Tuned In

Think you fully understand the high-performance combustion engine? This tech-heavy episode with Ilmor Engineering’s DeWayne Logan might fill in a few knowledge gaps you never even knew you had.

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

DeWayne is a calibration and mechanical development engineer for Ilmor, based out of Michigan in the United States. The company has been in the high-performance engine game for a long time now, having supplied engines for the Formula One, NASCAR, and Indycar series.

In this conversation, DeWayne and Tuned In host Andre Simon wade deep into the weeds of high-end race engine development, touching on many different aspects that go into creating something like Ilmor’s 700+hp, 2.2-litre, twin-turbo Indycar V6. Sure, that power figure’s not anything we haven’t seen before, but keep in mind that these engines need to produce that power reliably for hours on end at wide-open throttle in a race situation, and do it for far longer in testing.  

DeWayne spends time really breaking down some of the key considerations of engine operation and development, like the relationship between compression ratio, fuel octane, and boost pressure, as well as how to go about selecting the correct compression ratio for a given engine.

Knock, detonation, pre-ignition, and super knock are also broken down and explained, allowing us to fully understand exactly what these conditions are and how they affect the operation of our engine and its durability.

There’s a whole lot of high-protein engine development knowledge to chew on in this episode!

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

Learning how to tune a 7-second, 1800HP world record-holding drag car!

With no set recognized training pathway to becoming a professional EFI tuner, it’s hard for some starting out to see what they need to do to reach their goals within the industry. At TX2K Devin Schultz of Boostin Performance talked Andre through how he went from twisting spanners on simple builds as an internetless 16-year-old through to tuning the Red Demon, the World's Quickest and Fastest AWD Mitsubishi with a 7.047 @ 204 MPH record as well as separate blistering 215 MPH run down the quarter.

Devin talks about how over time the success of the 95 DSM project saw others begin to seek him out for tuning services which then grew into a full-time career and how advancements in ECU and turbocharger technology is the main drive behind cars going faster and faster down the strip and around the track.

Also discussed are the advantages of strain gauge setups and how they operate, boost by gear, future goals for the Red Demon and how ECU processing speeds are the next thing on the horizon that will see performance increased even further.

Due to injury Devin and the Red Demon were not running at this event but we're excited and watching closely for them to crack into the 6s in the future.

Combining top-notch fabrication skills, a trusting clientele, and endless creativity, this week’s podcast guest has crafted a successful business as a high-end car builder without making big compromises along the way.

Kyle from Kuhnhausen Metal Concepts joins us on this episode to discuss all things fabrication.

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

Ever since Kyle won the SEMA Battle of the Builders Young Guns competition back in 2018 with his well-known InZanity Datsun Z build, he’s been letting his work speak for itself, gaining a list of trusting clients who give him plenty of creative freedom in order to build something truly unique.

In this conversation, Kyle discusses a wide range of topics related to the automotive fabrication realm, including how he gained the skills he uses every day, the art of TIG welding, why you shouldn’t dismiss MIG, and incorporating modern tech like CAD and 3D printing into your workflow.

Kyle also lays down some great time-saving fabrication tips, lists essential equipment he thinks everyone should start out with, and opens up about how he started and sustains his boutique car-building business.

This is a solid episode with plenty of inspiration for anyone looking to get into automotive design and fabrication, whether you’re just planning to make some parts for your own car or start a fresh business. 

Follow Kyle here:
IG: @kckuhnhausen
WWW: kuhnhausenmetalconcepts.com

Want to learn how to fabricate parts for your own car? Start here: hpcdmy.co/fabb

4G63 vs 4B11, best turbo back pressure ratio and is the biggest turbo you can fit the best? Let's find out!

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Running 1170HP, 680 ft-lbs of torque and in excess of 53 PSI of boost, the English Racing Mitsubishi EVO X is pushing the boundaries and leading the pack to be the fastest Mitsubishi Evolution X in the world. Driver Myles Kerr discusses some of the challenges that come with pioneering a newer platform and where he sees the 4B11 being superior to the proven but now dated 4G63 power plant. Despite what a lot of people think, it does take more than just a healthy bank account to get this done 🤓

This Extreme Turbo System built EVO X runs Golden Eagle sleeves, stock stroke GRP Connecting Rods, a modified factory crank, GSC Power Division valvetrain and S3 cams, a Precision 7685 turbo and the MoTeC M150 with John Reed Racing modification brings it all together. The team had some huge drivetrain issues before getting the weight down and the car now runs a Graf h-pattern 5-speed dog box, Shep transfer case, Driveshaft Shop shaft and rear axles with a Mitsubishi 300GT rear diff. The power is currently a fixed 50:50 split and in the clutch department, an Exedy triple carbon clutch and Magnus Motorsports slipper system keep the launches consistent.

Andre and Myles also discuss why the biggest turbo isn’t the best, where there is still more weight removal to be done, the 4B11’s advantage over the 4G63 at low to medium power levels and the sweet spot for turbo back pressure when it comes to drag racing.

At the TX2K 2019 event, Myles and the EVO set a new record with an 8.167-second pass at 180.79 MPH so the team is on track and creeping closer and closer to that 7-second pass.

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

On this episode of Tuned In, we get a rare peek inside the ultra-high-stakes world of Formula 1 engine development thanks to this week’s guest, Micah McMahon of Redbull Powertrains.

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

Micah is an American mechanical engineer based in Red Bull’s Milton Keynes facility where he works as the Performance Design Team Leader for the Formula 1 powertrain side of the operation.

As you probably rightly assumed though, Micah didn’t just walk into this job straight out of high school. We chart his path from studying mechanical engineering at university, to starting his own business focusing on high-performance Subaru applications, to working on the Ford GT powertrain at Roush Yates, to finally moving across the pond to continue his career with the world championship-holding Red Bull team in the UK.

Although much of Micah’s work is confidential and some questions need to be sidestepped, this episode still goes very deep into all aspects of both the current 1.6-litre 90-degree V6 turbocharged power units, as well as the upcoming 2026 regulation units that all teams are also quietly working on in the background. Expect to gain a better understanding of how these incredible feats of engineering operate, as well as a closer look at complicated components like the MGU-H and MGU-K systems that are utilised to extract every tiny bit of performance from the package. 

Micah spends his time at the very top of the motorsport industry — a cut-throat world in which every single horsepower counts. It’s not too often we get access to someone currently working in this very technical world, so this is one episode that definitely shouldn’t be missed! 

Follow Micah here:

IG: @gingermicah, @3miracing

LI: Micah McMahan

Want to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

Air-to-water vs air-to-air intercooling, driveline modifications, torque-based traction control and much more!

Tony Palo of T1 Race Developments gives us a rundown on a customer-owned R35 GTR that is working towards a 6-second pass which would make it the fastest Nissan R-35 with stock location turbos. At the time of filming the car had run a painfully close 7.01 pass at 205mph.

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This VR38 has a GT1R Race Stage 6 long block running the factory 3.8L displacement and also the factory cast aluminium block. With a MoTeC M1 series ECU in charge, this engine is fitted with GRP aluminium rods, Manley Pistons, 12 x Injector Dynamics injectors, AMS intake manifold, Sonny Bryant Racing crank Tomei cam, Ferrea valvetrain, ARP625 head studs and T1 Race CNC cylinder heads. All this and the ETS Turbo Pro 2100 kit which includes 2 x Precision 7675 Gen II turbos push the car to 2280WHP on a Mainline hub dyno.

With the car now being turbo limited nitrous injection is also being used to try and shave those last few milliseconds off, and Tony also indicates what other turbos and power levels would be an option if keeping things in the stock location was not a factor. Also discussed are the limits of the factory block, how the crank is the weakest link and why a dry sump is needed once you go over 1600HP.

An air-to-water intercooler setup is preferred by Tony and his team for this application, and the pros and cons of air-to-water vs air-to-air are mentioned, along with what has been done to the GR6 transmission and how launching becomes much harder as you go up turbo size which also needs an increase in tyre size to match.

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

Nelson Racing Engines produces some of the greatest aftermarket V8 engine packages on earth, and in this week’s episode of Tuned In, NRE’s founder, Tom Nelson, is here to talk us through the process from design, to fabrication, assembly, and finally, face-melting dyno runs. 

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

Even if you don’t recognise the name, you’ve probably seen Tom’s work in films like Furious 7, in which Vin Diesel’s character, Dom Toretto, drives the Nelson Super Cars 1968 Dodge Charger, ‘Maximus’. That impressive machine was built in-house from the ground up, and features a 9.4-litre 2200hp twin-turbo Hemi motor — one of many incredible V8 packages that Nelson Racing Engines offer.

In this episode, Tom looks back over his career, discussing his early days building fences in order to save up and buy a machine shop, through to his move into building complete turn-key cars costing upwards of a million dollars, and to his pumping ultra-high performance engine package business. 

Tom was one of the first in the V8 scene to recognise the potential of turbocharging over supercharging, and as such, he also has a huge amount of experience in not just building turbocharged V8s, but designing and fabricating the turbochargers themselves. 

Podcast host Andre Simon and Tom also dive into the ultra-high performance engine building world, discussing what it takes to make huge power reliably, and how to balance the aesthetics that NRE is so famous for with performance and serviceability. 

Lastly, Tom also talks business, discussing what has and hasn’t worked over the decades, and exactly why his products — whether that be engine packages or full turn-key, Riddler-level builds, cost what they do. 

Follow Nelson Racing Engines here:
IG: @nelsonracingengines
FB: @Nelson Racing Engines
WWW: nelsonracingengines.com

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

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.

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

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. 

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.

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

Why should you be concentric-twisting your wiring? What tools should you buy if you’re looking to build a harness? And when is it actually OK to use a soldering iron? This week on Tuned In, Matt Sanderson from Level Motorsport Wiring aims to answer these questions and many more. 

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

Matt is a seasoned expert when it comes to professional-level motorsport wiring — his work is so good, we’ve been using his Instagram as inspiration for our own projects for a good while now. 

Based in the UK, Matt has a background in general mechanical work, which eventually transitioned into auto-electrical before the decision was made to start a company — Level Motorsport Wiring — that specialised in the high-end side of the wiring game.

In this conversation, Matt and Tuned In host Andre Simon explore the ins and outs of designing and building a high-end motorsport harness, following the process from start to finish. There’s a lot that goes into the planning and documenting side of the job that may not be immediately obvious. That, combined with some great wiring tips and tricks, make this an unmissable episode for anyone that has an interest in wiring, PDMs, "milspec", and motorsport electronics in general. 

Follow Matt here:
IG: @levelmsw_
FB: Level Motorsport Wiring
TK: @LevelMSW
YT: Level Motorsport Wiring
WWW: levelmotorsportelectronics.co.uk

Want to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

With teams now pushing 100PSI of boost to hit power levels of 3200HP and more from existing setups, we’re excited to see what Bullet Race Engineering's new RB hybrid block can do.

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

Darren Palumbo is no stranger to Nissan RB26s, RB30s, or Toyota 2JZ engines with Bullet Race Engineering having produced billet blocks for each many times over the years and using this knowledge the team has gone one step further to try and remove some of the weaknesses holding the RB back, specifically the crankshaft. 

Traditionally more torsional twist occurs in an RB crank taking power away from the wheels by comparison to the 2JZ setup due to having a journal diameter that is 7mm smaller. Realising 2JZ main shells would fit into an RB configuration it was just a matter of adjustments to tunnel size, stud location and designing a crank to suit from there which has been done via a Callies Performance Products Ultra Billet range crankshaft using Timken alloy steel.

Along with these changes Bullet and Callies took the chance to make a few other changes including a longer snout with a greater diameter and wall thickness, bigger keyway and smaller big end journals which will take a Honda bearing shell helping to keep costs and parts sourcing for maintenance a little cheaper and easier. The flywheel flange has also increased in size by 10mm and gone from 6 to 8 bolts with the threads matching those used by many small and big block Chev flywheels, again just for easier sourcing of parts.

For now, the power limitation of the RB going forward now rests squarely on the current cylinder head which Bullet is also working on, but even before they are available it will be interesting to see what a difference these changes have made when it comes to getting the maximum amount of power to the ground as possible.

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