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Field Report: 18,400 RPM, 900HP 3L Mercedes V-10...NA! Jun 15, 2022

Show notes

18,400 RPM and 900HP from a 3L V10 engine ...and not a turbo in sight on this McLaren MP4/15.
At today's mainstream levels of technology, 900HP V-10 NA is not a cakewalk from an engine with a 3L capacity, and then when you throw 18,400 RPM into the mix but still demand drivability it becomes even more difficult yet this is exactly what Mercedes were doing with their Formula 1 technology way back in the year 2000.
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As a former long-time Formula One engineer for David Coulthard, Tim White of Garage 59 knows a thing or two about F1 technology, and at the recent Goodwood Festival of Speed Hillclimb Andre was lucky enough to spend a bit of time with Tim and the McLaren MP4/15 which finished 3rd in the 2000 season snagging victory at Monaco along the way for the former Mercedes-McLaren team.
Topics discussed include the double paddle operated clutch and how that helped the drivers of this era launch off the line with a small margin of error compensatable, the pneumatically controlled valve springs which adjust pressure based on RPM and the reason for such a system instead of the more convention steel spring setup. Many of the cars other systems are hydraulically controlled rather than electronically due to weight and technology restrictions at the time as well as the rule book which stated everything must be activated by the driver's input in some way.
Also covered are the active trumpets on the intake which can adjust in and out to match the RPM and thus fill in what would otherwise be flat spots in the rev range, and with a potential 18.400 RPM on tap for some of these engines it certainly made a difference in drivability when it came to tracks that had an aggressive mix of both high and low-speed sections seeing the car go from 3000 RPM and around 40kph to 15,000 RPM and over 300kph on the same lap.

043: Building a TRIPLE Turbo, PDK-equipped, VW Diesel Weapon. Jun 10, 2022

Show notes

When most people outside of Europe think of diesel performance, Cummins, Chev, or Ford probably come to mind. As this week's Tuned In podcast guest tells us, however, there's a lot more to the performance diesel world than the big 6BTs and 6.0 Powerstrokes.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Originally hailing from France and now based in Nashville, Tennesse, Grégoire Blachon has built his business, Boxeer, off the back of Volkswagen Audi Group's impressive family of TDi four-cylinder diesel engines.
Boxeer's journey began with TDi conversion packages for VW's Vanagon overland vehicles, and having always had an interest in motorsport, Grégoire always felt the urge to start pushing these stout engines in a motorsport environment — specifically hill climbing.
Podcast host Andre Simon and Grégoire get stuck into exactly what makes these little TDis so good, and how he gets the absolute most out of them utilising obscure standalone ECUs, triple compound turbo induction, in-cylinder combustion pressure monitoring, and more.
Grégoire goes on to break down the TDi-powered build he's best known for — his tube-frame Beetle hillclimber — which he's used in the last few years to come tantalisingly close to clinching the diesel win at Pikes Peak.
After breaking the Bug down, Grégoire talks Andre through his new build, which he hopes will absolutely smash the diesel record at this month's 100th running of the Pikes Peak International Hillclimb. Based on a Radical chassis, the new car runs the same triple turbo TDi setup (with some extra added spice) and the same Porsche PDK gearbox, but with a considerable drop in weight and aerodynamic drag, as well as far superior handling and braking.
The European diesel world isn't one that we've discussed much — if at all — on this podcast, so this conversation with Grégoire is a really interesting look at what makes these platforms tick, and how builders like Boxeer are getting serious performance out of them.
As mentioned in this episode, you can find Skynam, the ECU Grégoire uses here: www.skynam.com
And if you want to follow Grégoire's progress, check out the Boxeer social channels below:
IG: @Boxeer_
FB: Boxeer - Diesel Motorsports and Overlanding
YT: Gregoire S. Blachon
WWW: boxeer.com
Learn more about performance diesel engine tuning. Start instantly with 4 free lessons: hpcdmy.co/dieselb

Field Report: Engine Block Design — Cast vs Billet. Jun 08, 2022

Show notes

What considerations go into taking a 150HP engine and making it produce 600HP with huge cylinder pressures, reliably?
When you want to double, triple or even octuple an engines output, at some stage you’re going to find the limitations of your factory block and head castings either in dramatic fashion or via constant repairs and rebuilds for ‘minor’ issues. In professional motorsport, either outcome is unacceptable.
Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
David Mountain of MounTune runs Andre though some of the block failures they have seen during their engine development programs where very high cylinder pressures are seen to produce large amounts of low-end torque for World RX competition engines where they are running 4 times the power the engine would produce in factory trim.
Discussed are the bore size, block weight, cylinder bore centers and other design parameters they must work within depending on class regulations, how they get away with the pressures a diesel engine would run in a steel block using aluminium instead, and some of the coatings they use on bore liners and piston rings to make it all work.
David also gives some great insight into cast vs billet block production including some of the advantages when it comes to casting. We also learn how 4 week to 3-month production lead times for modern 3D computer-aided design (CAD) production via software like SolidWorks compares to the 5-6 month days of 2D drawings. Interestingly, even with the use of finite element analysis (FEA) a lot of real-world experience is drawn on to ensure a balance is found between the many, many considerations and tradeoffs that every design tweak carries.
Lastly, we learn how MounTune avoids any issues with cylinder sleeves dropping, why the factory design for head studs is not optimal once you start running higher pressures, Nikasil coating use and how before any tools have been lifted the CAD process can be used to ensure those regulation weight targets are hit along with avoiding any major design flaws. While some of this technology seems like magic that does the work for you, in reality without that real-world experience and knowledge bank to draw on it’s useless. Just like any quality tool, the person in charge needs to know what they’re doing to get the desired results.

042: Designing and Fabricating (Nearly) Indestructible Parts. Jun 03, 2022

Show notes

With CAD software becoming more and more accessible to the general public, a whole new world of possibilities is quickly opening up to the home enthusiast. This week's podcast guest, Kibbetech's Matthew Bernasconi, has spent his entire life immersed in CAD and mechanical engineering and knows this industry better than most.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
In this episode, Matt and podcast host Andre Simon discuss the automotive design and engineering realm at length, starting with Matt's early introduction to, and obsession with, CAD as a teenager. With a mix of formal training and learning on the job, Matt tracks his career from lowly grunt at a speed shop, to designing for the aerospace industry, to now creating some seriously cool offroad race equipment with Kibbetech.
Matt also goes deep into explaining how high-end 5-axis CNC mills operate, and what's required to get them producing perfect parts without destroying themselves — which, as we find out, is disturbingly easy to do. Popular CAD software options are also broken down, and Matt weighs in on the pros and cons of each.
Form vs function, high strength vs low weight‚ mild steel vs stainless vs alloy — this episode is crammed full of great engineering knowledge and just the right amount of advice when it comes to both designing your own parts at home or embarking on a career path in the industry.
Follow Matt and his incredible work here:
IG: @matt_eight26
FB: Kibbetech
WWW: kibbetech.com
Want to start your own motorsport fabrication journey? Start here: https://hpcdmy.co/fabb

Field Report: Transmission Tuning 101 With MoTeC. Jun 01, 2022

Show notes

Automatic transmission tuning is becoming more necessary as the modern crop of vehicles move further and further away from manual options.
Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
Nick Baggett of MoTeC USA runs us through some of the advantages a standalone transmission controller like the Ford 6R80 TCM and others that MoTeC has developed which allow tuners to take complete control of the transmission regardless of what brand standalone ECU is used for engine management.
Also discussed is the reason why you can't just ignore the transmission after upgrading the engine to produce more power and how some safeties are included in order to help prevent damage to the transmission from poor user implemented torque management strategies.

041: Hunting for HUGE, Reliable Power — is Billet the Answer? May 27, 2022

Show notes

Darren Palumbo of South Australia's Bullet Race Engineering joins us for this episode of the High Performance Academy Tuned In podcast.
Specialising in billet blocks and heads, Bullet Race Engineering is a leader in near-indestructible engine components, and Darren takes us on a deep dive into his world of Solidworks and CNC mills.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Designing and creating an engine block out of a solid chunk of alloy is absolutely as complicated as you think. There's a huge amount of time and money that goes into just getting one product to market — Darren breaks it all down for us and also makes a good case for why going billet sooner rather than later can often be the best move for anyone looking to go seriously fast.
With ultra-desirable engines like the RB26, 2JZ, or even SR20 becoming rarer and more expensive by the day, is there going to come a point where it makes more sense in the long run to just go billet instead of building from a factory motor?
There's also a very interesting breakdown of why simply swapping to a billet block will result in a substantial bump in power, with no changes to any other components.
Andre and Darren lastly talk about the interesting path he's taken to get where he is today with his business, and that includes the big mistakes that he's made along the way. As Darren explains, finding a gap in the market, dropping the big bucks on equipment, and having the right amount of knowledge is only part of what goes into making a business like Bullet Race Engineering successful.
Check out Bullet Race Engineering here:
IG: @bulletraceengineering
FB: Bullet Race Engineering
WWW: bulletraceengineering.com.au
Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Field Report: 1200HP vs R34 GT-R's Active Diff Control. May 25, 2022

Show notes

This 1200HP RB26 powered R34 GT-R Skyline is always one of our favourites at the World Time Attack Challenge.
Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
It’s easy to talk about the likes of this 1200HP RB26 power plant and just assume it’s going to be quick, but in reality, there is so much more to putting in a fast lap time than a few high power dyno runs and Mark McCoy of MoTeC is here to help explain where some drivability and pace is recovered using the R34’s 4WD system.
With the factory Nissan Attesa controller removed a MoTeC dash takes over control of the setup allowing to start dialling in the basics via throttle position and speed through to enabling the team to dial in the system for every corner on the track according to lap distance.
The advantages of lap distance vs GPS/GeoFence technology is discussed along with what data is used to help tune the setup along with how it all operates in the first place.

040: Building a Reliable 1000hp 4-Cylinder for Formula D. May 20, 2022

Show notes

From the very infancy of import drag racing through to the current high-stakes, big-dollar world of professional Formula D competition, this week's Tuned In podcast guest has been at the forefront of it all.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Stephan Papadakis joins us from Los Angeles for a great, in-depth conversation on a wide range of interesting topics, starting with his origin story that begins with a gig sweeping floors at an engine building shop.
Stephan then goes on to discuss the very early days of import racing — a time that saw his fledgling business, Papadakis Racing, go from complete unknown to household name within the burgeoning scene. Predictably, that means talking about fast Hondas.
After a few years spent setting and resetting records on the quartermile, Stephan and his team saw an opportunity to jump into something entirely different when the US drift scene began to explode. The Papadakis Racing team was at the very crest of the wave, pushing just what was possible further and further, and Stephan talks us through that progression from glorified street car to the current crop of 1000hp+ grip monster FD machines.
Host Andre Simon hones in one particular topic of interest — the development of Toyota's humble 2.5-litre 4-cylinder 2AR engine and its use in pro-level drifting. This turns into a pretty deep dive into the long process of taking an everyday motor and turning it into not just a competitive FD engine, but a championship-winning one too. How did he make the power, and more importantly, how did he make it reliable?
Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb
Finally, the discussion then turns to the BMW B58 straight-six, as found in the Papadakis Racing Toyota GR Supra piloted by Fredric Aasbø. Stephan was one of the first guys in the aftermarket to get his hands on — and tear down — one of these motors and he has a lot to say about the B58's general design and construction, as well as how to extract big power from it.
This episode is an excellent dive into the world of Papadakis Racing, and there's a whole lot of in-depth knowledge to be found for anyone who's interested in making cars go fast, reliably.
If you haven't already, check out our episode with Stephan's driver Fredric Aasbø here: https://hpcdmy.co/aasbo
Follow Stephan here:
IG: @stephpapadakis
YT: PapadakisRacing
WWW: papadakisracing.com

Field Report: 1970's Supercar Killing Sleeper. May 18, 2022

Show notes

Is this the greatest 8 second 1970’s sleeper ever? At the latest World Time Attack Challenge Christian Goleby of Golebys Parts gave us a rundown on his daily driven 800HP KE36 Toyota Corolla which is one of the coolest sleepers we’ve ever seen, complete with steel rims!
Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb
Powered by a 1jz due to experience and strict Australian road legalities, discussed are some of the advantages and challenges of the VVTi setup Christian is using along with why they are using a 4 speed automatic that you don’t often see pulling 8 second passes.
Interestingly the setup is only limited by the injectors which are at 98% duty cycle by 810WHP, which is a self-imposed restriction to just to ensure things don’t get any further out of hand. With Christian experimenting with increasing the Nitrous/NOS dose at launch until he could scrape the bumper, just the once for fun, we can completely understand the self-control pressure he is under with this monster

039: Reflashing Modern Euros for BIG Gains. May 13, 2022

Show notes

Have you always avoided messing with late-model European vehicles? Does the idea of strapping a modern Audi, Merc, or BMW to the dyno sound like a bad one? Does the mere mention of WinOLS make you turn the other way?
If you answered yes to any of those questions, bFlash's Aurélien Turban is here to help clear some things up.
Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in
Based in Paris, Aurélien joins us for an interesting and in-depth conversation about the European side of the tuning market — admittedly not something that there's a lot of information out there about, nor something we get the opportunity to discuss very often on this podcast.
Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better.
Aurélien works as the Technical Director at late-model Euro reflashing specialist bFlash, he's spent years working with the incredibly complex factory engine management systems found in modern European vehicles, and dives into what's involved in gaining access in order to reflash them as security gets better and better.
Naturally, the conversation turns towards the increasing difficulty of using an aftermarket standalone ECU in these cars and the many advantages that reflashing the stock unit offers instead. Most of these OEM ECUs now use torque-based systems, and the guys spend some time discussing the ins and outs of working with this kind of setup.
This episode is an interesting look behind the curtain of the late-model Euro reflashing world, and there are a lot of technical discussions around WinOLS, overcoming OEM security measures, how the bFlash interface works, and much more.
Follow bFlash here:
IG: @bflash.eu
FB: @bFlash.eu
WWW: bflash.eu

Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/tuneb

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