About Tuned In
High Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, CAD, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver Coaching/Training, Motorsport Fabrication and Car Setup.
Few people know more about ultra-high-performance engine building than this week’s guest, Terry Radbourne of Bourne HPP. In this episode, we’re going to be discussing topics like creating engines for LMP1 and Mercedes’ F1 team, truly getting the absolute most out of Honda’s K series motor, as well as the odd controversial opinion that’s sure to get the comment section fired up. Use “BOURNEHPP100” to get $100 OFF our HPA Engine Building package: https://hpcdmy.co/enginepackageb Terry brings an intriguing mix of expertise and insider knowledge — straight out of school, he found himself working for Advanced Engine Research and quickly became involved in some seriously high-end race engine design and building work. After a few years spent honing his craft — including a stint creating engines for the Mercedes Formula 1 team, Terry went on to found his own company, Bourne High Performance Powertrains, or Bourne HPP for short. Bourne HPP specialises in designing and building seriously aggressive motors — most commonly of the Honda K-series variety in both naturally aspirated and turbocharged forms. This allows us to dive very deep into the intricacies of four-cylinder engine building, and time is spent discussing intake port design, cylinder sleeves, compression ratio, and a whole lot more. We also get stuck into the K-series motor itself, and Terry spends time talking us through exactly why he thinks this is one of the best engines ever produced and how to get the most out of it. As Bourne HPP is something of a one-stop-shop that does everything from engine rebuilds, to NA and turbocharged crate engine packages, to dyno tuning with the use of Syvecs and Lyfe Racing ECUs, Terry has an absolute oversupply of knowledge that he’s (mostly) willing to share. If you want to get smarter, this episode with Terry Radbourne of Bourne HPP is not to be missed. As mentioned in the podcast, you can listen to our episode featuring Syvec’s Ryan Griffiths here: https://hpcdmy.co/Syvecs Follow Bourne HPP here: IG: @bourne_hpp FB: Bourne HPP WWW: bournehpp.com Don’t forget, you can use “BOURNEHPP100” to get $100 OFF our HPA Engine Building package: https://hpcdmy.co/enginepackageb
Love them or hate them, Electric Vehicles (EVs) are here, so why not hammer the s%&t out of them on a race track just like we've been doing the old internal combustion engine (ICE) for years and years! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Battery degradation & performance, $600 'Bonus Module' for 2 seconds a lap improvement, trackside sharing and more with Jordan Priestley of ReVolting Performance as he runs us through this 2021 Model 3 Performance Tesla while competing at the Optima Batteries street car challenge. The car runs a number of Unplugged Performance suspension components and 4 point roll bar with JRi double adjustable shocks, AP Racing brake package & square (same size front to rear) 19x11 Forgeline wheels wrapped in 305/30R19 Falkens. Interestingly the battery level does operate within certain 'sweet spots' in relation to charge, with Jordan noting a 40mph loss of speed climbing up the hill at Laguna Seca at lesser charges. He also touches on his trackside generator charging setup, a common question from those interested in how EV guys manage battery charge during track/race days. There is a long way to go with EVs to get them anywhere close to being the same when it comes to how a race weekend looks compared to someone just tipping E85 or similar in the tank, but racing is racing, and it's great to see some earlier adopters keen for some new challenges.
With WTAC moving from DOT-rated semi-slicks to full slicks, the RP968 was assured a faster lap time in 2023, and it delivered. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Race engineer Dejan Ninic of Complete Analysis, an ex-WRC consultant amongst other accolades, gives us the rundown on the change from Yokohama Advans to full slicks for the 2023 edition of the World Time Attack Challenge. The RP968 team & driver Barton Mawer managed to get the time down from their previous best of 1:19.27 to 1:17.86 over the course of the weekend, giving them the overall win for the 4th time in a row. We also saw a massive jump up the time sheets from Cole Powelson, going from a previous best of 1:30:02 to a 1:25.94 in the Lyfe Racing R35 GT-R. The old S13 Hammerhead, now under new ownership and rechristened as Tanuki, also set a blistering 1:20.45 time on debut, noting the car has also had some huge changes to be dialled in and had to be retired before the end of the event. The Open and Clubsprint classes also saw some new class records this year from the Xtreme GTR and DC Jap Automotive teams noting not all classes have had the same options in tyre open up to them either. Note 2023 tyre restrictions for Pro and Pro-Am Classes were in place in regards to the car weight dictating the allowable tyre width and height, so while teams can now run slicks, there are still limitations.
Sideways legend Ryan Tuerck joins us this week to sit down and discuss the many different aspects of his life — from finding competitive setups in an extremely cut-throat Formula D championship, to an in-depth look at some of his most incredible internet-breaking builds, to a frank discussion on the complete metamorphosis of the sport of drifting in the two-plus decades Ryan has been involved, and much more. Use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackageb With a career spanning two decades, Ryan Tuerck has more insight than nearly anyone else out there when it comes to top-level drifting, the business of motorsport, and building some of the raddest Japanese cars the world has ever seen. Ryan got into the sport after transitioning away from motocross as a teenager, and in this episode, he discusses those very early days and the cars he was building to try and compete on a national stage. This was also the time he began learning about the business side of the sport — Ryan spends some time in this conversation dropping plenty of knowledge and truth bombs about making it in professional motorsport, discussing sponsorships, budgets, results, and more. Aside from his success in Formula D, Ryan is probably best known for his insane custom builds, and thankfully, we’re able to spend time running through the best of the best, from his competition GR Corolla to his Ferrari-powered 86, his insane Judd V10-powered GR Supra, and his latest Toyota Stout. Having so much experience in taking on massive projects like these, Ryan has some great advice to give about build planning, setting expectations, and recruiting the right people to get it all done. This episode has broad appeal and will suit anyone with any type of interest in motorsport, drifting, project builds, and much more. Listen to John Reed’s episode here: https://hpcdmy.co/johnreed Listen to Matt Bernasconi’s episode here: https://hpcdmy.co/mattb Follow Ryan Tuerck here: IG: @ryantuerck FB: Ryan Tuerck YT: ryantuerck Don’t forget, you can use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackageb TIME STAMPS: 4:22 How did Ryan get into motorsport? 11:06 When did Ryan start competing? 12:50 Why JDM cars? 14:44 Becoming a pro driver 20:05 What type of car and power levels do you need to get into drifting? 22:59 How do you find sponsors? 28:07 Are the exhibition cars for fun or do they make up some of Ryan’s income? 30:04 How does Ryan find the right people to work on his projects? 32:22 Changes in drifting in the last 21 years 34:30 Rules in Formula Drift to regulate competition 36:11 Technology to improve drift judging 41:57 Starting with a known setup point 46:19 Ryan’s GR Corolla FD build 49:40 Nitrous Anti Lag 54:26 GT4586 project build 59:47 Ferrari 458 engine characteristics 1:04:48 Formula GR Supra 1:09:31 GR Supra Drive Train 1:11:54 Judd engine figures 1:14:21 Drifting the Supra wasn’t the best for the engine 1:17:42 Is the Supra a competitive time attack car? 1:21:38 Toyota Stout build 1:31:56 What’s Ryan’s favourite car in his garage? 1:35:04 Does Ryan still enjoy Formula Drift?
When a team is just starting with 900hp in a street-driven 4g63 powered EVO drag car, you know big things are coming! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Why a 4g63 instead of a 4g64, nitrous for turbo spool and a 400hp boost, fire ring cylinder sealing and more from Jimmy Assaad of ERS Evolution Racing Spares as he runs us through this street-driven roll racer that has its long-term sights set on the 1/4 mile. Putting down 900hp at 50psi on a rolling road dyno using pump E85 to start with, this Micks Motorsport-built 4g63 is no joke, with 1500hp at around 80psi running methanol fuel being a longer-term plan for the drag strip with the addition of a few more Siemens fuel injectors. A Platinum Racing Products-supplied Precision 8085 Next Gen turbo takes care of the boost with an Emtron electronics package, including a KV12 ECU and ED10M dash logger managing almost everything on the car via 50 odd sensors. The Bullet Cylinder Heads billet 4g63 block runs copper gasket & aluminium bronze fire ring cylinder sealing setup, aluminium rods, custom pistons and non-MIVEC head with aftermarket cams package, all combinations that have been tried and tested over the years. With an 18-inch SSR wheel package for the street and a 15-inch Belak package for the track wrapped in 275 Hoosiers, no compromises need to be made when it comes to comfort vs. grip, and a Wilwood brake package still fits under the 15inch rim nicely to haul things up at the end of a run. A paddle-shifted Holinger Engineering sequential, Active Traction Service (ATS) carbon clutch and a retained active centre differential (ACD) round off the drivetrain, with carbon clutches being more common in circuit racing but likely to hold up fine for drag racing, too. At the time of filming, the immediate goals are to see what power can be made while still running pump E85 at 60-65psi of boost with a 400hp nitrous shot on tap for further testing.
Why would you consider a desktop CNC machine? Would it be worth the investment over a 3D printer, and how long would it take to pay itself off? Bantam Tools Rob Lorentzen runs us through some CNC milling basics about their (currently) $6,500 USD desktop CNC milling machine to help us understand if this is an investment that may or may not suit our fabrication goals or even our wider local car community. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We also dive a little into what CAM (computer-aided manufacturing) is when it comes to learning how to set tool paths and more, as well as some material options for prototyping and finished products. This product integrates well with software like Fusion 360 and is ready to go out of the box with minimal maintenance required so long as you keep it within the recommended operational window (not hard to do). Desktop CNC specs: https://store.bantamtools.com/collect... - 28,000rpm spindle - 7” x 9” x 3.3” build volume (work area) - ER-11 collet (not proprietary; you have many tool options) - 4th axis capable
Despite how quickly the world is changing, race cars, track days, and the world of motorsport at large aren’t going anywhere. In this episode, we sit down with two pioneers who are leading the charge towards the inevitable adoption of viable EV platforms in amateur-level racing with their startup Scalar Performance. Use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdayb Joel Fallaise and Brian Bourne have walked very different paths getting to where they are today, with Joel having a background in the performance aftermarket and motorsport scene, and Brian coming from the IT world. Once they met and started collaborating on a few different projects, they realised they shared a common goal — being pioneers in racing and not just looking towards the future, but committing their effort, time, and funds to take serious, carefully considered steps to get there. The result is the Scalar SCR1, a 460hp race car that uses Toyota’s current GR86 platform as its base. Unlike factory-built sport-focused EVs out there, this machine is able to run endurance race laps at GT4 class speeds without complaint — and that’s no easy feat. This episode is a deep dive into the complexities of developing a viable EV race car, from choosing the components, to designing battery packs and electrical systems, to managing the extreme cooling solutions needed for a project like this. The team shares their experiences, the hurdles they faced, and some intriguing topics like regenerative braking, the life expectancy of the motor and battery pack, and the safety challenges of EVs in motorsport. This is an eye-opening episode that might just change your view of electric vehicles in motorsport. Follow Scalar Performance here: IG: @scalarperformance YT: Scalar Performance WWW: scalarperformance.com 4:38 — How did Joel get into the industry? 7:47 — Brian's professional background 16:40 — Formal Qualifications 19:18 — Overview of Scalar Performance 27:10 — Racing an ICE vehicle vs an EV vehicle 31:27 — Why the GR86? 33:25 — Why create the SCR1 instead of modifying a Tesla? 36:33 — Modification to chassis 45:32 — Cost of EV components 48:39 — 3D modelling the SCR1 52:00 — What is an inverter? 1:02:09 — Cooling the batteries and motor 1:10:08 — Charging challenges 1:12:22 — Regenerative braking 1:17:38 — Power delivery of the Cascadia motor 1:20:38 — Maintenence costs 1:25:17 — Cost of the SCR1 1:27:39 — A dedicated race series? 1:30:34 — Integrating EVs into motorsport 1:34:08 — EV safety and thermal runaway Don’t forget, you can use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdayb
With 450hp to 1000hp on tap via an EMtron ECU control strategy incorporating a drive-by-wire (DBW) throttle body, this V8 swapped Fox Boy Mustang, an exciting project we couldn't resist chatting about. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Sam Hiu Bin of CWI Performance runs us through this 7.3L V8 Mustang build that has taken the Ford 'Godzilla' V8, never designed for race cars, and put it in a race car anyway. Not only that, but the team has also added a ProCharger centrifugal supercharger to ramp up the output in a compact package. It is as compact as a 7.3L V8 shoehorned into a Fox Body Mustang can be, anyway. The biggest physical challenge with the Ford Godzilla for a swap like this is the height, but teamed with Indy Power Products, the oil pump has been moved so that a smaller wet sump setup can be used, allowing the engine to be mounted lower in the chassis. The CWI Performance 3-piece billet intake manifold also helps reduce the height at the top of the engine and incorporates a 1400hp capable C&R / PWR intercooler core to further improve packaging options as well as options to fit a 105mm or smaller LS throttle body or a Ford Coyote/Godzilla flavour too. Boost-wise, the car produces 450whp at around 2pi, with it only taking 15psi to get it over 1000whp and the EMtron package also takes care of exhaust gas temperature (EGT) monitoring for both tuning and engine health functions. Even using an E90 ethanol blend, the car does see some knock/detonation, partly thanks to its 10.5:1 compression ratio, but the dual bank knock control takes care of this when the temperatures get high enough for it to start occurring.
Direct injection has many benefits for OEM applications, but it isn't as easily customised as port injection options on some platforms. Why is this the case, and what can we do about it? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Due to the nature of direct injection and how it operates in a GM application, it simply isn't a matter of adding aftermarket injectors and turning up the fueling like we often can with port injection, given that DI fuel pumps in GMs LT engines are camshaft driven. Michael Sitar of TooHighPsi has an option for GM LT V8 owners that can take the LT1 and LT4 variates beyond their 600hp and 700hp ceiling imposed by the stock direct injection system without dealing with camshaft complications, and that is done by adding port injection and tapping into the factory GM ECU's CAN Bus data stream. At this stage customers are up in the 1400hp regions with some drag applications with plenty of margin left in their injector duty cycles for future development and additional power potential.
If you have any interest in engines, there’s a good chance you’ve already come across this week’s guest — Driving 4 Answers of YouTube fame. With nearly a million subscribers, Driving 4 Answers is one of the biggest technically-focused automotive channels on YouTube. Today we sit down with the one-man-band creator, researcher, host, and editor to talk about his love for engines, how he breaks down complex engineering topics and makes them easy to understand, and, of course, we’ve got to jump into a huge stack of nerdy engine topics. Use “DRIVING100” to get $100 OFF our HPA Engine Building Starter Package course: https://hpcdmy.co/enginepackageb Driving 4 Answers has a fascinating story to tell, and his passion for all things combustion engineering is very obvious. Despite his extremely in-depth knowledge and understanding, Driving 4 Answers has zero education in the subject and actually ditched a high-pressure career in the upper echelons of European politics to do what he loves — learning, talking, and educating people about automotive engineering, especially when it comes to motors. On the technical side, we delve right into the weeds in this episode, discussing the complexities of horsepower and torque, the importance of engine balance and rod/stroke ratio, bike carbs, the joys of modern standalone ECUs, over-engineered old Toyotas, and everything in between. In this conversation, we also explore Driving 4 Answers’ transformation from regular Bosnian car enthusiast to YouTube personality. If you’re interested in producing your own online videos, this conversation also covers Driving 4 Answers’ experience with content creation, the lessons he’s learnt, and how he deals with the inevitable trolls that surface once you start to gain traction. Follow Driving 4 Answers here: IG: @driving4answers YT: Driving 4 Answers Don’t forget, you can use “DRIVING100” to get $100 OFF our HPA Engine Building Starter Package course: https://hpcdmy.co/enginepackageb TIME STAMPS: 3:10 - How did you get into cars? 7:30 - Do you have a formal education? 9:50 - Learning without an engineering degree 16:00 - How did Driving 4 Answers start? 17:35 - Loving old Toyotas 25:50 - Becoming a full-time YouTuber 35:05 - Dealing with trolls 39:30 - Misinformation in the performance auto industry 49:20 - Why Toyota's 4AFE? 1:00:35 - Aftermarket ECU discussion 1:14:00 - AW11 MR2 power figures 1:23:10 - Rod-to-stroke ratios 1:32:00 - Engine balance
No boost, no worries! This C5 Corvette is filling the trophy cabinet on displacement alone. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Jake Rozelle's C5 Z06 Chevrolet Corvette is no stranger to the Optima Ultimate Street Car Invitational having taken victory previously in what is a well setup street driven race car. The 800hp (to the crank) 7.2L/440cu Lingenfelter Eliminator R Spec LS7 contains forged rotating assemblies, CNC-ported cylinder heads, competition-grade fasteners, precision balance procedures & hydraulic roller camshaft internally, as well as a Dailey Engineering dry sump, Performance Design intake manifold with some tuning being done to the intake runner lengths over time. With just oil changes over the last 2 seasons of racing it certainly seems to be a package that is working well for Jake in this application. The hydraulic cam profile is in its element with the 8,000rpm redline being within the comfort zone and the 14:1 compression engine runs E85 via a flex fuel setup in street form and Ignite Ready 90 on race day. Engine management is done by a GM ACDelco E92 ECU from a later model vehicle of the Cadillac CTS-V & Corvette C6 ZR1 era. While an advantage of retaining a OEM GM ECU originally was the ability to keep features like the stock ABS system, Jake has since gone the popular route of fitting an aftermarket/standalone $1200 MK60 ABS system with an off-the-shelf tune from CSL Performance and he gives us some insight into the installation and use of such an ABS system which are becoming more and more popular at club level racing despite the initial push back from the good old armchair racers we've seen over the years.
The introduction of drive-by-wire throttle has changed the game for what is possible when it comes to electronic engine control systems, but is it all as simple as just opening a torque request table and tuning everything to 11? As Paul Blamire of EcuTek explains, no, it is far from that simple but also not by any means unmanageable. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
As every JDM fanboy knows, Nissan Skyline GT-Rs are fast — the question is, with the right knowledge and skills behind a GT-R, just how fast can these iconic 90s machines go? So far, the answer to that question is 6.37 at 224mph. ‘JUNII’ is the street-legal, AWD R32 GT-R that holds this record, and on this week’s episode of Tuned In, we get to sit down with the building and tuning force behind this insane machine, as well as many other record-setters — Con Tatsis of Croydon Racing Developments. Use “CROYDON100” to get $100 OFF our HPA Tuning Starter Package course: https://hpcdmy.co/starterb Con didn’t start Croydon Racing Developments — he actually first walked through the doors as a work experience kid, before leaving school to take up a junior role at the highly-respected Sydney shop. Over the following years, Con would become a qualified mechanic and soak up all the tuning knowledge he could from the original owners, before taking over the business a few years ago. In this conversation, we jump straight into some fairly intense discussions on everything tuning, including opinions on the drawbacks of rolling road and hub dynos, an interesting discussion on the best engine platform to learn to tune on, as well as the simple joys of tuning a simple NA motor to absolute perfection. The chat then turns towards all things Nissan Skyline and RB, diving down a fair few rabbit holes as our host Andre tries to squeeze all the gold he can out of Con’s brain when it comes to building massive-power Nissan RB engines, 110mm turbos pushing nearly 100psi, dealing with 4WD launches at the sort of performance levels CRD is churning out, and more. This conversation is a great look into the sharpest end of import tuning and racing, and with various record-breaking builds regularly hitting Sydney’s streets, dragstrips, and race circuits under his belt every weekend, Con is a voice well worth listening to. Follow Croydon Racing Developments here: IG: @croydonracingdevelopments FB: Croydon Racing Developments Don’t forget, you can use “CROYDON100” to get $100 OFF our HPA Tuning Starter Package course: https://hpcdmy.co/starterb
Checking for boost leaks should be part of your routine maintenance schedule, but is it? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Mark from Redline Detection runs us through how checking for boost/air leaks can help avoid misdiagnosis as well as ensure a job well done when reassembling an engine, helping rule out any unintentionally introduced errors while on the tools. While these units are aimed at commercial users and have expandable adaptors to help with quick and easy use for mechanics and technicians, they do offer some home enthusiast-level options and of course, you can piece together your own kit for a specific vehicle too, or simply find a local workshop to do this for you on a routine basis instead. While we do lean towards how to find a boost leak as our example in this discussion, such machines can be used to find any air leaks in your intake, exhaust and coolant systems, and even batteries for those working on EVs.
Are you sick of playing the guessing game when it comes to setting up the suspension and tyre systems in your race or road car? If you’ve ever felt like you’re throwing alignment adjustments, damper settings, and spring rate changes at the pit wall just to see what sticks when making changes to your or your customer’s vehicle, then this episode with Bruno Finco of Optimum G is going to be a perfect listen. Use “OPTIMUMG50” to get 50% OFF OUR Suspension Tuning and Optimization course: https://hpcdmy.co/suspensionb Originally from Brazil and now based in Colorado, unusually for a guest of the Tuned In podcast, Bruno didn’t have all that much interest in cars growing up — it wasn’t until he went to university to gain a degree in mechatronics engineering that he joined the school’s Formula SAE team and began a life-long love affair with all things motorsport. Walking out of university and straight into a role at Colorado-based Optimum G, Bruno has since gone on to become the motorsport tech company’s Lead Performance Engineer, and now spends his time travelling around the world’s greatest race circuits, gathering data, helping both race teams and OEMs optimise their vehicle dynamics, and teaching others how to do the same through the use of Optimum G’s highly-regarded software packages. The bulk of this admittedly very tech-heavy episode consists of Bruno talking us through the many nuanced points of motorsport handling and performance, breaking down concepts into their many facets. This includes roll centre, tyre slip angle, Ackermann steering, anti-dive and squat, plus much more. Bruno also explains how Optimum G’s software works, and most interestingly, despite how it first looks, how it’s not something you need to have a Ph.D. in order to understand and use to substantially improve your vehicle’s performance. A more thorough explanation of Ackermann steering can be found here. Find all the resources Bruno mentioned in this episode here. Follow Bruno and Optimum G here: IG: @optimumg, @bruno.finco LI: OptimumG YT: OptimumG WWW: optimumg.com Don’t forget, you can use “OPTIMUMG50” to get 50% OFF OUR Suspension Tuning and Optimization course: https://hpcdmy.co/suspensionb
It doesn't matter how much money you pour into the engine and electronics in your car, if the contact patch between your tyres and the track is not optimal then you're going to have subpar handling and results. Want to learn how to set up the suspension on your car properly? Here's the place to do it: https://hpcdmy.co/handleb At Sema, Tom Chan from DSC Sport runs us through how their TracTive Suspension controllers can help drivers and teams get better results with a setup that adapts on the fly to changing driving and weather conditions as well as pre-empting requirements via g-force, vehicle speed, brake line and velocity sensors. Interestingly a system like this can be as simple or as complicated as you wish with plug-and-play options that are tuned from the 'driver down' to simplify the process with the ability to dive into features such as an electronic bump stop which will be a much-loved feature for any car running a lot of aero such as Time Attack.
What’s the difference between a high-end professional motorsport ECU from Bosch and the consumer-level stuff we’re more used to dealing with from manufacturers like MoTeC, EmTron, or Haltech? Does your race car really need motorsport-specific ABS, or will the factory equipment do the job just fine? And why does the European hill climb scene consistently produce some of the coolest race cars in the world? All these questions, plus many more, are answered by this week’s Tuned In podcast guest, Mikko Kataja of VHT Racing. Use “VHTRACING300” to get $300 OFF our VIP Package: https://hpcdmy.co/vipb Being Finnish, it’s not much of a surprise that Mikko grew up around motorsport, and rally in particular. Some of Mikko’s earliest memories involve helping his father and family friends in the pits at rally events across Finland. It seemed pre-ordained then, that Mikko would find himself stepping into motorsport as a career once leaving high school. After training in two motorsport-specific schools, running his own tuning business, and working for various race teams and OEMs worldwide, Mikko found himself living in Germany and working for Bosch Motorsport as an engineer, where he still is today. This all puts Mikko in the perfect position to answer our burning questions about all things motorsport electronics and European hillclimbing — an arena in which he has competed for many years now. This conversation begins with a dive into the Finnish motorsport scene, attempting to answer the age-old question of why so many legendary drivers come from this big country with its tiny population. We cover Mikko’s early days competing in rally, circuit racing, and rally sprints — the very flat Finland’s version of a hill climb. This next brings us to Mikko’s faithful hillclimb KP Toyota Starlet, a car that he’s been campaigning and developing for over two decades now. Mikko talks us through the many iterations that the Starlet has seen over the years, and all the learnings he’s gained from trying different setups in the suspension, driveline, and engine department — from pushing a 4A-GE just about as far as you could possibly go, to the Radical Precision Engineering Hayabusa V8 setup that he’s currently using to great success in the European Hillclimb Championship. This Starlet has a fantastic development story, going from a 2K-powered hack to a monstrously fast, big-winged, screaming weapon bristling with the latest ultra-high-end Bosch motorsport electronics. As you’d expect, this brings us to Mikko’s work at Bosch Motorsport, where we take a deep dive into what sets pricey Bosch ECUs apart from more consumer-grade offerings that we’re all more familiar with. We also take some time out to really understand motorsport ABS, as this is something that Mikko works with on a daily basis and uses in his own race car. Follow Mikko here: IG: @vhtracing FB: VHTRacing Engineering YT: VHTRacing Don't forget, you can use “VHTRACING300” to get $300 OFF our VIP Package: https://hpcdmy.co/vipb
No competent driver likes a car that moves around under braking and is lazy to turn in or out of a corner for no good reason, so they throw many OEM suspension components in the rubbish bin, including factory rubber bushings. Why? Want to learn how to set up the suspension on your car properly? Here's the place to do it: https://hpcdmy.co/handleb James Bourn of Powerflex explains that while rubber bushings, aka bushes, provided by the OEM are good at cutting back noise, vibration and harshness (NVH), they are not made to last, nor are they made to perform. They are made to tick the right boxes for the price without compromising handling so much that they get land vehicles with poor safety ratings, as well as lasting just long enough to not be a warranty claim. For better performance, one alternative is to remove as much compliance as possible using solid bushes, mounts and spherical bearings etc., such as you find in many dedicated motorsport applications. But this, 100% without fail, introduces incredible NVH that is white noise on a race track and permanent hearing loss inflicting, or divorce, territory on the road. Instead of solid mounts or rubber, we can have our cake and eat it too with polyurethane options instead which offer less compliance than OEM rubber bushes along with a longer lifespan, to the point they come with a lifetime warranty (but only for road and classic car use, NOT the BLACK SERIES aimed at motorsport sadly!), along with levels of NVH that won't give you PTSD from a 12-hour cross country road trip. On top of that, polyurethane bushes will give you, the driver, more confidence in the vehicle leading to more consistent lap times and pace, making better use of all that time and money it takes to get your car out on track in the first place.
Have you ever needed to get a part custom-made and been shocked at just how much it cost? In this episode of Tuned In, we sit down with Dan Melling from Kiwi CNC to find out exactly what’s involved in making bespoke one-off parts — from the initial measurements to the 3D modelling, to the prototyping, and to the milling and finishing of the final product. Once you’re done with this episode, you’re going to have a solid understanding of machining in the motorsport world, and maybe even pick up a few ways you can do some of the leg work yourself to save on the final bill. Use “KIWICNC50” to get 50% OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb Growing up, all Dan wanted to be was an Air Force pilot, gaining his pilot's license while still in high school and then joining the New Zealand Air Force as soon as he could. While the pilot gig didn’t work out, Dan was still exposed to the world of machining, quickly building up his knowledge and skills while still in uniform. Once it was time to venture out into the civilian world, Dan worked in the aeronautical industry designing and machining parts from scratch before eventually deciding to commit to starting his own business catering to high-end automotive machine work. Thus, KiwiCNC was born. Over the following years, Dan crafted a business that produces some of the prettiest billet components produced anywhere in the world, covering everything from sumps to suspension parts, diff covers, and plenty of one-off custom work. In this episode, we get Dan to break down every aspect of his business and explain it thoroughly. This covers everything from the bare minimum amount of equipment to start a machine shop, the prototyping process, how CNC machines actually work and what’s needed to run them, plus much more. We also cover 3D modelling and discuss whether generative design is actually useful in the real world and not just the latest buzzword. Dan then lays down a great impromptu 3D printer buyer’s guide and some excellent lessons he’s learnt running a small business that caters to customers who are willing to spend big money for the products he’s able to produce. Even if you have no interest in getting into machining yourself, the knowledge found in this episode is going to be invaluable when the time comes to design your own parts and find someone to create them. Watch the amphibious van news segment here: https://youtu.be/HDzTE_a0VYQ?si=Ge6hnJw1yhfW0ZDp Follow KiwiCNC here: IG: @kiwicnc FB: Kiwi CNC Ltd WWW: kiwicnc.com Don’t forget, you can use “KIWICNC50” to get 50% OFF our 3D Modelling & CAD for Motorsport Course: https://hpcdmy.co/CADb
Data logging can seem daunting, but ultimately for limited costs and inputs, it can help make you much, much faster on track than many realise. Massively improve your driving with our Data Analysis courses: https://hpcdmy.co/datab It's generally assumed that you need to be a Race Engineer or have access to a team of them to make the most of data, but as Roger from AiM Sportline highlights, that just simply isn't the case. With a few main inputs, specifically speed, lateral and longitudinal g-forces, and your GPS position on track, it's possible to see where on track, or even map one out, you're fastest and slowest, as well as calculating your lap times. What channels should be added from there is covered, along with the fact that many modern vehicles have these sensors as OEM standard, just waiting for you to tap into them. With a unit like the AiM Sportline Solo2, a standalone data logging device, you can use this data to work out split times around the track, set reference laps and in realtime see where you are by comparison to that reference or your lap times throughout the day. Roger also explains how the inaccuracies of GPS/GLONASS about positional data are not a major setback these days, both about the number of satellites in the sky and the accuracy of relative data.