Tuned In

Braking is an element of automotive performance that many enthusiasts tend to overlook, or potentially even worse, simply throw the biggest discs and calipers they can fit behind their wheels and hope for the best. In this episode, we’ve invited Alcon’s Steve Hodgkins to help us understand the ins and outs of performance braking systems and smash some myths in the process.

Use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb

Steve has been at Alcon Brakes since the mid-90s and has been a part of a massive technological shift towards ever-improving brake technology and performance. It’s this advancement over the last nearly three decades that we start the podcast with, discussing how and why motorsport braking systems are so much better than they used to be.

To get the full benefit of these advancements, though, we need to properly understand the system as a whole — and this is where the conversation gets into the nitty gritty side, covering everything from properly sizing discs and calipers, to brake bias, to selecting the right pad compound, bedding in brakes, and much, much more.

There are so many great tips and tricks in this episode, with plenty of potential for an “ah-ha” moment as you listen to Steve’s clear and simple explanations of all areas of a vehicle’s brake system. Even if you have little interest in brakes, the fundamental, common-sense knowledge found in this episode makes it an absolute must-listen for any self-respecting enthusiast.

As per this conversation, check out Alcon's simple brake balance explanation and diagram here: https://hpcdmy.co/bias

Follow Alcon here:
IG: @alconbrakes
FB: Alcon Specialist Brakes & Clutches
WWW: alcon.co.uk

Don’t forget, use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb

Are traditional wastegate spring changes potentially a thing of the past with Turbosmart's 'StraightGate50?'

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

Stewart Mahony from @TurbosmartHQ gives us some insight into what a boost or vacuum-actuated straightgate can and does do compared to the traditional poppet-style wastegate options.

One of the first questions on your mind might be how much this butterfly valve will leak. 0.006% is the answer thanks to specific valve seat design considerations that are different from a throttle body where we typically see butterfly valves in use.

Turbosmart claims the self-balancing nature of the StraightGate50 means a huge tuning window of over 5 times base spring pressure can be obtained with Stewart stating they had no issues from 5-35psi on their test rig using a 3-port solenoid, 5lb spring at 45% duty cycle. 35psi was the limit of the test rig, not the straightgate. Note features listed since this interview (included below) state 6psi to 42psi of control with the supplied base spring.

Compared to the electronic version the boost or vacuum-actuated option gives those without a somewhat uncommon 20Amp H-Bridge output on their ECU or an external H-Bridge module another option as well as more friendly emissions considerations in relation to OEM style vacuum-actuated control as discussed.

It's mentioned and worth noting the StraightGate50 (pSG50 or pSG50v) 50mm butterfly style flows more air at 383.9 CFM than a traditional PowerGate60 (WG60) 60mm poppet style at 360.9 CFM, and without the requirement for a 90-degree turn in the wastegate flow and also heat dynamics are changed for the better, all with a wider window of precise control. Some of this does come at a cost though with the max safe pressure ratings for the StraightGate50 being 100psi vs 220psi for the PowerGate60.

Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

It’s something that can destroy your engine in seconds… but how much do you really know about pre-ignition, knock, and super-knock? On this episode of Tuned In, we’ve invited Ioannis Andrianakis from Plex Tuning to talk us through these terms, how his highly-regarded series of knock sensors work, and what we do and don’t need to worry about when it comes to all things detonation.

Use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cad

Calling in from Athens, Greece, Ioannis has been in the tuning game since the mid-nineties and has some great stories about what he had to resort to in order to tune a vehicle at a time when there was next to no such thing as standalone ECUs outside of the professional race world.

We then delve into the creation of Plex Tuning, as well as how and why Ioannis developed his popular range of data loggers, digital dashes, data acquisition tools, boost controllers, and of course the much-loved series of knock monitors.

And this brings us to the main focus of the conversation, as Ioannis jumps straight into the deep end of the knowledge pool and gets very nerdy on all things engine knock. If you want to improve your tuning knowledge and gain a far better understanding of the causes, solutions, and variations of knock, then this episode with Plex Tuning’s Ioannis Andrianakis is a must-listen. 

As per this episode, check out this video to hear exactly what knock sounds like: https://hpcdmy.co/knockknock

Follow Plex here:
IG: @plextuning
FB: Plex Tuning
WWW: plex-tuning.com

Don’t forget, you can use ‘PLEX25’ for 25% off our HPA Tuning Starter Package here: https://hpcdmy.co/cad

What are some of the biggest mistakes those starting out in drifting make when it comes to suspension setup?

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

Explanations on caster angles, Ackerman, toe and comparisons between circuit racing and drift setups are discussed in this interview with Mike Squire of Squire Motorsport and Custom.

Mike explains some of the traps people fall into who are starting out or have come from a circuit racing background including the importance of managing tyre temperates to retain the grip that is now required to be competitive at the levels the sport has now reached.

Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb

Bouncing off rocks the size of houses and pinning it through the unforgiving desert at maximum speed, the vehicles competing in California’s King of the Hammers race have to be the absolute toughest in the world — all while still being fast enough to be competitive. After interviewing Sam Dobry of Dobry Designs recently at SEMA, we knew we needed to get him on the podcast so we could dive much deeper into this brutal form of motorsport.

Use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadb

Sam specialises in designing and constructing high-end 4400 Ultra4 Class race trucks — this isn’t a form of motorsport that a huge amount of people have a good understanding of, so this conversation has been an enlightening one.

We first dive into exactly what’s involved in this form of competition, which is essentially a mix of two polar opposite disciplines — high-speed desert racing and extreme rock crawling. This presents some unique challenges when it comes to creating a vehicle that can do both things well, as they each require very different abilities.

What is universal, though, is the need for extreme levels of strength, performance, and reliability, and with an attrition rate of around 80 percent each year, the King of the Hammers event is designed to break even the toughest engines, drivelines, and suspension. Building anything to take this sort of punishment and make it across the finish line while still being fast enough to get there before everyone else is a unique exercise in mechanical engineering, and Sam has some very interesting takes on everything from engine building, to chassis design, to diff and trans longevity.

This conversation also covers how Sam got into this line of work, his thoughts on 3D modelling and validation, working with Chromoly steel, heat treatment, proper TIG welding techniques, and much more.

Follow Sam here:
IG: @dobry_designs
YT: @genrightoffroad

Don’t forget, you can use ‘DOBRY25’ for 25% off our HPA Motorsport 3D Modelling and CAD course here: https://hpcdmy.co/cadb

What spring rate should I run? How should I adjust my bump and rebound damping? And how low is too low? We’re always getting asked the same questions when it comes to suspension, so on this episode of Tuned In, we sit down with KW Suspension’s Head of Motorsport Thomas Rechenberg to get some definitive answers from someone who knows his way around a coilover, to say the least.

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

Thomas Rechenberg grew up a mere 50 kilometres from the Nurburgring, and after spending his youth watching all kinds of motorsport at the fabled track, the question of what to do with his life was an easy one.

We kick off this episode by following Thomas’s trajectory as he left school to study mechanical and motorsport engineering before joining famous teams like Zakspeed and VW Racing to work as a tyre technician, a race mechanic, and a specialist engineer. With this sort of resume, podcast host Andre couldn’t resist getting Thomas’ opinion on subjects like tyre heat management and pressure before moving on to the meat and potatoes of the conversation — suspension.

After a stint going out on his own as a gun-for-hire race engineer, Thomas joined KW as its head of motorsport back in 2018, and has since helped develop the company’s race car programs and motorsport-focused coilover offerings. This means he’s the perfect person to get right down into the weeds of suspension, breaking down his thoughts on everything from spring rates, damping, roll centres, and much more.

Thomas also spends time talking us through how the everyday home enthusiast that doesn’t necessarily have access to high-end data-logging equipment or advice from professional drivers and engineers should go about initially setting up and tuning their suspension systems.

Ultimately, how quickly you can drive is always going to come down to the contact patch between your four tyres and the track surface. Suspension plays a massive role in how big that contact patch is at any given time. Want to get a better understanding of suspension systems? This episode of Tuned In with KW’s Thomas Rechenberg is going to be the perfect way to spend a couple of hours.

As discussed in this episode, check out images of the Porsche 963 rear suspension system here: https://hpcdmy.co/963

Follow Thomas and KW Suspension here:
LI: Thomas Rechenberg
IG: @kw_suspension
FB: KW Suspension
WWW: kwsuspensions.net

Has this conversation inspired you to improve your own car’s handling? Use the discount code ‘THOMASKW50’ to get 50 percent off our Suspension Tuning & Optimization course: https://hpcdmy.co/alignb

What makes this 1300hp V8 time attack machine tick?

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

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 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.

So what next? One of the biggest future goals is to reduce weight. To get where it is at 2950lbs (1228kg) other than general parts stripping, the car has shed 40lbs thanks to carbon fibre body panels from Anderson Composites and a whopping 60lbs from the removal of the stock wiring harness some years ago. Adding a paddle shift setup to the PPG 6-speed sequential is also high on the list along with suspension data solutions and some tidying up of the impressive Verus Engineering & Feras developed aero package.

At the time of filming the car holds at least 22 track records.

Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Eight-point-something litres, 10 cylinders, one camshaft, and a whole lot of noise — the Dodge Viper is as weird as it is cool, and in this episode of Tuned In, we’re joined by Viper-specialist Mike Kuchavik of Havik Performance to dive deep into this unique piece of engineering to get the truth behind America’s poster-worthy supercar and it’s brutish V10 motor.

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

Havik Performance specializes in all five generations of the Dodge Viper platform, which makes it a fairly niche business, but this has allowed Mike and his team to build up a loyal customer base of Viper owners, as well as an in-depth knowledge in this most American of supercars.

In this episode, we explore Mike’s path to opening Havik Performance in Pennsylvania at a fairly young age, as well as his early love for Chrysler’s supercar that would go on to become his bread and butter later in life. As you’d expect, we’re also able to take a good look at the different generations of the Viper and discuss all their pluses, minuses, foibles, and limitations — including some in-depth discussions around the car’s famous V10.

Although part of Mike’s day-to-day involves looking after private Viper collections upwards of 60 cars, he doesn’t stop at just general maintenance, so the conversation naturally covers the modification and tuning of the Dodge V10 — whether that be staying NA and focusing on headwork and cams, or going nitrous, turbo, or supercharger — Mike and his team have built and tuned them all and have plenty of insight to give.

With some good discussion around aftermarket standalone ECU vs reflash for the Viper, as well as the challenges that working within such a niche realm and at such a young age present, this episode with Mike Kuchavik of Havik Performance is well worth a listen.

As mentioned, check out our episode with John Reed: https://hpcdmy.co/johnreed

Follow Havik Performance here:
IG: @havikperformance
FB: Havik Performance
YT: Havik Performance
WWW: havikperformance.com

Interested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

Sam of Dobry Designs runs us through this @GenRightOffRoad 600hp LS7 powered Ultra4 racer built for one of the toughest offroad racing events on the planet, King of the Hammers. KOH sees vehicles race at opposite ends of the offroading world at the same time seeing speeds over 100mph across open desert into rock sections that see vehicles doing single-digit speeds, or sometimes even less as they hit reverse to try another line or drive around (sometimes even over) a struggling competitor.

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

In this [TECH TOUR] via the @semashow @TorcoUSA stand Connor & Sam discuss:
- What is KOH?
- Cooling for desert racing
- Design fundamentals including 'Rod Ends In Bending' explanation (REIB)
- Oil pressures vs parts reliability and longevity & damaging oil vapour
- Full independent suspension vs solid axle for KOH
- Drag radials as 40" offroad tyres
- Massive ground clearance without the height/COG (center of gravity) issues
- Tyre construction & weight gives huge advantages for mixed terrain & speeds

BUILD BASICS:
600hp LS7 based engine with @EdelbrockTV  RHS  tall deck, All Pro heads, @Compcams1976  COMP cams & Johnsons High Tech Performance driven dry sump system.
Custom Griffin radiator, oil cooler only for summer racing.
Turbo 400 transmission, spool rear one way locker front using Tubeworks 9.5" fork style differential & @AdvanceAdapters1971 Atlas transfer case.
4-wheel independent suspension, double wishbone with a 5-link rear.
Portal axles allow 3:1 diff ratio for high-speed section advantage and less CV breakages
40" @mickeythompsontires Baja Boss tyres on 17" rims.

For more KOH & offroad racing content (thanks for the footage too team!) check out: @jordanpellegrino @jamipellegrino @jordanpellegrino3867  & of course Genright Offroad and Mickey Thompson.

Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

How useful are flow bench numbers? Should we be mirror-finish polishing our ports? What about adding dimples like a golf ball? On this episode of the podcast, David Localio of Headgames Motorworks joins us to dive deep into one of the most misunderstood areas of the performance automotive world — cylinder heads.

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

David Localio of Headgames Motorworks is best known for building and developing some of the fastest import cylinder heads anywhere in the world. He’s able to do this thanks to two decades worth of experience in the game, as well as a healthy passion for making anything on four wheels go faster.

We first learn about David’s early years, in which he saved up his paper run money to buy his first muscle car at 12 years old (then subsequently got that car taken off him after driving it around the neighbourhood one too many times), then jumping into the street racing world before eventually finding his true passion through both an education and hands-on experience at some renowned engine building shops.

After soaking up all that knowledge, David then started New Jersey-based Headgames Motorworks, where he continues to hone his craft, all while building heads for some of the best-known and decorated import cars in the world.

Head porting is an area that seems to suffer — or benefit, depending on how you look at it — from a crossover between science and art, so much of this conversation is spent getting into the finer details of many aspects of head work, from port and polishing, to valve grinding, cam selection, and much more.

David has some very interesting non-conventional views on what works well and what doesn’t when it comes to headwork, and while any ordinary person might have those controversial opinions dismissed by the masses, this is a guy with the results, the records, and the trophies to back it all up. This is one episode of Tuned In NOT to be missed.

Follow Headgames Motorworks here:
IG: @headgamesmotorworks
FB: Headgames Motorworks
YT: Headgames Motorworks
WWW: headgamesmotorworks.com

Interested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb