"The closest we've got to a mechanic is a panel beater." - Has this group of friends on a budget built something quicker and more special than many big chequebook builds ever will be?

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

Most people overlook the third-gen Toyota MR2 (MR-S), but Justin from Close Enough Racing has spent years turning his into a proper grassroots weapon.

From a modest 1ZZ track car to a 450kW turbocharged 2ZZ build with APR widebody aero, a Jubu Racing close-ratio gearbox, and Porsche brakes, this is a fully developed MRS that competes on the world stage at World Time Attack Challenge.

You’ll learn how Justin and his mates handled the powertrain setup, aero evolution, and suspension development while working around the MR chassis’ limitations and strengths.

The car features a Gen 2 Garrett G35-82R turbo, factory-based poly bushed mounts, and a 3582R-based turbo system pushing 35 psi through a built 2ZZ engine. The team worked with brands like CMS Performance for tuning, APR for aero, Shockworks for suspension development, and even adapted Porsche Boxster calipers using custom dogbones.

Despite not being professional engineers, this group of friends put together a car that can compete with far more expensive, professionally built competition.

If you’re building your own track car and want to see how to combine smart part selection, testing, and a bit of ingenuity to go fast on a budget, this one’s worth your time.

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

Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics. 

This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials.

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

Philip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring.

We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application.

They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness.

Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one.

Follow Technica Racewire here:

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

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

Links:

Autosport Manual 

Timestamps:

0:00 This Could Make or Break Your New Harness
4:12 How did you get interested in the automotive scene? (Kevin)
6:52 How did you get interested in the automotive scene? (Philip)
9:51 How did you move towards building motorsport grade harnesses? 
14:44 How did you go about sourcing Porsche electronics for your harnesses?
17:46 When and how did you decide to start wiring for a living?
24:15 What does Technica Racewire look like today? Location? Size?
30:21 Are you doing production runs on harnesses?
32:43 What brands of ECU are you aligning with?
36:15 Do you get into ECU configuration and setup?
40:40 What is a high pot tester?
41:20 How much of your business is business to business vs business to consumer?
45:12 Do you get involved in programming CAN messaging?
46:57 What’s the difference between a club level harness vs a motorsport harness?
53:31 What do you need to know to start working with Autosport connectors? 
56:33 Understanding current through a connector and what size wire do we use? 
1:08:48 Are DTM connectors still suitable for a motorsport harness? 
1:12:50 The intricacy of working with Autosport connectors continued.
1:14:45 What’s your opinion on crimping vs soldering?
1:17:57 Using solder to pot an actuator or sensor. 
1:20:45 Moisture ingress in connectors
1:23:31 What are the most common mistakes in building a harness?
1:30:36 What is star point earthing?
1:33:24 What do you use for your planning? Software?
1:38:50 Final 3 questions

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

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

At SEMA, Rory Baldrey from Legacy EV walks through the full electric conversion of HP Tuners classic air-cooled 1984 Porsche 911 Carrera, powered by a Cascadia Motion motor and controlled via HP Tuners' Core EV VCU (ECU). Rory explains how this setup compares to more common OEM-based swaps, like Tesla drivetrains, and why they opted for a high-voltage 800V system. 

From regen tuning to thermal management, and the cost vs. flexibility tradeoffs of aftermarket parts, it’s a practical look into how EV swaps are evolving and what's possible at the cutting edge of performance electric conversions.

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

Ever seen a 550whp front-wheel-drive Micra out on track?
Sean Austin’s FWD K11 Nissan Micra is running a turbocharged Primera P11 SR20VE+T Neo VVL (the best SR20?) & 6-speed gearbox, Haltech Nexus R3 engine/power distribution management, Haltech iC-7 dash, and enough power to torque steer into another dimension.

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

With help from CDI Motorsport, Raceworks, Knight Family Motorsport, and a front end swapped in from a Pulsar, this car has evolved from track beater to full track weapon at the World Time Attack Challenge. It’s light, fast, and rowdy, but Sean’s also realistic about its limitations, admitting the platform might have hit its ceiling. That said, not sure we believe that a project is ever truely 'finished'!

This walkaround covers the build, from the engine setup and fabrication, through to suspension compromises and alignment headaches. It's a quick look at what it takes to extract big performance from an unlikely chassis, and believe it or not at this stage all for under $20,000 Kangaroo Dollars (AUD).

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

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

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

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

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

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

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

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

Check out Kyle here:

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

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

Timestamps:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Timestamps:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Timestamps:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Timestamps:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Timestamps:

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

Say goodbye to messy curly cords and more potential failure points.

Steering wheel-mounted controls make it easier to adjust key functions on the fly, but getting those signals from the wheel to the car is not as simple as it sounds. Running multiple wires through a rotating steering column is unreliable, time-consuming, and they can be prone to failure due to the nature of their use. Zestek has developed a CAN-based steering wheel PCB solution (CAN hub) that simplifies installation, reduces wiring complexity, and integrates seamlessly with MoTeC ECUs, dashes, and PDMs.

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

With only four wires required for full functionality (CAN high, CAN low, power, and ground), this system eliminates the need for bulky wiring looms. The pogo pin system built into the quick-release hub provides a clean and hassle-free connection, removing the need for traditional curly cords. A pre-configured DBC file is available for MoTeC users (and we're sure more in the future), while others can configure the CAN signals using a spreadsheet for quick setup.

Each button and switch is fully customizable, including momentary and latching functions, as well as full-spectrum RGB LED feedback. Paddles can be used for more than just shifting, allowing functions like anti-lag, launch control, and nitrous activation. It is also sim racing compatible, making it easy to use the same wheel for both real and virtual driving while you wait out the winter weather.

Car brands are secretly limiting your car’s potential, and it has NOTHING to do with reliability.

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

Getting more power out of a factory car can be surprisingly straightforward with the right software (and sometimes hardware modifications), but what goes into developing a proper tune that exploits more potential without pushing the OEM components past their limits?

At SEMA, HPA had a chat with Arin Anhell from APR, one of the pioneers in the European aftermarket tuning market, to find out how they test and develop tunes, what safety measures they implement, and why modern turbocharged engines leave so much untapped potential from the factory.

Also discussed:

• The limits of factory components
• How APR ensures reliability in their tuning
• Why OEMs leave horsepower on the table
• How direct injection affects tuning potential
• The APR Plus warranty program and what it covers

If you're considering tuning your BMW, Mini, Volkswagen, Audi, Porsche, or other VAG vehicles etc this could be a very helpful insight into some of your options from APR and sister company Dinan Engineering.

TIMESTAMPS:
0:00 - Getting More Power From Your Factory Car
0:07 - Arin Anhell: APR
0:13 - How APR Develops a Tune
0:35 - Finding the Limits
0:50 - Sensors & Data Collection
1:19 - Dyno Testing & Power Increases
1:40 - Why Do Factory Cars Have Headroom?
2:23 - The Audi RS6 & Porsche Power Differences
3:04 - Factory ECU Safety Margins
3:39 - Fuel Quality & OEM Limitations
4:07 - The MK8 GTI & Octane Impact
4:42 - Oil Change Intervals & Reliability
5:50 - Cylinder Pressure & Peak Torque Management
6:36 - Low-Speed Pre-Ignition (LSPI)
7:35 - In-Cylinder Pressure Testing
8:04 - Tuning Safely Without Risk
8:42 - When Factory Hardware Becomes a Limitation
9:26 - Turbo Upgrades & Stage 3 Tuning
9:50 - Direct Injection Fuel System Limits
10:38 - APR Plus Warranty Explained
11:32 - APR Engine Replacements?
12:00 - ‪@APRtube‬
12:08 - BUILD.TUNE.DRIVE

When Joel Vermiglio isn’t working his day job at McLaren Formula 1, he’s in his Garage 68 Motorsport workshop building an old VW Caddy… with a McLaren twin-turbo V8 in the rear tray, a Lamborghini gearbox, and Porsche 911 suspension.

👉 Use 'JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb

Joel never set out to work in Formula 1 — in fact, he didn’t have any plans to get into motorsport at all. That changed in his late teens when he got into cars, went on to study, and eventually found his way into the industry.

In this conversation, Joel shares his unexpected journey to joining one of the world’s top F1 teams — proving that you don’t need a PhD in mechanical engineering to claw your way to the pinnacle of motorsport.

We also dig into the inner workings of a Formula 1 team, getting as much behind-the-scenes insight out of Joel as we can. From design and build to the day-to-day operations and the brutal pace of life in F1, it’s a fascinating look into what really goes on.

Finally, Joel walks us through his VW Caddy project — a Frankenstein build sparked by spotting a perfectly good(ish) McLaren race motor in the scrap bin at work. Now it’s a running, driving weapon with supercar DNA and a whole lot of DIY ingenuity.

Joel’s been using our courses to learn parts of the build process that he had little experience in, so this chat also offers an interesting look at how what HPA teaches gets applied in the real world.

Follow Joel here :
IG: @garage68motorsport
YT: Garage 68 Motorsport
WWW: mclaren.com/racing/

👉 Don’t forget, you can use ‘JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb

Timestamps:

0:00 The TRUTH About Life in Formula 1.
3:42 What was your passion growing up?
5:34 How and when did cars come on the scene?
9:23 How did a passion for electronics and cars lead to a career in motorsport
14:49 A career in motorsport can be a hard nut to crack. Just how challenging is it
23:36 Landing a job with McLaren GT
28:34 What’s involved in turning a supercar into a competitive GT race car?
33:29 What’s involved in being a systems engineer for McLaren F1?
43:30 What is a Cirrus tester and why do you use it?
44:59 Component reliability and lifespan in F1.
52:20 Crimping vs Soldering?
56:40 How has your role at McLaren F1 changed over the 9 years you’ve been with them?
1:01:25 Balancing F1 and family life. 
1:10:54 What are your thoughts on where F1 is going?
1:16:34 McLaren’s development path in 2024.
1:19:57 Is Red Bull going to be lost without Adrian Newey?
1:22:54 Can you tell us why you’re an HPA member?
1:26:05 What is this project car you’re building?
1:34:52 Final three questions.

Is it time to ditch your factory ECU?

HP Tuners is known for reflashing factory ECUs, but now they’re flipping the script with their Core Standalone ECU, a complete engine management system that offers boost control, traction control, nitrous control and more right out of the box.

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

We stand up (not much seating at SEMA!) with Justin Burt from HP Tuners to break down who this ECU is for, when you should ditch a stock ECU, and what makes CORE different from the competition. Whether you’re pushing 1500hp on a factory ECU or building a dedicated motorsport machine, this discussion covers CAN bus customization, pricing, and potential future support for DI engines.

Building on from the VCM Suite reflash tuning interface, VCM LIVE software ensures a familiar interface for HP Tuners users tuned to the needs of a standalone ECU tuner, while 12 base maps, sample data logs, and beginner-to-advanced tuning modes make it accessible for both new and experienced tuners to learn and grow with.

With Gen 3/4 LS support out of the gate and Gen 3 Hemi & Coyote in development, this is more than just an LS swap ECU. In time and with the backing of a large company like HPT, is the CORE ECU potentially going to become the most versatile standalone ECU yet?

S15 suspension in a 240Z—good idea or nightmare?

Joel Dimmack’s 1971 Datsun 240Z is no ordinary drift car. Running a VR38DETT swap with Garrett GTX3071R mirrored turbos and making 600-700hp, this 1100kg wet monster blends old-school styling with modern competition-ready tech. But is an S15 suspension transplant really the best setup for drifting?

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

We dive deep into the Parts Shop MAX kit, chassis stiffening by Pace Innovations, and the MoTeC M150 ECU tuned by Nick Ashvin at NA Motorsport to see what it takes to make this build work. Plus, we break down the Albins 6-speed sequential gearbox, R32 GTR diff & axles, and the challenges of running an S-chassis suspension on a shorter wheelbase.

Braking is handled by R33 GTST calipers with Project Mu pads and rotors, along with a twin-caliper rear handbrake setup—a must for a competition drift car.

This is one of the wildest Z builds around, and it has presented Joel with some lessons and aspects he would do differently the second time around, but that is precisely what a build like this is all about and how ideas are built into skills.

The performance EV landscape is changing rapidly, and public opinion on electric vehicles also seems to be on the move. How much faster can they go? What are their limitations? Are they even still relevant?

A lot has changed since we first had this week’s guest, Sasha Anis of Mountain Pass Performance, on the podcast back in 2022. This conversation gets us right up to date on where the industry sits now and what it’s going to look like in the very near future.

Use ‘ONPOINT50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb

Sasha has a foot in both the EV and ICE worlds, driving an extremely quick hybrid 350Z race car as well as owning and operating both Mountain Pass Performance and On Point Dyno, so he’s the perfect person to get down into the weeds on the latest automotive tech without much of a bias one way or the other.

In this conversation, we jump straight into just how much things have changed since Sasha was on the podcast only a couple of years ago, discussing the good and the bad consequences of this rapid evolution. We also talk about where it’s all heading next. Is hybrid the way forward? And what about hydrogen? And how much better can EVs actually get?

The chat then turns towards the technical side as Sasha talks us through the basics of an EV system, covering all the major components and their purposes.

We also discuss why it’s so hard to extract extra power out of an EV system and how an amateur enthusiast should go about carrying out an EV swap if they want to actually get a good result.

Follow Sasha here:
IG: @mountainpassperformance
FB: Mountain Pass Performance
YT: Mountain Pass Performance
WWW: https://www.mountainpassperformance.com, https://www.onpointdyno.com

Don’t forget, you can use ‘ONPOINT50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb

Timestamps:

0:00 Performance EVs — Do They Have a Future?
4:06 Who are you and where are you from?
5:26 Hybrid 350z
8:15 What has been the advances in electric vehicles in the last 2 years?
16:04 How do you see the resale value of older EV models being affected as tech improves rapidly?
22:24 Pros and cons Hybrid vs Full EV?
26:44 What are your thoughts on alternative fuels for internal combustion engines?
31:40 Where are the limitations of EV performance?
36:46 HPA EV course overview
41:47 Why can’t I make more power? And why does it overheat?
53:59 How to maintain battery life?
56:05 Motors and inverters: how do they work?
1:00:20 What does the BMS do?
1:02:52 How concerned should we be about EVs catching on fire?
1:08:13 Final elements that the HPA EV course covers
1:08:56 What’s involved in an EV swap?
1:22:44 Traction control in an EV vehicle?
1:26:42 Can the average home enthusiast perform an EV conversion?
1:31:00 Final 3 questions

Why don't OEMs tune for the maximum reliable performance and what's all the fuss about over emissions compliance in the United States 'street legal' modified car scene?

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

Emissions compliance might not be the most exciting topic, but if you're tuning a street car, ignoring it could land you in serious trouble. We're joined by Chris Mountain from ‪@cobbtuning‬ to break down how emissions regulations have changed, what CARB (The California Air Resources Board) EO (Executive Order) certification really means, and how you can still make large power gains while staying '50-state' legal within the regulations the EPA (Environmental Protection Agency) has developed and enforces (like it or not).

Covered during this SEMA show interview is why OEMs tune for lambda instead of maximum performance, how hardware mods like intercoolers and turbo upgrades affect emissions, and the rigorous (and expensive) testing companies like COBB are now going through to ensure compliance. Plus, find out how you can achieve 20-30% power gains without risking fines or legal headaches.

If you're modifying a street car in the USA and need to keep it legal, this is a must-watch.

2000HP, twin turbos, and a manual transmission – is this the ultimate fun off-roader?

A 2000hp twin-turbo Lamborghini V10 in a street-legal off-road monster? That’s exactly what ‪@MorganClarkeDesign1‬ aka MCD1 built with this prototype Range Rover Velar Dakar-inspired hyper off-roader.

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

Designed as a luxury play car rather than a full race build, this machine blends extreme off-road capability with high-end comfort. Featuring a pressurized cabin, air conditioning, full Range Rover infotainment, and an Albins 5-speed synchromesh manual gearbox, it delivers an unmatched high-performance driving experience—whether blasting through dunes or cruising on the street.

Morgan explains the design process, balancing form and function, and why CAD modelling vs. hands-on fabrication played a unique role in the build. With carbon fibre body panels, fully billet CNC suspension, and a fully custom chassis, every inch of this machine has been engineered for both durability and aesthetics.

With just 7 units being produced, this million-dollar build is set to redefine the limits of off-road luxury performance.

What’s the deal with diesel tuning? Is it really that different? Yes… But also no.

This week Matt Smith of Just Autos joins us to discuss all things diesel tuning — operating principles, combustion temperature, reflash options, and a whole lot more.

Use JUST50 to get $50 off HPA’s Diesel Tuning Starter Package: https://hpcdmy.co/dieselstarterb

Just Autos, based out of Queensland, Australia, specialises in diesel performance tuning — but perhaps not the platforms you’re more familiar with.

Matt has gone down the Japanese diesel path — specifically Toyota’s Hilux, Prado, and Landcruiser platforms. These workhorses are common on Aussie roads, and Matt is at the very forefront of developing their stout Toyota diesel motors to get the absolute best performance from them. 

In this conversation, Matt tells us how he got into the business, and how it’s changed and improved to become the very professional outfit it is today.

We then jump into the real meat and potatoes of this episode — a very deep dive into the world of diesel engines and tuning.

Matt takes the time to really go through how a diesel engine operates and how that differs from a petrol engine, as well as why we need fuel pulses, the general dos and don'ts of diesel tuning, controlling combustion temperatures, and the usefulness (or not) of exhaust gas temperature sensors in a diesel application.

Matt is a great communicator and manages to get tech heavy without leaving the real world, so if you’ve always wanted to better understand diesel technology and how to get the absolute most performance out of it, this episode is a great place to start.

Follow Matt here:
IG: @justautosmechanical
FB: Just Autos
YT: Just Autos Mechanical
TKTK: justautos
WWW: justdieselperfomance.com.au

Don’t forget, you can use JUST50 to get $50 off HPA’s Diesel Tuning Starter Package: https://hpcdmy.co/dieselstarterb

Timestamps:
0:00 The Dos and Don’ts of Diesel Tuning.
3:41 How did you become interested in cars?
10:57 Are we losing key mechanical skills these days?
15:30 What drove you towards the diesel world?
22:48 How does a diesel engine work?
26:15 Diesel engine timing.
29:16 What is pilot injection for in a diesel engine?
32:36 Diesel fuelling and tuning.
40:12 EGTs on a diesel engine.
50:47 Common rail diesel fuel pressure.
54:19 Diesel fuel system failures. Are people pushing them too hard?
1:03:32 How much power can you pull out of a turbo diesel with just a tune?
1:06:03 How do you go about tuning different engines for different applications?
1:09:39 What instrumentation should we add to help monitor our tuned diesel engine?
1:13:33 Diesel engine flow, intercoolers, exhaust etc.
1:14:39 What do we need to know about sizing a turbo for diesel engines?
1:23:05 Why does Toyota not have good support for reflashing?
1:26:23 How are you reverse engineering the factory Denso ECUs?
1:33:19 What do you think about emission devices?
1:38:49 What does Just Autos look like today?
1:46:03 Final three questions.