Tuned In

Latest Episodes:

Field Report: 2140HP, 78 PSI of BOOST | RB26 World Record With TRP. Aug 28, 2024

Show notes

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…
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
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.

Field Report: 1300HP AWD EV | How To Tune An Electric Car with AEM. Aug 21, 2024

Show notes

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.

121: Compound Turbocharging — Untapped Potential or a Waste of Time? Aug 16, 2024

Show notes

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

Field Report: Shane T on 2500 to 4000HP Pro Mod Drag Car Tuning. Aug 14, 2024

Show notes

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.

Field Report: 2100HP 75PSI Supra | X275 Drag Radial Class Racing. Aug 07, 2024

Show notes

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.

120: Wastegates and Boost Control — What You NEED to Know. Aug 02, 2024

Show notes

Do I need electronic wastegate control? What about CO2? And how do I know what size wastegate is needed for my build? These questions and a whole lot more are answered thanks to this week’s guest, Matt Wright from Turbosmart.
Use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostb
Matt has a unique understanding of the industry, having worked for two of Australia's biggest aftermarket performance brands — two decades at Haltech and a more recent move to Turbosmart.
We start this episode by delving into the path that Matt took to get where he is today, covering the early days of Haltech that saw him dealing with some fairly rudimentary electronics and software as a support tech. Matt grew with the company and would go on to head up Haltech’s expansion into the United States. There are some great discussions here about VE-based tuning, the future of standalone ECUs, and what Matt thinks is missing from the current crop of standalone offerings.
After 20 years of service, Matt decided to move across the road to Turbosmart, where he’s helped push the development of new products — especially its new range of turbochargers. Matt discusses these new turbos before diving deep into the world of boost control, getting way into the weeds on all things external wastegate.
Sure, the idea behind a wastegate is simple enough, but things get a little more demanding and complex when a vehicle’s performance starts to get pushed to its limits.
Follow Matt here:
IG: @turbosmarthq
FB: Turbosmart
YT: Turbosmart
WWW: turbosmart.com
Don’t forget, you can use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostb

Timestamps:
4:39:20 How did you gain an interest in cars?
16:54 Did you move into Haltech tech support with almost no tuning experience
24:28 What was your role at Haltech?
27:10 The difference between American and Australian car scenes
32:15 Haltech’s growth into the US market
39:45 Key changes in ECU tech over the years
47:30 What do you think is missing from aftermarket ECUs?
54:43 How does an ECU company balance technical features while keeping it user-friendly?
1:03:55 How did the opportunity at Turbosmart come up?
1:08:38 Overview of Turbosmart
1:13:10 Turbosmart’s external wastegate, Why is it so good?
1:17:54 Pros and cons of electronic wastegate?
1:34:08 What is a StraightGate?
1:42:52 How do we pick the right size wastegate?
1:47:30 Bringing Turbosmart turbochargers to market
2:05:35 Final 3 questions

Field Report: 60 PSI Is LOW Boost? | 2400HP Drag Car Transmission. Jul 31, 2024

Show notes

What are some of the advantages of having an automatic gearbox in a 2400HP 6-second drag car?
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Nate from 99 Racing gives us some insight into the transmission setup in their 6.29s at 225mph 2400HP Toyota Camry drag car and how it allows for more consistent passes without some of the disadvantages of the past.
The Sydney Jamboree event was sadly rained off but we're keen to see what the team can do with their new GCG Turbochargers Garrett Gen 2 106mm Turbo once things wind back up.

Field Report: Sim Racing In Professional Motorsport. Jul 24, 2024

Show notes

Racing simulators are becoming more popular in the home and, if you're lucky, office, but are they good enough on a professional level without an endless budget?
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Jota Sport WEC LMP2 Race Engineer Tomoki Takahashi runs us through some of the advantages a simulator setup offers, the limitations and why a motion platform can be more hindrance than help without a blank chequebook.
Discussed is a direct comparison between two drivers at the same event, one who practised on the simulator beforehand, the other who couldn't, how the race engineer and data engineer treat simulated sessions the same as physical practice sessions, which interesting can lead to better results when it comes to quick decisions on car setups and track conditions come race day.

119: 4WD, GT-R-Powered, 1000+WHP Evo. Why... And How? Jul 19, 2024

Show notes

What does it take to build, tune, and drive a monster Mitsubishi Evolution VIII with a 4.1-litre VR38DETT putting down 1065 hp to all four treads — on pump gas, no less? On this episode of Tuned In, we talk to the Armchair Tuner to find out.
Use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb
Conrad Bradley has been building fast cars and bikes for a long time, although he currently works outside of the automotive industry in the nuclear field. Conrad couldn’t tell us much about his current work projects for obvious reasons, but when it comes to his many interesting automotive projects, he’s an open book.
Over the years, Conrad’s built many fast cars — from rapid Subarus, to even faster Evos, to an immaculate Beams-powered AE86 — we discuss all those builds in this conversation, but it’s his one-of-a-kind Evolution VIII that we’re most interested in.
We dive deep into this build with Conrad, digging into the big questions, like:

Why ditch the 4G63?
Why the VR38DETT?
How is it still 4WD?
What was the hardest part of the build and how was it dealt with?
Has it changed how the car drives?
Why even build something as unique as this car in the first place?

This is a fascinating look into a very serious build that presented a lot of problems, requiring unique solutions.
Further into the conversation, we also discuss the challenges of owning and operating a tuning shop, reflashing challenges, Evo strengths and weaknesses, and much more. This is a great listen for anyone interested in thinking outside the box when it comes to building cars and going fast.
Follow Conrad here:
IG: @armchairtuner
FB: Armchairtuner
YT: Armchair Tuner
Don’t forget, you can use “EVO100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb

Time Stamps:
4:25 How did you form an interest in cars?
14:01 How did you end up owning a tuning shop?
20:43 Pros and cons of owning a tuning shop.
27:50 Transition from motorbikes to cars.
29:23 Why JDM vehicles?
34:05 Reflashing JDM vehicles.
39:29 Was it Subaru's reliability issues that drove you to the Mitsubishi platform?
43:04 Toyota AE86.
58:03 Back into the Mitsubishi world? Evo X.
1:04:17 Manufacturers making it difficult for us to tune modern engines.
1:09:34 What came after the Evo X?
1:11:31 Building an Evo for drag racing.
1:24:36 How did the Evo GT-R come about?
1:27:36 What was involved in fitting the VR38?
1:34:49 What is the transmission?
1:41:22 Motec M1 custom package for 4wd setup
1:47:10 How much does it weigh with the VR38?
1:48:06 What was the goal for the VR38?
1:56:07 Are you running PDMs?
1:58:50 Are you using the data from all your sensors for anything in particular?
2:00:02 Is the Evo GT-R finished?
2:06:09 Final 3 questions.

Field Report: 6-Second Rotary — Building a Reliable 13B Powered Mazda 6. Jul 17, 2024

Show notes

Using the Blueprint Racing 6.53 @ 213mph Mazda 6 for some examples we dive a little into how to build a rotary engine for drag racing.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Getting 1500HP out of a rotary engine isn't hard these days with the knowledge in the industry, but doing it with a window of safety and repeat reliability is still a struggle as Jon of Jon Blanch Racing explains. Naturally, some comparisons are made between the rotary and piston world in respect to aftermarket part support which has been growing in recent years but still lacks in many areas no matter how big your budget is, but most interestingly from what is out there the OEM Mazda rotors with some modification are still the go-to choice for performance builds.
An area where the aftermarket has made massive improvements, however, is when it comes to the plates with billet options not necessarily helping engine builders and tuners make more power but instead giving a little more reliability and tolerance to the small windows you have to work within when it comes to getting power out of your rotary.
Porting is also discussed and Jon shares why a semi-peripheral port (semi-pp) is preferred along with why the perfect port placement depends on more than just a single perfect physical location.

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