Tuned In

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.

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-inOnce 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with a complete 3D scan of the body, Connor designed and built a full custom chassis using CAD, ditching the original outdated geometry for a purpose-built cantilever suspension system that was prototyped with 3D printing and finalised via CNC machining.Use ‘PODCAST75' for $75 off your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-inEvery 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. 

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-inKyle 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-inThis 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.

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-inThe 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.

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-inG-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 GESi0:22 - Limitation of Factory Catalytic Converter0:53 - Exhaust Backpressure1:06 - Aftermarket Options2:10 - Aftermarket Vs OEM Construction2:29- Why OEMs Use Ceramic2:39 - Stainless Steel Construction2:50 - Not Bulletproof3:20 - Tuning Mistakes4:00 - Everything In Moderation4:45 - Tyre Analogy5:00 - 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-inUnlike 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 EFI0:16 - Mark Honsowetz0:22 - Edelbrock Pro-Flo 4 EFI1:09 - Self Tuning1:38 - Entry Level Tuning Option2:15 - Simple Installation2:44 - Injector Selection3:17 - Fuel System Selection3:56 - Ignition System Setup4:40 - Edelbrock E-Tuner App4:51 - No Crank Trigger5:20 - Pre-Calibrated Sensors5:40 - Aftermarket Cams6:40 - Closed Loop Control7:10 - Needs Varied Driving To Learn7:42 - Dyno Tuning8:30 - Cold Start, Transient Enrichment etc9:41 - Tuning Made Fun10:00 - Edelbrock Pricing10:27 - Batch vs Sequential Fire11:10 - Edelbrock11:21 - 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.

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-inWith 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-inGetting 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 componentsHow APR ensures reliability in their tuningWhy OEMs leave horsepower on the tableHow direct injection affects tuning potentialThe APR Plus warranty program and what it coversIf 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 Car0:07 - Arin Anhell: APR0:13 - How APR Develops a Tune0:35 - Finding the Limits0:50 - Sensors & Data Collection1:19 - Dyno Testing & Power Increases1:40 - Why Do Factory Cars Have Headroom?2:23 - The Audi RS6 & Porsche Power Differences3:04 - Factory ECU Safety Margins3:39 - Fuel Quality & OEM Limitations4:07 - The MK8 GTI & Octane Impact4:42 - Oil Change Intervals & Reliability5:50 - Cylinder Pressure & Peak Torque Management6:36 - Low-Speed Pre-Ignition (LSPI)7:35 - In-Cylinder Pressure Testing8:04 - Tuning Safely Without Risk8:42 - When Factory Hardware Becomes a Limitation9:26 - Turbo Upgrades & Stage 3 Tuning9:50 - Direct Injection Fuel System Limits10:38 - APR Plus Warranty Explained11:32 - 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.

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-inWe 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-inWe 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/evbSasha 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: @mountainpassperformanceFB: Mountain Pass PerformanceYT: Mountain Pass PerformanceWWW: https://www.mountainpassperformance.com, https://www.onpointdyno.comDon't forget, you can use ‘ONPOINT50' to get $50 off HPA's EV Fundamentals Course: https://hpcdmy.co/evbTimestamps:0:00 Performance EVs — Do They Have a Future?4:06 Who are you and where are you from?5:26 Hybrid 350z8:15 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 overview41:47 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 covers1:08:56 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-inEmissions 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-inDesigned 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/dieselstarterbJust 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: @justautosmechanicalFB: Just AutosYT: Just Autos MechanicalTKTK: justautosWWW: justdieselperfomance.com.auDon't forget, you can use JUST50 to get $50 off HPA's Diesel Tuning Starter Package: https://hpcdmy.co/dieselstarterbTimestamps: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.

With 903hp at the wheels, a 9.71-second quarter-mile at 161mph on an unprepped strip, and a fully air-cooled 3.6L turbocharged engine, this Porsche is the definition of a sleeper. In this video, we chat with Arthur to uncover the secrets behind his beastly build.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOriginally a 230hp Carrera Supersport, Arthur's Porsche now runs 102mm ‪@lnengineeringllc‬ Nikasil barrels, ARGO conrods, a GT3 RS crank, CMW Racing billet heads prepared by ‪@ramsheadservice8427‬ , and a ‪@precisionturbo‬ 8385 pushing 38 PSI. The drivetrain features a 996 Holinger sequential gearbox, billet 32-spline axles, and OEM ‪@Porsche‬ (yup!) CV joints.Cooling is a unique challenge for this air-cooled monster, with dual oil coolers, fuel cooling strategies, and a switch to a water-to-air intercooler keeping intake temps in check so far without the need to use ice on the strip. Engine management comes from a tried-and-true Autronic ECU, once a leader in the market but now a little long in the tooth but an ‪@AEMpowerTVelectronics‬ dash/logger helps keep it ticking the boxes it needs to for this particular project.Running on E85, with dual 1000hp ‪@WeldonAutomotive‬ pumps and a ‪@BoschMotorsportAustralia‬ 044 primer, this car shows what's possible when you push air-cooled tech to its limits and it was awesome to see running in the Flying 500 at the ‪@WorldTimeAttackChallenge‬. A sleeper? Absolutely. And one that's redefining what these classic Porsches can do at that.

When it comes to performance parts and tools we all want to reach 'straight for the top shelf' and get the best we can. While that isn't always possible for some high price components, when choosing between purple, blue or red Loctite at the same price point, many assume that red must be the strongest and therefore 'best' option.These people are wrong, and they're possibly also applying the compound incorrectly too!Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMatthew Eager of Henkel (they own the Loctite brand) helps clear up some of our fair, but incorrect assumptions around red vs blue Loctite and its application, including a common but useless way many of us have been guilty of applying the compound directly to fasteners.

He co-founded one of the top (and earliest) standalone ECU companies on earth, helped develop unique V10 F1 engines, created ignition systems for top-tier motorsports, and finished it all off by producing stock-frame turbocharger upgrades that push the limits of what a factory turbo is capable of.Mark Boxsell has had a varied and fascinating career in the performance industry, and he's ready to unpack it all in this episode of Tuned In.Use GTPUMPS100 to get $100 off HPA's Tuning Starter Package: https://hpcdmy.co/starterbHaving grown up on a farm in rural Australia that instilled a drive towards resourcefulness and ingenuity, by his early twenties, Mark Boxsell would latch on to the emerging EFI revolution and create his own fuel injection system for his personal Mazda rotary. And that was just the start.  Mark went on to invent one of the world's first aftermarket standalone ECUs, which we all know today as Haltech. In this episode, we get straight into the mind-blowing history of how Haltech came about, discussing what was involved in creating it, the incredibly basic tools he had at his disposal to make it happen, and how it actually worked.We next discuss Mark's stint developing a unique V10 Formula 1 engine that used rotary valves instead of the traditional poppet valves. Mark goes into detail about how it worked, and why we never saw it on the grid. Then it's time to talk about ignition systems, which Mark knows a lot about as one of the founders of M&W Ignition — which supplies series like Australia's top-tier V8 Supercars.We finish the episode off by moving into Mark's current venture, GT Pumps. This company specialises in stock-frame turbocharger upgrades, which are currently aimed squarely at the WRX and Evo markets. This gets into some heavy turbo tech, covering the benefits of journal-bearing turbos, stock turbo system capabilities, and more.If you're into tuning history and love a dose of nostalgia, this episode with Mark Boxsell is an absolute must-listen. Follow Mark here:IG: @gtpumpsFB: GTpumpsWWW: gtpumps.com.auDon't forget, you can use GTPUMPS100 to get $100 off HPA's Tuning Starter Package: https://hpcdmy.co/starterbTimestamps:0:00 The Best Stock Turbo System?3:43 How did you get into the automotive industry?7:57 Why did you decide to try and make your own EFI? And how?12:53 How did that first EFI system perform?15:13 How did Haltech start?23:47 How does the HC11 chip compare to modern ECU chips?26:49 Once you got the ECU working, how did you sell it?28:52 Why did you decide to use bar graphs for the interface?33:23 What were the biggest challenges building those first ECUs?36:28 Marketing first Haltec ECU continued.43:15 Why are there so many ECU manufacturers from Australia?46:05 When and how did you leave Haltec?53:52 Can you explain the different ignition systems?59:05 M&W ignition system.1:00:43 Transition from electronics to F1 engine development1:05:04 Had the rotary valve been tried by other competitors?1:09:10 Why did this rotary valve never make it to the track?1:12:25 How did your current business GTpumps come about?1:13:25 Why focus on a stock frame turbocharger?1:17:52 Are journal-bearing turbos dead?1:21:53 Are you looking to produce stock frame turbos for different models?1:28:12 Final three questions.

If you've ever considered an EV conversion but weren't sure where to start, Ryan from ‪@rywire‬ takes us through the technical details of his incredible Honda Civic EK EV swap, showcasing the integration of Tesla drive units, AEM Electronics VCU, and CSF Radiators for cutting-edge performance and thermal management.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThis lightweight (EV comparative) build features a $1,000 Tesla front drive unit and a $2,200 rear drive unit, delivering 300hp (each!) with infinite tunability thanks to a Cascadia Motion logic board. Ryan explains why switching from Tesla's OEM controls to standalone AEM strategies unlocks full control over torque split, regen tuning, and thermal strategies—key elements in achieving high performance and reliability.Thermal management is a standout feature, utilizing CSF radiators, Freon-based heat exchangers, and a multi-directional cooling system to optimize temperatures for the motor, charger, and 400V battery pack. With insights from OEM designs, Ryan has implemented a system that ensures the batteries stay in their optimal temperature range, boosting efficiency and performance.Whether you're interested in OEM vs. aftermarket motors, Bosch brake boosters, or regen tuning with paddle shifters, this build is a masterclass in EV conversions. With a range of up to 400 miles and a weight of approximately 3,400 lbs, this Civic is a lightweight powerhouse that sets a new benchmark for EV swaps.By the end of this interview you should understand that EV tuning is as risky as tuning your ICE powered projects, and without a high level of care for any project you undertake, you can potentially damage expensive components.

Off-road racing demands suspension that can handle extreme terrain, and Dane from ‪@FOXFACTORY‬ is here to break down the tech behind their world-class dampers. From remote reservoirs to internal and external bypass systems, we explore how Fox designs for the brutal conditions of off-road racing events like the Dakar, Baja 1000 and the Finke Desert Race while keeping the tech scalable for daily drivers.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inTopics discussed in this SEMA interview also include how heat management, damper size, and semi-active Live Valve systems let vehicles like the Ford Raptor and custom trophy trucks tackle everything from high-speed whoops to precision jumps.Also included is a quick explanation of how the system uses ECU data, including from aftermarket options, including MoTeC, rather than complicating things with their own separate electronics. This means existing sensor data is also used, including steering and throttle inputs, pitch, yaw, and of course, speed.

Blow off valves and wastegates are fairly simple in their operation, but correctly sizing and fitting them requires a lot of careful consideration if you want to get the most out of your turbocharged engine.This week, Gregg Jones of TiAL Sport — someone who's been in the turbocharging game since the mid-eighties — is here to get us up to speed on these simple yet crucial components.Use TIAL50 to get $50 off HPA's EFI Fundamentals course: https://hpcdmy.co/efifundbGregg started his career in performance cars in the dark ages of turbo technology. It was the mid-eighties, and there weren't a whole lot of good options around for the aftermarket boost industry — but working with rudimentary laggy turbos and cast-iron wastegates got Gregg thinking that he could create something much better — so he did. TiAL Sport was formed in 1993 and the company quickly blossomed as turbocharged European and Japanese imports began to filter into the mainstream. In this conversation, Gregg talks us through those early days, touching on how much room for improvement he saw and how his company was able to step up the game year after year. Gregg discusses how his products are designed, tested, and made — as well as where he sees the industry going in the future.We then move into the tech-focused section of the episode, where Gregg drops knowledge on all things turbocharging — especially when it comes to speccing, fitting, and getting the most out of blow off valves and external wastegates. There are some real nuggets of gold to be found in this conversation, and anyone who wants to better understand boosted engine applications is going to be better off for listening to it. Follow Gregg here:IG: @tialsport, @xonarotorFB: TiAL SportWWW: tialsport.com, xonarotor.comDon't forget, you can use TIAL50 to get $50 off HPA's EFI Fundamentals course: https://hpcdmy.co/efifundbTimestamps:0:00 UNTAPPED Potential? BOVs and Wastegates Decoded3:14 How did you form an interest in the automotive industry?8:10 Move to Florida and exposure to turbocharged vehicles10:24 Early cast iron HKS wastegate15:34 Why did it take so long for V bands to become the standard?17:23 What materials did you move to instead of cast iron?19:12 How have we overcome turbine back pressure?21:39 What was the design process for these wastegates?29:21 What are the challenges in designing a wastegate?34:13 What is the actual benefit to a blow off valve?40:52 Where's the best place to put your blowoff valve?48:13 How do blow off valves work with MAF sensors?52:32 Do we need to tune the blow off valve for the application?54:30 Do you have a size guide for blow off valves?56:17 How do we choose the right wastegate?1:01:46 What's the best way to mount a wastegate?1:04:36 Wastegate springs explained1:11:56 Is there still room to improve wastegates and blow off valves?1:16:05 How did you start working with Robert Young and Xona Rota?1:21:59 What's next for turbo technology?

Engine swaps on modern vehicles are no easy task, but Stewart from ‪@mesocustoms1696‬ has taken it to the next level with this insane Toyota Tacoma build, featuring a 6.2L Hellcat supercharged HEMI under the hood. In this video, dive into the challenges of integrating late-model electronics and why a turnkey Hellcat system from Cleveland Power and Performance made this swap not only possible but seamless.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith 800-900 horsepower on tap, at the SEMA Toyo Tires Treadpass stand Stewart explains why the Hellcat package was chosen over alternatives like the 2JZ, emphasizing the importance of retaining factory ECU integration for plug-and-play simplicity. From the OBD2 compatibility to a functional Hellcat gauge cluster and shifter, the truck now thinks it's a Dodge—but with the soul of a Toyota.Beyond the drivetrain, we explore the custom wide-body fibreglass panels, hand-shaped and perfected using 3D scanning and CNC routing. Stewart shares how this approach not only ensures perfect symmetry but also makes future repairs and reproduction straightforward with reusable moulds.Whether you're into engine swaps, custom bodywork, or the cutting-edge tech that bridges OEM and aftermarket, this Tacoma build is packed with ideas and inspiration.

Rock crawling isn't just about getting to the top—it's about doing it with precision, relative speed, and control. In this video, we catch up with Rodney from Lasernut Racing to break down the incredible engineering behind their single-seat unlimited class buggy, built for the toughest rock crawling challenges.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFrom low weight and tight packaging to innovative techs like portal hubs and rear-steer functionality, this 10mph max speed and 42" BF Goodrich tyre-equipped buggy is a masterclass in off-road engineering. During SEMA, Rodney takes us through the key decisions, such as using a 220hp 2.0L Chevy LNF Ecotec engine for its compact size and power-to-weight ratio and the ingenious placement of the axle-mounted fuel cell for improved safety and balance.Learn how air lockers and diff locks provide precise control, and how hydraulic winches keep the suspension loaded during vertical climbs. Plus, explore the air suspension system that allows the vehicle to adjust ride height by up to 20 inches on the fly.On the electronics side, Rodney explains how the Ecumaster PMU16 and ADU5 Dash streamline power distribution and steering control using Blink Marine CAN-based keypads. With clever innovations like adjustable steering indicators and a ride height potentiometer, this buggy has no shortage of cutting-edge solutions.If you're into off-road motorsport or just love clever engineering, this deep dive into rock-crawling tech is one you won't want to miss.

Considering striking out on your own in the performance automotive industry? There's nothing more satisfying than building your own successful business and being your own boss but… getting it right isn't easy. On this episode of Tuned In, we catch up with M26 Engineering's Matthew Bernasconi, who we first interviewed back in 2022 just as he was leaving stable employment at offroad legends Kibbetech to build his own business. Use M26ENG50 to get $50 off HPA's 3D Modeling & CAD for Motorsport course: https://hpcdmy.co/CADbMatthew has designed and machined parts for the automotive and aerospace industries his entire adult life. If you've ever encountered any of his popular social media channels, you'll probably already have a good understanding of just how talented he is. This skill was what first had us reaching out to appear on the podcast two years ago, and considering that episode (linked below) ended on a cliffhanger with Matthew just about to strike out on his own, we decided it was time to fire up the mics again and get caught up on how it's all gone. This episode is filled with great technical chats about 3D modelling, machining, and component design, all mixed in with quality business discussions that'll provide a whole lot of inspiration and insight if you're ever thinking about starting your own company in the performance industry. Listen to Matthew's first episode here: https://hpcdmy.co/mattb Follow Matthew here:IG: @M26Engineering, @matt_eight26FB: M26 Engineering WWW: m26engineering.comDon't forget, you can use M26ENG50 to get $50 off HPA's 3D Modeling & CAD for Motorsport course: https://hpcdmy.co/CADbTime Stamps:0:00 Using your automotive skills to start your own business.3:30 Who are you and what do you do?4:48 What were you doing at Kibbetech?16:22 What did you learn at Kibbetech that you then applied to your business?18:27 How did you decide the time was right to start your business?28:05 Did you start off just doing the design portion and outsourcing the machining?33:30 Is making one-off CNC parts financially viable?42:06 Did you have a business plan?44:37 You've been running the business for two years, What's that journey been like?54:37 How did you transfer from rapid prototyping to production-style work?1:00:35 How have you decided what makes and models to support?1:06:58 How big are these production runs? How many parts are you making at a time?1:11:18 Why are your parts better/different from the competition?1:17:10 What's your opinion on business-to-business or direct-to-consumer sales?1:20:10 How does product development work?1:25:25 Liability on your products, Is it a concern?1:28:09 What does M26 look like in 5 years?1:35:38 Final three questions.

Building high-performance engines just got easier! In this video, we're with Tom from Hughes Race Built to explore how they're solving one of the biggest challenges in performance engine building: finding the right tools for the job. Whether you're tackling a 2JZ, RB26, SR20, 4G63 or even Honda's K and B series, Tom's specialized and generic option toolkits are designed by engine builders, for engine builders, to simplify the process and make it more accessible for enthusiasts and pros alike.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inFrom engine-specific kits priced around $580 USD ($1,000 NZD) to their innovative hydraulic balancer puller, these tools take the frustration out of tasks like removing front pulleys, compressing valve springs, and installing piston rings. Tom walks us through how these purpose-built solutions, like their adjustable billet ring compressor, bring the precision of CNC machining to a wide range of bore sizes without the need for multiple tools.If you've ever struggled with the limitations of universal tools or wished for something purpose-made for your favourite JDM engine build, this is the video for you. Check out the solutions that are filling a major gap in the market and making engine building more enjoyable than ever.Find out more at https://hughesracebuilt.com/

Running a 725hp Texas Speed LS-based build and TREMEC Magnum transmission, Cam Cocalis has followed on from his LS3 V8 Toyota 86 build with a full chromoly tube frame BMW E30 Vert project and pushed himself to dive into some new build aspects, a C6 Corvette suspension swap in particular, as he continues to learn the ins and outs of fabrication and custom car building.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt the ‪@toyotires‬ booth during ‪@semashow‬ Cam gives us some insight into his welding progression and working process without the use of CAD, with that being a skill he wishes to learn during future projects. The CSF triple pass radiator is rear mounted to aid with weight distribution, and interestingly, this model of E30 came with rear ballast from the BMW factory. The Radium Engineering fuel system behind the Ford 8.8 rear diff also helps to get weight over the rear and a 48/52 split.The Redux Racing ITB-equipped 7L LS-based engine is controlled by a suite of Haltech electronics, and a Live To Offend kit is fitted to the E30 care of SOS Customs handiwork. We didn't get a rundown on the full brake package, but a Wilwood pedal box is equipped which will serve Cam well if he decides to hit the track for some time attack racing in the future.

*** We'll be taking a break over the Christmas/New Year period and will be back in action mid-January.That means that although there won't be any new episodes for a few weeks, we'll be taking another look at some of our favourite conversations from 2024.  ***If you've spent any time on YouTube, you're probably already aware of this episode's guest and the various projects his channel is involved in — most famously “Project Binky”, a classic Mini running a Toyota Celica GT-Four engine and AWD driveline.Richard Brunning from Bad Obsession Motorsport joins us to down a few cups of tea, talk motorsport, and run through the ins and outs of neverending project cars, the business of operating a popular automotive YouTube channel, and much more.Use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package:https://hpcdmy.co/fabpackagebRichard, like many guests of this podcast, has his father to blame for his motorsport obsession. Some of his earliest memories involve hanging out in old sheds while his Dad restored vintage vehicles, tickling up RC cars to get the edge in racing, and days spent on the couch watching Formula 1.This early focus on all things automotive drove Richard towards a life that revolved around motorsport, first starting out in kart racing, before moving on to Caterhams, formula cars, and even some Formula Mazda racing in the States. In this episode, Richard spends time talking us through these different forms of motorsport, and discusses how each type of vehicle could be set up, tweaked, and modified within the rules in order to gain more speed.Eventually, Richard's good friend and eventual partner in crime, Nik Blackhurst, enticed Richard back to the UK to help him go rallying, and it was at this point, way back in 1992, that Bad Obsession Motorsport began.Fast forward a good few years, and Richard and Nick were fed up with the car modification TV shows like Pimp My Ride, Monster Garage, and their contemporaries that were on offer at the time — none of them actually showed why and how any of the work was done. This got the pair thinking that they might be able to do better, and with that goal in mind, the Bad Obsession Motorsport YouTube channel was founded.It took a couple of years, but Richard and Nick's channel began picking up steam, not in small part thanks to “Project Binky”, a Toyota Celica GT-4 powered and driven classic Mini. Richard dives deep into this build, answering our burning questions — chiefly ‘Why'? But also “What's taking so long”?This in-depth discussion around the challenges of fitting so much engine and driveline into such a small package is a great look into what it takes to complete a complicated project to a high standard. Lastly, we also spare some time time to touch on the joys of motorsport wiring, ultra-budget racing in the City Car Cup, and making a living out of building cars on YouTube.Follow Bad Obsession Motorsport here:IG: @badobsessionmspFB: Bad Obsession MotorsportYT: Bad Obsession MotorsportWWW: badobsessionmotorsport.co.ukDon't forget, you can use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackageb

Turbosmart is well known for many quality performance accessories including wastegates, blow-off valves, fuel pressure regulators, anti-lag valves, boost controllers and more, but until recently they stopped short of selling turbochargers themselves.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt the World Time Attack Challenge, Matt Wright gives us some insight into how Turbosmart decided to not only sell turbochargers but to sell their own designed in house with help from industry experts like Harry Hruska to get the ball rolling. There's no two ways about it, this move simply makes sense for a company like Turbosmart to explore.Unlike how design was done by the pioneers of aftermarket turbocharging years ago using a lot of prototyping, these days Matt explains how the use of computer-aided design (CAD) software and computational fluid dynamics (CFD) means a lot more theories can be discussed and tested before physical prototypes are made, giving Turbosmart the chance to explore a lot of design elements that traditionally would simply be too expensive to entertain.Also touched on are some of the material and manufacturing considerations, turbo selection and how leveraging industry experience helps decide what target markets want a wider range of turbocharging options/solutions.

In this pit lane interview, Sean from Ramsdell Racing will explore the advanced EMtron ECU technology behind the Dream Project S15 at the World Time Attack Challenge. Sean breaks down how the EMtron ECU is one option using traditional OEM tuning strategies to transform power management in high-performance applications, making it possible to deliver more and more horsepower effectively through the tyres and onto the race track.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWith Emtron's sophisticated tractive force calculation, Sean explains how the ECU is optimizing torque delivery based on real-time data from tyre diameter, diff ratios, gearbox ratios, and more. This technology ensures the S15 can push the limits while maintaining traction in every gear, ultimately translating to faster lap times and a smoother driving experience.A major innovation highlighted in this interview is throttle mass flow modelling, which lets torque be precisely mapped to the driver's foot pedal. This linear relationship offers drivers enhanced control, enabling quick adjustments without sacrificing power. This level of control, traditionally seen only in OEM systems, is now at the forefront of the aftermarket scene with Emtron's developments.

*** We'll be taking a break over the Christmas/New Year period and will be back in action mid-January.That means that although there won't be any new episodes for a few weeks, we'll be taking another look at some of our favourite conversations from 2024. ***Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more.Use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterbLike many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn't long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998.Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon's life, finding some great insight into what works and what doesn't when it comes to building a company in the motorsport industry. We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it's on to the real meat and potatoes of this episode — Simon's incredible Mitsubishi Evo IX. With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it's unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build. Follow Norris Designs here:IG: @norris_designsFB: Norris DesignsYT: NorrisdesignsWWW: norrisdesigns.comDon't forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterbTime Stamps:3:41 How did you get into cars?8:25 Did you have much industry experience before starting your business?12:39 What sparked the interest in JDM cars?16:18 How did Norris Designs grow?25:56 Overview of Norris Designs today31:12 What does your day-to-day look like at Norris Designs?38:36 What vehicles are you specialising in?42:54 How did you learn to tune?52:44 Are you relying on knock control and close loop fuel control?57:35 Did you start with an engine dyno or rolling road?1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups?1:02:27 How accurate is the engine dyno?1:10:23 Repeatability issues with rolling road1:14:16 ECU of choice?1:20:20 What is a short wheelbase Evo 9?1:24:33 Engine package1:34:45 Billet blocks for street applications?1:38:41 Twin charge setup1:44:24 Transmission1:50:39 What's next in the development of the car?1:52:33 Lap time difference with new aero package

In this interview, we sit down with Charles from Lamspeed to explore what it takes to turn Toyota's GR Yaris into a record-breaking machine, using a surprising amount of standard parts! The team currently holds the title for the world's fastest GR Yaris, with a 9.6-second quarter-mile at 155 mph at the time of filming and a 9.4-second pass since then, resetting their own record. Charles dives into the challenges and engineering breakthroughs Lamspeed encountered along the way.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inTo push the Toyota Yaris G16E-GTS 1.6-litre, three-cylinder engine to extreme levels (pushing almost 900hp out of a 3-banger is impressive!), Lamspeed relies on key components from top brands, including MoTeC for advanced engine management, handled by Phil from Armour Motorsport, and Carrillo CP for custom pistons and rods to support the high-power demands. For turbocharging, Lamspeed initially used a Garrett G30-770 for circuit racing and has since continued refining setups to extract maximum performance with a Kelford Cams valve train aiding in great turbo response along with the retained variable valve control system. A ported head and supporting mods added around 180hp along with head studs custom-produced by ARP to address head-sealing issues early in development, a critical factor for reliability under high boost.Transmission upgrades include a Kotouč 7-speed sequential gearbox for drag racing reliability and previously tested options from Drenth. With Lamspeed's detailed and iterative approach, every part and upgrade has been meticulously selected and tested to push the limits of the GR Yaris platform without compromising performance.

Ever wondered if a wheel's stiffness can affect camber or how rotational inertia plays into vehicle response? Eddie from Titan 7 explains their commitment to minimizing deflection, reducing tyre creep, and designing spokes that strike the perfect harmony between strength and aesthetics.No more cut tyres, bent rims or poor fitment, No excuses. The HPA Wheel and Tyre Fitment online course is here to help. 50% off and instant access, enrol now:  https://hpcdmy.co/bw7Big thanks to Eddie and the JDM Yard team for giving us the inside scoop on what makes aftermarket wheels stand out during the World Time Attack ChallengeWhether you're an engineer, racer, or just someone who appreciates top-tier wheel design, this breakdown of Titan 7's strategy is for you.

*** We'll be taking a break over the Christmas/New Year period and will be back in action mid-January.That means that although there won't be any new episodes for a few weeks, we'll be taking another look at some of our favourite conversations from 2024.  ***Over the last few years, we've seen a massive increase in the availability of ultra-high-performance billet parts — especially blocks and heads. This week's guest, Chris Smith of Crest CNC, was one of the pioneers of this practice in the import category, but now he's branching out from the 5-axis CNC and heading to the foundry to produce cast engine parts — we find out why.Use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbChris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world's fastest racers, as well as the odd OEM manufacturer.This week's conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example —  as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software.The conversation then steers itself towards the weaknesses of both Nissan's VR38 and Subaru's EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines.This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it's a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer's production line.Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion.As discussed, you can listen to Tony Palo's episode here: https://hpcdmy.co/tonypaloFollow Crest CNC here:IG: @crest_cnc_pty.ltdFB: CREST CNC PTY. LTD.TIKTOK: @Crest_CNCWWW: crestcnc.comDon't forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Can you drastically improve head cylinder sealing without resorting to machining or damaging your high-performance engine block in the process via some of the tried and trusted options on the market today?Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inChristian from Nitto Performance Engineering answers this question and more from the World Time Attack Challenge paddock in relation to high-quality aftermarket head gaskets, including some of the design and manufacturing processes that go into ensuring the gasket can not just contain your combustion charge but also your oil and coolant, which are often overlooked yet are just as important.You can also gain some quick insight into whether reusing a head gasket is generally a good idea given the time and money that goes into a performance engine build, as well as some other knowledge bombs on head cylinder sealing in general.TIME STAMPS:0:00 - Head Gasket Limitations0:31 - Nitto Upgrade G16E Example0:53 - Factory Gasket Issues1:15 - Aftermarket Head Studs1:50 - Stainless O'Ring Feature2:08 - Head Gasket Functions2:13 - 1.) Cylinder Pressure2:20 - 2.) Oil Sealing2:25 - 3.) Coolant/Water Sealing2:33 - Bead Sealing & O'Rings Do The Job3:06 - No Damage To Head Or Block, No Machining3:38 - Reusing Head Gaskets4:26 - Head Gasket Cost Vs Labour4:45 - Gasket R&D Insight5:25 - Colour Vs Pressure5:45 - Factory Gasket Comparison6:10 - Can Use It To Test For Bowing6:39 - Last Steps Before Production

There was a time when fanny packs were a status symbol, a shag cut had nothing to do with the backseat of your car, bricks were considered aerodynamic and Nissan was a brand no Datsun owner had heard of.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThis Open Class 1971 Datsun 1600 (510) time attack weapon is keeping the best part of those things alive, with plenty of modern upgrades. Powered by a, ahem, 'Datsun' SR20 pushing 350kW (470hp) to the wheels via E85, 25psi (1.7Bar) of boost, a BorgWarner EFR7670 and a Samsonas 6-speed sequential, this flying brick is a credit to all involved especially owner/driver John Healey of V-Sport Australia.Electronics are handled by an EMtron Kv8 ECU, MoTeC C125 dash and PDM 15. John is getting as much value as possible from the PDM which is about at its limit powering everything in the car, including the electric steering setup, something we don't commonly see used in time attack builds.The SR20 is a bit of an unknown, with John having had some head work done, but the bottom end left as it was purchased secondhand. A Bosch DBW throttle body to assist in rev-match downshifts to help avoid some of the issues that are well known to kill SR20s, and along with a 7,800rpm limit, so far so good!A universal Sydney Composites aero kit has been fitted, and as you would expect of someone from V-Sport, the brake package is on point with the Datsun 510 utilising an AP Racing pedal box and 4 pot front brack calliper, Brembo 4 pot rear and pretty much the biggest discs you can squeeze under 15" wheels.TIME STAMPS:0:00 - Datsun 510/16000:08 - V-Sport Australia0:14 - Open Class Vs Club Sprint0:35 - Why A Datsun 1600?1:00 - Engine & Gearbox1:34 - Why Not A SR20VE?1:53 - Power & Boost2:19 - Powerband - From 3,500rpm2:40 - Rocker System Issues?3:04 - Shift Cuts3:40 - Unknown Bottom End, Future Plans4:10 - Why A Dry Sump?4:44 - Electronics Package5:00 - PDM Setup5:15 - Electric Vs Hydraulic Steering5:44 - Aerodynamics Package6:27 - Universal Components6:55 - Driver Feedback7:07 - 15" Wheel Brake Package7:51 - Why Fit A Pedal Box?8:17 - Brake Data8:40 - Pedal Box Setup

New technologies have enhanced our ability to create stronger, lighter, and better components since the earliest days of motorsport. Recently, we've been seeing another great leap forward in tech, with the 3D scanner being one of the main drivers behind it. Now that these devices are only getting cheaper and easier to use, is it time you picked one up and started pushing the boundaries of what you can build? Use PEEL50 to get $50 off HPA's 3D Scanning for Motorsport course: https://hpcdmy.co/3DscanbOn this episode of Tuned In, we sit down with Gabrielle Williams of Peel 3D, one of the bigger players in the rapidly evolving 3D scanning space.Straight out of high school, Gabrielle joined the US Navy and found her way into a position as a nuclear operator aboard an aircraft carrier. After her tour finished, she gained a mechanical engineering degree and found herself working for Creaform and its sister company, Peel 3D. While Creaform is focused on high-end large-form scanners, Peel 3D is aimed at the consumer market — in other words, us. In this conversation, Gabrielle talks through the basics of the technology, covering how different systems work and which one would suit your application best, why the prices vary so wildly between systems, as well as the metrics that matter like frame rate, field of view, and data points. Gabrielle also breaks down some of the ways we can be most effective in the workshop with a 3D scanner, where the sweet spot is price-wise for the average enthusiast, and what to expect from this technology in the coming years. You might not have considered 3D scanning before, but now that you don't need to take out a second mortgage to afford one, is it time to consider adding a 3D scanner to your workshop?Follow Peel 3D here:IG: @peel.3DFB: Peel 3DYT: youtube.com/c/peel3dWWW: peel-3d.comDon't forget, you can use PEEL50 to get $50 off HPA's 3D Scanning for Motorsport course: https://hpcdmy.co/3DscanbTime Stamps:4:20 What's your background and how did it lead you to working for Peel 3D?8:00 Overview of Peel 3D and Creaform?12:47 What training options are there for learning how to 3D scan?13:52 How do industries use these 3D scanners?23:13 How does a 3D scanner actually work?33:45 Technical aspects that affect the performance of a scanner?42:20 What do we need to know when choosing the right scanner for our needs?43:50 What sort of PC/computer power do we need to run these scanners?45:40 How do we get our scan into CAD software?51:40 Where do you see 3D scanning tech going in the future?54:02 Final three questions

Suspension dampers (aka shocks) are well-established products, so in this day and age, surely anything you get off the shelf from a high-end brand should be ready to roll, right? Wrong.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAndre Nader of DNA Autosport & Modal Suspension explains some of the variances that generic off-the-shelf products, no matter the price, must operate within compared to dialling in custom bespoke suspension for your car, tyre choice and driving style.He runs through some key points around ride/suspension frequency and its relationship to spring rates, as well as what a driver might be looking for in order to know that his damper setup is sub-optimal, which includes hopping or skipping on the surface of the race track and instability under braking.Why remote reservoirs are used, how a 'safe' car balance isn't necessarily fast and how trying to cover up the poor suspension with extreme alignment/setup changes is a slippery slope is also explained.TIME STAMPS:0:00 - Dampers: Omitted Performance? 0:25 - Andre Nader - DNA Autosport0:38 - Why A Bespoke Damper?1:10 - Race Suspension1:34 - Window Of Performance2:30 - Chasing Tyre Performance3:20 - Issues To Look For4:20 - Spring Rate Selection5:16 - Ride Frequency6:01 - Tyre Temperature Data7:05 - Alignment Vs Springs & Dampening8:18 - Car Balance Vs Spring Rate9:26 - Ride Frequency Calculation10:05 - Modal Damper Construction11:01 - McPherson Strut Vs Multilink11:43 - Compression And Rebound13:21 - Why? - External Reservoirs14:40 - Lap Time Gains: Off The Shelf Vs Custom15:32 - Where To Spend Your Money?16:22 - Modal Suspension16:44 - BUILD.TUNE.DRIVE

Back when tidy AE86s were still going for $3,000 AUD, Ben of Third Strike Fabrications knew he needed one in his life, and 4 or so engine swaps later he gave us some insight into his build and the Toyota AE86 Corolla Levin/ Sprinter Trueno platform in general during the World Time Attack Challenge.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inBen touches on known issues relating to the rear suspension, why a K24 instead of the 4AGE or 7AG (which he has tried), retaining variable cam control (VTEC), future fine tuning plans and more in this interview of what was certainly one of the tidiest AE86's we've seen in a while, including (but not discussed) it's full titanium exhaust system made in-house by Ben and his team.Basic rundown:Engine: 'Built' 260hp K24 with Drag Cartel aftermarket camshaftsElectronics: Insight Motorsport wiring, EMtron KV8 ECUTransmission: 6 speed J160Fuel: Dedicated E85 buildPast engines: 4AC, 4AGE, 7AG

Creating a turbo manifold isn't THAT hard but creating one that doesn't fall to pieces in harsh motorsport conditions is a different story. In this episode, we sit down with Full Race's Geoff Raicer — someone who understands turbocharger and manifold development better than most and is more than happy to share what he's learnt... plus a whole lot more.Use RACE50 to get $50 off HPA's 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbFull Race has been around for a long time and has always been known for building some of the best turbo manifolds and turbo kits available — primarily for the Honda, Mitsubishi, and Nissan markets. Geoff and Full Race were even instrumental in bringing Borg Warner's line of EFR turbochargers to the aftermarket and yet, despite that successful history, you won't find a single fabricated exhaust manifold for sale on Full Race's shop these days — so what happened?In this episode, we chart Geoff's journey towards founding Full Race just as the modified import scene began to explode, how his business evolved through some challenging years, and what it's morphed into today — a very different beast from its early days.This is a fascinating story that saw Geoff and his team pivot in an interesting direction during the 2008 financial crisis, involving themselves directly with Borg Warner and later Ford in the development and testing of the 2.3 inline-four and 3.5 V6 EcoBoost engines years before the public saw them. This relationship has continued and we now see a completely different Full Race that puts the majority of its eggs in the Ford basket, pumping out some of the best Raptor 3.5-litre Ecoboost go-fast parts seen anywhere in the world. This episode touches on a wide range of subjects that touches on a wide range of subjects — from the limitations faced by Geoff in the early days of turbocharging, to the secrets to building manifolds that don't fail, to some seriously technical discussions around turbochargers, working with OEMs, the ins and outs of Ford's EcoBoost 3.5 litre V6, plus a whole lot more. Follow Geoff here:IG: @fullracemotorsportsFB: Full-Race MotorsportsYT: Full-Race MotorsportsWWW: full-race.comDon't forget, you can use RACE50 to get $50 off HPA's 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADbTime Stamps:3:28 How did you get into cars?6:43 Why were earlier turbo manifolds cracking and how did you fix them?19:02 Supporting the turbo22:55 Road to starting Full Race, building turbo manifolds27:28 Why did you go down the road of robotic welding?30:02 Where is Full Race at today, Ford Ecoboost?33:51 What is turbo lag?36:38 Twin scroll vs single scroll40:40 Why do OE manufacturers still focus on the aftermarket?50:23 Building relationship with Ford continued56:02 OEM's relationship with aftermarket and performance upgrades.58:53 Weak points of the 3.5L V6 Ford Ecoboost engines1:06:24 What does Full Race's product line look like for the F150?1:11:32 Challenges involved in casting products. Big upfront costs.1:15:45 Why did you completely change Full Race's direction to solely focus on the Ford Ecoboost platform?1:19:24 What's the difference between Gen2 and Gen3?1:21:13 Are there any other trucks you're looking to make kits for?1:26:00 Where do you see turbo technology heading

Home Built EJ25 Swapped MiniRex: A Subaru-Powered, Mid-Engined Mini MasterpieceUse ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWe've seen our fair share of engine-swapped Minis, from Honda's B and K series to Suzuki Hayabusa motorcycle engines, but this EJ25-powered Mini takes things to the next level. Steve from ‪@DutchysGarage‬ has crafted something truly unique: a 1961 Morris Mini transformed into a mid-engined, RWD beast, all thanks to the heart of a 2010 Subaru WRX EJ25.This 'MiniRex' stole the show for us in the World Time Attack Challenge carpark, with Steve personally handling 99% of the build himself —impressive work, especially given Australia's strict vehicle regulations, which was one of the reasons for using an older pre-1973 chassis. The impressive 1-man-band craftsmanship and road-legal engineering make this build a real standout, combining eye-catching aesthetics (who doesn't love a sunroof!) with serious performance potential.Key Build Details:1961 Morris Mini – Mid-engined, RWD conversionSubaru EJ25 engine: Essentially stock, producing 250hp and 400Nm of torqueHaltech Elite 2500 ECU with an iC7 dash, sensors, and wiring harnessProcess West intercooler for added cooling performance3.9 final drive ratio for optimal gearing and acceleration of the 15" wheelsMazda MX5/Miata suspension, hubs, and subframe integrationViking coil-oversSubaru inner CVs, custom axles, Mazda outer CVs2003 BMW Mini panoramic sunroof – because style matters too!An unbelievable power-to-weight ratio, making this Mini a true sleeperIf you're into unconventional engine swaps and unique performance builds, this one is definitely for you. Watch as we dive into the details of this incredible Mini and why it's got us so excited!

Base maps are one of the first hurdles in any tuning project, and while they often seem daunting at first, with hindsight and experience, they're actually much simpler than we expect but some people become so overwhelmed they throw in the towel before having the chance to get that far.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inTo help car enthusiasts worldwide reduce stress and have a greater chance of easy success with their tuning projects, Haltech has developed a new app for their Rebel ECU range, specifically targeting the LS community (for now). This app, called Haltech Connect, offers a simple 7-step process to wire your V8-swapped project, get it running on a Haltech ECU, and even potentially driving with minimal further input (exceptions and common sense apply, of course).Why a phone app instead of the typical Windows OS software?What information is needed for the 7 steps, and where can you find it?Are system checks included to ensure everything is correct before firing up?With various LS engine variants, how is the wiring made universal?All these questions and more are answered in this quick interview from the World Time Attack Challenge paddock.What Haltech Connect can do:Connects via WiFiAndroid and iOS supportedView and clear DTCsView data display functions and monitor engine parameters in real-time on your smartphone, tablet and, in some cases, head unit.Change basic settings and adjust basic engine parametersWhat Haltech Connect can't do:Advanced tuning calibrationsFreely access any and all functions and settings (although it should let you get to most!)Data loggingSo who is the Haltech Connect app for? Someone who just wants to get their basic LS swap project up and running with minimal fuss and isn't worried about getting all the power possible out of their LS V8 engine. From there, they have the option to pull out a laptop and dive deeper if they wish.Who isn't the Haltech app for? Those with highly modified engines using aggressive aftermarket cams and/or high boost applications, as well as those using race fuels or ethanol blends who want to make as much power (reliably!) as possible.Basically, any setup that a 'self-tuning' function will be out of its depth on/dangerous

Many enthusiasts want to build something unique simply for the sake of “being different”. And while that's fine, different doesn't necessarily mean better — or even good, for that matter. Morgan Clarke of MCD1 doesn't have that problem, though. What he creates is definitely different… But it's also very, very good.Use MCD100 to get $50 off HPA's Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackagebMorgan Clarke isn't your typical vehicle designer and fabricator — he tends to avoid CAD and 3D scanning, he doesn't have any formal training, and he's certainly had a rough road to get to where he is today — yet he's a highly regarded and sought after builder in the world of offroad vehicles. Starting his career in industrial fabrication, cars were only an occasional side hobby for Morgan. That is, until people in the industry started to recognise his design and fabrication talents and enticed him away from the boring 9-5 and into a motorsport-focused fab shop. Morgan talks us through his challenging journey from directionless troublemaker to the owner of a successful and very much in-demand design and fabrication shop.In this episode, Morgan takes the time to drop some great advice on how we can all improve our fab skills, and discusses why he doesn't feel the need to use CAD or 3D scanning in his work, bucking the industry-wide trend towards harnessing tech in the build process.We then get into the juiciest part of the conversion, as Morgan goes deep into the details on his most well-known build, an incredible Lamborghini twin turbo V10-powered Range Rover Velar Prerunner, known as the MCD1 Dakar Prototype.This machine is a testament to the idea that beautiful form follows well-executed function, and every inch of the jaw-dropping build is an absolute work of art, from the chassis, to the suspension, to the mid-rear mounted boosted V10 capable of 2000hp. We're able to dig deep into this project's inner workings and the concepts that make this desert-destroying weapon what it is. With great discussions around the pros and cons of different materials, off road suspension system choices, what makes his vehicles so fast and capable and plenty more, this episode featuring Morgan Clarke is a must-listen.Follow Morgan here:IG: @morganclarkedesign1YT: MORGAN CLARKE DESIGNTK: morganclarkedesign1WWW: shopmcd1.comDon't forget, you can use MCD100 to get $50 off HPA's Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackagebTime Stamps:4:03 How did you get into cars?7:00 Where does your engineering knowledge come from?13:26 What sort of off-road vehicles are you building?17:47 How did you learn to fabricate?23:32 Welding Chromoly31:25 How did you get into motorsport fabrication?37:06 Tips on how to develop fab skills41:48 How and when do you use CAD?47:15 Fabricated vs billet50:34 What is the Dakar Prototype and how did the concept come to life?58:56 Pros and Cons of Independent rear suspension vs live rear axle1:05:09 Engine package1:09:45 Drivetrain1:13:42 What electronics are you using?1:15:30 Designing and manufacturing complex parts1:18:43 How do you feel about such a work of art being beaten up when driven in the desert?1:22:44 Overview of MCD and how you got it to what it is today?1:36:03 Final 3 questions

It's unusual to see a new V10 engine go into production these days with the V10 and V12s engines of previous Formula 1, Prototype (LMP) and Grand Touring classes long being replaced by V8s and V6s, but Rodin Cars are bucking the trend with their RC.TEN engine project.Mike Gartrell of  @RodinCars  runs us through some of the ins and outs of this V10 project, including how partners like Neil Brown Engineering have helped with the design and  @PanklRacingSystems  with production. However, with low quantity runs costing as much as €45,000 ($49,000 USD) per crank, the long-term plan is to bring the manufacturing in-house to their New Zealand base.The 2024 World Time Attack Challenge was the first outing and test of the engine as part of the Rodin SINTURA project, a controversial carbon monocoque chassis that has been given an exemption to compete at the event.RC.TEN Specs:3998cc - (244ci) 72° naturally aspirated V1012,000rpm185bhp/litreCast Aliminium head and block with Nikasil coated steel liners86mm bore, 68.8m strokeDOHCBosch direct injection system running 102 RON fuel15:1 compression ratio720bph @ 11,000rpm - N/A goalsTwin Turbo Capable160kgLink G5 ECU & electronics package

For most builds, gone are the days of zip-tying an old Bosch 044 fuel pump into place with a healthy dose of sealant, partly because these days there are simply more options but also because builds have gone from 400hp up to 1000-1500hp+ for many performance street applications, and the budgets have increased to match.Use ‘PODCAST75' for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inKevin from Frenchy's Performance Garage runs us through some of the main considerations that go into some aftermarket solutions, including their own for the GTR platform being used as an example.The 3 main problems Kevin and the team hope to solve with an aftermarket fuel pump setup are:Surging (lack of fuel supply)Mounting (lack of tidy solutions for popular pump options)Powering (easy to source wiring connectors)We'll take a quick look at these points and touch on how aftermarket solutions can be integrated into your stock fuel lines and what exactly it is about stock solutions that don't work on many street-turned-race cars.

Have you ever wondered how small aftermarket companies are able to drastically improve on parts from OEMs and huge players like Garrett or Borg Warner that have massive R&D departments and even bigger budgets behind them? If you ask this week's guest, Robert Young of Forced Performance and Xona Rotor, he'll tell you: “We try harder and we're better at it”. Of course, the reality isn't quite that simple… Luckily we've got a full two hours to dig into this topic and many others surrounding the world of performance turbocharging.Use FORCED25 to get $25 off HPA's Boost Control Tuning Course: https://hpcdmy.co/boostbOn this episode of Tuned In, we start by looking at how Robert became the turbocharger guru he is today as the name behind Forced Performance and Xona Rotor — the latter formed in partnership with Greg Jones of Tial Sport. This is a story that involves years spent studying physics and mechanical engineering, as well as hands-on experience at turbo shops and with his own projects that ranged from old Ford Fairlanes and fast air cooled VW drag cars, to the early DSM drag world of rapid Mitsubishi Eclipses.  Both Robert's companies produce ultra high performance aftermarket turbochargers and turbocharger components for a range of vehicles, and as one of the main brains behind these sought-after products, Robert is an absolute goldmine of turbo knowledge. This means that the conversation quickly dives very deep into the world of boost, discussing a huge range of topics — journal vs ball bearing, billet compressor wheels, compressor maps, turbo sizing, and so much more.This episode is a true turbo tech info dump in the best way possible. If you have any interest in going fast, don't sleep on this fascinating conversation with a big brain of the forced induction world. Follow Robert here:IG: @forcedperformance, @xonarotorFB: Forced Performance Turbochargers, Xona Rotor WWW: forcedperformance.shop, xonarotor.comDon't forget, you can use FORCED25 to get $25 off HPA's Boost Control Tuning Course: https://hpcdmy.co/boostbTime Stamps:3:35 How did you get involved with cars?8:52 Where did the passion for turbocharging come from?20:15 Starting your own turbocharger business?25:10 How hard was it to design a cast stainless steel exhaust housing?29:06 Ball bearing vs journal bearing turbos38:51 Forced Performance overview43:35 Turbos for Subaru's EJ engine47:10 How did Xona Rotor start?51:42 Why didn't you copy Garrett's bearing technology?59:46 Why is Xona Rotor its own company?1:01:51 How are Xona Rotor turbos so good, frustrations of copied turbos1:11:40 Development process for the compressor wheels?1:31:34 Evolution of turbine wheels1:44:06 How do we find the right size turbo?1:59:22 Final three questions