Episoder
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*** 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/CADb
Chris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world’s fastest racers, as well as the odd OEM manufacturer.
This week’s conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example — as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software.
The conversation then steers itself towards the weaknesses of both Nissan’s VR38 and Subaru’s EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines.
This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it’s a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer’s production line.
Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion.
As discussed, you can listen to Tony Palo’s episode here: https://hpcdmy.co/tonypalo
Follow Crest CNC here:
IG: @crest_cnc_pty.ltd
FB: CREST CNC PTY. LTD.
TIKTOK: @Crest_CNC
WWW: crestcnc.com
Don’t forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb -
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-in
Christian 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 Limitations
0:31 - Nitto Upgrade G16E Example
0:53 - Factory Gasket Issues
1:15 - Aftermarket Head Studs
1:50 - Stainless O'Ring Feature
2:08 - Head Gasket Functions
2:13 - 1.) Cylinder Pressure
2:20 - 2.) Oil Sealing
2:25 - 3.) Coolant/Water Sealing
2:33 - Bead Sealing & O'Rings Do The Job
3:06 - No Damage To Head Or Block, No Machining
3:38 - Reusing Head Gaskets
4:26 - Head Gasket Cost Vs Labour
4:45 - Gasket R&D Insight
5:25 - Colour Vs Pressure
5:45 - Factory Gasket Comparison
6:10 - Can Use It To Test For Bowing
6:39 - Last Steps Before Production -
Manglende episoder?
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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-in
This 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 510/1600
0:08 - V-Sport Australia
0:14 - Open Class Vs Club Sprint
0:35 - Why A Datsun 1600?
1:00 - Engine & Gearbox
1:34 - Why Not A SR20VE?
1:53 - Power & Boost
2:19 - Powerband - From 3,500rpm
2:40 - Rocker System Issues?
3:04 - Shift Cuts
3:40 - Unknown Bottom End, Future Plans
4:10 - Why A Dry Sump?
4:44 - Electronics Package
5:00 - PDM Setup
5:15 - Electric Vs Hydraulic Steering
5:44 - Aerodynamics Package
6:27 - Universal Components
6:55 - Driver Feedback
7:07 - 15" Wheel Brake Package
7:51 - Why Fit A Pedal Box?
8:17 - Brake Data
8:40 - 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/3Dscanb
On 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.3D
FB: Peel 3D
YT: youtube.com/c/peel3d
WWW: peel-3d.comDon’t forget, you can use PEEL50 to get $50 off HPA’s 3D Scanning for Motorsport course: https://hpcdmy.co/3Dscanb
Time 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-in
Andre 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 Autosport
0:38 - Why A Bespoke Damper?
1:10 - Race Suspension
1:34 - Window Of Performance
2:30 - Chasing Tyre Performance
3:20 - Issues To Look For
4:20 - Spring Rate Selection
5:16 - Ride Frequency
6:01 - Tyre Temperature Data
7:05 - Alignment Vs Springs & Dampening
8:18 - Car Balance Vs Spring Rate
9:26 - Ride Frequency Calculation
10:05 - Modal Damper Construction
11:01 - McPherson Strut Vs Multilink
11:43 - Compression And Rebound
13:21 - Why? - External Reservoirs
14:40 - Lap Time Gains: Off The Shelf Vs Custom
15:32 - Where To Spend Your Money?
16:22 - Modal Suspension
16:44 - 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-in
Ben 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 camshafts
Electronics: Insight Motorsport wiring, EMtron KV8 ECU
Transmission: 6 speed J160
Fuel: Dedicated E85 build
Past 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/CADb
Full 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: @fullracemotorsports
FB: Full-Race Motorsports
YT: Full-Race Motorsports
WWW: full-race.com
Don’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 turbo
22:55 Road to starting Full Race, building turbo manifolds
27:28 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 scroll
40:40 Why do OE manufacturers still focus on the aftermarket?
50:23 Building relationship with Ford continued
56:02 OEM’s relationship with aftermarket and performance upgrades.
58:53 Weak points of the 3.5L V6 Ford Ecoboost engines
1:06:24 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 Masterpiece
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 sleeper
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
We'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:If 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!
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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.
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?
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
To 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).All these questions and more are answered in this quick interview from the World Time Attack Challenge paddock.
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 parameters
What Haltech Connect can do:What 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/fabpackageb
Morgan 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: @morganclarkedesign1
YT: MORGAN CLARKE DESIGN
TK: morganclarkedesign1
WWW: shopmcd1.com
Don’t forget, you can use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackageb
Time 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 Chromoly
31:25 How did you get into motorsport fabrication?
37:06 Tips on how to develop fab skills
41:48 How and when do you use CAD?
47:15 Fabricated vs billet
50:34 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 axle
1:05:09 Engine package
1:09:45 Drivetrain
1:13:42 What electronics are you using?
1:15:30 Designing and manufacturing complex parts
1:18:43 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.
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
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: -
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.
Surging (lack of fuel supply)Mounting (lack of tidy solutions for popular pump options)Powering (easy to source wiring connectors)
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Kevin 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: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.
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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/boostb
On 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, @xonarotor
FB: Forced Performance Turbochargers, Xona Rotor
WWW: forcedperformance.shop, xonarotor.com
Don’t forget, you can use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostb
Time 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 turbos
38:51 Forced Performance overview
43:35 Turbos for Subaru’s EJ engine
47:10 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 turbos
1:11:40 Development process for the compressor wheels?
1:31:34 Evolution of turbine wheels
1:44:06 How do we find the right size turbo?
1:59:22 Final three questions -
Many people think driving skills can only be a 'gift you either have or don't' and something that doesn't need any work or effort to build and maintain. Those people are wrong.
Mike McGinnis of Innovative Tuning shows how 'the science of speed', aka data analysis, is used by both professional and amateur (Pro-Am class) drivers, using Cole Powelson of LYFE Motorsport and Jeremiah Burton of Donut Media & Big Time as examples at the World Time Attack Challenge.
🔥 The LYFE Motorsport R35 GT-R boasts 1200hp from a 4.1L VR38DETT engine and MoTeC electronics package including their i2 Pro data analysis software. This setup is designed to optimize the car's performance, especially in competitive environments including WTAC and hill climb events. The vehicle features twin Garrett GTX3076 turbos, which contribute significantly to its power output and performance capabilities.
Despite the advanced electronics and data systems, Mike highlights that valuable insights can still be gained from a more limited range of sensors. In some cases, even the original equipment manufacturer (OEM) sensors can be leveraged for purposes different from those initially intended. This approach allows for flexibility and innovation in data collection and analysis, potentially improving vehicle performance without the need for extensive additional equipment, making it much easier to get started with.
There are also a few helpful tips here on how to best leverage your data including why you might consider overlaying your data based on distance rather than time and where pro drivers can pick up huge amounts of time with their more aggressive braking confidence, a skill that is certainly learnable with some data, rather than just 'butt dyno' opinions. -
When pushing OEM engines to their limits, factory components often fall short. Platinum Racing Products in partnership with Crest CNC addresses these issues with their new cast cylinder head for the Subaru EJ series.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
✅ Solving EJ Series Problems
Known for head lifting and cracking, the EJ20 needed a robust solution. PRP's cast head offers improved intake port spacing for larger valves, thicker head material, and a redesigned exhaust port for better flow and reduced back pressure.
☝️ Why Cast Over Billet?
While billet is great for prototypes, casting is ideal for mass production, offering better thermal expansion properties and consistent quality.
🔥 Enhanced Performance
The new design supports 14mm head studs and versatile coil mounting options, making it easier for high-power builds. Customizable port designs allow for CNC porting up to 420 CFM, ensuring optimal performance. -
Creating high-end race cars and parts for a living is a dream for many of us, but how do you turn that dream into a reality? We don’t have all the answers, but we can pick the brains of the people who’ve pulled it off, like this week’s guest, Joe Scarbo.
Use SCARBO50 to get $50 off HPA 3D Modelling course: https://hpcdmy.co/CADb
Joe Scarbo of Scarbo Performance and Scarbo Vintage began his love affair with all things motorised like many of us — young and elbow-deep in a deconstructed radio control car trying to fix and improve it. This episode first covers Joe’s early days as he gained an appreciation for all things automotive through his love of both RC cars and go-karting. After a few too many crashes in the kart, Joe steered his passions towards the engineering side of the game, and began building his first car completely from scratch.
With little experience and zero computer power, Joe designed and built a four-seater 350 SBC-powered off-road sand car that’s still hitting the dunes to this day, despite it being finished before Joe was even out of his teens.
While he was still studying mechanical engineering at university, Joe found himself employed as a fabricator and machinist at a high-end race shop. From there, his career began to snowball as his design skills became more and more in demand. We dig into the design side of Joe’s career in this conversation, discussing the creation of strong and light wheels, chassis’, and everything in between.
After that, Joe talks us through different fabrication and manufacturing processes, discussing some of the pros and cons around CNC, water and laser cutting, notching, materials, and more. This chat also goes into the business side of the equation as we attempt to answer age-old questions like: how do you accurately quote your work? And when is it better to just outsource certain jobs?
The star of this episode, though, is undoubtedly Joe’s current passion project, the SV1 Rover. This monster off-roader is a marvel of engineering, and a machine that Joe has labelled the world’s first “hyper truck”. Whether he’s right or wrong about that we’ll leave up to the listener, but either way, the details we get into on this 30-inch travel go-anywhere-at-very-high-speeds beast is well worth a listen. Find out how it was designed, what powers it, what it’s capable of, and much more in this episode of Tuned In.
Check out Method Race Wheels here: https://www.methodracewheels.com
Follow Scarbo Performance here:
IG: scarboperformance
FB: Scarbo Performance Corp
WWW: scarboperformance.com
Don’t forget, you can use SCARBO50 to get $50 off HPA 3D Modelling course: https://hpcdmy.co/CADb
Time Stamps:
3:30 How did you get interested in cars?
8:32 What did you become passionate about through your mechanical engineering degree?
14:27 Designing a car at 19, how did you figure out how strong to make all the components?
18:20 What happened after your degree?
25:31 Design work for Method Wheels
31:35 How do you balance weight, strength vs looks when designing wheels?
36:27 Starting your own company
52:18 Overview of Scarbo Performance
1:08:48 SV Rover — what was the initial concept?
1:18:13 How much did RC cars influence your design?
1:46:43 Engine configuration in the SV Rover and an EV option?
1:50:01 Did the SV Rover work out of the box or were there teething issues?
1:57:28 Where is the SV Rover at? Are you going to be offering this to customers?
1:58:59 Final three questions -
What do you do when you're bored of being one of the fastest 5-cylinder drag cars in the world? Double down and reach for a V10 is the answer Hank Iroz of Iroz Motorsport went with, and we're glad he did!
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With world-leading experience gained on the RS3 platform, the switch to the Audi R8 V10 is a similar area for the Iroz team, and with the R8 and Huracan platforms being similar and very active in the drag racing world, it's a great platform to be active with.
It was early days for the car during this interview with a lot of work done but limited testing yet, however, the car was setup with weight balance as a primary focus, and as such the Xona Rotor X5C TR9980 performance turbos were not located out the back as we commonly see, but rather don't he side where some cooling is usually found, and a GT4 chassis was used as the starting point given they are already well caged and come with all the sensors you need, and probably some you don't for drag racing.
With an AMS Performance and Dodson parts package plus a MoTeC electronics system as part of the puzzle, we're interested to see where this project heads in the future. -
Big Power Engine Parts | Design, Manufacturing & Selection.
Aftermarket parts including crankshafts, pistons, rods, engine blocks and more—we all use them—but what goes into deciding what is made and what material is used to ensure you are really getting something better than OEM, and how do you know if you need such an upgrade?
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Christian from Nitto Performance Engineering gives us some insight into these topics and more, with examples including high-volume SR20 oil pumps, RB32 Torrington bearing upgrades, and ACL custom bearings, as well as how 3D printing is used for research and development.
The difference between Sine Drive and Flat Drive oil pumps is also covered, as well as some of the power levels that see engine builders move from OEM to aftermarket parts and materials, including 4340, EN40B and EN26. -
Imagine if Formula 1 got rid of most of its rules and regulations — how fast could they go? The freedom to design and build whatever will result in the fastest time is a dream for many in the higher levels of motorsport, but for British hillclimb champion Alex Summers, it’s a reality.
Use ALEX100 to get $100 OFF HPA’s Track Day Package: https://hpcdmy.co/trackdayb
There have been a lot of great families in motorsport over the years — the Earnhardts, the McRaes, the Andrettis — but when it comes to the prestigious world of British hillclimbing, one surname is better recognised than most — the Summers. This week’s guest, Alex Summers, comes from legendary hillclimbing stock, with his grandfather, father, and mother all committed participants of the sport at the highest levels. That Alex is a British hillclimb champion and three-time runner-up isn’t much of a surprise with that kind of family history.
In this episode, we first cover Alex’s early days in racing, as well as his schooling and engineering education. Starting out working for McLaren during a university placement, Alex then moved to Aston Martin, where he’s been for the last decade. During all that time, he’s never stopped racing.
This leads us to his current weapon of choice, the ‘P4t’. This absolute rocketship was designed, engineered, and built by Alex himself. It weighs 500kg and runs a 700hp, 16,000rpm Cosworth IndyCar V8, resulting in one of the fastest cars on the generally very short venues that make up the British hillclimb championship season. Unlike many overseas competitions, Britain doesn’t have much in the way of elevation, meaning runs generally last well under a minute.
This form of very short and sharp racing is described as “drag racing with corners” by Alex, and this, along with very few regulations, makes for some very unique requirements when building a competitive car. We dig deep into the P4t build, asking the big questions about the engine, chassis, and suspension setup.
Alex is also known for his involvement with the McMurtry Spéirling development team, and was one of the first drivers to test the insanely fast 1000hp fan car. We find out what a car as fast and unique as the Spéirling and its 2000kg of downforce is actually like to drive and what it takes to get record-setting runs out of it.
Follow Alex here:
IG: @alex_summers_hillclimb
YT: Alex Summers
TK: @alex.summers.hillclimb
Don’t forget, you can use ALEX100 to get $100 OFF HPA’s Track Day Package: https://hpcdmy.co/trackdayb
Timestamps:
3:47 How did you develop an interest in cars?
6:27 How much time do you need to spend in a kart to be really good?
11:57 Seriousness of the British Hill Climb Championship
18:42 What’s your formal education?
26:39 Opportunities in the UK for high-end motorsport
31:29 Australian V8 Supercars and British touring cars
34:34 What happened after you finished your degree?
40:20 How do you mentally switch on for a hill climb run?
47:55 How do you improve at hill climb when track and car time is limited?
59:44 What are these hill climb cars based off?
1:02:28 Would a British hill climb car be competitive at Pikes Peak?
1:05:36 Pros and cons of turbocharging in these cars, different engine combinations
1:12:57 How do you set up suspension with your aero package for hill climb?
1:18:13 What is a heave spring and how does it work?
1:21:05 How and why the carbon monocoque?
1:35:10 How did you get involved with the McMurtry team?
1:41:08 How do you guess as a driver the level of grip available from -
1200hp is nothing to sneeze at in a full-fat RB-powered Nissan R32 GT-R 'Godzilla', but it's outright wild in an SR20-powered 4wd Nissan pulsar GTi-R running 45 psi of boost! With the naming convention so close is this car worthy of the title 'Mini Godzilla?'
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Owner Akin Uykun gave us some insight into this build, which features a lot of great work from the PowerTune team, including their adaptor kit that allows the use of a Holinger sequential designed for the Mitsubishi EVO platform.
Running a MoTeC electronics package, the SR20 has a VE head, and some of the issues with the DE/DET heads at this level are discussed along with the cylinder head sealing the dry deck Bullet Engineering billet block utilises. The difference between a dry vs wet block is also explained, along with some insight into the fuel setup.
A high performance Precision 72-75 turbocharger is used to make the bulk of the 1200hp, but nitrous is also use lower in the rev range to help with spooling and up top to add the last 200hp to the peak output.
Without a doubt, this is one of the fastest Pulars in Australia if not THE fastest, and if Akin manages to hit the low 8's in the future, a world record could even be possible, but he's not quite there yet. - Vis mere
