  Use ‘PODCAST75’ for $75 off your first HPA course here: in Sydney Australia, Anthony is a wealth of knowledge when it comes to Nissan's legendary R32-34 GT-R platform and its enduring RB26 powerplant. Over a couple of decades worth of experience building and racing countless Skylines, he's learnt everything there is to know about these imperfect pieces of 90s engineering and is more than happy to drop some of that knowledge during his conversation with our host, Andre Simon.This episode is a real deep dive into the RB world as Anthony and Andre look into Nissan's legendary straight-six to discuss its strengths and its weaknesses, how to overcome the engineering shortfalls, as well as how to get the absolute most out of it.Anthony also takes the time to discuss the business side of the equation, talking us through how he started his Dahtone Racing shop, the lessons he's learnt, and what he thinks is key to running a successful company in the aftermarket performance industry. There's plenty of good advice here for anyone wanting to sharpen up their performance business or looking to start something new. Before wrapping up, Anthony also discusses the ins and outs of the two-time WTAC-winning Hammerhead Nissan S13 Silvia, which his shop is now looking after since it changed hands last year. Even if RBs and GT-Rs aren't your thing, this episode makes for a great listen for anyone with an interest in engine building, motorsport, or business success in the industry.Follow Anthony's work here:FB: Dahtone RacingIG: @dahtone_racingLearn more about Performance Engine Building by coming along to the next FREE lesson:
Forged pistons are better than cast in the aftermarket performance world, but why?Using JE Ultra Series pistons for the example with Jeremy at The Sema Show we dive into how forged pistons hold up better to knock/detonation, can handle more boost pressure/load and heat as well as having greater tensile strength. When it comes to the JE Ultra Series line these forged pistons also have a ceramic coating that helps keep the heat where you want it in the combustion chamber and away from the bottom end of your engine.JE''s 'perfect skirt coating is also discussed along with how a window is left in the coating which allows machinists to still make accurate measurements when preparing the block. Also discussed is how JE forged pistons also have an aligned grain structure due to their production technique which allows JE to have the grain optimised in high-stress areas of the piston for extra strength (up to 20% but it will depend on the specific piston design).Not discussed directly but an important aspect of the likes of JE's perfect skirt application is how it not only reduces friction as you would assume but in the case of forged pistons also helps eliminate the piston slap they usually have from cold start as well as false knock.Lateral and vertical gas ports which allow your piston to seal against the bore are also explained along with the reason pistons have an accumulator groove and of course how the JE Ultra Series pistons come with their Alloy Steel 9310 wrist pins which offer superior tensile strength.Learn more about Performance Engine Building by coming along to the next FREE lesson: 
Download from Google Play
Download from App Store