Tuned In

You won't see this B2R Motorsport 2.0L 1200hp++ EK Honda Civic up at your local skifield, but it actually has the AWD/4WD system to get there faster than you could imagine if wanted!

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

Making over 1200hp at 56psi boost and plans to hit between 80-90psi with a Precision 8085 turbo, Moe El-asmar's EK Honda Civic is aiming to be the first in its class to hit a 7-second pass on Australian soil. This build focuses on keeping it simple and solving one problem at a time, as opposed to going crazy and creating more with too many rushed changes, and it certainly seems to be an approach that is working.

Off-the-shelf parts for engine components are one of the aspects that follows this building principle with an OEM Honda K20 crank, SpeedFactory pistons, and BME rods housed in a Bullet Billet Block sandwiched to a 4 Piston cast head with an MLS head gasket. 

Interestingly, Moe discusses how the cost of sleeving was halfway to billet but with a much shorter lifespan, helping him make the call to go with a Bullet block that is also a 'wet block', enabling him and the team to do more passes back to back vs a dry block setup.

Electronics wise, a Link G4X ECU, MoTeC PDM30 and ProWire custom wiring harness keep the smoke in the wires, with Platinum Racing Products coil packs Elixir fuel pump and Aftermarket Industries tank and hanger rounding off the electrics and fuel system.

The 4WD conversion is something Moe sees becoming more and more popular over time, with an AWD conversion from a Honda CRV mated to a Quaife sequential gearbox.

Looking to up your game with a super-informative masterclass on professional-level motorsport wiring? This episode of Tuned In featuring Erik Reinertsen of Hardwired Performance is exactly what you're after.

Use “HARDWIRED50” to get $50 OFF our HPA Motorsport Wiring Starter Package:  https://hpcdmy.co/wiringstarterb

Erik specialises in building top-level motorsport wiring harnesses, choosing to focus primarily on the demanding offroad racing market — but wiring wasn’t always on the cards for this Californian. Despite growing up around hotrods and motorsport with a father who built cars for a living, he was actively discouraged in following his Dad’s footsteps, instead being pushed towards a more conventional career.

The problem was, you can’t really expect your kid to not become a diehard car guy when he spends all his time messing around in your shop full of cool builds and weekend after weekend at the track. So, straight after school, Erik walked into an apprenticeship at a hotrod shop and began building his skills in fabrication, engine building, and nearly everything else in the car building world — but it was wiring that he excelled at. Many years later, Erik is a self-taught maestro building ultra-high-end motorsport looms for some of the most impressive race cars and trucks out there.

In this episode, we dig deep into Erik’s huge bank of knowledge and experience, discussing a big range of wiring-related topics — from the art of concentric twisting, autosport connectors, which tools are worth the investment, the correct gauge of wire to use for different applications, and a whole lot more.

Erik also weighs in on the myth of “Milspec”, discusses the many cases in which a pro motorsport wiring harness is complete overkill, and the lessons learned from running his own wiring business — particularly when it comes to the challenge of accurately quoting work and turning down jobs that you know just aren’t right for you.

Vicious Mustang: https://www.instagram.com/viciousstang

Follow Erik here:
IG: @hardwiredperformance

Don’t forget, you can use “HARDWIRED50” to get $50 OFF our HPA Motorsport Wiring Starter Package: https://hpcdmy.co/wiringstarterb

Time Stamps:
4:06 How did you get interested in cars?
13:50 How did you get into motorsport wiring harnesses?
19:57 Why did you decide you were most passionate about wiring?
33:18 When did you go out on your own?
37:50 Overview of Hardwire Performance
44:57 Colour coding in wiring
47:41 What makes up a professional motorsport wiring harness?
52:39 Why do we concentric twist our harnesses?
1:07:44 Do you use software for designing your harnesses?
1:11:36 Coupon code
1:14:39 Advantages of an Autosport connector
1:20:53 Tooling required to work with Autosport connectors
1:34:05 What are service loops?
1:42:10 Using glue-lined boots vs non-glue-lined boots
1:46:19 Sizing wire gauge for circuits
2:00:12 Final three questions

Can 3D printed parts hold up in an engine bay or elsewhere on a car when compared to the use of lightweight aluminium or similar, or is it still just technology best leveraged for prototyping?

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

Grant Luttinen of Intamsys helps us understand some of the pros and cons of additive manufacturing, what is required when it comes to software and some options out there for printers as a hobbyist or professional.

We take a quick look at printing options from $1,700 to $150,000 USD, as well as printing media/materials that start from $20-40 for a spool of ABS plastic and then go to $100, $600 or more for nylon, PEEK carbon fibre and 3D printed metal options.

Accusumps. Whether you're a motorsport enthusiast, a professional racer, or simply keen on advanced car maintenance, this video covers many of the common questions on how an Accusump can enhance your engine's reliability and performance and bridge the gap between a wet sump and (let's be honest, expensive) dry sump upgrade.

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

Iann Criscuolo from Canton Racing Products answers some of the common questions we all have when it comes to how an Accusump works by filling with oil and supplying it via manual or electronic control that can be based on RPMs, g-force and more, how easy Accusumps are to setup with their optimal -10 ('dash 10') hose sizing recommendations and how long you can expect oil to be supplied at 7-10 psi of pressure.

It's important to note that you can set your Accusump to fill much faster by using higher pressures, but that also means the oil will be supplied to your engine much faster, so racers need to find a balance that suits their application whether that is drift, drag, circuit, offroad racing or something else.

The formula for building a big-power LS is pretty simple — but things get a little more complicated when the motor needs to produce all that power for sustained periods of time in applications like drift or circuit racing. In this episode, we sit down with Mitch Pullen of Pullen Spec Engines, who specialises in putting together ultra-durable LS builds to discuss the ins and outs of these motors and much more.

Use “PULLEN50” to get $50 OFF our HPA Engine Building Starter Package:
https://hpcdmy.co/enginepackageb

Thanks to his father’s involvement in motorsport, Mitch Pullen started young, assisting in the pits and moving into the karting world at 10 years old. By 14, he was building engines, creating his own wiring harnesses, and figuring out fabrication. It’s probably no surprise, then, that he left school fairly early to learn everything he could about nearly all aspects of motorsport engineering.

Although Mitch is a jack of all trades, he decided to focus on performance engine building, and this now sees him running the well-respected and very busy Pullen Spec Engines based out of the Gold Coast in Queensland, Australia.

In this conversation, Mitch goes into detail about how he builds LSs, discussing their inherent weaknesses and strengths and the work that’s needed to create a motor that can sustain high horsepower and high RPMs for more than just a pull or two on the motorway or a run down the strip.

Mitch is also well known for his unique S13 Silvia competition drift car, which runs a massive Roots-style blower sitting atop a Dart iron-block LS. There are a few obvious questions when it comes to this setup — why bother with this type of supercharger, how does it behave in a drift car, and can you even see anything when you’re driving? Mitch answers all these questions and more.

The conversation finishes with some great discussions around car setup, forged vs cast engine parts, performance aircraft engine builds, and more.

Watts linkage illustration: https://hpcdmy.co/watts

Follow Mitch here:
IG: @pullenspecengines, @mitchellpullen
FB: Pullen Spec Engines
WWW: pullenspec.com

Don’t forget, you can use“PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
4:08 How did you form an interest in cars?
11:31 Did you do any formal engine-building training?
15:09 Where did you go from rebuilding 2 stroke karts?
20:07 Watts link vs Pan hard rod overview.
24:53 Getting more power in the KE70.
31:43 How did you learn all these skills at such a young age?
32:52 What happened after the Khanacross?
35:03 Learning about LS engines and circuit cars.
45:40 Load on an engine for a sustained amount of time.
48:52 What do you do in your LS to make it live?
59:08 LS engine package.
1:07:27 Forged vs cast pistons.
1:16:52 Does the LS have enough factory clearance for boosted applications.
1:27:16 Why the roots blower?
1:35:57 Overview of Pullen Spec Engines.
1:45:50 Focusing on the LS.
1:48:47 Final three questions.

Why can't you tune any ECU however you'd like or fit any aftermarket ECU to your vehicle without a care in the world?

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

Ryan Nicholls Powertune Australia answers these common questions and more in relation to what can be done with the right skill set and tools, in this case, MoTeC's M1 Build and knowledge of C# (C Sharp) development language.

Some key takeaways from this chat include some insight into CAN Bus, LIN Bus and FlexRay, plus the fact that reflash tuning is not equal for all platforms, and some are much better developed than others. Ryan also mentions how you are often relying on an interpretation rather than an absolute when it comes to reflash tuning software vs the lack of OEM information, as well as sharing encouragement from Ryan for anyone interested in learning the skills he has to do so, even at a hobbyist level.

This interview was recorded at GTR Fest Australia, where we somehow managed to film more about EVOs and MoTeC ECUs than GTRs, and had a ball doing it too.

Hot rodding has been and always will be a HUGE part of American car culture, and electric vehicle conversions are bringing a wider range of options to the street.

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

Why do a Tesla swap and not use aftermarket components? What happens to the 12v electronics including the lights and indicators without an alternator or the brakes without engine vacuum to operate with?

At SEMA, Casey Loter gives us some answers to the above and insight into this customer's 1959 Chevy Apache Fleetside electric vehicle conversion, which is powered by a Tesla Model S motor and battery pack that's been rehoused for better packaging and suspension options.

While Tesla parts are used, they are scrubbed clean of Tesla's limited software by companies like EV Control, who can easily tap in remotely for this process. An Orion battery management system is used along with Stealth EV charging components and a cooling system for the charger and batteries up from and motors in the rear for this specific Chevy Apache conversion.

Simon Longdill wasn’t impressed with the engines available to him in his class of racing, so he built his own. On this episode of Tuned In, we catch up with the man behind Synergy’s small-capacity, ultra-high revving, 400+hp V8s to talk through the ins and outs of these screaming motors and much, much more.

Use “SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

While “building your own engine” in the literal sense might sound like a more-than-daunting task for most, with a Ph.D. in mechanical engineering, this was something that Simon Longdill was more than capable of. Limited to 2.4 litres in his Speedway midget class, Simon hatched an idea that would go on to become a full-time business.

Using two sets of 1200cc Kawasaki ZX12R cylinder heads and barrels, Simon got to work creating a vicious 2.4-litre V8 that would go on to crush the competition on its debut in New Zealand, before doing the same in Australia, then doing so well in the US that the rule book was changed and Simon and his team were never invited again. These days, you can find Synergy V8s of differing capacities and power levels motivating all manner of race (and a few street) cars across the globe.

In this conversation, we get down into the weeds of this fascinating engine’s story, answering all the big questions around the 11,000 RPM screamer’s inner workings and development journey. Simon didn’t just stop at the first iteration either — these motors have been continuously developed over the last decade as the tech has improved, new lessons are learnt, and big improvements are made.

With some fascinating looks into Simon’s side projects that include a 400hp BMW 1000RR two-litre V8 built for Bonneville, an 800hp twin-turbo Synergy V8 for Pikes Peak, hydrogen power systems, and plenty more, this is a tech-heavy episode that’s going to please anyone with an interest in serious automotive engineering.

Follow Simon here: prototipo.co.nz, synergypower.co.nz

Don’t forget, you can use“SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
4:27 How did you develop an interest in cars and engineering?
7:24 Where did you see your studies taking you?
8:40 Tertiary education continued
13:20 Does EGT form a big part of two-stroke tuning?
16:39 Is the two-stroke dead?
20:29 How did you go from a two-stroke Ph.D. to owning your own business?
23:05 What does the term BMEP mean?
24:15 How can we make a high performance 2.4L engine
30:54 Is it as simple as a larger bore and shorter stroke equals more efficiency?
32:37 What additional parts were designed to merge the two 1200cc engines?
34:31 What software are you using to model the engine?
35:59 What was the most challenging part of this project?
40:19 How did the engine perform once you got it running?
45:49 Overview of Prototipo
46:16 Working on amphibious vehicles
48:18 Trip to the Chilli Bowl
55:53 Synergy V8 GT86 package
1:02:49 Unequal trumpet lengths
1:08:30 Developments from gen 1 synergy engine?
1:17:08 Direct injection in sports bike engines
1:21:13 Were you tuning the engine differently for land speed records?
1:23:49 2.3L turbocharged V8
1:25:35 Rod to stroke ratio
1:30:24 Hydrogen fuel Pros & Cons
1:37:18 Developing your own dyno

Traditionally, a bigger manifold has been considered the holy grail of performance because the bigger something is, the more air you can hammer on through, right? But, is this actually true and why do companies like ARTEC Performance do things differently?

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

Exhaust flow vs exhaust port sizing, turbo inlet, outlet and cylinder capacity and more are all touched on in this interview along with casting vs custom fabrication, materials and a commonly overlooked consideration with aftermarket turbo setups, turbo bracing.

Big thanks to Ben Creswick for sharing his time at GTR Fest and we hope testing with the Inconel manifold applications goes well.

The 2.9L RB26 swap in place of the stock Nissan SR20 is easy to zero in on here, but it's not the modification that has made the most difference outright to lap times and driver confidence...

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

With the ability to get 1500hp from this setup, owner and driver Chris Kostakis shows a lot of restraint and the realities of power vs performance when circuit racing a vehicle that is continually developing along with its owner with help from the likes of Advance Motor Mechanics and 909 Motorsport.

What are the downsides of swapping a SR20 for an RB26?
What are some advantages drive by wire (DBW) throttle control gives?
What are some key considerations of traction control for motorsport?
Does motorsport ABS really make a difference?

These questions and more are covered by Andre and Chris while they were at the Australian GTR Festival at Sydney Dragway and we look forward to seeing where Chris and his engine swapped 180SX head in the future when it comes to an aero package and time attack, although he sure has more than enough to keep a grin on his face as this car sits now!

BUILD OVERVIEW:
Factory SR20 removed
1500hp capable setup, running 900 for drag racing and 550-600 for circuit racing for now
N1 RB26 Block
Carrilo Rods
CP Pistons
Spool Imports RB29 Stroker Kit
BorgWarner EFR 9280 turbocharger
Rams Head Service cylinder head package
Peterson Fluid Systems dry sump system
Holinger RD6 sequential gearbox
MoTeC M150 ECU
Increased tyre/wheel sizing (295 fronts)
AP Racing Pro 5000 R's front calipers
Endless 4 pot rears
Bosch Motorsport ABS system
DNA Autosport Blistein suspension package
Benchmark Solutions torque and traction management strategies
Street registered 🤯