Tuned In

What’s the difference between a high-end professional motorsport ECU from Bosch and the consumer-level stuff we’re more used to dealing with from manufacturers like MoTeC, EmTron, or Haltech? Does your race car really need motorsport-specific ABS, or will the factory equipment do the job just fine? And why does the European hill climb scene consistently produce some of the coolest race cars in the world? All these questions, plus many more, are answered by this week’s Tuned In podcast guest, Mikko Kataja of VHT Racing. Use “VHTRACING300” to get $300 OFF our VIP Package: https://hpcdmy.co/vipbBeing Finnish, it’s not much of a surprise that Mikko grew up around motorsport, and rally in particular. Some of Mikko’s earliest memories involve helping his father and family friends in the pits at rally events across Finland. It seemed pre-ordained then, that Mikko would find himself stepping into motorsport as a career once leaving high school. After training in two motorsport-specific schools, running his own tuning business, and working for various race teams and OEMs worldwide, Mikko found himself living in Germany and working for Bosch Motorsport as an engineer, where he still is today. This all puts Mikko in the perfect position to answer our burning questions about all things motorsport electronics and European hillclimbing — an arena in which he has competed for many years now. This conversation begins with a dive into the Finnish motorsport scene, attempting to answer the age-old question of why so many legendary drivers come from this big country with its tiny population. We cover Mikko’s early days competing in rally, circuit racing, and rally sprints — the very flat Finland’s version of a hill climb. This next brings us to Mikko’s faithful hillclimb KP Toyota Starlet, a car that he’s been campaigning and developing for over two decades now. Mikko talks us through the many iterations that the Starlet has seen over the years, and all the learnings he’s gained from trying different setups in the suspension, driveline, and engine department — from pushing a 4A-GE just about as far as you could possibly go, to the Radical Precision Engineering Hayabusa V8 setup that he’s currently using to great success in the European Hillclimb Championship. This Starlet has a fantastic development story, going from a 2K-powered hack to a monstrously fast, big-winged, screaming weapon bristling with the latest ultra-high-end Bosch motorsport electronics.As you’d expect, this brings us to Mikko’s work at Bosch Motorsport, where we take a deep dive into what sets pricey Bosch ECUs apart from more consumer-grade offerings that we’re all more familiar with. We also take some time out to really understand motorsport ABS, as this is something that Mikko works with on a daily basis and uses in his own race car. Follow Mikko here:IG: @vhtracingFB: VHTRacing EngineeringYT: VHTRacingDon't forget, you can use “VHTRACING300” to get $300 OFF our VIP Package: https://hpcdmy.co/vipb

No competent driver likes a car that moves around under braking and is lazy to turn in or out of a corner for no good reason, so they throw many OEM suspension components in the rubbish bin, including factory rubber bushings. Why?Want to learn how to set up the suspension on your car properly? Here's the place to do it: https://hpcdmy.co/handlebJames Bourn of Powerflex explains that while rubber bushings, aka bushes, provided by the OEM are good at cutting back noise, vibration and harshness (NVH), they are not made to last, nor are they made to perform. They are made to tick the right boxes for the price without compromising handling so much that they get land vehicles with poor safety ratings, as well as lasting just long enough to not be a warranty claim.For better performance, one alternative is to remove as much compliance as possible using solid bushes, mounts and spherical bearings etc., such as you find in many dedicated motorsport applications. But this, 100% without fail, introduces incredible NVH that is white noise on a race track and permanent hearing loss inflicting, or divorce, territory on the road.Instead of solid mounts or rubber, we can have our cake and eat it too with polyurethane options instead which offer less compliance than OEM rubber bushes along with a longer lifespan, to the point they come with a lifetime warranty (but only for road and classic car use, NOT the BLACK SERIES aimed at motorsport sadly!), along with levels of NVH that won't give you PTSD from a 12-hour cross country road trip.On top of that, polyurethane bushes will give you, the driver, more confidence in the vehicle leading to more consistent lap times and pace, making better use of all that time and money it takes to get your car out on track in the first place.

Have you ever needed to get a part custom-made and been shocked at just how much it cost? In this episode of Tuned In, we sit down with Dan Melling from Kiwi CNC to find out exactly what’s involved in making bespoke one-off parts — from the initial measurements to the 3D modelling, to the prototyping, and to the milling and finishing of the final product. Once you’re done with this episode, you’re going to have a solid understanding of machining in the motorsport world, and maybe even pick up a few ways you can do some of the leg work yourself to save on the final bill. Use “KIWICNC50” to get 50% OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADbGrowing up, all Dan wanted to be was an Air Force pilot, gaining his pilot's license while still in high school and then joining the New Zealand Air Force as soon as he could. While the pilot gig didn’t work out, Dan was still exposed to the world of machining, quickly building up his knowledge and skills while still in uniform. Once it was time to venture out into the civilian world, Dan worked in the aeronautical industry designing and machining parts from scratch before eventually deciding to commit to starting his own business catering to high-end automotive machine work. Thus, KiwiCNC was born. Over the following years, Dan crafted a business that produces some of the prettiest billet components produced anywhere in the world, covering everything from sumps to suspension parts, diff covers, and plenty of one-off custom work. In this episode, we get Dan to break down every aspect of his business and explain it thoroughly. This covers everything from the bare minimum amount of equipment to start a machine shop, the prototyping process, how CNC machines actually work and what’s needed to run them, plus much more.We also cover 3D modelling and discuss whether generative design is actually useful in the real world and not just the latest buzzword. Dan then lays down a great impromptu 3D printer buyer’s guide and some excellent lessons he’s learnt running a small business that caters to customers who are willing to spend big money for the products he’s able to produce. Even if you have no interest in getting into machining yourself, the knowledge found in this episode is going to be invaluable when the time comes to design your own parts and find someone to create them.Watch the amphibious van news segment here: https://youtu.be/HDzTE_a0VYQ?si=Ge6hnJw1yhfW0ZDpFollow KiwiCNC here:IG: @kiwicncFB: Kiwi CNC LtdWWW: kiwicnc.comDon’t forget, you can use “KIWICNC50” to get 50% OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb

Data logging can seem daunting, but ultimately for limited costs and inputs, it can help make you much, much faster on track than many realise.Massively improve your driving with our Data Analysis courses: https://hpcdmy.co/databIt's generally assumed that you need to be a Race Engineer or have access to a team of them to make the most of data, but as Roger from AiM Sportline highlights, that just simply isn't the case. With a few main inputs, specifically speed, lateral and longitudinal g-forces, and your GPS position on track, it's possible to see where on track, or even map one out, you're fastest and slowest, as well as calculating your lap times.What channels should be added from there is covered, along with the fact that many modern vehicles have these sensors as OEM standard, just waiting for you to tap into them.With a unit like the AiM Sportline Solo2, a standalone data logging device, you can use this data to work out split times around the track, set reference laps and in realtime see where you are by comparison to that reference or your lap times throughout the day.Roger also explains how the inaccuracies of GPS/GLONASS about positional data are not a major setback these days, both about the number of satellites in the sky and the accuracy of relative data.

The Toyota 86/Subaru BRZ platform is extremely popular in the enthusiast market for plenty of reasons. It’s simple, it’s rear-wheel-drive, it handles, it’s cheap — and there are few platforms out there that have the kind of aftermarket support that the ZN6 has. This is all to say that building one of these cars to a level where it stands above the rest takes something a little special. Cam Cocalis, this week’s guest, knows this all too well, having built one of the most impressive 86s out there, and one that was good enough to find its way into the top 12 of last year’s SEMA Battle of the Builders competition.Use “CAM100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackagebCam has built something pretty special. It’s one of the wildest ZN6s on the planet with a tube frame front and rear end, expansive cage, wild LS3 powerplant, custom cantilever suspension, and much more. The best part? Cam is only 22, and everything he’s done to this car — design, fabrication, paint, wiring, and more — were skills that he learnt himself using the power of the internet. In this episode, we talk to Cam about how he became obsessed with the ZN6 platform in his teenage years (which wasn’t that long ago to be fair), culminating at 17 years old when he bought this very FRS as his first car. With Cam’s other main interest being art, he was able to transfer his creative side into the automotive world. We then jump into a full build breakdown on the Scion itself, in which Cam takes us through the whats, whys, and hows of the car. This machine went from your typical Rocket Bunny bagged-on-big-wheels 86 build to something worthy of SEMA glory, so there’s a lot to cover.Cam also discusses wiring, design, and fabrication at length, covering his ethos behind many of the choices he made on the fabrication side, as well as a breakdown of all the tools he uses in his home garage — the total cost of which might shock you.This episode shows you that you don’t have to be a professional in the industry or have the best gear in order to build top-level vehicles — you just need the right ideas, motivation, and a healthy internet connection. Let this conversation with Cam Cocalis provide the inspiration you need to get started. Dont forget, you can use “CAM100” to get $100 OFF HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackagebFollow Cam here:IG: @cam.cocalisYT: Cam Cocalis

Get the what, how and why on the 6.0L LS-powered Nissan Frontier, aka Navara from owner/builder Stephen Dorrick of @LOJConversions.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inA 700hp+ 6.0L  LS engine owing around 6k USD powered this rather porky 4720lbs (2100kg) chassis to 2nd place in the GTT @optimabatteries Ultimate Street Car Invitational at @semashow. Build wise forged @MAHLEGroup pistons and @Lunatipower connecting rods are used along with @KingBearings engine bearings, ported LS3 head and aftermarket cams. The twin @BorgWarnerCorporate Airwerks  S257 SX-E run around 13psi but there is room to go up to 20psi on occasion thanks in part to the use of an E50 flavoured ethanol fuel blend.A @haltech Elite 2500 manages the engine with an I/O expander to increase sensor inputs for a well set up and nicely prioritised engine protection strategy. This Nissan is AWD with the use of a TR6060 mated to a transfer case from a Chevy Blazer which gave Stephen an easier job of using the likes of a Y62 Patrol rear diff with that rear end seeing 70% of the torque split.The LS retains a wet sump, however, it has been modified and an Accusump is fitted for extra insurance and with essentially only @vikingperformance2574 Berserker coil-overs fitted there are plans to upgrade much of the suspension components in the future to remove excess compliance as well as a focus on weight reduction.

Have you ever dreamt of climbing to the very top of your chosen motorsport and beating the world’s best? That’s exactly what Hayden Paddon, this week’s podcast guest, has done. As a past WRC round winner and current European Rally Champion, Hayden is a wealth of knowledge on all things rally, and spends some time in this episode talking through us through what life is like at the highest levels of the sport, what the future of rally might look like, and much more.  Use “PADDON100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdaybBorn in a little town in the South Island of New Zealand, Hayden Paddon was introduced to the world of motorsport early thanks to his rally-driving father. Racing karts and rally events growing up, Hayden went from strength to strength before claiming the first of five national rally titles in 2008. Hayden then burst onto the world stage, becoming the PWRC world champion in 2011, and soon found his way into the big leagues with the factory Hyundai WRC team, claiming a hard-fought win in 2016’s Rally of Argentina. For any driver outside of Europe to get a seat in a factory WRC team is impressive — let alone a round win. It sounds like a fairytale, but the reality is of course very different — it’s been far from all rainbows and unicorns, and Hayden opens up in this episode about just how hard the journey to the top is. And then staying there? Well that’s even harder still. Hayden talks us through the various machinations, politics, and extreme levels of pressure at this elite level of motorsport — and this includes some really good advice around getting and, more importantly, keeping sponsors. These days, when he’s not dominating the European Rally Championship, recently becoming the first non-European to win it, Hayden spends as much time back home in New Zealand as possible, developing his own take on the possible future of the sport in his Hyundai Kona EV rally weapon. Hayden breaks down the build, explaining how it all works and what advantages and disadvantages an electric vehicle has over the traditional ICE-powered rally car. This episode provides a fantastic look inside the world of WRC, covering everything from the insane stress of leading a rally with a seven-time world champion only two seconds behind, to how a co-driver and driver relationship actually works, and much more. *NOTE* At the time of recording, Hayden was yet to secure this year’s European Rally Championship.Don’t forget, use “PADDON100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdaybFollow Hayden here:IG: @haydenpaddonFB: Hayden PaddonWWW: haydenpaddon.com

The legendary title-winning GT300 350Z Nissan hits the Time Attack scene. Get some insight into a factory race car setup including BoP restrictions & more in this [TECH TOUR].Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inRestricted to 300hp for class rules, this VQ35DE powered JGTC (Now Super GT) Z33 350z interesting sees up to 480hp due to some clever intake work by Nismo according to owner and driver Dale Malone of DM Motorsport with a maximum output of 580hp being a potential, but only for a short period of time mainly due to harmonics being an issue at high RPM.The car runs an older Pectel Cosworth electronics package with Windows 95 still being the required OS to run the tuning software. While it's great to keep things original, complications like this are one of the reasons why we see many people update the electronics in older racing platforms in order to give more flexibility and even increase reliability with the modern crop of ECU's and sensors we have available nowadays.One of the interesting aspects of this car is the 28l intake and airbox which allowed for an extra boost of power coming out of the corners before the intake restrictors, the size of which was dictated by the circuit back when it was a factory race car with teams having a range of engine maps to suit.Common to motorsport applications a Hewland split shaft transmission which allows for individual gear ratio adjustment and a PI Research data logging system is in place however other than the general engine inputs for the World Time Attack Challenge, shock potentiometers are the only added extra for the moment along with a GT500 aero setup, GT500 being a less restrictive class in the same series at the time.

With enough effort and development time, where's the limit on how much power you can extract from an engine? On this episode, Mark Mazurowski of Mazworx is here to talk about his own experiences in doing just that with Nissan’s iconic 90s workhorse, the four-cylinder SR20. Use “MAZWORX50” to get 50% OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebMazworx is a well-known name in the industry — particularly if you have an interest in imports, but prior to starting the company two decades ago, owner Mark Mazurowski was about as far from the Japanese performance scene as you could get — being way more interested in classic domestic muscle.That all changed after enlisting in the US Marines, which eventually saw him posted to Japan, where he was exposed to the JDM sports car scene in what was inarguably its golden era of the mid-nineties. When the time came to leave, Mark was able to ship his personal S13 back to the States just in time to catch the explosion of US import culture. One mechanical engineering degree later, and Mark waded into the deep end by starting his own business.In this episode, Mark talks about how Mazworx quickly became the go-to outfit for all things Nissan SR20, as well as the many business successes and failures he’s seen over the years and the lessons he’s learned along the way.As we run Mazworx products on our own SR20VE-powered Toyota 86 endurance car, Andre couldn’t pass up the opportunity to pick Mark’s brain and extract plenty of hard-to-come-by SR knowledge. As you can imagine, this means the conversation goes way deep into Nissan’s best-known four-cylinder, and there’s a lot of wisdom to be found. Mark also discusses his SR20 billet blocks, as well as his own drag car, which runs a 2000hp version of the billet motor and was once the world’s quickest and fastest four-cylinder. Times have moved on since, and the car is now sitting in seventh place… but there are plans afoot to take that record back by pushing boost way up to figures nearing 200psi, which should see somewhere north of an insane 3000hp using a compound turbo setup. With some great insight into what makes a tuning shop actually profitable instead of perpetually treading water, as well as an interesting comparison between the SR20 and the new gold standard Honda K20, there’s a lot to chew on in this great episode of Tuned In with Mark Mazurowski of Mazworx.Don’t forget, use “MAZWORX50” to get 50% OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebFollow Mazworx here:IG: @mazworxFB: Mazworx Racing EnginesWWW: mazworx.com

This 1973 Datsun 240Z (S30) is an excellent example of modernising an older vehicle for competition motorsports, and still driving it home afterwards complete with aftermarket ABS!Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith double the stock horsepower via a 3L Nissan L28 with custom pistons, rods, cam, and a ported N42 head care of Datsun Spirit Inc, Darren Garvin's 240Z (aka Nissan Fairlady Z) was a standout from the crowd at the 2022 OPTIMA street car challenge.An Electromotive electronics package has been utilised to help take the car from its factory 150hp (at the crank) carbed output to 300hp at the wheels, with the ATI harmonic damper holding a hall effect trigger setup and the TPS and MAP sensors being used as load inputs and a Jenvey Dynamics 50mm ITB setup on intake duty. Also discussed are other considerations around a carb to EFI conversion.A faster car needs better brakes, with the factory setup, including drum brakes on the rear, being retired in favour of an Arizonzacar brake package that includes Willwood 4 piston callipers and 12.5" rotors. The car also utilises an ABS system from an E46 M3 BMW, and Darren runs us through the requirements, including yaw, pressure and speed sensors.The drivetrain sees a 240SX gearbox mated to a 280Z bell housing, Quaife diff and CV axles to put the power to the ground, and a shortened driveshaft and Techno Toy mount kit to help get and keep it all in place.With most owners ditching their L series in favour of an RB26 or LS V8, it's nice to see this 240Z chassis simply modernised vs radicalised and with 40-50hp more as planned, this car is undoubtedly going to be even more of a weapon on track.

There’s no denying that the C6 Corvette is an excellent sports car platform, but it’s probably not the first option that many people reach for when looking to put together an ultra-competitive top-level time attack car. Feras Qartoumy clearly understands its potential, though. He’s not only built a competitive Corvette — he’s built an absolute monster that doesn’t just take podiums, it smashes plenty of outright lap records too.Use “FERAS100” to get $100 OFF our HPA Track Day Package: hpcdmy.co/trackdaybIf you’ve been following time attack in the US at all, Feras Qartoumy is a name you’re probably already familiar with. Along with his trusty Corvette, Feras has set and reset many lap records on circuits around the US, consistently proving to be the man to beat.In this episode, Feras first talks us through how he built up the skills he uses to build and improve his rapid Corvette, before diving into his racing history that started with karts and pro-touring muscle cars.The sport of time attack is next on the table, as Feras breaks down the format, explaining how it all works and the differences between time attack in the US versus locations like Australia and Japan.The conversation next dives deep into Feras’ dominating twin-turbo C6 Corvette. All aspects of the car are broken down and explained, from the powerplant to the suspension, to the aerodynamics package, and much more. Feras goes into an excellent amount of detail in explaining why he made the decisions he did when putting this build together, and just why he thinks the car is as fast as it is. To be clear, although this definitely isn’t a super cheap build, it’s also not an open-chequebook project either, and there’s some great insight in this episode when it comes to getting the most speed out of your dollar. This conversation also covers the centrifugal blower vs turbo argument, building engines for time attack racing, motorsport traction control, how Feras fabricated his own aero package for the car, and a whole lot more. With the Corvette currently on its way to Sydney for this year’s World Time Attack Challenge, we’re looking forward to seeing just what this all-American record-breaking machine and its driver can accomplish on a world stage. Watch our SEMA 2022 interview with Feras here: youtu.be/xhcPXKrw1awAs mentioned, you can listen to our episode with Andrew Brilliant here, and our episode with Paul Lucas of Verus Engineering here. Don’t forget, use “FERAS100” to get $100 OFF our HPA Track Day Package: hpcdmy.co/trackdaybFollow Feras here:IG: @feras_qartoumyYT: Feras Qartoumy

What do you know about rocket antilag systems? Not much? Good, you're going to love this then.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSporting a 1200hp LS7-based engine, Mike DuSolds 1967 Chevrolet Camaro has been 'slightly' modified for competition motorsport anywhere from sea level, to 14,000ft (4,300m). Time attack, hill climbs, street car challenges, this car does it all and more. With power at altitude a major focus of the current specs, the Dart Machinery block, 6 bolt GM Performance Parts LandSpeed Developments ported cylinder head and Shauns Custom Alloy intake are just a few parts that help the car produce torque low down and keep the 88mm Garrett turbo forcing air as it should. A MoTeC ECU is used with a custom Motorsport Electronics firmware package is used to control this race cars somewhat unique setup.Some clever suspension design and adjustment points which allow quick motion ratio changes that don't impact on overall car setup is just one feature the custom tube framed chassis offers with a transaxle rear (SADEV and Corvette combo) and approx 1450kg total weight.Mike also gives a great explanation on camber gain and their prototype/simplified rocket antilag system (ALS) that has been so successful there has been no need to produce the 'real' version just yet with some more testing and insight required to understand what makes what shouldn't work on paper amazing in reality. Another surprise discovery in the quest for peak performance racing up the side of a mountain was the exhaust size and pressure ratios seeing the setup run what a N/A engine normally would with again the real data tearing up the notebook.

Drive nearly a thousand miles cross country, sit in traffic for hours, and spend your days laying down five and six-second ETs at the drag strip for a week solid? ‘Drag and drive’ events are a unique form of torture for some of the world’s fastest street cars. In this episode, Steve of Steve Morris Engines is on the podcast to tell us how he builds a 4500+hp motor that can handle that kind of punishment. Use “STEVEMORRIS100” to get $100 OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebSteve Morris is one of the true legends of the drag engine building scene, and in this episode, we start by getting an interesting look into the convoluted path that his career and business took to get where it is today. That business is best known for its extremely high horsepower boosted V8 packages — especially the all-billet SMX and SML engines. One of the biggest selling points of these insane engines is that they’re street-capable, and have proven themselves time and time again in tortuous drag and drive events across the States. These events require a car to be able to carry all its own spares (usually by towing a small trailer) and drive large distances between race venues within a one-week period — occasionally sitting in traffic for extended periods of time. Steve goes into detail on the unique challenges this form of racing presents and how he builds engines for it that are up to the task, giving up some tasty engine-building insight and knowledge carved from years worth of research and development.With some great conversations around the age-old superchargers versus turbochargers debate, favoured ECU options for this type of racing, the usefulness and reliability of electronic wastegates and more, this episode is well worth a listen. Don’t forget, use “STEVEMORRIS100” to get $100 OFF our HPA Engine Building Starter Package: hpcdmy.co/enginepackagebFollow Sam here:IG: @stevemorrisenginesFB: Steve Morris EnginesYT: Steve Morris EnginesWWW: stevemorrisengines.com 

DCT considerations, GT-R vs Huracan, horsepower vs car setup, this interview has it all.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inCompetition between the Audi R8, Lamborghini Huracan and long-established Nissan R35 GT-R platforms has been heating up in the drag racing world for some time, and our next guest is no stranger to being at the pointy end of the time sheets in more than one of these packages.Jordan Martins Prime Cuts Chop Shop Lamborghini Huracan, the @AMSPerformance  Alpha Omega 'dragbo' is an impressive car, and at @semashow he gave us some insight into this specific package which at the time of filming saw it being the 2nd fastest Huracan on the 1/4.Sporting twin @GarrettTurbos G42-1450 pushing 37-39psi of boost through the 5.2-litre @Lamborghini V10 has gone from 600hp (naturally aspirated) to well over 2000hp while retaining the stock block, and bores with a factory rotating assembly even seeing solid reliability up to the 1200-1300hp range. Some comparisons around this and the VR38 in the R35 platform are discussed along with when a billet block might be considered down the line.Also touched on is the importance of the @MoTeCAustralia traction control setup for helping launch the car, ideally without wheeling which this platform is inherently prone to doing, along with the chassis, tyre and JRZ suspension setup vs just dumping more and more power into the equation in the quest for faster passes. Drag racing with a dual clutch transmission (DCT) is also a topic we get into again drawing some comparisons to the R35 platform with a nod to John Reed Racings polished development in this area.The goal for Jordan and the team are to get into the 6's with this platform, and we have no reason to believe they won't reach this goal and beyond.

You might not know the name, but you’ve probably seen Sam Albert’s Subaru WRX online. Powered by a screaming 4.3-litre Ferrari V8, Sam’s flame-spitting AWD rally car is fast, it’s cool, and it sounds amazing … But why go to all that trouble when Subaru’s own EJ drivetrain — the one that this car uses from the factory — has proven itself a capable championship-winning setup since the late eighties? Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverbThis episode of Tuned In kicks off with a look into Sam’s history with cars and rallying — something he first competed in back in 2010. He’s also spent time as a driving instructor for DirtFish, so we couldn’t pass up the opportunity to discuss driving techniques like weight transfer, left-foot braking, handbrake turns, and much more. Sam also gives us some key tips on how someone new to the sport of rally is best to get into it and start building their first race car. We then get to the meat and potatoes of the episode, as Sam gives us a full rundown of his incredible Ferrari-powered NA-AWD class build. This conversation covers all aspects — starting with why he decided to go down this route — with a car he bought off the lot brand new, no less — in the first place. Sam then discusses what led him to the Ferrari V8, how he worked around the rule book to build something unique, as well as the many challenges that came with fitting a motor like this into his Subaru shell. It’s important to note that Sam doesn’t actually work in the automotive industry as a professional but instead learnt how to do things himself, including using HPA’s courses to learn how to wire his car. He’s also learning 3D modelling in order to design one-off parts for the Subaru — something that comes in handy for a one-off project like this. With some informative conversations covering tuning around inlet restrictors, the pros and cons of other engines that were also considered, as well as a great explanation of what the car is like to drive and what gives it an edge, there’s a whole lot of interesting topics to dive into in this episode. Don’t forget, Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverbFollow Sam here:IG: @samalbertrallyFB: Sam Albert RallyYT: Sam Albert RallyWWW: samalbertrally.com  

CAD is the future, and the future is here, but is an engineering degree a necessity to break into this world for your own projects or even professionally? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAs the man in charge of this side of the business, Dmitriy Orlov of BBI Autosport is no stranger to computer-aided design (CAD) and the manufacturing processes that take things from screen to 3D printer, CNC machine or even paper template.Leaning on his years of practical experience in the industry Dmitriy covers a huge range of valuable topics to anyone interested in learning how to use tools like CAD themselves including where to start (small) and when you should be creative vs pragmatic in relation to design vs manufacturing as well as dealing with the old 'you have to be an engineer to make parts' statement many love to make.Also discussed is some insight into the Hoonipigasus project which saw multiple people working on a range of software including Autodesk Alias & Fusion 360, SOLIDWORKS, & Siemens Solid Edge, all at the same time and in a very short time frame.Tools like generative flow, generative design and the ease of adding constraints to match manufacturing restrictions as well as 3rd party manufacturing options are touched on as well as the general excitement of what is to come in the future. Remember, the best time to start learning a skill you are interested in is now, and the best applications are projects you are interested in finding solutions for/on.

More engine capacity, bigger turbos, wider rubber. As enthusiasts, we’re almost hard-wired to want more of everything. In the motorsport world, however, bigger often isn’t better and it sometimes takes experience — often gained through painful lessons — to properly understand that and to build a car right. No one knows this better than this week’s guest, Jimmy Assaad of Evolution Racing Supplies.Use “ERS100” to get $100 OFF our HPA Track Day Package here: hpcdmy.co/trackdaybJimmy started off his automotive life like many Sydney kids of the era — with a love for Mazda rotaries. That all changed the day he lined up for a friendly race with a mate that owned a Mitsubishi Evo. After seeing what that platform could do against the RX-7 he owned at the time, Jimmy pivoted away from rotary life and dove headfirst into the world of fast Mitsubishis. From that point on, he’s built a string of rapid Evos, running quick times at the dragstrip before deciding to try his hand at circuit racing by building a monster Evo VI RS, set up to take on the fiercely-contested Clubsprint class at World Time Attack Challenge. In this episode, Jimmy breaks down his championship-winning Evo, discussing the lessons learnt in the car’s development, as well as his decision to change up the build with a less-is-more ethos as the main driving force. Besides building rapid Mitsubishis, Jimmy also decided to leave his profession as a plumber nearly a decade ago in order to turn his passion into a living, starting Evolution Racing Supplies. What started as a side hustle finding and dismantling Evos for resale to like-minded people has become a thriving business that employs numerous staff wrecking a range of different performance vehicles, as well as full workshop services and aftermarket parts sales. Jimmy is able to provide a really interesting look into the high-performance vehicle dismantling business — something that we’ve never really discussed on this podcast before. There are plenty of great chats in this episode about all things Evo, covering all generations as well as all the great Mitsubishi acronyms — MIVEC, ACD, S-AYC — and much, much more. Take a better look at Jimmy’s Evo VI RS here: https://youtu.be/QEjaA1fwncgFollow Evolution Race Spares here:IG: @evolutionracingsparesFB: ERS Evolution Racing SparesYT: Evolution Racing Spares OfficialWWW: evolutionracingspares.com.auPH: 0430 805 359Don’t forget, Use “ERS100” to get $100 OFF our HPA Track Day Package here: hpcdmy.co/trackdayb

Laser welding in industrial environments is becoming more and more popular than traditional MIG welding and TIG welding methods, but why?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSerra Laser's Evan Shea runs us through some of the differences and similarities of a laser welder compared to TIG welding, including why a laser weld can not only be faster but also stronger and cheaper than a TIG weld.Using the IPG LightWELD 1500 laser welder as the example, we take a look at what shielding gas is used between nitrogen gas and argon gas with a laser welder for copper, aluminium, titanium, steel, stainless steel & nickel alloys as well as discussing if back purging is still required.Material preparation and fit up are also talked about, along with a laser welder's ability to put less heat into your material while being 4 x faster or more in some cases than TIG welding and at least 2 x faster than MIG welding while still being able to weld material as thick as 6.35mm (1/4") with good penetration.While the price of laser welding machines is out of reach for most home welders for the moment, this is a technology that has already seen a significant reduction in price over just the last few years as well as the portability (not discussed) of laser welding units improving as well.We're excited to see where laser welding continues to head in the future regarding motorsport fabrication across all levels, from local club racing to professional race builds.

While you might be able to get away with a little sloppiness when building an engine for a street car, that’s not going to fly when it comes to dedicated race engines. In this episode, we sit down with Tom Hughes from Hughes Race Engineering to discuss exactly why that is, how we can ensure we’re building our engines right, what makes a great naturally aspirated race engine build, and much more.Use “HUGHES50” to get 50% off our HPA Practical Engine Building Course here: hpcdmy.co/practicalenginebThe conversation this week kicks off with Tom’s background and journey towards owning and operating his own high-end engine building business. Tom went through the apprenticeship route, first starting out learning the trade at a reputable race engine builder, before pivoting towards rocketry of all things.After a few years spent building rocket engines for New Zealand’s Rocket Lab, Tom decided to put the house up for sale and bet it all on what would become Hughes Race Engineering, which focuses on high-end race engine builds. While the business spends plenty of time building monster RB26s, 3S-GEs, and even GR Yaris G16E-GTSs, Tom’s speciality is Toyota’s venerable 1UZ-FE quad cam V8. These four-litre alloy V8s have long been used in the popular speedway scene in New Zealand, and Tom is a wizard when it comes to squeezing big power out of them, all while sticking within the restrictive Super Stock class rules.These engines are covered in great detail in this conversation, as is a wider discussion around what needs to be done in order to build dependable, high-revving, naturally aspirated engines that can’t hide any shortcomings behind a wall of boost. There’s also plenty of talk in this episode around tolerances, flow numbers, when to outsource parts of your process, and much more — so if you’re even remotely interested in engine building or starting a business in the industry, this one is well worth your time.Don’t forget, use “HUGHES50” to get 50% off our HPA Practical Engine Building Course here: hpcdmy.co/practicalenginebFollow Hughes Race Engineering here:IG: @hughesraceengineeringFB: Hughes Race EngineeringYT: Hughes Race EngineeringWWW: hre.co.nz

Can you run a billet block on a street build? With 1650whp what 1/4 mile time can a full trim R34 do?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith 1650whp at 55psi of boost this R34 GTR Skyline is arguably one of Australia's fastest roll racers, and even more impressively this 1600kg car will do 8-second passes while retaining the full stock trim as Av from B2R Motorsports explains.Running a 3.4l Bullet Race Engineering 'hybrid' billet block, this 3.4L RB has all the usual suspects covered modification-wise internally including a Callies Performance Products custom crankshaft, CP-Carrillo rods and pistons, Ferrea copper bronze valve guides & more, but interestingly retains a relatively stock cylinder head. The car runs pump E85 (ethanol fuel blend) with a 9.5:1 compression ratio, and like you would expect, the Nissan CAS is in a rubbish bin somewhere with a Ross Performance Parts 36-2 trigger kit replacing it.A Precision GEN2 Pro Mod 88 turbo handles the forced induction side of things with a plug and play Link ECU G4X R34 PnP covering engine management. Fuel injection limitations in both the current setup and with this specific ECU option will see the team move to a batch fire setup in the future, which is a common and proven solution in situations like this.An Albins Performance Transmissions ST6, Hollinger Engineering 9" rear and ETS-Pro torque split controller handle most of the drivetrain requirements with the standard ATTESA system still handling things for the most part for now when it comes to AWD.The car is lacking in safety features for 1/4 mile runs and will need more attention in this area in the future for this use, however, for roll racing only at the likes of Sydney Motorsport Park a safety structure/roll cage is not a requirement.