Tuned In

The Snot Rocket is here! This week on Tuned In, we welcome Brett Lasala, the owner, builder, and driver of 2024’s Sick Week-winning Mustang, Snot Rocket. In this episode, we find out what it takes to secure the outright win at a drive-and-drag competition like Sick Week, how he’s extracted over 3000hp from his Coyote V8, why he prefers Ford machinery, and a whole lot more.

Use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalengineb

Ever since trading an old washing machine for his first car as a teenager, Brett Lasala has been obsessed with making vehicles go faster. This led to a lifelong career in the automotive industry, first learning the ropes through local shops, then becoming an accomplished Mercedes Benz tech specialising in AMG products, to then moving full time into the aftermarket space working with legendary companies like Real Street.

Over that time, Brett has absorbed the knowledge of everyone around him, and is now in a position where he’s able to perform much of the work himself — although with that said, the level of success this car has seen is only possible thanks to the wealth of talent found in the other members of the team.

In this conversation, we first discuss drive and drag events like Sick Week, and the unique challenges in tuning, engine building, and setup that a brutal day-after-day race and road trip presents. Competing is one thing — but winning outright is a whole different ball game entirely.

This brings us to Brett’s well-known ‘Snot Rocket’ bright green Ford Mustang. We dive deep into the build, discussing its beginnings all the way through to its current state as a consistent low six-second pass twin-turbo monster. Powered by Ford’s Coyote motor, the Snot Rocket has allowed Brett to really get to know everything there is to know about the 5.0-litre DOHC V8.

In this conversation, Brett is kind enough to share some of that knowledge with us, discussing the motor’s strengths and weaknesses, how to get good results from them, and if they’re actually better than GM’s ubiquitous rival motor, the LS.

With conversations around engine and transmission tuning strategies, CO2-regulated boost control, and much more, this episode is jam-packed with quality information!

Follow Brett here:
IG: @brett_lasala
YT: Brett Lasala
WWW: brettlasala.com

Don’t forget, you can use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalengineb

Timestamps:
4:44 How did you develop an interest in cars?
9:00 Where did the passion for drag racing come from?
10:26 Have you got any formal qualifications?
13:03 Spinning spanners on modern vehicles?
15:02 Fabrication skills?
18:21 What was your position at Real Street?
22:05 What is a Drag and Drive event?
26:15 Overview of original car
29:15 Why did you start from fresh rather than further modifying the original car?
32:15 Why turbos over supercharger?
33:34 Coyote vs LS3? Pros and cons.
34:36 What have you done to the Coyote engine?
47:59 What’s your head gasket sealing solution?
56:25 Do you think you’ll need to move to a billet block?
1:00:01 What is the electronics package in the car?
1:08:22 What is DA in Drag Racing?
1:11:03 How does your wheelie detection work?
1:18:06 How has moving up turbo sizes affected drivability?
1:22:25 Are you using traction control?
1:27:43 Transmission
1:32:20 How much faster would the car be if it was a dedicated drag car?
1:36:35 Final 3 questions

Numbers like ‘1000HP’ and ‘100 PSI of boost’ catch our attention the most when it comes to motorsport builds as we can easily understand what they mean, but brake setups, while being equally if not more important, take a backstage role by comparison. For most, admittedly, it is much harder to get excited about figures or terms like ‘380mm’ and ‘staggered-piston design’, at least it is until you understand what it all means...

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

In this interview with Phil Stubbs of Alcon Brakes, we’re going to take a look at why stock brakes on a production-turned-race car are terrible on track and what aspects you need to consider when looking to bin your OEM discs and calipers for something more effective.

Slots and gloves plus caliper and disc size in relation to braking performance are discussed along with airflow requirements, where sliding calipers braided brake lines sit when it comes to brake feel, plus on the other end of the spectrum what carbon-carbon brakes are vs carbon ceramic and what their weaknesses are compared to cast iron.

What is actually happening when you are bedding your brakes and the importance of doing that process correctly is also touched on, along with how in the motorsport world, companies like Alcon and similar offer pre-bedded brake packages, which save race teams time and potential inconsistency of doing it themselves on a race weekend when they should be focused on car setup and increasing driver confidence.

Why don't race cars use brake boosters and does your master cylinder size really matter all that much compared to your brake caliper sizing?

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

In this video, we talk to Kirk from Tilton Engineering about the importance of creating a perfectly balanced braking system for your motorsport vehicle. He discusses the differences between tandem master cylinders and dual master cylinders, the importance of pedal ratio, and how to size your master cylinders and calipers correctly.

Key takeaways:

- Dual master cylinders are typically used in motorsport vehicles because they provide better brake balance and tunability.
- The size of your master cylinders should be based on the piston sizes in your calipers, rotor diameter, tire diameter, vehicle weight, weight distribution, and pedal ratio.
- A manual brake system will give you more driver feedback and a firmer pedal feel than a boosted system.
- The typical pedal ratio for an OEM vehicle with a brake booster is 4:1.
- The typical pedal ratio for a motorsport vehicle with a dual master cylinder is 5:1 to 6.5:1.
- The balance bar on a dual master cylinder allows you to make fine adjustments to your brake bias on the track.

As cars become more and more complex and ECU reflashing technology becomes more advanced, the gap between sticking with a vehicle’s factory computer and going to an aftermarket standalone only gets narrower and a little less clear. On this episode of Tuned In, we dive into this topic, along with many others, with PCMTec’s Roland Harrison.

Use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb

As a co-owner and founder of PCMTec, Roland is extremely well versed in the world of reflashing, with the company traditionally focusing its efforts on the Australian market Ford Falcon platforms, which of course includes the famous four-litre Barra straight six. Recently though, PCMTec has been moving into the more global Ford market, offering advanced tuning options for Mustang, F150, and Explorer models.

It wasn’t always all about cars for Roland though, having spent a good majority of his working life in the oil and gas industry, calibrating and maintaining massive industrial engines and electrical systems. After learning all he could from the business, Roland, along with a business partner, decided to turn his hobby of messing around with reflashing into a business and full-time career.

Roland takes us through the whats, whys, and hows of making this transition — even spending some time discussing some of the more surprisingly interesting aspects of his work in oil and gas. With that said, the real meat and potatoes of this conversation come when Roland and host Andre Simon move into the world of reflashing, discussing all aspects of this sometimes very complicated field.

There’s a lot to learn here as Roland breaks down the process of creating a reflash solution for Ford’s sometimes extremely complex ECUs, as well as how they’ve added an impressive array of custom functionality to these computers, and more.

You’ll also find a great discussion around one of the main differences between most reflash options and standalone ECUs — live tuning, as well as map switching on the fly and plenty more.

PCMTech is currently offering solid discounts off its US DIY and Workshop Editor editions, and the deep dive development blog mentioned in this episode can be found here.

Follow PCMTec here:
IG: @pcmtec
FB: PCMTEC
YT: PCMTEC Tuning
WWW: pcmtec.com

Don’t forget, you can use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb

Time Stamps:
3:38 How did you get involved in the automotive scene?
5:40 Do you have any formal mechanical education?
13:28 PID algorithm cross over from oil and gas to auto industry
19:01 Mechanical issues vs software issues while tuning
23:25 Ziegler Nichols Method?
25:18 How did PCMTec come about?
42:25 Accessing parameters within the ECU based on the amount of modifications
44:36 Features you’ve added that weren’t available in the OE controller.
48:13 Reasons for re-flashing over standalone ECU
51:55 How do you add features into an OE controller
1:03:13 Overview of PCMTec today
1:09:22 Weighing up functionality options for software
1:13:25 Do you support live tuning or is it re-flash only?
1:24:25 How does your data logging work?
1:29:56 Are you providing any support for trans tuning?
1:34:13 Final three questions

Turbocharging N/A engines is nothing new, and has some known downsides...

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

But like anything, if you know the weaknesses to watch out for it is easier to manage and avoid them as Haltech's Mitch Smith explains in relation to this 780whp 2JZ-GE being used in a time attack applications.

Using modern aftermarket ECU systems one tool tuners have on hand is torque management, and Mitch explains how vis boost and ignition control, he can maintain a flat torque curve with the goal of mechanical sympathy on this stock 2jz bottom end.

With a stock bottom end, build cylinder head, Precision 6870 turbo pushing 25 PSI at max boost this Supra is limited to around 7,500 rpm in order to help keep the stock rod bolts intact and the car doing laps.

After this interview, Feras went on to win the Plazamaman Pro-Am Class with a blistering 1:27.0160 🔥🔥🔥

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

'If you fail to plan, you are planning to fail' is a well-worn saying that is as relevant today as it was decades ago. During Feras Qartoumy's WTAC trip we get to gain some insight into how some time spent on some basic preparations can make a world of difference, including sim racing.

Interestingly, around 160kg (350lbs) of ballast has been added to meet tyre sizing and class rules, with WTAC entering a new era of tyre options from this year, helping cars like this Corvette have more grip and a bigger contact patch than previously possible.

GENERAL INFO:
28+ x Track Records, 1 x 1300HP Corvette C6  and one dedicated driver.

With 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's @momo equipped C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA.

The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better.

The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far.

Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more.

Use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb

Like many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn’t long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998.

Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon’s life, finding some great insight into what works and what doesn’t when it comes to building a company in the motorsport industry. 

We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it’s on to the real meat and potatoes of this episode — Simon’s incredible Mitsubishi Evo IX. 

With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it’s unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build. 

Even if Time Attack cars and Mitsubishis aren’t your thing, this episode drops some great knowledge and is well worth a listen regardless of your chosen motorsport or what type of car you’re into. 

Follow Norris Designs here:

IG: @norris_designs
FB: Norris Designs
YT: Norrisdesigns
WWW: norrisdesigns.com

Don’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb

Time Stamps:
3:41 How did you get into cars?
8:25 Did you have much industry experience before starting your business?
12:39 What sparked the interest in JDM cars?
16:18 How did Norris Designs grow?
25:56 Overview of Norris Designs today
31:12 What does your day-to-day look like at Norris Designs?
38:36 What vehicles are you specialising in?
42:54 How did you learn to tune?
52:44 Are you relying on knock control and close loop fuel control?
57:35 Did you start with an engine dyno or rolling road?
1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups?
1:02:27 How accurate is the engine dyno?
1:10:23 Repeatability issues with rolling road
1:14:16 ECU of choice?
1:20:20 What is a short wheelbase Evo 9?
1:24:33 Engine package
1:34:45 Billet blocks for street applications?
1:38:41 Twin charge setup
1:44:24 Transmission
1:50:39 What’s next in the development of the car?
1:52:33 Lap time difference with new aero package

'Why fit a Formula 1-inspired Judd V10 engine into a Toyota A90 Supra' is probably not a common question we are all struggling with regarding our own personal projects. Still, we love that people like Ryan Tuerck can answer it for us!

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

This 4L 730hp (630hp ATW), 11,000 rpm capable Judd V10 powered 'Formula Supra' was at World Time Attack, and if you didn't see the car, you certainly heard it on song from all corners during its exhibition laps with Ryan Tuerck at the wheel. But how did the build come about, and what makes it tick?

Before falling into Ryan's hands (while fistfuls of cash fell out of them in exchange), the Judd GV4 V10 itself was a spare for an old Benetton Formula 1 car (an everyday use case) and thanks to Ryan's solid relationship with Toyota, it found itself not at home in an A90 Toyota Supra chassis sporting a MoTeC electronics package and tuning from John Reed Racing including the venerable M150 ECU and PDM30 which help put the power to the ground through aa Hollinger RD6 sequential gearbox. Interestingly, a Ford Explorer 8.8 rear differential was chosen for its range of ratio options and lightweight compared to the usual Winter Quick Change rear end thanks to fabrication pro Dominic Biro.

A lightweight Tilton Engineering 4 plate carbon clutch helps combat a thrust bearing design that doesn't suit drifting (LMP1 endurance cars only use their clutch to get the vehicle moving), with other help from Judd coming in the form of detailed manuals that cover the life expectancy of every party on the engine down to the exhaust manifold for ultimate reliability in an engine that was ultimately built to be hammered on for 24hours straight.

LS vs 351, Panhard vs watts link, electronic wastegate control magic and the surprising advantage a 1965 Ford Mustang has over many modern chassis are all discussed in this interview with Mike Dusold of Dusold Designs.

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

Most of us love the look of a classic car on the surface, but we've come a LONG way when it comes to the suspension geometry and engines hidden underneath. This particular setup uses a solid rear end with a watts link along with a 351 Ford Windsor-based V8 using twin Garret G-Series G35-900 turbochargers to produce 820hp at 8 psi, which is far from the ceiling but more than enough to start dialling in the car.

What is there to dial in when you can simulate so much in software like Performance Trends and Fusion 360 before even touching a welder these days? Mike explains that while on paper, or in this case screen, you can get an ideal setup, driver preference and real-world conditions still play a vital role. For that reason, critical adjustments like the roll centre height are never fixed based on untested educated assumptions alone. Also touched on is how the software is only as powerful as the data you can feed it, and gathering that data correctly is a skill set in itself.

The MoTeC-controlled 430 cubic inch 351 Windsor-based small block Ford V8 benefits from Trick Flow heads narrowing down the margins between it and the ever-popular LS V8 engine which Mike runs a variant of in his own Camaro. Having experience with both, a quick comparison is drawn between the two but as stated once you start getting over 1000hp you generally start running into similar problems on any engine, there is no perfect solution in every respect.

Lastly, we discuss some of the surprises electronic wastegate control via Turbosmart eGates can deliver along with some of the wiring considerations that are not necessarily as bad as some might think once set up correctly.

Brakes. They are arguably the most important aspect of any vehicle, performance or otherwise, but they are systems that do age, get damaged, or require upgrades, and YOU can do it.

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

Toni Copp of @BrakeQuip runs us through some of the basics when it comes to why brake hard lines are used instead of just running flex lines, like braided brake hose, throughout an entire vehicle, along with some of the common sizes and flaring options.

Toni also runs through what anyone interested in working on their own brake lines should have in their tool kit, and as always it includes making sure you use quality materials and quality, proven tools. That doesn't always just mean the most expensive ones you can find either, do your diligence.

Recommended tools for a job done once and done right:
- Quality flaring tool
- Straightener (that won't mar or damage your lines)
- Applicable benders (90 & 180 degrees are common)
- Stopper kit
- Line that is coiled and long to save on freight and the need for joiners