Tuned In

Remember when BMW said the E90's ECU was “unmodifiable”? Remember when Nissan said the same about the R35 GT-R? The aftermarket has always met new challenges head-on, and reverse engineering and modifying any factory computer system with software like WinOLS has become not just a viable solution, but a popular one, too.

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As factory engine management systems increase in complexity, replacing them with aftermarket standalone ECUs has turned into a more and more of a difficult and expensive task. Looking towards other options, this week we’re joined by a master of the WinOLS world, James O’Connor from The File Service. 

James has a long history in tuning cars and has been dealing with remapping factory ECUs since the early 2000s. His company, The File Service, deals exclusively in this realm, providing ECU map packs and software, as well as teaching others how to work with programs like WinOLS, which is the main focus of this conversation.

This episode goes deep into the fascinating world of reverse engineering factory ECUs, as James explains how it's done and what’s involved. He also takes an eye-opening trip down memory lane to talk about the early days of remapping and all the slightly terrifying things that needed to be done in order to gain access and modify factory tables.

While a lot of this subject matter does cater to our more advanced listeners, James does a good job of explaining this interesting, very technical part of the industry so, at the very least, we can all have a better understanding of ECU remapping and powerful software like WinOLS.

Want to know more? You can contact James and his team at:
www.thefileservice.com.au

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This 1100KG 900HP SR20 powered Nissan S15 Silvia was easy to pick from the crowd as one of the standouts at the latest World Time Attack Challenge as not just being good from afar, but even more exceptional upon closer inspection.

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Owner and builder Charles Warland took some time out on race day to chat to us about the Dream Projects S15 Silvia build including some of the reasoning behind its 2.2L SR20VE power plant over other options like the RB which Charles is also familiar with via his RB260Z build. Sitting 51mm back from its original location as per the Open Class rules, the SR20 runs the Nissan P12 Primera head and a billet block to produce 900HP from 34 PSI of boost via a BorgWarner EFR 9174. PMC Race Engines have been on board with this great package, and internally CP-Carrillo pistons, a Kelford Cam and Nitto 2.2L stroker kit handle the beating flawlessly which is an impressive feat for a new build and testament to the quality of the build.

Charles also discusses why the GT Auto Garage prepped S15 uses a smaller turbo than what it could handle, and how Time Attack design legion Barry Lock (Of MCA Hammerhead and Mighty Mouse CRX fame) planned the build with Charles along every step of the way to make sure things were done right and done once in regards to chassis and aero setup. Driving the car to 3rd place in the Open Class with a time of 1:29.174 was FWD lap record holder Rob “Mighty Mouse” Nguyen who will be looking to crack that 1:28 mark in the RWD next time around we’re sure.

At just under 1100KG with 1000KG of downforce at 180kph the SR20 setup is certainly pulling its weight to keep momentum. With that said, a focus on the overall balance of the car and not just outright power it is well capable of the task and the change in rear suspension from a multi-link setup to a double-wishbone one helps ensure traction is maintained where required via the Hollinger RD6 sequential gearbox. A good range of sensors have been fitted for data logging purposes and with the help of the MoTeC M150, PDM30, and C127 dash help dial the car in to achieve faster and faster lap times.

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If you’ve spent any time on the internet recently, you’ve probably seen images of an incredible, mind-bending triple turbo SR22-powered tube-frame drag car that’s been doing the rounds. On this episode of the HPA Tuned In podcast, we talk to the guy who built it. 

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Fabrication extraordinaire and master of the TIG torch JT Oliver of JTO Power joins us this week, and he’s ready to lay down some great insight into the motorsport fabrication game. 

JT first discusses his entry into the industry, covering how he got started, and what led him to start his successful one-man-band fabrication business. 

JTO Power is best known for the internet-breaking Mazworx SR22VE triple compound turbo-powered drag car that, as you can probably tell by just looking at it, requires some serious talent in order to fabricate. With the legendary Shane T steering the ship on the mechanical and tuning side, JT has poured hundreds of hours into this build, starting with the chassis all the way through to the insanely complicated intake and exhaust tracts. 

JT also discusses the importance of 3D CAD modelling in any fabrication project, as well as advances in 3D printing, including his experience in printing a complete aluminium intake manifold for the drag car — something that would have been near-impossible using traditional methods. 

There are a lot of great tips to be found in this episode for any aspiring fabricator, covering everything from time-saving secrets, the importance of proper preparation, which materials to use, how to worth with Chromoly, and even what it takes to successfully run a one-man business without falling apart at the seams. 

The interview with Shane T discussing the drag car can be seen here: https://youtu.be/1pV_tLbZY0A

Follow JT here:
IG: @jto.power
WWW: jtopower.com


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

How to develop a 2L four-cylinder to handle 46 PSI, and 700lb/ft of torque at low RPM.

Originally based on the 1972 Ford Pinto platform that would have been lucky to hit 100HP, at the Goodwood Festival of Speed we spent a bit of time chatting to Julian Godfrey who you may recognise as engine and electronics mastermind behind Ken Block’s ‘Cossie V2’ build to find out what it takes to develop the now legendary 2L 4 cylinder YB Cosworth engine to produce 600-700hp reliably and even surpass that magic 1000hp mark.

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

With most of Julian's builds being used for rally and rallycross racing which employs the use of restrictor plates, a lot of the power and torque developed needs to be low down in the rev range which can essentially double the amount of time the engine internals are required to withstand the incredible pressures that a high output of torque produces. To give some figures, around 700lb/ft (949Nm) of torque and up to 46psi (3.2bar) of boost will be produced low in the rev range.

Cylinder head sealing is discussed and how a Coopers Ring (aka Wills Ring) works along with the use of Nikasil and titanium nitride coatings, aftermarket sleeve technology and the pros and cons of both ductile iron and steel liners including their limits. The inconsistency of factory castings, how Julian entered into the motorsport industry and got involved with the YB Cosworth platform via Ford Sierra rally cars and then, of course, the Ford Escort.

Also covered are some of the major design changes that are required to the YB block and set up to handle the 200lb/ft to 700lb/ft torque jump including the use of a billet sump that helps improve and spread the clamping load required to keep it all together along with some of the major differences between the areas of focus on a road vs race engine.

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At 25 years old, Oscar Zelaya is the youngest guest we’ve ever had on the HPA Tuned In podcast. Listening to this in-depth, tech-heavy conversation you’d never know it, though. 

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With a background in mechanical engineering and a strong interest in motorsport electronics, Oscar has made a big impact in the motorsport community over the last few years.

After leaving university and walking straight into a role with MoTeC USA, Oscar has since taken a leap of faith and now runs his own business, Zelaya Brothers, which offers a range of services from product development, to powertrain calibration, vehicle electronics solutions, and more. 

With Oscar’s large breadth of knowledge and skills in mind, this is a wide-ranging discussion that focuses on the nittier, grittier aspects of reverse engineering factory electronics, building custom firmware, working with CAN bus, and a lot more.

Oscar also talks us through his involvement with the Hoonicorn and Hoonipigasus projects — in particular, what it takes to convert the methanol-fed Mustang from hillclimber to what is essentially a drag car.

The emerging field of transmission calibration also features in this discussion, with Oscar explaining the intricacies of tuning modern sequential paddle-shifted transmissions and how to get the most out of them.

Finishing off the chat with a look into the challenges of starting a company in this industry at such a young age, there’s a whole lot of interesting information well worth sinking your teeth into in this episode. 

Listen to the Sander Marques’ episode here: https://hpcdmy.co/obsidian

Follow Zelaya Brothers here:
IG: @zelayabrothers
FB: @Zelaya Brothers
WWW: zelayabros.com

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Tuning high output engines is a skill in itself, but Jim Souvas of Nitto Performance Engineering (and former owner of Croydon Racing Developments) has knowledge that goes much deeper into aftermarket performance parts from the tuning stage.

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As power levels have increased from 250HP to 2500HP performance engine internals have had to keep up and thanks to people like Jim Souvas of Nitto Performance Engineering figures could once only be seen on the drag strip can now be reliably run in circuit and more amazingly street applications and at Sydney Jamboree he took the time to explain some of the steps involved in parts evolution.

Zeroing in on the Nissan RB series of engines we discuss why crank flex is an issue, what is done to stop it with the introduction of EN40B material and how bearings reliability is also improved at the same time. Also discussed are oil pump upgrades which are a known weak point on for the RB's and Jim dives into where and how the factory pumps break along with what has been done to fix these flaws with Nitto oil pump replacements.

The progression of development for Nissan RB26 and RB30 engine parts is covered including Nittos involvement in heading over to the RD blocks as well in the quest for more and more power.

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Aftermarket camshafts are an obvious path to go down when you’re on the hunt for more power, but there’s a lot of misunderstanding out there when it comes to the subject. This episode of Tuned In intends to clear some of that up. 

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Thomas Goatley of Kelford Cams sits down with us this week to dive deep into the world of performance camshafts because, while the basic concept may seem simple enough, there’s a whole lot of fascinating science and engineering that goes into camshaft manufacture and selection — and it’s all absolutely worth digging into. 

Thomas starts by breaking down a huge range of cam-related terms and explains how it all really works and why each aspect matters. Expect to gain a really good understanding of lift, duration, lash, lobe separation angles, and much more.

There’s also a lot that goes into selecting the right cams, which is something that enthusiasts commonly get wrong through a lack of understanding of their own engine build, how cams actually work, or what it is they’re actually wanting. Hint — scrolling straight to the bottom of the list and ordering the biggest, baddest cams in the catalogue rarely works out well. Thomas details the common mistakes that people often make around cam selection and the best ways to avoid them. 

With discussions on NA versus turbo considerations, different manufacturing method pros and cons, as well as the importance of proper break-in procedure and cam timing, this conversation is a goldmine for anyone looking to up their knowledge in the performance headwork and camshaft game. 

Follow Kelford Cams here:
IG: @kelfordcams
FB: Kelford Cams
WWW: kelfordcams.com

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1000hp and 53psi of boost from a 2.5L 2005 Subaru WRX using a factory ECU and COBB Accessport isn’t something most people would imagine possible, but Erich Uhlman from PRE Racing explains how it is and what some of the pros and cons of the setup are.

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Known as 'The Black Widow' this Thunderbolt Racing Fuels 98% ethanol-fed EJ257 runs a Precision Turbo 7675 Gen II turbo, Brian Crower Stage 3 cams, Manley Performance internals, a PRE Racing pro drag block and a KAPS Transmissions 6 Speed Sequential gearbox to put the power to the ground with a past speed of 197 mph.

Starting with a more humble build the decision was made to use COBB software and hardware, but as the car has developed so too has the software via continuous updates and support. This enables Eric and the team to live tune about 95% of the required tables and settings on the dyno and also via some data logging features at events like the Pikes Peak Airstrip Attack.

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How does an endurance team get an engine to last 24 hours at full race pace? Just what the hell is motorsport mechatronics? And, the question you’re probably too polite to ask; what’s it like being female in an absolutely male-dominated industry like motorsport engineering?

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On this episode of the HPA Tuned In podcast, we’re joined by Hannah Westbrook, a motorsport applications engineer who spent nearly a decade developing products for MoTeC, and is currently working with Honda Performance Development on various race programs as a group lead, as well as studying for her masters in advanced motorsport mechatronics at university at the same time.

All this experience gives us a really interesting look into the upper echelons of motorsport electronics, and is especially relevant to anyone looking to take an academic path into the industry. 

The conversation starts off with Hannah’s university experience and heavy involvement in Formula SAE, first as a competitor and later as a judge. After completing her degree, Hannah jumped straight into working with MoTeC, and she talks to us about being thrown into the deep end after she was asked to assist top-tier teams with electrical equipment issues mid-race, four days into her new job. 

Hannah also provides an interesting look into the world of INDYCAR, IMSA, and LMDH racing from an engineering perspective, and jumps into a really interesting discussion around the future of motorsport powertrains. EV has its place, she thinks, but there are other avenues currently being heavily invested in that may well be the better choices. 

Lastly, the obvious question arises — what’s it like being female in such an absolutely male-dominated industry? In answering this question, Hannah provides a really interesting look into the motorsport world from her perspective — the good, the bad, and the ugly. 

Follow Hannah here:
IG: @westbrook.hannah

Inspired by this conversation and want to harness the power of data logging? Start here: https://hpcdmy.co/driverb

Nissan Skylines are one of the most popular cars from the 90s and 2000s for modification, but throughout all those years we’ve never seen one quite like this.

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Capable of 975HP at 28PSI, Dennis O’Malley had the XR32, a Ford Barra powered R32, dialed back to 850HP at 23PSI for this year's Turbosmart Flying 500 at the World Time Attack Challenge in order to make the car a little more ‘user friendly', but unfortunately didn’t get a good run due to some ongoing fuel pressure issues. The Micks Motorsport-built Barra runs Siemens Deka 2400cc injectors, Haltech Elite 2500 ECU, Ford Falcon T56 box with S1 Shifter, forged internals and a Plazmaman Plenum is used along with a 6 piece cast manifold, but due to the nature of the swap pretty much everything else has been custom made to fit.

The RB26 and RB30 platforms are a solid choice when it comes to making good power with driveability, but the original owner of this R32 GTST turned GTR Nissan Skyline wanted to do something a little bit different, and a 4L Ford ‘Barra’ engine was squeezed in and a RWD only setup used due to packaging issues. The car is originally a GTST, but a GTR rear end has been fitted along with GTR sills and front panels

The traction issues discussed are in part due to what was supposed to only be a temporary turbo setup of a Precision 6766 turbo with an undersized rear housing which narrows the usable rev range, but there are future plans to remedy this issue and also fit some bigger rubber under the rear at the same time to get to power the ground.

BARRA: For those unaware, the Barra is a 4L DOHC, VCT equipped inline 6 produced in and by Ford Australia originally for their ‘Barramundi’ BA Falcon and SX Territory model lines, and although nowhere near as common, a V8 variant was also produced. A turbocharged XR6 Falcon variant of the I6 Barra also came from the factory, but at 326HP it was well short of the 975HP capable build here.

If want to learn how to tune EFI start here instantly, and for free: https://hpcdmy.co/tuneb