Tuned In

Just how easy is it to get 1000hp out of an Audi 4-litre? With reflashing’s capabilities growing every year, will standalone ECUs ever become obsolete? And what makes someone drop their profession as a doctor to tune cars full time?

All these questions and many more are answered in this week’s episode of the High Peformance Academy Tuned In podcast with John Banks and Mitch McKee, the brains behind Dyno Spectrum.

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

Dyno Spectrum is best known for its popular DS1 package for various Audi and Lamborghini platforms. It allows for easy wireless real-time reflashing of factory ECUs and includes provisions for Flexfuel, high-speed datalogging, as well as a long list of off-the-shelf maps to work with whatever level of modification a car has. 

Both John and Mitch have been in the game for years and bring a wealth of knowledge to this conversation. While they first met when working for Cobb reverse engineering factory ECUs, both had quite different and interesting career paths to get where they are today — especially John who, up until a few years ago, was a practising doctor who worked with automotive electronics and tuned cars after hours for fun.

The conversation jumps into factory ECUs, digging deep into how they work, and why they do the things they do that at first inspection don’t make a whole lot of sense. Reflashing, as you’d expect, is also covered in fascinating detail.

The big question that seems to be getting harder and harder to answer is also discussed: reflash vs standalone — when do we need to ditch the factory ECU and go MoTeC, Haltech, Link, or anything else? Do we even need to at all? 

Follow Dyno Spectrum here:
IG: @dynospectrum
FB: Dyno Spectrum
WWW: dynospectrum.com

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

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

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.

Want to learn how to EFI tune? Start with some free lessons right here: https://hpcdmy.co/tuneb

When it comes to turbo exhaust manifolds, it seems like there are a lot of contradictory opinions out there about runner diameters and lengths, split versus undivided, and everything in between… So who’s right and who’s wrong?

On this episode of the High Performance Academy Tuned In podcast, we’re joined by Matt Morrison of Morrison Fabrications.

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

Matt has spent years specializing in one thing — exhaust manifolds — and has dived down some very deep rabbit holes in order to figure out what works and what doesn’t through various means of testing and investigation. Luckily for us, he’s happy to share that knowledge so we don’t have to do the same.

Matt and podcast host Andre Simon discuss all facets of turbo manifolds in this episode, starting with Matt’s early attempts to build his own and his eventual progression towards turning that into a full-time business with his wife, Samantha. 

Morrison Fabrications has since built a niche following in the Mitsubishi scene, and has done some serious research and testing into finding the optimum runner diameters and lengths, the best materials to use, and what wall thickness works best — all in the quest for the ultimate boost response and power delivery.

There’s also some great discussion around fabrication itself that jumps into how Matt goes about fabricating and TIG welding some seriously intricate and tricky manifolds — those who are keen on welding might find some really useful tips and tricks in this episode. 

There does seem to be a general lack of real understanding around what we should be looking for when choosing or building a turbo manifold — this episode is a great opportunity to learn and make better-informed decisions for your next manifold build or purchase. 

For a more detailed dive into Matt’s research, check out: http://morrisonfabrications.com/tech/

Follow Morrison Fabrications here:
IG: @morrisonfab
FB: Morrison Fabrications
WWW: morrisonfabrications.com

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

While electric vehicles (EVs) have long been touted as the future of the performance world for a long time by many, the reality is between the costs, lack of aftermarket support and products that are not suited to motorsports have kept us waiting.

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

Thanks to the likes of Cascadia Motion, AEM Performance Electronics and their team including John Romero, aftermarket control for EV applications is gaining traction and in this interview from PRI we dive into some of the equipment required, what the main considerations are for an EV tuning compared to internal combustion engine (ICE) applications for motorsport.

Topics covered include the uniquely EV issues such as battery temperature related to output and how cooler isn't actually always better plus interestingly the difference between production line EVs like Teslas or Nissans Leafs and the way they DON'T manage this well. An AEM VCU can be used to give you power where and when you want it for motorsports applications by letting to focus on this aspect, and also even for a street application you will be able to 'tune' for longer battery life too.

We don't cover VCU tuning yet, but if want to learn how to tune EFI start here instantly, and for free: https://hpcdmy.co/tuneb

There’s a good chance there’s more you could be doing to get the most out of your car’s handling capabilities, and this week’s guest — industry legend Mike Kojima of MotoIQ — is here to talk you through it.

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

MotoIQ has long been a trusted source for technical knowledge covering a wide range of subjects, and although founder Mike Kojima is an automotive jack of all trades, it’s his vast knowledge of suspension tuning that we tap into for this episode.

Mike first talks us through basic suspension set up rules to live by, the pitfalls of cheap parts, and points out where he sees enthusiasts going wrong time and time again — it turns out that it’s not all that hard to take a step backwards in handling performance when fitting new parts if you don’t know what you’re doing.

The episode then dives pretty deep into the finer details of handling, focusing on tyre temps, front-wheel drive and drift-specific wheel alignment secrets, as well as super-common issues that could be fixed relatively easily with a few tweaks. 

Finishing up with a fascinating look into the world of Formula D suspension, wheel alignment, and tyre setups, this episode is required listening for anyone that likes to go fast.

Check out our suspension and car setup courses here: https://hpcdmy.co/handleb

Follow MotoIQ here:
IG: @motoiq
YT: motoiq
WWW: motoiq.com

Audi 200 Turbo Quattro Trans-AM and the 1989 Audi 90 Quattro IMSA GTO, what’s the difference?

Timo Witt of Audi Tradition was kind enough to give us a rundown on the differences between the  Audi 200 Turbo Quattro Trans-AM and the 1989 Audi 90 Quattro IMSA GTO cars which dominated their respective championships, even with 3 rounds missing and last-minute development for the IMSA GT series which Timo touches on along with data logging capabilities in the late ’80s and the challenges of boost control for circuit vs rally racing.

The 1988 Audi 200 Turbo Quattro was based on a production road-going car and used a 2.1L turbocharged 5-cylinder engine with 2 valves per cylinder that safely pushed up to 2.1 BAR (30 PSI) and 400 kW (550 HP) and more when atmospheric conditions allowed. This was controlled by a Bosch Motronic MP 1.2 ECU and despite being underpowered compared to the competition, setting the car up to have boost from the turbocharger on tap in the right rev ranges and the 4wd system saw it dominate the season and take out the constructors championship.

Comparatively, the 1989 Audi 90 Quattro was a very different animal and ran a turbocharged 5-cylinder 2.2-litre in-line engine derived from the Audi Sport Quattro S1 Pikes Peak. Running around 3 BAR (43 PSI) to produce 530 kW (720 HP), the engine was fitted with an extra set on injectors and controlled by a Bosch Motronic MS 1.7. Other than using the standard steel roof, the bodywork and chassis of the IMSA GTO spec car were completely different to the road-going models and used a metal frame with plastic skin.

SIDE NOTE: The late 1980s was a busy time for Audi in the USA with it giving a large push into the Trans-Am and IMSA GT racing series for advertising purposes only to have the rule books changed in order to exclude it from both series in part due to its instant dominance with the Quattro system and also due to other turbocharged European vehicles having success in the series in the years prior with Audi being the last straw for the USA based series. The rule change saw rear-wheel drive and American produced V8 powered cars become a requirement, pushing many teams out. It must be noted though that even US-based manufacturers that entered models which were not equipped with V8’s also had to follow these rules and switch power plants in the interests of parity regardless of the marque.

Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

If you’ve ever dreamt of tuning some of the most desirable and iconic race cars on the planet, this episode of Tuned In featuring David Rowe of EPS Motorsport is a must-listen.

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

David came up in the very early days of MoTeC, beginning his career working for the Australian ECU manufacturer when MS-DOS-based systems were the only option. As the technology advanced over the following years, David built up a huge base of knowledge and skills, and now resides in the UK where he runs EPS Motorsport, working with some of the greatest race cars the world has ever known. 

In this conversation with host Andre Simon, David talks us through his climb towards his current position as the MoTeC guru in the UK and Europe, and shares some really key advice when it comes to running a one-man-band business in the motorsport world.

From there, although a lot of the projects he’s worked on are kept in the shadows and covered by NDAs, David discusses some of the incredible projects he’s been involved with and is allowed to talk about, like the Sauber Mercedes Group C weapons and Toleman-Hart F1 cars powered by monster monoblock turbo 4-bangers. 

These sometimes-priceless cars often receive a full electronic modernisation from David, and time is spent discussing exactly how that is achieved, and why it’s even done in the first place.

The conversation winds up with an interesting discussion around different dyno types and why each has its own advantages and disadvantages. 

David’s a straight shooter, and that means there’s some excellent, no-nonsense advice and knowledge to be gained in this episode. 

Follow David here:
IG: @EPS_Motorsport, @audi_quattro_revival
FB: @EPSmotorsport
WWW: epsmotorsport.com

Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Is this BMW E36 build the most radical Hill Climb monster in the world?

Bimmerworld’s ‘Bergsteiger’ was built for Pikes Peak, and at The SEMA Show’s Optima Batteries booth, chassis guru Wayne runs us through some of the thought that goes into a dedicated Hill Climb build. After selecting the Roush-built 1150HP Weistec Garrett GTX3076 turbocharged V8 P63 engine (the S63’s motorsport variant) and doubling the output from a GT3 BMW M6 IMSA WeatherTech SportsCar Championship build it was quickly apparent that a tube frame chassis would be required to the accommodate the size of the engine.

Some insight into the aero setup is shared, including the requirement for 2000lbs front downforce to match the rears 1800lbs at 150mph along with some of the layout decisions and placements required to get that car to a weight of 1100kgs (2400lbs) with a 50:50 weight distribution. A carbon fiber widebody and lightweight Forgeline GS1R rims wrapped with Continental tires also help keep that weight down. 

A Bosch Motorsport ECU is used along with a MoTeC dash display for logging and driver data on the electronics side of things, the suspension is looked after by Motion Control Suspension and Bimmerworld components along with PFC brakes to handle the demands of high altitude racing.

Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

“Circuit drivers see one corner 1000 times — rally drivers see 1000 corners one time.” In this High Performance Academy Tuned In episode, we’re joined by the one and only Dave Carapetyan of Rally Ready.

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

Better known as ‘Texas Dave’, this driver and instructor owns and operates the Rally Ready driving school on a converted cattle ranch 30 minutes outside of Austin, and joins podcast host Andre Simon for a dive deep into the world of rally. 

Dave first breaks down the sport, explaining the ins and outs of stages, co-drivers, service intervals and everything in between, before jumping into the mechanical side of the equation to talk about damper setup, braking needs, and the importance of horsepower.  

There’s a lot that goes into building a winning rally car and, as you can probably guess, it’s more than just piecing together a rapid machine.

Time is also spent covering the best ways for an amateur to get into this sport, from the right vehicle to pick, to setting realistic expectations, to just how much money you really need to be competitive. The guys also have an interesting chat around FWD vs RWD vs AWD that may surprise a few listeners.

Lastly, although there’s a lot that goes into building the abilities needed to become a podium-level rally driver, Dave still thinks there are a few key skills that, when mastered, will get all the aspiring Sebastian Loebs out there a long way towards success — even rally newbies like Daniel Ricciardo.

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Follow Dave here:
IG: @texas_dave, @rallyready, @brcc_motorsports
FB: Rally Ready Driving School
WWW: rallyready.com

What makes a 7.56 second at 187MPH world record holding AWD Honda Civic tick?

Pushing out approx 1300-1400HP at 70PSI of boost on ethanol fuel, Norris Prayoonto gives Andre Simon the rundown on what went into the worlds quickest AWD Honda build and how some aspects compare to the FWD setups they are also very successful with.

The MoTeC-controlled Honda Civic runs a K-Series-based engine with Prayoonto Racing in house 2.2L long block, camshafts and cylinder head, Brian Crower crank, JE pistons and all the other goodies from their FWD engine program. Class rules limit the team to a 76mm Garrett GTX50 but with extra weight added to the car, they would be permitted to run a bigger 80mm turbo, however that is not on the radar just yet.

Unlike a lot of other AWD drag cars, such as the GTR, the Prayoonto team treat the car more like a FWD than RWD and as such the split is 70/30 which is producing consistent 60-foot times in the 1.1s range and compared to the team's 1.4 second times with FWD only that is a substantial improvement. Lastly, i-VTEC and its usage are also discussed along with cam profiles, traction control and in passing a nod for a billet block in the team's future.

Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb