Imagine being a self-taught engineer who mastered the intricacies of engine design and is now building bespoke engines from the ground up. That’s exactly what Josh Valman from Motorsport_Engineering has done.

We welcome Josh back for his second appearance on the podcast. This time, we catch up on his wild Alpha V8 Hayabusa project and dive into his latest creation — a turbocharged hot-vee V6 bespoke engine.

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In this episode of Tuned In, Josh shares his journey from self-taught engineer to bespoke engine designer and builder. We check in on his progress with the Alpha project before unpacking the details of his new V6 design.

We explore the technical side of engine performance — including pre-ignition chambers, variable valve timing, and the unique benefits of a V6 engine configuration. Josh also discusses the finer points of engine design and the importance of balancing stroke and bore ratios while selecting the right compression ratios for boosted engines.

With deep expertise in machining and manufacturing, Josh offers valuable insights into precision machining, materials selection, heat treatment, and maintaining tight tolerances in high-performance engine parts.

If you’re fascinated by engine design, engine building, machining, or CAD, this episode is packed with knowledge. Josh’s passion for sharing his experience makes it a must-listen for anyone interested in the art and science of building engines.

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Follow Josh here:

Instagram: Motorsport_engineering
Youtube: Motorsport_engineering

Timestamps:

0:00 The Self-Taught Way: Building Wild Engines from Scratch
3:34 Welcome back, Who are you? Where are you from and what do you do?
8:45 How did you learn your CAD skills?
2:11 What’s the complexities with manufacturing in China?
18:31 What’s happening with the Alpha project?
21:31 What is the process for making the tooling for carbon fibre body panels?
23:20 When do you see this competing in the British Hillclimb Championship?
23:46 What engine changes would you make to run the car at Pikes Peak?
27:05 What is a pre-ignition chamber and what’s the advantage?
34:40 What is pre-ignition and what causes it?
38:04 What’s the advantage of variable valve timing?
40:26 How did you go from a manufacturi
45:49 How do you choose the V angle for an engine?
51:17 How do you design parts & get them right without years of experience? 
55:25 Why would a V6 require balance shafts?
58:27 Is it easier to design an engine from scratch than modify an existing one?
1:04:12 What are the factors that affect deciding on a stroke length? 
1:06:36 How critical is the rod to stroke ratio?
1:07:55 How do you choose a compression ratio?
1:11:05 How do you confirm the strength of your engine parts?
1:13:53 Why do we need to heat treat our parts?  
1:17:11 How do you keep accurate tolerances while machining these parts?
1:21:09 Why are you using a liner over a coated bore?
1:22:31 How hard is it machining coolant passages into the block & Head?
1:25:45 How are you confirming you have sufficient cooling when designing these engines?
1:30:40 How are you sealing the head on this engine?
1:34:12 How did the V8 engine go when you got it on the dyno?
1:35:53 Why did you go gear drive between the crank and cams?
1:40:09 How long between over

CAN communication might seem like a secret, nerdy language spoken only by electronic components —and, in a way, it is. But behind that digital chatter lies the key to unlocking integration between different electrical systems.

Mitch Minton from Minton Performance joins us to unpack CAN communication—how it really works, and why it’s become such a crucial part of the aftermarket performance world.

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In this episode of Tuned In, Mitch shares his journey from a casual interest in cars, sparked by ‘The Fast and the Furious’, to becoming a skilled automotive technician and data analyst. He reflects on the evolution of his expertise and his experiences in race engineering and mobile diagnostics.

We then dive into the fascinating world of CAN communication, exploring its vital role in modern automotive systems. Mitch breaks down the complexities of CAN protocol, explaining data transmission, how to decode negative values, and the purpose of his CAN gateway.

We explore the challenges of integrating aftermarket ECUs and how intricate modern vehicle data networks have become. Mitch explains why continuous learning in this field is essential for anyone serious about automotive technology.

With modern vehicles packed full of electronic modules, traditional engine swaps, gearbox conversions, and standalone ECU upgrades aren’t as straightforward as they once were. Without the understanding and use of CAN communication a lot of these modifications are no longer possible.

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Follow Mitch here:

WWW: mintonperformance.com
Youtube: @mintonperformance
Facebook: Mitch Minton

Timestamps:

0:00 Cracking the CAN Code: Mastering Integration in Performance Builds
4:37 How did you get interested in cars?
9:11 At what point did you decide to go down the IT road?
12:45 What is your work history and where are you today?
14:54 Can you tell us which HPA courses you took and how you found them?
19:34 What sort of race engineering and data analysis did you get involved in?29:40 How easy is it to understand and use different data loggers?
34:34 Why did you stop doing data analysis?
36:16 What does your current working role look like?
38:33 What is CAN?
45:30 How do the CAN high and CAN low wires work?
47:25 Is there a limit of nodes depending on the Bus length?
48:33 What is the benefit of using CAN Bus?
54:12 What does a CAN message look like?
1:03:29 Why can’t we send the data in the numbers we want to see?
1:05:04 What hardware and software do we need to reverse engineer a CAN Bus? 1:14:10 What is a CAN gateway?
1:19:20 How do we run a modern DCT gearbox on a standalone that doesn’t accurately log torque output?
1:23:09 How do you actually control and program the CAN gateway?
1:24:55 Could you offer a standard and a pro version for different users?
1:28:21 What is CAN 2.0 and what is CAN FD?
1:31:57 Where do you place the data in addresses of importance? 
1:33:43 How mainstream is CAN FD at the moment?
1:35:20 What is FlexRay?
1:37:50 Is it going to get harder and harder to make stand alone ECU’s work on late model vehicles?
1:45:08 Final 3 questions

Want a high-revving, F1-sounding, naturally aspirated V10 on a budget? Sounds impossible—until Jack and Diego from Build It Yourself made it happen. They took a humble Ford V10 truck engine, crafted custom four-valve heads, and engineered headers that deliver that unmistakable F1 scream.

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In this episode of Tuned In, Jack and Diego share their backgrounds in automotive engineering and their journey into the performance automotive world. They discuss their current roles at Ford, the skills they bring to their YouTube channel Build It Yourself, and the innovative technologies they leverage, such as CAD, 3D scanning, and 3D printing.

The conversation dives deep into the highs and lows of building a one-off V10 engine. From the headaches of welding cylinder heads and perfecting cooling and oil flow to the science of exhaust sound engineering. They unpack machining, camshaft design, and the creative process behind documenting the entire build on YouTube.

Then there’s the bold decision to drop this beast into a 2017 Lincoln Continental, a choice that might not seem obvious to many enthusiasts. With the added challenge of a rear-wheel-drive conversion, it was definitely no straightforward swap.

What they’ve pulled off in their home workshop is nothing short of extraordinary. Blending solid engineering know-how with hands-on ingenuity, their Build It Yourself attitude is truly inspiring.

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Follow Jack & Diego here:

Youtube: biy_buildityourself
Instagram: biy_buildityourself

Timestamps:

0:00 The “Impossible” Backyard V10 Screamer
4:22 How did you get into cars? (Jack)
6:34 How did you get into cars? (Diego) 
12:43 Opinion on the future of EV’s side quest
14:32 What would you say your key skills are?
18:38 How hard is it to learn 3d scanning?
26:36 How did you learn the CAD skills?
29:53 Why do we all need 3d printers?
39:40 How did the BIY channel start and why the V10?
42:15 What is an even fire engine?
48:25 How did you convert the engine to 4 valve double overhead cam?
56:15 What issues did welding two heads together cause?
59:44 No one wanted to line bore your cam journals?
1:02:15 How did you find someone to make you custom cams?
1:04:30 Did you consider using any other V10’s?
1:08:07 What's the power and rpm to date? 
1:09:40 What chassis did you decide to put it in?
1:13:42 How hard is the rear wheel drive and engine swap?
1:16:29 How does header design affect sound?
1:27:51 3D printed 5 to 1 exhaust collector
1:30:15 Why did you decide to make a YouTube channel for the build? 
1:39:21 Why didn’t you try to tune the car yourselves?
1:43:44 Final 3 Questions

Whether it’s a bespoke quad-turbo V12 or a modified OE production engine, the fundamentals remain the same—we’re all looking for those extra gains. Italtecnica’s Riccardo Breda is here to break down the core concepts that could help you take your engine build to the next level.

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In this episode of Tuned In, Riccardo discusses his journey into automotive engineering and his role as an engine designer at Italtecnica, a company specialising in resto-mods, engine development, design, and manufacturing, working with brands like Ferrari and Maserati.

The conversation explores the evolution of Italtecnica, the challenges and innovations in resto-mod projects, and the range of engines currently being produced and developed. That includes a new naturally aspirated V12 for racing, along with a homologated version for road use. He also talks about the challenges of balancing power output with emissions compliance in modern engine design.

We dive into key fundamentals of engine design, including compression ratio, bearing clearance, rod-to-stroke ratio, cylinder head design, and different methods of valve actuation. The conversation also touches on the Atkinson cycle and how it can be replicated with variable valve timing.

It’s not every day you get to tap into the mind of someone designing bespoke high-performance engines from the ground up. This episode is jam-packed with insight and a must-listen for anyone interested in engine building.

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Follow Riccardo here:

Instagram: italtecnica.engineering
Facebook: italtecnica
WWW: italtecnicaengineering.com

Timestamps:

0:00 Inside the Art of Bespoke Engine Building
4:35 How did you become interested in cars?
8:46 Once you Graduated what did your work career look like?
9:50 What’s the history of Italtecnica?
14:05 What is the Kimera EVO37?
17:43 What is different about modern cylinder head design?
20:19 What engines are you working on and offering in 2025?
21:52 The V12 NA engine you’re producing, who is the target market?
25:29 What sort of HP and RPM will the V12 produce?
28:12 It’s not all about HP figures and 0-60 times 
30:10 How do you decide on a rpm limit for a bespoke v12 engine?
37:34 Atkinson cycle, How do we mimic with VVT?
41:44 How do you decide on a compression ratio when designing an engine?
45:03 Can you simulate knock threshold in a virtual model?
47:37 How much do you consider rod to stroke ratio?
53:36 What’s your take on bearing/oil clearances?
1:02:18 What drives your bank angle decision?
1:08:21 What type of valve actuation are you using?
1:14:40 What’s your lifespan between rebuilds on your engines?
1:15:46 What material do you use for your pistons?
1:18:25 How close are real world numbers to your simulations?
1:22:46 What are the cost challenges with cast parts and low production numbers?
1:27:14 Final 3 questions

Composites might seem like the secret language of aerospace engineers and hypercar builders, but Gabriel Mountjoy from Common Fibers is here to break down those barriers. He’s out to prove that composites aren’t just exotic materials—you can use them to elevate your own builds too.

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In this episode of Tuned In, Gabe shares his journey from a mechanical engineering student passionate about automotive efficiency to a successful entrepreneur in the composites industry. Alongside his now-wife Ann, he co-invented the first carbon fiber hinge, and today their company is not only one of America’s leading composite manufacturers but also uniquely committed to educating people on how to work with these materials.

We explore the evolution of composites in automotive applications, the challenges and opportunities they bring, and why designing for manufacturability is key. Gabe also takes us inside high-profile projects like SSC North America’s Tuatara—a hypercar capable of 300 mph—explaining how they construct mission-critical, complex components such as its carbon-fiber monocoque.

Gabe breaks down the essentials of material and resin selection, unpacks layup methods, and clarifies the differences between wet layup, vacuum bagging, and resin infusion. He highlights the advantages of prepreg materials and compares autoclave with out-of-autoclave approaches.

Despite producing some of the most intricate composite parts in the U.S., Gabe and his team remain refreshingly open about their processes and deeply passionate about making composites more accessible.

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Follow Gabe here:

Instagram: Commonfibers
Facebook: Common Fibers
YouTube: Common Fibers
WWW: commonfibers.com

Timestamps:

0:00 From Home Builds to Hypercars: Composites for Everyone
4:37 Did the passion for cars come first or carbon fiber?
7:54 How do you become a composites engineer?
10:01 What’s your work history prior to starting Common Fibers?
11:18 Are composites much more common in other industries?
14:55 What does Common Fiber’s look like today?
16:11 How are you finding composite technicians?
18:06 Why did you open a second facility? 
19:01 Can you briefly explain the different resin types?
21:30 What has been the process of growing a business to have 40 staff?
26:33 How much work are you doing for the aerospace industry?
29:22 What is the SSC North America Tuatara?
30:38 How did you get involved in the hyper car project?
32:30 How does the design and production work with the Tutara parts?
38:01 What’s the benefits of the monocoque over a conventional chassis?
44:11 When we talk about composites, what are the different materials?
47:23 What are the different types of carbon fibre?
49:18 What is carbon's best strength quality?
51:56 How do you validate the strength of your parts?
57:28 What is the process of designing and manufacturing a mold? 
1:06:13 How do we layup the carbon or fiber glass into our mold?
1:14:47 What is a wet layup and where would we use it?
1:18:25 What is vacuum bagging? 
1:23:02 What is resin infusion? 
1:28:43 What is prepreg?
1:38:25 Final 3 questions

It’s common for car enthusiasts to rush their car onto the dyno before it’s truly ready, only to have it strapped down and the tuner uncover a list of issues. Nothing kills the excitement of chasing those long-awaited power figures faster than unexpected problems.

Booking a session with remote tuning expert Shawn Christenson could save you thousands. Shawn, from Tuned by Shawn, is a Haltech specialist who can remotely tune your car from anywhere in the world.

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Shawn shares his journey from a childhood fascination with cars to becoming a self-taught tuner and business owner. He talks about the challenges of diving headfirst into tuning, including his first attempts learning on his FD RX-7. “Piston engines were easy after learning to tune on a Rotary” 

We explore how Shawn began his tuning career with Adaptronic before transitioning to Haltech, which he now specializes in and also provides technical support. He outlines his remote tuning process and why it works so effectively, stressing the importance of road-tuning a car before it ever sees the dyno.

Shawn breaks down the pros and cons of remote tuning, including how he manages tricky areas like knock control when the car isn’t physically in front of him. He also touches on CAN bus integration in modern vehicles, an area he’s becoming increasingly involved with.

Spending hours—or even days—on the dyno can quickly add up if things don’t go to plan. Shawn’s focus on minimizing hiccups and maximizing efficiency makes a strong case for his approach. He might just be the one to help get the most out of your car.

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Follow Shawn here:

Instagram: tunedbyshawn

Facebook: Tuned by Shawn

WWW: tunedbyshawn.com

Timestamps:

0:00 How to Avoid Wasting Thousands on the Dyno
3:44 How did you form a passion for cars?
8:12 I brought a FD RX7 for $9000
12:00 Did you learn to tune on your FD RX7?
24:54 What were you doing for Elliot (Turblown) at this point?
29:06 The process of remote support and tuning
32:03 How did Tuned by Shawn start?
36:48 How and why you specialised in Adaptronic then Haltech
43:04 Tech support from ECU brands is massive
49:34 Firmware updates  
52:50 Getting the car dialed in before the dyno
56:24 What are long term fuel trims and how do they work?
1:00:00 Is being away from the car a pro or a con? Remote tuning
1:03:21 What’s some red flags you look for in the long term fuel trim table?
1:08:33 Are you remote tuning on a dyno or on the road?
1:12:48 How do you tune to avoid knock remotely?
1:23:04 Are you providing a more conservative tune remotely?
1:26:11 How are you using CAN Bus on the Haltech?
1:47:06 Final 3 questions

Formula 1 represents the pinnacle of motorsport and James Densley along with the team at TDF Limited are breathing new life into retired F1 cars, transforming them back into the ultimate track weapons.

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James shares his journey from a car-obsessed child through karting to mechanic at the top levels of motorsport. He recounts his experiences in Formula 3 and then with Mercedes F1, before explaining how TDF Limited was founded and started specialising in restoring and supporting retired F1 cars.

The conversation explores the complexities involved in purchasing, restoring, and maintaining historic F1 cars, including the challenges posed by obsolete electronics and sourcing rare components. James emphasises the critical role of modern technologies such as 3D scanning in facilitating these restoration projects.

We also discuss the operational and logistical challenges of running historic F1 cars today, the development of the TDF One program to make these cars more accessible, and the technical hurdles of modernizing powertrains while preserving the true essence of Formula 1 racing.

It’s unfortunate that these extraordinary machines often face the scrap heap or sit around as expensive ornaments after their brief racing lives. What TDF Limited are achieving by resurrecting these masterpieces and returning them to the track is truly groundbreaking.

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Follow James here:

Instagram: @tdf_limited
YouTube: @tdflimited
WWW: tdf.co.uk

Timestamps:

0:00 Is a Retired F1 Car the Ultimate Track Toy?
4:22 How did you form an interest in cars? 
6:34 What’s a race weekend look like in Formula 3?
7:59 How do limited slip diffs work?
9:19 Tell us about Mercedes F1
14:00 What is TDF and how did it come to be?
18:20 How does TDF Works get a hold of used F1 cars?
22:22 Used F1 engines, are they hard to find and get running?
27:45 How do we get a trans axel for one of these cars?
31:50 What is seamless gear shifting and how does it work?
34:41 How do you go about running these cars on old electronics?
45:03 How do you source replacement body and aero parts?
49:50 Can you put something like a Judd V10 in one of these chassis?
52:37 What’s it look like for TDF Works to take a F1 car to the track for the day?
58:04 Can you give us an idea of the hydraulic system?
59:05 What is TDF One and how does it work?
1:02:55 How much of a debate was it to go to a turbo 4 cylinder?
1:06:29 How much HP are the genuine F1 cars making compared to TDF One?
1:07:59 What is the 4 cylinder engine in the TDF One cars?
1:11:03 Are you running a F2 trans axel in the rear?
1:12:52 What’s the electronics package and have you added ABS & Traction control?
1:15:46 How often do you need to overhaul the engine and gearbox and other parts?
1:20:50 How does crack testing on carbon fibre work?
1:22:15 How much does a TDF One car cost to run?
1:23:57 How many TDF One cars are out there?
1:24:44 What’s the build time on one of these cars?
1:28:26 Final 3 questions

No matter the stage of a build, most projects reach a point where giving up feels tempting. They demand grit and perseverance—and Karel Silha from Karel S Motorsport’s wild DTM-inspired M4 Time Attack build is no exception.

We first spoke to Karel in 2022, and now he’s back to share what it really takes to shake down and test a home-built car of this caliber. Believe it or not, it all started with a toy car that Karel scanned and scaled up using CAD

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In this episode, we explore the engineering details behind the build. Karel explains the challenges of mounting a massive aero package capable of generating serious downforce. He highlights the practical difficulties of high-performance engineering in a garage environment.

Karel also shares how he’s utilised modern tools like CAD and FEA to optimise the design. We talk through his experience testing on KW Suspension’s seven-post rig—fine-tuning the suspension for low-speed mechanical grip and managing the immense downforce at high speeds.

We discuss the complexities of engine management with turbocharging and individual throttle bodies (ITBs), the importance of on track testing versus dyno calibration.

Despite the technical challenges and the emotional toll, this episode is far from bleak. Karel’s journey is incredibly inspiring and he’s optimistic that 2025 will finally be the year this insane build shows its true potential. 

Follow Karel here:

Instagram: karel_s_motorsport
Facebook: Karel S Motorsport
Youtube: karelsmotorsport

Links:

Episode 26 with Karel: Building a Tube Frame 1100hp Time Attack Weapon

Episode 75 with Dave Higgins (Aero Dave): The Realities of Driving and Maintaining Your Own F1 Car.

Timestamps:

0:00 DIY Motorsport Isn’t Easy But It’s Insanely Rewarding
4:12 Welcome back, can you give us a quick intro into who you are?
6:06 Can you give us a quick overview of the car?
12:24 Designing car modifications with serviceability in mind
16:40 What engine setup do you have in the car?
22:51 How do you go about the first shakedown for a car like this?
26:37 How did you go about fixing the initial issues?
30:12 What was going on with the wheel speed issue and why do we even need wheel speeds?
34:51 Why are you not running ABS?
38:15 Wheel speed issues wrapped up.
42:29 Were there any other issues in the initial testing? Dry sump issues?
49:40 Issues with the fixing points for the splitter and wing? 
53:27 What material are you using?
56:37 Can the average enthusiast get good results with FEA or do you need to be an Engineer to use it?
1:01:25 Did you have any cooling issues?
1:07:49 What is the height of the splitter at static ride height?
1:11:14 What is a 7 post rig?
1:19:44 Are you tuning the car onto bumpstomps to combat aero at high speeds?
1:21:46 Where does testing go from here?
127:11 How are you going about tuning your engine package? 
1:35:11 Were you able to do any gear shift calibration on the dyno? 
1:43:00 Will we see you at WTAK in Australia?
1:46:35 Final 3 questions 

Designing an elaborate engine block or cylinder head in CAD is one thing, but actually manufacturing that design is another challenge altogether. In this video, we talk with Gerry from Crest CNC about what it takes to turn complex billet and cast designs into reality

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Gerry handles CAD design at Crest CNC, creating engine blocks, cylinder heads, and the tooling and fixtures required to manufacture them efficiently. He explains how his early career as a toolmaker led him into CNC machining, CAM programming, and then full-time CAD design. During his time in the UK, he worked at JCB’s engine division, gaining critical experience in engine block and cylinder head design fundamentals.

For their cylinder head development, Crest CNC work closely with third-party experts such as Cylinder Head Specialists to optimise port and combustion chamber geometry. They use traditional flow bench testing and 3D scanning to bring these designs into CAD before finalising them for manufacturing.

Gerry also discusses design for manufacture considerations, often called DFM. Whether working with billet parts or cast parts, understanding machining limitations, tooling aspect ratios, taper angles, and draft requirements is essential. Design for manufacture ensures that parts are not only functional but also practical and cost-effective to produce.

If you want to learn more about how advanced billet and cast engine components go from idea to finished product, or how companies like Crest CNC and Cylinder Head Specialists push high-performance design, this interview is packed with insights you can apply in your own engineering or fabrication projects.

“Composites” aren’t just expensive and elaborate carbon fibre parts for high-end race teams. It may be easier, more accessible, and cheaper than you think to get started in the composite game.

This week on the podcast, we sit down with Keith Peden from Rodin Cars to unravel the world of composites.

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Keith shares his journey from a childhood passion for cars to becoming a composite specialist in the automotive industry, building parts to the highest level. He emphasizes the importance of hands-on experience and how collaboration between engineering and manufacturing teams is key to success.

The conversation explores the properties of different composite materials and their applications in motorsport and automotive design. He discusses various aspects of composites, focusing on the differences between chopped strand mats and woven mats.

He also explains resin types, why proper mixing is critical to strength, and how many factors can impact the final product. We discuss different manufacturing methods, from wet layups to prepreg and autoclaves.

One of Keith’s big takeaways is that composites don’t always have to mean expensive carbon fibre. For many motorsport and automotive needs, affordable alternatives can deliver excellent results — especially for the home enthusiast.

Follow Rodin Cars here: 

Website: rodin-cars.com
Instagram: rodincarsofficial
Facebook: Rodin Cars
Youtube: RodinCars

Timestamps:

0:00 “Composites” aren’t just for high-end motorsport
4:00 How did you form an interest in cars?
5:33 How do you become qualified in composite manufacturing and what’s your  background?
16:18 Can you give us an overview of Rodin Cars?
27:44 What is your role as Composites Team Lead?
31:47 What does the word composites actually mean?
33:03 Is a carbon fibre part stronger in compression or tension?
35:21 What is carbon fibre and why is it so good for motorsport?
38:09 Carbon vs Kevlar vs Fibre glass cost variation?
40:42 What is a chopped strand mat?
43:05 What is a woven mat?
44:44 What is resin?
48:49 What does the term prepreg mean?
52:55 What is an Autoclave?
59:09 Other types of layup methods
1:11:55 Downsides of composites parts being repaired
1:13:21 How do you add threaded bosses for attachments to a composite part?
1:16:24 Final 3 questions

The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster.

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In this interview, Ben from ‪@artec_performance‬ reveals the 18-month R&D journey behind their fully emissions-compliant bolt-on turbo kit for Toyota’s GR platform. This isn't a generic setup, every component is purpose-built to retain OEM fitment, support factory ECU control, and maintain legal emissions systems. That means you keep your sensors, your catalytic converter, and your conscience clean while chasing 400+ hp.

You’ll hear how ARTEC engineered their own turbine housings, compressor covers, and manifold solution to suit Garrett G25 rotating assemblies, why packaging and emissions compliance required more than just off-the-shelf parts, and what makes the G16E-GTS engine one of the most exciting new tuning platforms in years.

Whether you’re building a street-legal time attack car or want to keep your road car emissions-friendly while unlocking serious power, this bolt-on system is worth a closer look.

"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?

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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:
https://www.te.com/commerce/DocumentDelivery/DDEController?Action=srchrtrv&DocNm=1-1773721-9_as_technical&DocType=DS&DocLang=EN

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