You won't see this B2R Motorsport 2.0L 1200hp++ EK Honda Civic up at your local skifield, but it actually has the AWD/4WD system to get there faster than you could imagine if wanted!

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

Making over 1200hp at 56psi boost and plans to hit between 80-90psi with a Precision 8085 turbo, Moe El-asmar's EK Honda Civic is aiming to be the first in its class to hit a 7-second pass on Australian soil. This build focuses on keeping it simple and solving one problem at a time, as opposed to going crazy and creating more with too many rushed changes, and it certainly seems to be an approach that is working.

Off-the-shelf parts for engine components are one of the aspects that follows this building principle with an OEM Honda K20 crank, SpeedFactory pistons, and BME rods housed in a Bullet Billet Block sandwiched to a 4 Piston cast head with an MLS head gasket. 

Interestingly, Moe discusses how the cost of sleeving was halfway to billet but with a much shorter lifespan, helping him make the call to go with a Bullet block that is also a 'wet block', enabling him and the team to do more passes back to back vs a dry block setup.

Electronics wise, a Link G4X ECU, MoTeC PDM30 and ProWire custom wiring harness keep the smoke in the wires, with Platinum Racing Products coil packs Elixir fuel pump and Aftermarket Industries tank and hanger rounding off the electrics and fuel system.

The 4WD conversion is something Moe sees becoming more and more popular over time, with an AWD conversion from a Honda CRV mated to a Quaife sequential gearbox.

Looking to up your game with a super-informative masterclass on professional-level motorsport wiring? This episode of Tuned In featuring Erik Reinertsen of Hardwired Performance is exactly what you're after.

Use “HWP50” to get $50 OFF our HPA Motorsport Wiring Starter Package:  https://hpcdmy.co/wiringstarterb

Erik specialises in building top-level motorsport wiring harnesses, choosing to focus primarily on the demanding offroad racing market — but wiring wasn’t always on the cards for this Californian. Despite growing up around hotrods and motorsport with a father who built cars for a living, he was actively discouraged in following his Dad’s footsteps, instead being pushed towards a more conventional career.

The problem was, you can’t really expect your kid to not become a diehard car guy when he spends all his time messing around in your shop full of cool builds and weekend after weekend at the track. So, straight after school, Erik walked into an apprenticeship at a hotrod shop and began building his skills in fabrication, engine building, and nearly everything else in the car building world — but it was wiring that he excelled at. Many years later, Erik is a self-taught maestro building ultra-high-end motorsport looms for some of the most impressive race cars and trucks out there.

In this episode, we dig deep into Erik’s huge bank of knowledge and experience, discussing a big range of wiring-related topics — from the art of concentric twisting, autosport connectors, which tools are worth the investment, the correct gauge of wire to use for different applications, and a whole lot more.

Erik also weighs in on the myth of “Milspec”, discusses the many cases in which a pro motorsport wiring harness is complete overkill, and the lessons learned from running his own wiring business — particularly when it comes to the challenge of accurately quoting work and turning down jobs that you know just aren’t right for you.

Vicious Mustang: https://www.instagram.com/viciousstang

Follow Erik here:
IG: @hardwiredperformance

Don’t forget, you can use “HWP50” to get $50 OFF our HPA Motorsport Wiring Starter Package: https://hpcdmy.co/wiringstarterb

Time Stamps:
4:06 How did you get interested in cars?
13:50 How did you get into motorsport wiring harnesses?
19:57 Why did you decide you were most passionate about wiring?
33:18 When did you go out on your own?
37:50 Overview of Hardwire Performance
44:57 Colour coding in wiring
47:41 What makes up a professional motorsport wiring harness?
52:39 Why do we concentric twist our harnesses?
1:07:44 Do you use software for designing your harnesses?
1:11:36 Coupon code
1:14:39 Advantages of an Autosport connector
1:20:53 Tooling required to work with Autosport connectors
1:34:05 What are service loops?
1:42:10 Using glue-lined boots vs non-glue-lined boots
1:46:19 Sizing wire gauge for circuits
2:00:12 Final three questions

Can 3D printed parts hold up in an engine bay or elsewhere on a car when compared to the use of lightweight aluminium or similar, or is it still just technology best leveraged for prototyping?

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

Grant Luttinen of Intamsys helps us understand some of the pros and cons of additive manufacturing, what is required when it comes to software and some options out there for printers as a hobbyist or professional.

We take a quick look at printing options from $1,700 to $150,000 USD, as well as printing media/materials that start from $20-40 for a spool of ABS plastic and then go to $100, $600 or more for nylon, PEEK carbon fibre and 3D printed metal options.

Accusumps. Whether you're a motorsport enthusiast, a professional racer, or simply keen on advanced car maintenance, this video covers many of the common questions on how an Accusump can enhance your engine's reliability and performance and bridge the gap between a wet sump and (let's be honest, expensive) dry sump upgrade.

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

Iann Criscuolo from Canton Racing Products answers some of the common questions we all have when it comes to how an Accusump works by filling with oil and supplying it via manual or electronic control that can be based on RPMs, g-force and more, how easy Accusumps are to setup with their optimal -10 ('dash 10') hose sizing recommendations and how long you can expect oil to be supplied at 7-10 psi of pressure.

It's important to note that you can set your Accusump to fill much faster by using higher pressures, but that also means the oil will be supplied to your engine much faster, so racers need to find a balance that suits their application whether that is drift, drag, circuit, offroad racing or something else.

The formula for building a big-power LS is pretty simple — but things get a little more complicated when the motor needs to produce all that power for sustained periods of time in applications like drift or circuit racing. In this episode, we sit down with Mitch Pullen of Pullen Spec Engines, who specialises in putting together ultra-durable LS builds to discuss the ins and outs of these motors and much more.

Use “PULLEN50” to get $50 OFF our HPA Engine Building Starter Package:
https://hpcdmy.co/enginepackageb

Thanks to his father’s involvement in motorsport, Mitch Pullen started young, assisting in the pits and moving into the karting world at 10 years old. By 14, he was building engines, creating his own wiring harnesses, and figuring out fabrication. It’s probably no surprise, then, that he left school fairly early to learn everything he could about nearly all aspects of motorsport engineering.

Although Mitch is a jack of all trades, he decided to focus on performance engine building, and this now sees him running the well-respected and very busy Pullen Spec Engines based out of the Gold Coast in Queensland, Australia.

In this conversation, Mitch goes into detail about how he builds LSs, discussing their inherent weaknesses and strengths and the work that’s needed to create a motor that can sustain high horsepower and high RPMs for more than just a pull or two on the motorway or a run down the strip.

Mitch is also well known for his unique S13 Silvia competition drift car, which runs a massive Roots-style blower sitting atop a Dart iron-block LS. There are a few obvious questions when it comes to this setup — why bother with this type of supercharger, how does it behave in a drift car, and can you even see anything when you’re driving? Mitch answers all these questions and more.

The conversation finishes with some great discussions around car setup, forged vs cast engine parts, performance aircraft engine builds, and more.

Watts linkage illustration: https://hpcdmy.co/watts

Follow Mitch here:
IG: @pullenspecengines, @mitchellpullen
FB: Pullen Spec Engines
WWW: pullenspec.com

Don’t forget, you can use“PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
4:08 How did you form an interest in cars?
11:31 Did you do any formal engine-building training?
15:09 Where did you go from rebuilding 2 stroke karts?
20:07 Watts link vs Pan hard rod overview.
24:53 Getting more power in the KE70.
31:43 How did you learn all these skills at such a young age?
32:52 What happened after the Khanacross?
35:03 Learning about LS engines and circuit cars.
45:40 Load on an engine for a sustained amount of time.
48:52 What do you do in your LS to make it live?
59:08 LS engine package.
1:07:27 Forged vs cast pistons.
1:16:52 Does the LS have enough factory clearance for boosted applications.
1:27:16 Why the roots blower?
1:35:57 Overview of Pullen Spec Engines.
1:45:50 Focusing on the LS.
1:48:47 Final three questions.

Why can't you tune any ECU however you'd like or fit any aftermarket ECU to your vehicle without a care in the world?

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

Ryan Nicholls Powertune Australia answers these common questions and more in relation to what can be done with the right skill set and tools, in this case, MoTeC's M1 Build and knowledge of C# (C Sharp) development language.

Some key takeaways from this chat include some insight into CAN Bus, LIN Bus and FlexRay, plus the fact that reflash tuning is not equal for all platforms, and some are much better developed than others. Ryan also mentions how you are often relying on an interpretation rather than an absolute when it comes to reflash tuning software vs the lack of OEM information, as well as sharing encouragement from Ryan for anyone interested in learning the skills he has to do so, even at a hobbyist level.

This interview was recorded at GTR Fest Australia, where we somehow managed to film more about EVOs and MoTeC ECUs than GTRs, and had a ball doing it too.

Hot rodding has been and always will be a HUGE part of American car culture, and electric vehicle conversions are bringing a wider range of options to the street.

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

Why do a Tesla swap and not use aftermarket components? What happens to the 12v electronics including the lights and indicators without an alternator or the brakes without engine vacuum to operate with?

At SEMA, Casey Loter gives us some answers to the above and insight into this customer's 1959 Chevy Apache Fleetside electric vehicle conversion, which is powered by a Tesla Model S motor and battery pack that's been rehoused for better packaging and suspension options.

While Tesla parts are used, they are scrubbed clean of Tesla's limited software by companies like EV Control, who can easily tap in remotely for this process. An Orion battery management system is used along with Stealth EV charging components and a cooling system for the charger and batteries up from and motors in the rear for this specific Chevy Apache conversion.

Simon Longdill wasn’t impressed with the engines available to him in his class of racing, so he built his own. On this episode of Tuned In, we catch up with the man behind Synergy’s small-capacity, ultra-high revving, 400+hp V8s to talk through the ins and outs of these screaming motors and much, much more.

Use “SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

While “building your own engine” in the literal sense might sound like a more-than-daunting task for most, with a Ph.D. in mechanical engineering, this was something that Simon Longdill was more than capable of. Limited to 2.4 litres in his Speedway midget class, Simon hatched an idea that would go on to become a full-time business.

Using two sets of 1200cc Kawasaki ZX12R cylinder heads and barrels, Simon got to work creating a vicious 2.4-litre V8 that would go on to crush the competition on its debut in New Zealand, before doing the same in Australia, then doing so well in the US that the rule book was changed and Simon and his team were never invited again. These days, you can find Synergy V8s of differing capacities and power levels motivating all manner of race (and a few street) cars across the globe.

In this conversation, we get down into the weeds of this fascinating engine’s story, answering all the big questions around the 11,000 RPM screamer’s inner workings and development journey. Simon didn’t just stop at the first iteration either — these motors have been continuously developed over the last decade as the tech has improved, new lessons are learnt, and big improvements are made.

With some fascinating looks into Simon’s side projects that include a 400hp BMW 1000RR two-litre V8 built for Bonneville, an 800hp twin-turbo Synergy V8 for Pikes Peak, hydrogen power systems, and plenty more, this is a tech-heavy episode that’s going to please anyone with an interest in serious automotive engineering.

Follow Simon here: prototipo.co.nz, synergypower.co.nz

Don’t forget, you can use“SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
4:27 How did you develop an interest in cars and engineering?
7:24 Where did you see your studies taking you?
8:40 Tertiary education continued
13:20 Does EGT form a big part of two-stroke tuning?
16:39 Is the two-stroke dead?
20:29 How did you go from a two-stroke Ph.D. to owning your own business?
23:05 What does the term BMEP mean?
24:15 How can we make a high performance 2.4L engine
30:54 Is it as simple as a larger bore and shorter stroke equals more efficiency?
32:37 What additional parts were designed to merge the two 1200cc engines?
34:31 What software are you using to model the engine?
35:59 What was the most challenging part of this project?
40:19 How did the engine perform once you got it running?
45:49 Overview of Prototipo
46:16 Working on amphibious vehicles
48:18 Trip to the Chilli Bowl
55:53 Synergy V8 GT86 package
1:02:49 Unequal trumpet lengths
1:08:30 Developments from gen 1 synergy engine?
1:17:08 Direct injection in sports bike engines
1:21:13 Were you tuning the engine differently for land speed records?
1:23:49 2.3L turbocharged V8
1:25:35 Rod to stroke ratio
1:30:24 Hydrogen fuel Pros & Cons
1:37:18 Developing your own dyno

Traditionally, a bigger manifold has been considered the holy grail of performance because the bigger something is, the more air you can hammer on through, right? But, is this actually true and why do companies like ARTEC Performance do things differently?

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

Exhaust flow vs exhaust port sizing, turbo inlet, outlet and cylinder capacity and more are all touched on in this interview along with casting vs custom fabrication, materials and a commonly overlooked consideration with aftermarket turbo setups, turbo bracing.

Big thanks to Ben Creswick for sharing his time at GTR Fest and we hope testing with the Inconel manifold applications goes well.

The 2.9L RB26 swap in place of the stock Nissan SR20 is easy to zero in on here, but it's not the modification that has made the most difference outright to lap times and driver confidence...

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With the ability to get 1500hp from this setup, owner and driver Chris Kostakis shows a lot of restraint and the realities of power vs performance when circuit racing a vehicle that is continually developing along with its owner with help from the likes of Advance Motor Mechanics and 909 Motorsport.

What are the downsides of swapping a SR20 for an RB26?
What are some advantages drive by wire (DBW) throttle control gives?
What are some key considerations of traction control for motorsport?
Does motorsport ABS really make a difference?

These questions and more are covered by Andre and Chris while they were at the Australian GTR Festival at Sydney Dragway and we look forward to seeing where Chris and his engine swapped 180SX head in the future when it comes to an aero package and time attack, although he sure has more than enough to keep a grin on his face as this car sits now!

BUILD OVERVIEW:
Factory SR20 removed
1500hp capable setup, running 900 for drag racing and 550-600 for circuit racing for now
N1 RB26 Block
Carrilo Rods
CP Pistons
Spool Imports RB29 Stroker Kit
BorgWarner EFR 9280 turbocharger
Rams Head Service cylinder head package
Peterson Fluid Systems dry sump system
Holinger RD6 sequential gearbox
MoTeC M150 ECU
Increased tyre/wheel sizing (295 fronts)
AP Racing Pro 5000 R's front calipers
Endless 4 pot rears
Bosch Motorsport ABS system
DNA Autosport Blistein suspension package
Benchmark Solutions torque and traction management strategies
Street registered 🤯

The Snot Rocket is here! This week on Tuned In, we welcome Brett Lasala, the owner, builder, and driver of 2024’s Sick Week-winning Mustang, Snot Rocket. In this episode, we find out what it takes to secure the outright win at a drive-and-drag competition like Sick Week, how he’s extracted over 3000hp from his Coyote V8, why he prefers Ford machinery, and a whole lot more.

Use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalengineb

Ever since trading an old washing machine for his first car as a teenager, Brett Lasala has been obsessed with making vehicles go faster. This led to a lifelong career in the automotive industry, first learning the ropes through local shops, then becoming an accomplished Mercedes Benz tech specialising in AMG products, to then moving full time into the aftermarket space working with legendary companies like Real Street.

Over that time, Brett has absorbed the knowledge of everyone around him, and is now in a position where he’s able to perform much of the work himself — although with that said, the level of success this car has seen is only possible thanks to the wealth of talent found in the other members of the team.

In this conversation, we first discuss drive and drag events like Sick Week, and the unique challenges in tuning, engine building, and setup that a brutal day-after-day race and road trip presents. Competing is one thing — but winning outright is a whole different ball game entirely.

This brings us to Brett’s well-known ‘Snot Rocket’ bright green Ford Mustang. We dive deep into the build, discussing its beginnings all the way through to its current state as a consistent low six-second pass twin-turbo monster. Powered by Ford’s Coyote motor, the Snot Rocket has allowed Brett to really get to know everything there is to know about the 5.0-litre DOHC V8.

In this conversation, Brett is kind enough to share some of that knowledge with us, discussing the motor’s strengths and weaknesses, how to get good results from them, and if they’re actually better than GM’s ubiquitous rival motor, the LS.

With conversations around engine and transmission tuning strategies, CO2-regulated boost control, and much more, this episode is jam-packed with quality information!

Follow Brett here:
IG: @brett_lasala
YT: Brett Lasala
WWW: brettlasala.com

Don’t forget, you can use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalengineb

Timestamps:
4:44 How did you develop an interest in cars?
9:00 Where did the passion for drag racing come from?
10:26 Have you got any formal qualifications?
13:03 Spinning spanners on modern vehicles?
15:02 Fabrication skills?
18:21 What was your position at Real Street?
22:05 What is a Drag and Drive event?
26:15 Overview of original car
29:15 Why did you start from fresh rather than further modifying the original car?
32:15 Why turbos over supercharger?
33:34 Coyote vs LS3? Pros and cons.
34:36 What have you done to the Coyote engine?
47:59 What’s your head gasket sealing solution?
56:25 Do you think you’ll need to move to a billet block?
1:00:01 What is the electronics package in the car?
1:08:22 What is DA in Drag Racing?
1:11:03 How does your wheelie detection work?
1:18:06 How has moving up turbo sizes affected drivability?
1:22:25 Are you using traction control?
1:27:43 Transmission
1:32:20 How much faster would the car be if it was a dedicated drag car?
1:36:35 Final 3 questions

Numbers like ‘1000HP’ and ‘100 PSI of boost’ catch our attention the most when it comes to motorsport builds as we can easily understand what they mean, but brake setups, while being equally if not more important, take a backstage role by comparison. For most, admittedly, it is much harder to get excited about figures or terms like ‘380mm’ and ‘staggered-piston design’, at least it is until you understand what it all means...

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

In this interview with Phil Stubbs of Alcon Brakes, we’re going to take a look at why stock brakes on a production-turned-race car are terrible on track and what aspects you need to consider when looking to bin your OEM discs and calipers for something more effective.

Slots and gloves plus caliper and disc size in relation to braking performance are discussed along with airflow requirements, where sliding calipers braided brake lines sit when it comes to brake feel, plus on the other end of the spectrum what carbon-carbon brakes are vs carbon ceramic and what their weaknesses are compared to cast iron.

What is actually happening when you are bedding your brakes and the importance of doing that process correctly is also touched on, along with how in the motorsport world, companies like Alcon and similar offer pre-bedded brake packages, which save race teams time and potential inconsistency of doing it themselves on a race weekend when they should be focused on car setup and increasing driver confidence.

Why don't race cars use brake boosters and does your master cylinder size really matter all that much compared to your brake caliper sizing?

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

In this video, we talk to Kirk from Tilton Engineering about the importance of creating a perfectly balanced braking system for your motorsport vehicle. He discusses the differences between tandem master cylinders and dual master cylinders, the importance of pedal ratio, and how to size your master cylinders and calipers correctly.

Key takeaways:

- Dual master cylinders are typically used in motorsport vehicles because they provide better brake balance and tunability.
- The size of your master cylinders should be based on the piston sizes in your calipers, rotor diameter, tire diameter, vehicle weight, weight distribution, and pedal ratio.
- A manual brake system will give you more driver feedback and a firmer pedal feel than a boosted system.
- The typical pedal ratio for an OEM vehicle with a brake booster is 4:1.
- The typical pedal ratio for a motorsport vehicle with a dual master cylinder is 5:1 to 6.5:1.
- The balance bar on a dual master cylinder allows you to make fine adjustments to your brake bias on the track.

As cars become more and more complex and ECU reflashing technology becomes more advanced, the gap between sticking with a vehicle’s factory computer and going to an aftermarket standalone only gets narrower and a little less clear. On this episode of Tuned In, we dive into this topic, along with many others, with PCMTec’s Roland Harrison.

Use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb

As a co-owner and founder of PCMTec, Roland is extremely well versed in the world of reflashing, with the company traditionally focusing its efforts on the Australian market Ford Falcon platforms, which of course includes the famous four-litre Barra straight six. Recently though, PCMTec has been moving into the more global Ford market, offering advanced tuning options for Mustang, F150, and Explorer models.

It wasn’t always all about cars for Roland though, having spent a good majority of his working life in the oil and gas industry, calibrating and maintaining massive industrial engines and electrical systems. After learning all he could from the business, Roland, along with a business partner, decided to turn his hobby of messing around with reflashing into a business and full-time career.

Roland takes us through the whats, whys, and hows of making this transition — even spending some time discussing some of the more surprisingly interesting aspects of his work in oil and gas. With that said, the real meat and potatoes of this conversation come when Roland and host Andre Simon move into the world of reflashing, discussing all aspects of this sometimes very complicated field.

There’s a lot to learn here as Roland breaks down the process of creating a reflash solution for Ford’s sometimes extremely complex ECUs, as well as how they’ve added an impressive array of custom functionality to these computers, and more.

You’ll also find a great discussion around one of the main differences between most reflash options and standalone ECUs — live tuning, as well as map switching on the fly and plenty more.

PCMTech is currently offering solid discounts off its US DIY and Workshop Editor editions, and the deep dive development blog mentioned in this episode can be found here.

Follow PCMTec here:
IG: @pcmtec
FB: PCMTEC
YT: PCMTEC Tuning
WWW: pcmtec.com

Don’t forget, you can use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb

Time Stamps:
3:38 How did you get involved in the automotive scene?
5:40 Do you have any formal mechanical education?
13:28 PID algorithm cross over from oil and gas to auto industry
19:01 Mechanical issues vs software issues while tuning
23:25 Ziegler Nichols Method?
25:18 How did PCMTec come about?
42:25 Accessing parameters within the ECU based on the amount of modifications
44:36 Features you’ve added that weren’t available in the OE controller.
48:13 Reasons for re-flashing over standalone ECU
51:55 How do you add features into an OE controller
1:03:13 Overview of PCMTec today
1:09:22 Weighing up functionality options for software
1:13:25 Do you support live tuning or is it re-flash only?
1:24:25 How does your data logging work?
1:29:56 Are you providing any support for trans tuning?
1:34:13 Final three questions

Turbocharging N/A engines is nothing new, and has some known downsides...

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

But like anything, if you know the weaknesses to watch out for it is easier to manage and avoid them as Haltech's Mitch Smith explains in relation to this 780whp 2JZ-GE being used in a time attack applications.

Using modern aftermarket ECU systems one tool tuners have on hand is torque management, and Mitch explains how vis boost and ignition control, he can maintain a flat torque curve with the goal of mechanical sympathy on this stock 2jz bottom end.

With a stock bottom end, build cylinder head, Precision 6870 turbo pushing 25 PSI at max boost this Supra is limited to around 7,500 rpm in order to help keep the stock rod bolts intact and the car doing laps.

After this interview, Feras went on to win the Plazamaman Pro-Am Class with a blistering 1:27.0160 🔥🔥🔥

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

'If you fail to plan, you are planning to fail' is a well-worn saying that is as relevant today as it was decades ago. During Feras Qartoumy's WTAC trip we get to gain some insight into how some time spent on some basic preparations can make a world of difference, including sim racing.

Interestingly, around 160kg (350lbs) of ballast has been added to meet tyre sizing and class rules, with WTAC entering a new era of tyre options from this year, helping cars like this Corvette have more grip and a bigger contact patch than previously possible.

GENERAL INFO:
28+ x Track Records, 1 x 1300HP Corvette C6  and one dedicated driver.

With 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's @momo equipped C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA.

The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better.

The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far.

Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more.

Use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb

Like many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn’t long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998.

Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon’s life, finding some great insight into what works and what doesn’t when it comes to building a company in the motorsport industry. 

We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it’s on to the real meat and potatoes of this episode — Simon’s incredible Mitsubishi Evo IX. 

With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it’s unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build. 

Even if Time Attack cars and Mitsubishis aren’t your thing, this episode drops some great knowledge and is well worth a listen regardless of your chosen motorsport or what type of car you’re into. 

Follow Norris Designs here:

IG: @norris_designs
FB: Norris Designs
YT: Norrisdesigns
WWW: norrisdesigns.com

Don’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb

Time Stamps:
3:41 How did you get into cars?
8:25 Did you have much industry experience before starting your business?
12:39 What sparked the interest in JDM cars?
16:18 How did Norris Designs grow?
25:56 Overview of Norris Designs today
31:12 What does your day-to-day look like at Norris Designs?
38:36 What vehicles are you specialising in?
42:54 How did you learn to tune?
52:44 Are you relying on knock control and close loop fuel control?
57:35 Did you start with an engine dyno or rolling road?
1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups?
1:02:27 How accurate is the engine dyno?
1:10:23 Repeatability issues with rolling road
1:14:16 ECU of choice?
1:20:20 What is a short wheelbase Evo 9?
1:24:33 Engine package
1:34:45 Billet blocks for street applications?
1:38:41 Twin charge setup
1:44:24 Transmission
1:50:39 What’s next in the development of the car?
1:52:33 Lap time difference with new aero package

'Why fit a Formula 1-inspired Judd V10 engine into a Toyota A90 Supra' is probably not a common question we are all struggling with regarding our own personal projects. Still, we love that people like Ryan Tuerck can answer it for us!

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

This 4L 730hp (630hp ATW), 11,000 rpm capable Judd V10 powered 'Formula Supra' was at World Time Attack, and if you didn't see the car, you certainly heard it on song from all corners during its exhibition laps with Ryan Tuerck at the wheel. But how did the build come about, and what makes it tick?

Before falling into Ryan's hands (while fistfuls of cash fell out of them in exchange), the Judd GV4 V10 itself was a spare for an old Benetton Formula 1 car (an everyday use case) and thanks to Ryan's solid relationship with Toyota, it found itself not at home in an A90 Toyota Supra chassis sporting a MoTeC electronics package and tuning from John Reed Racing including the venerable M150 ECU and PDM30 which help put the power to the ground through aa Hollinger RD6 sequential gearbox. Interestingly, a Ford Explorer 8.8 rear differential was chosen for its range of ratio options and lightweight compared to the usual Winter Quick Change rear end thanks to fabrication pro Dominic Biro.

A lightweight Tilton Engineering 4 plate carbon clutch helps combat a thrust bearing design that doesn't suit drifting (LMP1 endurance cars only use their clutch to get the vehicle moving), with other help from Judd coming in the form of detailed manuals that cover the life expectancy of every party on the engine down to the exhaust manifold for ultimate reliability in an engine that was ultimately built to be hammered on for 24hours straight.

LS vs 351, Panhard vs watts link, electronic wastegate control magic and the surprising advantage a 1965 Ford Mustang has over many modern chassis are all discussed in this interview with Mike Dusold of Dusold Designs.

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

Most of us love the look of a classic car on the surface, but we've come a LONG way when it comes to the suspension geometry and engines hidden underneath. This particular setup uses a solid rear end with a watts link along with a 351 Ford Windsor-based V8 using twin Garret G-Series G35-900 turbochargers to produce 820hp at 8 psi, which is far from the ceiling but more than enough to start dialling in the car.

What is there to dial in when you can simulate so much in software like Performance Trends and Fusion 360 before even touching a welder these days? Mike explains that while on paper, or in this case screen, you can get an ideal setup, driver preference and real-world conditions still play a vital role. For that reason, critical adjustments like the roll centre height are never fixed based on untested educated assumptions alone. Also touched on is how the software is only as powerful as the data you can feed it, and gathering that data correctly is a skill set in itself.

The MoTeC-controlled 430 cubic inch 351 Windsor-based small block Ford V8 benefits from Trick Flow heads narrowing down the margins between it and the ever-popular LS V8 engine which Mike runs a variant of in his own Camaro. Having experience with both, a quick comparison is drawn between the two but as stated once you start getting over 1000hp you generally start running into similar problems on any engine, there is no perfect solution in every respect.

Lastly, we discuss some of the surprises electronic wastegate control via Turbosmart eGates can deliver along with some of the wiring considerations that are not necessarily as bad as some might think once set up correctly.

Brakes. They are arguably the most important aspect of any vehicle, performance or otherwise, but they are systems that do age, get damaged, or require upgrades, and YOU can do it.

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

Toni Copp of @BrakeQuip runs us through some of the basics when it comes to why brake hard lines are used instead of just running flex lines, like braided brake hose, throughout an entire vehicle, along with some of the common sizes and flaring options.

Toni also runs through what anyone interested in working on their own brake lines should have in their tool kit, and as always it includes making sure you use quality materials and quality, proven tools. That doesn't always just mean the most expensive ones you can find either, do your diligence.

Recommended tools for a job done once and done right:
- Quality flaring tool
- Straightener (that won't mar or damage your lines)
- Applicable benders (90 & 180 degrees are common)
- Stopper kit
- Line that is coiled and long to save on freight and the need for joiners

Over the last few years, we’ve seen a massive increase in the availability of ultra-high-performance billet parts — especially blocks and heads. This week’s guest, Chris Smith of Crest CNC, was one of the pioneers of this practice in the import category, but now he’s branching out from the 5-axis CNC and heading to the foundry to produce cast engine parts — we find out why.

Use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Chris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world’s fastest racers, as well as the odd OEM manufacturer.

This week’s conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example —  as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software.

The conversation then steers itself towards the weaknesses of both Nissan’s VR38 and Subaru’s EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines.

This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it’s a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer’s production line.

Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion.

As discussed, you can listen to Tony Palo’s episode here: https://hpcdmy.co/tonypalo

Follow Crest CNC here:
IG: @crest_cnc_pty.ltd
FB: CREST CNC PTY. LTD.
TIKTOK: @Crest_CNC
WWW: crestcnc.com

Don’t forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

The iC-7 is getting a birthday, and it’s backwards compatible.

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

The iC-7 has always been a display-only device and has been priced accordingly, but with an upcoming firmware update, some added functionality is coming, all without any hardware changes, payments or strings. Further to this, the dash will now be controlled within Haltechs NSP software rather than the old standalone ICC software.

Scott Hilzinger also has some other major news, @haltech is also ready to open up their CAN protocols to the public, making it easier to integrate their products with a wide range of others for those who have the desire and knowledge to do so. This has come due to popular request, and the fact that all levels of the performance industry are simply better equipped to deal with CAN communications these days compared to just a few years ago.

This was filmed at the 2023 @WorldTimeAttackChallenge in Sydney, Australia.

If you want to learn more about CAN communication, yes, we do have a course on it and yes, that coupon above will get you a discount 💰🧠

You can design whatever you like using CAD for 2D and 3D modelling, but how do you get it off the screen and onto your project?

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

Founder and CEO, Jim Belousic of @sendcutsend, runs us through what a rapid manufacturing company like his is, what it can offer and what some of the most common pitfalls are for those just learning how to turn images into objects.

Accepted file types include .dxf, .step, .stp, .eps, and .ai, with STEP file types being a more recent inclusion and an option that can require some extra customer guidance when it comes to bending & bend reliefs, geometry sizing, and placements are going to physically work for the manufacturing process. Advice is also given on material choices for manufacturing, noting a rapid manufacturing company like SendCutSend will not engineer a part for you; they are just there to help you make it.

Design for manufacturing (DFM) and design for assembly (DFA) are also discussed with the likes of tab and slot aka self-fixturing design features helping to massive cut down in physical manufacturing time for those that employ them when compared to getting set up with magnets and clamps before welding. An example of this was at their 2022 SEMA stand, where 190 hours of design work took only 22 hours to make.

Some manufacturing options companies like SendCutSend offer will include: Laser cutting, CNC machining, waterjet cutting, bending, anodizing, countersinking, plating, and tapping.

**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.**

You might not know the name, but you’ve probably seen Sam Albert’s Subaru WRX online. Powered by a screaming 4.3-litre Ferrari V8, Sam’s flame-spitting AWD rally car is fast, it’s cool, and it sounds amazing … But why go to all that trouble when Subaru’s own EJ drivetrain — the one that this car uses from the factory — has proven itself a capable championship-winning setup since the late eighties?

Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb

This episode of Tuned In kicks off with a look into Sam’s history with cars and rallying — something he first competed in back in 2010. He’s also spent time as a driving instructor for DirtFish, so we couldn’t pass up the opportunity to discuss driving techniques like weight transfer, left-foot braking, handbrake turns, and much more. Sam also gives us some key tips on how someone new to the sport of rally is best to get into it and start building their first race car.

We then get to the meat and potatoes of the episode, as Sam gives us a full rundown of his incredible Ferrari-powered NA-AWD class build. This conversation covers all aspects — starting with why he decided to go down this route — with a car he bought off the lot brand new, no less — in the first place. Sam then discusses what led him to the Ferrari V8, how he worked around the rule book to build something unique, as well as the many challenges that came with fitting a motor like this into his Subaru shell.

It’s important to note that Sam doesn’t actually work in the automotive industry as a professional but instead learnt how to do things himself, including using HPA’s courses to learn how to wire his car. He’s also learning 3D modelling in order to design one-off parts for the Subaru — something that comes in handy for a one-off project like this.

With some informative conversations covering tuning around inlet restrictors, the pros and cons of other engines that were also considered, as well as a great explanation of what the car is like to drive and what gives it an edge, there’s a whole lot of interesting topics to dive into in this episode.

Don’t forget, Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb

Follow Sam here:
IG: @samalbertrally
FB: Sam Albert Rally
YT: Sam Albert Rally
WWW: samalbertrally.com  

Autodesk Fusion 360 is still a 'new player' comparatively in the CAD/CAM software world, yet it is already more popular than man options that have been around for decades.

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

During SEMA, Josh Reader of Autodesk gave us a quick run-through on some of the features that have helped Fusion 360 become so popular so quickly and helped us understand what some of the terms and workflows for CAM (computer-aided manufacturing) and CAD (computer-aided design) projects.

Some great key points for you here include clearing up misunderstandings on generative design and manufacturing, why simulation is used before running a project on a machine and the advantage of having software that is almost 'all in one' when it comes to iterative changes between you and your chosen machinist.

What is Fusion 360? 

Briefly, Fusion 360 is a cloud-based 3D CAD/CAM solution for product (in our case, race car parts) development. It combines industrial and mechanical design, simulation, collaboration, and machining in a single package. It's an excellent option for makers who want to create their own designs or prototype parts with greater speed and efficiency. Although it may seem intimidating when people like Josh emphasize the importance of knowing what you're doing, remember that everyone starts from scratch. Even learning just one thing about CAD/CAM today is a valuable addition to your knowledge, which can be further expanded upon tomorrow. Over time, these incremental learnings accumulate to form a vast breadth of knowledge and experience. Remember, it all begins somewhere (and for 3D modelling that somewhere might be the HPA CAD course 😉).