Tuned In

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

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.

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.

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.

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.

Quad Rotor vs V8, Procharger vs Natural Aspiration and more.

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

It's hard to nail form and function, but Carl Thompson has it down to a fine art when it comes to drift builds between his old 1300HP 26B 4-rotor Aristo/GS300 build and this high compression 'small block' @Mast Motorsports 454ci (7.4L) LSX based V8 Nissan S15 Silva one that is another work of art. Even if you are a solid rotary fan it's hard not to appreciate the same level of detail and perfection that has gone into this LS-based S15 build.

We'll discuss why Carl moved away from his 4 rotors (one of which now powers Rob Dahms AWD RX7 build) and towards the MoTeC M130-controlled LS V8 platform as he has gotten more serious about competing and doing full-season campaigns along with why he chose a naturally aspirated setup despite having a procharger bolted on at some point in time.

The difference in power levels required for D1NZ and US series also pops up as well as the performance increases gained from his Dailey Engineering dry sump system and what the main driver displays and warnings he pays attention to during a competition run and interestingly why he went with a cast-iron LSX based block over the aluminium LS(x) blocks that are also able to handle sizeable power figures.

00:00 Intro
00:25 Rotary Vs LSX
01:31 Engine Specs
02:10 Iron Vs Alloy Decision
03:35 Procharger Vs N/A
05:06 Procharger Powerband
06:08 Dry Sump Setup
07:02 30HP+ From Good Vacuum
08:49 @MoTeCAustralia ECU, Indiindividual cylinder fuel delivery
10:55 Dash Display Settings
12:21 Drivetrain
14:00 Diff, Suspension

To get power to the ground the car runs a Holinger Engineering RD6 sequential, Tilton bell housing, flywheel and triple-plate carbon clutch leading to the Winters 25cm IRS quick-change and 35-spline stub axles.

A MoTeC M130, PDM30 and C125 logger/dash display and EMtron ETC4’s (for individual cylinder monitoring) round up the electronics side of things and giving Carl the ability to clutchless shift off the line.

If you’re planning a big race or street car build, it’s worth thinking about how you can harness the power of 3D scanning, CAD, and additive manufacturing on the big jobs.

In this episode, BBi Autosport’s Dmitriy Orlov explains how you can incorporate these tools into your build process, how he utilised them when building the infamous “Hoonipigasus” Porsche 911, and a whole lot more.

Use “ORLOV50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

BBi Autosport is one of the best known aftermarket Porsche specialists out there, pumping out a range of high-quality parts and builds over the last decade. Based at the company’s California facility, Dmitriy is the product development engineer behind it all, despite not having the educational background in mechanical engineering that you might expect of someone in his line of work.

Dmitriy is self taught, and that gives him a unique perspective on design and manufacturing. He talks us through his design process, and discusses how far technology has come in the last few years — both in terms of what it can achieve and how accessible it’s become to the home enthusiast. Dmitriy explains how the average person can harness all this tech to drastically trim down the amount of time and money being spent on a serious race or street car build.

This then gets us on to the topic of 3D printing final parts in metal, and Dimitri dives into just how useful this technology has become. As he points out — sure, you might not have the capability to print metal at home, but it’s now becoming viable to send your design to a third party which can then create the part using its own multi-million dollar printers.

The conversation then moves on to Dmitriy's most well-known project, the “Hoonipigasus” Porsche 911 hillclimb monster. This is a car that most people will be aware of and think they know a lot about, however Dmitriy is able to give us some really interesting insights into the build, its immense challenges, and how he and his team overcame those challenges.

Follow Dmitriy and BBi Autosport here:
IG: @orlovdesign, @bbiautosport
YT: BBi Autosport
WWW: orlovdesign.com, bbiautosport.com

Don’t forget, you can use “ORLOV50” to get $50 OFF your 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Timestamps:
4:06 How did you become passionate about the automotive industry?
8:15 How did you learn your skillset?
9:57 Does having shop floor experience make you a better designer?
11:42 Are there any drawbacks to not having an engineering degree?
15:51 When did you start diving into 3D modelling and CAD?
20:32 What are the steps from CAD model to actually machining a physical part
23:10 What did you do before working for BBI and what is BBI?
32:28 Design process.
43:06 Choosing the right manufacturing process for the part.
51:07 Designing a manifold not just for 1000hp, but to fit and work on a factory vehicle.
58:05 How has 3D scanning changed things for BBI?
1:06:40 Are there affordable scanners that are worth buying?
1:12:10 What CAD software do you use and why?
1:20:46 Do you use FEA?
1:27:18 What is the Hoonipigisus?
1:31:15 Engine and gearbox configuration.
1:34:28 Biggest challenge?
1:38:49 Challenge of running a drive shaft from a rear trans to front differential?1:41:30 How much of a disadvantage would it have been rear wheel drive?
1:48:50 Are there any key aspects you’d do differently?

Why does this 800hp car look like it belongs to racing classic DTM cars, and what's up with the 6 cylinders?

Aleck Kazakovski of GotItRex explains some of the tech talk story of how this GC8/Type R STi has grown into the monster it is today, with multiple time attack wins in Australia and a unique but well-proven setup.

The turbocharged EG33 is capable of 9,500rpm and 750kw (1000hp) at 40 PSI, but the team dials things back in the interests of reliability and wallet health to a 'modest' 600kw (800hp) at 25 PSI and a 9,000rpm limit. Madness!

There isn't much that hasn't been touched on the EG33 to make this happen, including being bored and stroked with extensive headwork to give a very usable powerband with full boost from 4,500 rpm. Lubrication is handled by a custom GIR dry sump setup using existing off-the-shelf components. Clever!

An EMtron electronics package helps keep it all working as intended, and a Modena sequential transmission package puts the power to the ground without turning into Swiss cheese as you would expect the OEM Subaru parts to; however, OEM housings and much of the physical placements are retained or at least are very close to where they were which keeps some of the heritage rather than being a complete Frankensteins monster. No doubt, this also enables an easy time with spares and repairs.

A PE Racing pedal box and AP Racing calipers and rotors help haul the car up for the corners, with Aleck and the team opting to avoid some of the oversized rear brake issues many Subaru owners fall into the trap of, and ABS is on the cards for the future to help leverage the system further.

When building a performance engine, everyone talks endlessly about forged pistons, H vs. I beam connecting rods, high-flow injectors, and '1000hp capable' turbochargers ready to produce 60-100 PSI of boost. That's all exciting and, depending on your goals, critical, but what about your fittings and hoses that none of these components would last without?

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

Jamie from Raceworks runs us through some of the popular options you will find in all forms of motorsport, including monsters at events like the World Time Attack Challenge. These include braided rubber and PTFE (Teflon) hose options, what areas of the engine you might choose flexibility over comparative durability, push lock and crimped hose ends.

You will also get a quick rundown of AN fittings and adaptors, including how the AN fitting sizing system works and some insight into hard lines, Wiggins, clamps, and silicone couplers, along with some options on flaring your pipe/tube.

TIME STAMPS:
0:00 - AN Fittings
1:30 - Braided Hose
1:43 - Rubber
2:10 - PTFE
3:04 - Exotic Fuel Vs Rubber
3:50 - Push Lock
4:35 - PRO TIP!
4:48 - Reusable Hose Ends
5:22 - Crimp Hose Ends
6:15 - Weight PTFE Vs Rubber
6:35 - Hard Lines
7:24 - Silicone Couplers
7:50 - Wiggins Clamps
8:51 - Flare/Beads
9:47 - Don't Be A Gorilla
10:14 - Flexible Options
11:09 - Understanding 'Dash' Sizing
12:19 - Hose & Fittings Compatibility
12:51 - Raceworks - Thanks Jamie!
13:15 - BUILD.TUNE.DRIVE

What you need to know about tuning General Motors’ LS engines thanks to Matt Sanford of Tuning-Tips.com.

Use “MATT100” to get $100 OFF HPA’s Tuning Starter Package:  https://hpcdmy.co/starterb

Matt Sanford is a self-taught tuner that you might recognise from his YouTube channel of the same name, or his frequent appearances on mega channels like Cleetus McFarland.

Matt has been tuning all types of gasoline and diesel vehicles since his teenage years, but his main speciality and passion is GM’s LS family of V8s. In this episode, Matt first tells us how he came up in the diesel tuning world before switching to gasoline engines.

While he is fully versed in aftermarket standalone ECUs, Matt prefers using HP Tuner’s excellent reflashing platform. We take a deep dive into the Gen 3, 4, and 5 GM engine control modules, discussing how they work, and how we can get the absolute most out of reflashing them.

Of special interest is how these computers manage load measurement, using both mass airflow and speed density — and the process you need to go through to properly tune both.

The conversation then moves into tuning strategies around adding forced induction and/or an aggressive cam. Many people think you have to put up with reduced driveability with these modifications, but Matt explains that that’s simply not the case — if you know what you’re doing, a heavily modified LS can drive like a stock motor.

This episode is definitely for the LS crew, so if General Motor’s ubiquitous V8 is something you have an interest in, this is one you don’t want to miss.

Follow Matt here:
IG: @matt.p.sanford
YT: Matt Sanford
WWW: www.tuning-tips.com

Don’t forget, you can use “MATT100” to get $100 OFF HPA’s Tuning Starter Package:  https://hpcdmy.co/starterb

Timestamps:
4:44 How did you get interested in cars?
8:02 Where did the interest in tuning come from?
13:05 What can the MPH number on a drag strip tell you about your engine tune?
19:42 At what point did you get access to a dyno?
21:39 Going from tuning gasoline to diesel and then back to gasoline.
29:01 Why move from EFI Live to HP Tuners and what is reflashing?
41:05 Key differences between tuning a standalone vs factory ECU.
48:31 Speed density in the GM world.
54:26 How should we be going about the tuning process?
1:01:04 HP Tuners built-in calculator for making changes to the virtual VE tables.
1:07:26 How do you calibrate MAF?
 1:14:33 What is acceptable in terms of a short-term and long-term fuel trim combination?
1:19:40 What is spark air mass?
1:22:15 High octane and low octane tables.
1:31:07 GM’s knock control system.
1:40:37 Thoughts on MAF-less tuning?
1:42:50 Tuning options for a really aggressive cam.
1:51:46 Other common mistakes with LS tuning.
1:53:40 Injector upgrades.
1:57:35 Final 3 questions.