Episodit
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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: -
Puuttuva jakso?
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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)
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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.
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✅ 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?
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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.
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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. -
Braking at 3g = approximately -105kph (-65mph) in 1 second.
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Meet the RP968: A 1500hp capable beast that shattered the Sydney Motorsport Park lap record with a blistering 1:17.860, dominating WTAC for four straight years in the EMtron Pro class.
It takes the full package to smash an outright lap record, and that's what the RP968 has done with teams of clever people like Ashley Field of 909 Motorsport behind the scenes and Barton Mawer behind the wheel. Despite running a large capacity 4-cylinder engine and a 1500hp+ capable Thor billet block from Elmer Racing, amongst other performance goodies, the Bosch Motorsport ABS system that is there to reduce speed, not increase it, has been a key player in getting the lap times as low as possible on the day.
With a switch from the M4 to the M5 unit and more fine-tuning of brake pad compounds and spring rates, the team has gone from seeing 2g under braking to 3g, giving everything on and in the car (especially the driver) a huge workout.
To reach this level of performance takes more than just slapping on a 'big brake kit' and calling it good, however, and Ashley discusses some of the considerations that go into a high downforce car when it comes to trying to have braking performance at both high and low speed without bouncing or loss of traction. -
Embarking on a big build with limited experience can be a disaster as the builder quickly finds themselves out of their depth — and while this scratch-built, tube-frame Pontiac Firebird Trans Am project wasn’t without its bumps in the road, builder Riley Stair has pulled it off incredibly well and learned a whole lot in the process.
Use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackageb
Riley Stair had a unique journey towards cars. Before picking up a TIG torch or heading anywhere near a race circuit, he spent his days honing his craft as a professional BMX racer.
It was only after one too many injuries on the bike that Riley decided it was time to stop racing and start building serious cars. Instead of following the usual route and enrolling in a trade school, he decided to dive in with both feet and build a vicious track car from scratch in what just might be the boldest hands-on learning exercise we’ve ever seen.
We start this episode by following Riley’s path towards starting his own business, RS Motorsport, and delve into his reasoning behind learning everything by doing. Riley came out the other side of this process as a great welder, fabricator, and builder of very cool cars. He also has a super-high-quality 1000hp, 10,000rpm, tube-frame Pontiac to show for it.
This conversation dives deep into a host of motorsport fabrication topics, discussing everything from TIG welding tips and tricks, to choosing the right material for your project, designing and building a tube frame chassis, and much more.
We also dig into the 1970 Firebird Trans Am build in detail, covering why Riley wanted to keep it NA, how he designed the pushrod suspension system and the mistakes that needed to happen so he could learn and improve.
As a one-man-band outfit, RS Motorsport has its limitations and challenges — so to finish up, Riley discusses the business side of the equation, talking about the hidden headaches of setting up and running a company offering services that are very much in demand.
Watch the interview with Carl Thompson here: https://youtu.be/9TIrPvG7iHM?si=Q75nyYJi5PC_r_EO
Follow Riley here:
IG: @riley_rsmotorsport
YT: RS Motorsport
WWW: rsmotorsportusa.com
Don’t forget, you can use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackageb
Timestamps:
4:07 How did you develop an interest in cars?
6:41 What drew you towards road racing over drag racing?
9:09 Do you have any formal qualifications that relate to your business?
13:50 How did you learn to TIG weld?
16:23 Welding process for reactive metals, shielding gas
23:47 Accurate fit up when TIG welding
25:35 Materials for turbo manifolds pros and cons?
32:47 Using off-the-shelf merge collectors vs hand fabricating
34:31 Gas lenses and cups, what are they and how do they work?
40:12 What are the challenges with aluminium welding?
56:11 Pontiac Firebird build
1:11:11 How did you plan out the tube chassis?
1:17:05 Pushrod suspension
1:18:49 Why NA? And why the aim for 1000HP?
1:24:19 8 into 1 headers
1:27:42 What ECU is the Firebird running?
1:28:08 What happened when you got the car to the track?
133:58 What changes have been made since you got the car on track?
1:40:42 Challenges with RS Motorsport business
1:56:36 Are you using any 3D scanning or CAD in your fab work?
2:02:25 Final 3 questions -
Don't waste time shifting gears.
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The 1000hp capable Honda K24 in Mike Burroughs Stanceworks 244 GTK Ferrari build is useless without the ability to put power to the ground, and Scott Hilzinger of Haltech explains how the Haltech electronics system handles this via a Quaife 5-speed dog engagement gearbox.
This setup utilises a load cell gear knob and shift position sensor as well as other sensors on the car to give data on if the gear changing is optimal when it comes to keeping the car balanced and as fast as possible, with INCREASED reliability over manual gear shifts.
Also, why are 'pops and bangs' bad for an engine, and what can a tuner do to help avoid them to give some mechanical sympathy? -
Driving talent only gets you so far in professional motorsport — if you want to make it, you’ll need the full package… Plus a healthy dose of luck.
In this episode, professional driver Billy Johnson gives us his thoughts on the challenges of turning driving into a job, the best way to spend 10k as a track newbie, why the Skyline GT-R is seriously overrated, the less glamorous realities of 24-hour racing, and much more.
Use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/raceb
Billy Johnson is a professional driving coach, race driver, and factory development driver who has had a long career in the game despite his young age.
We start by discussing the path Billy took to be able to drive for a living full-time, despite not coming from a motorsport family. Predictably, this involves a deep dive into karts and his progression through the ranks towards working for Ford developing the GT, GT350, and GT500.
Billy has also raced for Ford in the 24 Hours of Le Mans and NASCAR, as well as many other prestigious competitions all over the globe, meaning he’s able to give some great insight into what it takes to drive these gruelling competitions and the extremely long stints they sometimes demand.
This discussion provides a fascinating insight into the cutthroat world of motorsport at the higher levels, giving us a much better idea of what it takes to rise above all the other equally talented drivers out there gunning for the same seat.
The conversation also covers the cars themselves. With Billy’s experience behind the wheel of extremely rapid time-attack Honda NSXs, we have to ask him what makes this 90s icon so good, and, in his opinion, why it's so superior to another popular time attack weapon — the Skyline GT-R.
With some interesting discussion around motorsport-level driving aids, simulators, and the best beginner track car for under 10 and 50k (is Miata always the answer?), this episode is packed with great info!
Follow Billy here:
IG: @billyjracing
FB: Billy J Racing
X: @billyjracing
LI: Billy Johnson
WWW: billyjohnsonracing.com
Don’t forget, you can use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/raceb
Timestamps:
4:04 How did you develop an interest in cars?
13:38 Having an understanding of engineering as a driver
18:49 Why are karts a normal stepping stone into a motorsport career?
20:28 What is race craft?
31:18 What is it that makes time attack an interesting form of racing?
39:24 Difficulties of going from one warm-up lap to a flying lap in time attack?
44:21 What do I do to improve my lap times?
54:28 Time Attack NSX and its handling
1:07:14 Engine package in the NSX
1:09:08 Oil starvation and dry sumps
1:15:53 NSX aero package
1:18:18 Driver aids
1:32:40 24-hour endurance racing, physical and mental fitness
1:37:13 Tyre management over a long stint
1:44:29 Tips for novice drivers taking their car to the track
1:50:41 Does sim driving improve driver skills?
1:56:32 What is a good entry-level track car?
2:03:29 Final three questions -
Why an RB26 is better than a 2JZ and vice versa is a common discussion between many 6 cylinder fans and while the 2JZ might have the edge when it comes to OEM components on lightly modified street builds, the RB hasn't been pushed or developed as far as the 2jz yet to see how things compare at the other end of the scale…
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Since filming the team has run a PB of 6.35 @ 222mph to set a new RB-Powered world record.
Dom from Tony Rigoli Performance runs us through some of the 12,000rpm spinning Nissan 350z build which uses a ‘tickled’ RB26 pushing out 2140HP (Mainline Dyno) at the hubs...for now. The plan is to fit a larger Garrett G57 turbocharger and GFB wastegates to push for 2300-2400HP in the quest to hit the 5’s with this full tube chassis car that runs an EMtron KV16 ECU, M&W CDI system, Rams cylinder head, Plazmaman inlet manifold, a Liberty Gears 5 speed, EZ Motorsports clutch, Spool crankshaft, Supertech valvetrain and in-house TRP pistons, rods and cam grinding.
Also discussed via this Sydney Jamboree interview is the switch from the old Nissan 300zx ¾ tube chassis to their new 350z full tune chassis, the difference between them and some of the advantages a full tube chassis allows the team. The clutch setup is also discussed as being something constantly being reset and adjusted, as well as up to this power level how bearings are the only major part that is checked regularly to ensure reliability.
As the event was rained off we didn't manage to get any in-car, but we'll be back. -
What considerations go into tuning a 1300HP EV such as the Palatov D2EV?
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
While electric vehicles (EV's) have long been touted as the future of the performance world for a long time by many, the reality is between the costs, lack of aftermarket support and products that are not suited to motorsports have kept us waiting.
Thanks to the likes of Cascadia Motion, AEM Performance Electronics and their team including John Romero, aftermarket control for EV applications is gaining traction and in this interview from PRI we dive into some of the equipment required, what the main considerations are for an EV tuning compared to internal combustion engine (ICE) applications for motorsport.
Topics covered include the uniquely EV issues such as battery temperature related to output and how cooler isn't actually always better plus interestingly the difference between production line EVs like Teslas or Nissans Leafs and the way they DON'T manage this well. An AEM VCU can be used to give you power where and when you want it for motorsports applications by letting to focus on this aspect, and also even for a street application you will be able to 'tune' for longer battery life too. -
Legendary tuner Shane Tecklenburg returns to talk about turning LMP3 race cars into hill climb monsters, calibrating V12 air race planes, the realities of compound turbo setups, and much more.
Use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb
Shane Tecklenburg, or “Shane T” as he’s more commonly known, is one of the biggest names in the tuning industry, and for good reason. This long-time friend of High Performance Academy has been in the EFI tuning game for many years now, and has a reputation as the ultimate problem solver who can rectify all manner of difficult tuning issues that others have given up on.
After appearing in episode #1 back in 2021, Shane now returns for episode #120, allowing us to catch up on his latest projects, starting with an in-depth look at what it takes to transform an LMP3 circuit racer into a hill climb weapon with a sub-10 minute Pikes Peak ascent in its sights.
This leads us into a fascinating conversation around anti-lag, IMAP vs EMAP, and retaining as much power as possible as a car gains altitude.
Next, we get an interesting insight into the world of air racing, as Shane details his tuning adventures with V12-powered Thunder Mustang race planes and the unique challenges that come with calibrating these unique machines and their dual ECUs.
Back in 2021, we talked to Shane about one of the most interesting projects he’s been involved with — the Mazworx SR20VE-powered triple-compound turbo drag car. This machine is fairly well-known online thanks to its incredible aesthetics and unique turbo setup, so the update on this project from Shane is a very welcome one as the team strives for that magical 3000hp goal. The conversation then falls down the very deep compound turbo rabbit hole as Shane gets into the finer details of this forced induction arrangement.
As mentioned, you can listen to episode 60 featuring JT Oliver of JTO Power here.
Follow Shane here:
IG: @tunedbyshanet
FB: Tuned By Shane T
YT: TunedbyShaneT
WWW: motorsportcontrol.com
Don’t forget, you can use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb -
With the ability to go over 250MPH and make 5 second passes despite strict parity regulations, the NHRA Pro Modified drag racing series is possibly one of the most competitive in existence.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
At the last PRI trade show, we managed to catch Shane Tecklenburg once again to gain an insight into his exploits with the NHRA - E3 Spark Plugs Pro Mod Drag Racing Series via the Elite Motorsports/Modern Racing team. With 3 cars on track piloted by Erica Enders, Alex Laughlin and Steve Matusek the Pro Mod series was a new project after the teams' success in the Pro Stock series, but it didn’t come without a steep learning curve given the heavy dependence on experience (guessing and checking) the Pro Mod drag racing regulations spur.
Some of the differences between a turbocharged and supercharged car are discussed along with some of the processes the NHRA implements to ensure ECU’s supplied by MoTeC and other companies do not give teams any technical advantage over one another in the form of traction or boost control of which there is a restriction that can be changed during a season in the interests of parity. -
What's the point of drag racing if you're limiting performance via rules and regulations?
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Varun Sharma gives us a rundown on the 3.3L 2100HP at 75PSI Oceania College/101 Motorsport X275 Drag Radial JZA80 Supra which runs a methanol fed Bullet Race Engineering Billet block-based 2jz engine with a best ET of 6.79s at 212mph making it the fastest Sport Compact in Australia at the time of filming at Sydney Jamboree.
Discussed is the decision behind running a TH400 3 speed automatic and the lock up converter setup that is required to prevent transmission slippage as they dial the power level higher and higher. The safety a billet block offers is also touched on along with how despite the extra weight the team run a water to air intercooler setup. We also talk about some of the class limitations including the tyre size which see any loss of traction turned into an aborted run and how the old independent rear suspension setup is much more difficult to get dialled in for the drag strip along with behaving differently too.
The X275 Drag Radial class sees competitors restricted by tyre and power adder sizes among other rules added and changed over the years around the use of a stock location firewall, factory roof and quarters and an emphasis on equipment that was originally produced in an OEM form or is readily available in the aftermarket. As Varun explains this, along with the use of a 1/8th mile strip at many events, helps keep the competition close and the costs lower to help ensure a healthy field of competitors. - Näytä enemmän
