Tuned In

Sander Marques of Obsidian Motorsport Group is our first-ever return guest, and for very good reason. 

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

Sander first jumped on the Tuned In podcast in its early days, way back in Episode 008, and while we managed to gain a tonne of insight during that conversation, we still had so many questions left to ask the tuner and MoTeC M1 Build savant.

With Sander’s heavy involvement in the recent high-profile Hoonipigasus Porsche hillclimb build driven by Ken Block, now seemed like the perfect time to catch up and see what kind of knowledge we could dig out of him this time around. 

Sander and podcast host Andre Simon first discuss the initial planning stages of the Hoonipigasus build as the team dealt with a quickly dwindling time frame. Sander was in charge of designing and planning out all the electrical systems in the car, and he had to do it all without it actually existing yet.

Lots of time is spent in this conversation running through the incredibly complex control systems, which includes the use of twin MoTeC M142 ECUs, geo-fenced hydraulic ride height adjustment, Sander’s own bespoke INS (inertial navigation system), and much more.

Unless you’ve been off-world for the last few months, you’re probably already aware that the Hoonipigasus sadly never made it past practice at this year’s 100th running of the Pikes Peak Hillclimb. While Hoonigan’s excellent documentary covers a lot of what went into the build, we knew that Sander would be able to provide some seriously in-depth insight that’s better suited to this podcast and its more technically-minded listeners.

The Hoonipigasus went from concept to completed machine in a ridiculously short time frame, and this episode provides a fantastic behind-the-scenes look at what it takes to create such an impressive machine in such a small amount of time. 

Follow Sander here:
IG: @lambdaofone
FB: @obsidianmotorsport
WWW: obsidianeng.com

Sander's first appearance on Tuned In: https://hpcdmy.co/sander1
Hoonigan's Hoonipigisus documentary: https://youtu.be/j34S2Me8xRE

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

What goes into designing and manufacturing a cam for a brand new engine design that’s just hit the market? Kiel Rasmussen of Kelford Cams explains.

It was a no-brainer for Kelford Cams to dive into producing an aftermarket camshaft option for the BMW B58 engine that powers the MK5 A90 Toyota Supra, and at the Performance Racing Industry Trade show Kiel explains how things go from reverse-engineering the valve lift curve through to producing a final product.

The limitations in valve lift on the intake due to the B58s rocker arm system are explained as well as how the exhaust side is much easier to deal with at this stage giving a solid 50HP increase throughout the power range with an exhaust cam swap alone before you start to see some tradeoffs in power delivery. Note for now while the rest of the aftermarket is catching up the cams are set to match the stock internals, so there is still plenty in the tank for the future.

Also discussed is heat treatment and how the camshafts must be straightened afterwards where necessary depending on the metal used, and a little bit of what goes into the PAC Racing Kelford spec'd valve springs and retainers with setups like this.

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

What’s the key to building and tuning a turbocharged engine for sustained top-speed runs? How do you catch a potential problem before it results in a blown motor? And what’s the secret to acquiring and maintaining a good reputation in the industry?

All these questions are answered in this, the 50th episode of the High Performance Academy Tuned In podcast with the legendary Jay Meagher.

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

As far as reputations in the aftermarket performance industry go, Jay has one of the best. Podcast host Andre Simon gets Jay to break down his approach to tuning, engine building, parts supply, and customer relations to find out how this has been achieved.

Jay has been developing and tuning high-powered domestic and import engines for a good few years now, and has a lot of experience and advice to drop in this conversation when it comes to keeping big power setups reliable. Spoiler; there’s a lot to be said for building it right the first time, leaving a little power on the table when tuning, and being able to spot a problem before it causes a catastrophic failure.

Jay has spent much of his motorsport career at the dragstrip. In more recent years, though, has been starting to push the top speed limits at the famous Bonneville salt flats. This isn’t a topic we’ve ever discussed on Tuned In before, and there’s a lot of interesting insight in this episode when it comes to building motors that are built to run at sustained power and RPM levels for long periods of time. 

Finishing off with a great discussion around the pros and cons of different dyno types and the pitfalls of jumping between them, this conversation is jammed with useful and interesting information in equal measure. 

Follow Jay here:
IG: @rsgarage.us
FB: RS Garage
YT: RS Garage
WWW: rsgarage.us

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

Using the Blueprint Racing 6.53 @ 213mph Mazda 6 for some examples we dive a little into how to build a rotary engine for drag racing.

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

Getting 1500HP out of a rotary engine isn't hard these days with the knowledge in the industry, but doing it with a window of safety and repeat reliability is still a struggle as Jon of Jon Blanch Racing explains. Naturally, some comparisons are made between the rotary and piston world in respects to aftermarket part support which has been growing in recent years but still lacks in many areas no matter how big your budget is, but most interestingly from what is out there the OEM Mazda rotors with some modification are still the go-to choice for performance builds.

An area where the aftermarket has made massive improvements, however, is when it comes to the plates with billet options not necessarily helping engine builders and tuners make more power but instead giving a little more reliability and tolerance to the small windows you have to work within when it comes to getting power out of your rotary.

Porting is also discussed and Jon shares why a semi-peripheral port (semi-pp) is preferred along with why the perfect port placement depends on more than just a single perfect physical location.

Long-time friend of HPA Ryan Basseri of Rywire joins us for this episode of the Tuned In podcast to discuss all things Honda, motorsport wiring, and the aftermarket automotive business.

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

If you’ve been in the game for any decent amount of time, you’ve probably heard of Rywire, a company based out of California that focuses on wiring solutions for a wide range of enthusiast applications. 

Ryan is most often associated with the Honda tuning world, and there’s a very good reason for that. Having grown up in a Honda family, the love of CR-Xs, Civics, and Preludes rubbed off on Ryan, pushing him towards his first B16A swap not too long after he got his driver’s license. 

Tuned In host Andre Simon and Ryan discuss the craziness of those early days, focusing first on Ryan’s affinity with all things Honda, and then on Ryan’s savvy identification of a lack of quality specialist harnesses and his first foray into building and selling them as a hobbyist side hustle. 

Things only grew organically from there, and Rywire is now a leader in the wiring world. Andre and Ryan dissect this journey and identify the wins and the mistakes that led to this success — there’s a whole lot of business wisdom dropped in this episode that could provide anyone starting out — or struggling — in the industry, just the kick-in-the-ass they need. 

Ryan also spends time discussing motorsport wiring at large, laying out some great rules to follow and mistakes that he sees people making time and time again — mistakes that you'll now be able to avoid. 

Follow Ryan here:
IG: @rywire_motorsport_electronics
YT: Rywire
WWW: rywire.com

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

Ayrton Senna's first Formula 1 car and F1 turbo era engine technology and modernization with Geoff Page Racing.

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

With some engines reaching an alleged 1500HP in qualifying trim, the turbo era of F1 was one of excitement, innovation, and tragedy. Geoff Page is no stranger to some of the cars of this moment in Formula 1 history, and during Goodwood Festival of Speed trip earlier this year we were lucky enough to visit his workshop that is brimming with cars, chassis, and engines with huge historical significance including the first F1 car Ayrton Senna ever competed and scored points in back in 1984, the Toleman TG183B powered by a turbocharged Hart 415T.

Geoff gives us a rundown on the 800HP 415T plus how Brian Hart and the team decided to look at some older pre-existing monoblock technology at the time to combat head cylinder sealing issues, and how coolant flow was actually one of the biggest issues for them to overcome via a ‘dummy’ head gasket that was cast into the block in order to better control flow and pressure, and therefore temperatures. The evolution of head gasket technology from there on is discussed along with what output Geoff thinks the 415T could produce today with the addition of some modern technology such as an ECU, sensors, and turbo upgrades.

Also discussed is the block casting technology of the time, Nikasil coating and how Geoff has worked to reproduce the 415T with some modern upgrades to ensure cars like this do not just sit collecting dust and can instead be fired up and driven as they were intended to do. Interestingly with a Life Racing ECU developed specifically for the 415T which runs 4 injectors per cylinder, the engine start time has been reduced by a whopping 2 hours compared to the old mechanical injection setup. 

This is a huge interview with so much more discussed and we’ll definitely be back to catch up with Geoff again in the future.

Long-time Supra racer and 2JZ fiend Cody Phillips of Cody Phillips Racing joins us for this week’s episode of the High Performance Academy Tuned In podcast.

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

Although Tuned In host Andre Simon and Cody delve into a wide range of topics in this conversation — from the struggles of tuning in the early days, to the joys of Hondas in the late nineties, to exactly what makes drag racing so addictive — undoubtedly the main focus of this podcast is Cody’s 6.81-second JZA80 Toyota Supra.

This was Cody’s dream car as a teenager, and he was able to finally pick one up in the early 2000s. When the original owner asked him what he planned to do with it, Cody told him he was probably going to make it one of the fastest Supras in the world. 

Two decades later, Cody still has that same car, and that’s exactly what he’s done — it now is one of the fastest IRS JZA80s in the world. With full glass, the car weighs well over 3000lbs, and Cody talks us through the challenges of making such a heavy car with an independent rear end go so quickly. That means launch and wheelie control secrets, the use of nitrous, and much more.

Obviously, a lot of it comes down to the power delivery, and this is where we get to the real meat and potatoes of the conversation — Toyota’s 2JZ-GTE. Suffice it to say, if there’s something Cody doesn’t know about this motor, it probably isn’t worth knowing. 

Andre and Cody dive super deep into the 2J, discussing its pros and cons, as well as ways around many of those downsides. There are some great nuggets of wisdom to be found in this episode when it comes to topics like head gasket sealing, boost control strategies, and cast vs billet in the 2JZ world.

As mentioned, John Reed and Sander Marques episodes can be found here:
John Reed: https://hpcdmy.co/johnreed
Sander Marques: https://hpcdmy.co/sander

Follow Cody here:
IG: @codyphillipsracing
FB: Cody Phillips Racing
WWW: codyphillipsracing.com

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

If you’re running 3000HP at 150PSI of boost or 30HP at 0PSI it doesn’t matter, you’re going to need to seal that combustion pressure inside the cylinder, however, the way you do this is going to be very different depending on those big, or small power levels.

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

Ryan Hunter of SCE Gaskets runs us through all of the essential pros and cons when it comes to the advantages of composite, Multi-Layer Steel (MLS), Vulcan Cut Ring and Copper O-ring head cylinder sealing gaskets covering all engine outputs from high output Top Fuel drag cars to your low output economy class street vehicles.

Also discussed is the potential ability to reuse MLS gaskets and what you need to pay careful attention to in order to do this safely, the way Viton coating is currently being used and the research around improving that and why a composite gasket will not cope with a high output, high compression engine and also interestingly why the head gasket for this task will not be reliable when it comes to coolant and oil sealing in a low output application.

This week's episode of the HPA Tuned In podcast is a fascinating one as we dig into the finer details of building and driving one of the fastest hill climb cars on earth with Robin Shute of the Sendy Club.

Recorded just a few days after Robin's recent third consecutive overall win at the 100th running of the Pikes Peak Hill Climb, this ace driver and automotive engineer is coming off a brutal week full of engine fires, sleep deprivation, and appalling weather conditions — and he has a whole lot to say about the experience.

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

Sure, someone wins Pikes Peak every year, but the difference with Robin and The Sendy Club team is that they aren't backed by a big manufacturer opening up the chequebook in search of glory — it's a bunch of (admittedly very smart and talented) enthusiasts who've come together to dominate at the world's greatest hill climb event.

As an automotive engineer and top-level driver, Robin is an absolute goldmine of information when it comes to not just driving exceptionally fast cars, but the finer, nerdier details of building them too. A lot of time is spent in this podcast pouring through the details of the Sendy Club's incredible Honda K-powered Wolf hill climb car. Turbo sizing, altitude considerations, aerodynamics, braking performance, and everything in between gets covered here.

There's also a great discussion had around the art of driving itself — both in terms of how to be fast, proper preparation, and carving out a successful career in motorsport.

This episode is absolutely jammed with useful and inspirational information that'll have you itching to get back into the workshop and on the tools.

Watch SuperfastMatt's excellent coverage of this year's Sendy Club campaign:
https://youtu.be/quzcLY6UflE

Follow Robin and the Sendy Club here:
IG: @robin.shute, @thesendyclub
YT: The Sendy Club

Want to take your driving skills to the next level? Start here: https://hpcdmy.co/driverb

A 2JZ swap is a popular choice for the Toyota GT86 chassis, but you won't find one under the hood here.

The turbocharged 2500HP Landcruiser 1FZ-FE powered Boosted86 Racing was the first 6sec Radial Import, and at the time of filming held the record as the worlds fastest with a 6.558 @ 215.82mph pass. At Sydney Jamboree 2020 owner and driver, Nikki Coy, gave us some insight into the build.

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

Interestingly due to a shortage of inputs, the car runs TWO Link Xtreme ECUs in order to both control and engine and log data from around the car along with a MoTeC C125 dash. The 1FZ-FE runs staged injection via 18 x Siemens 2400cc units and a 98mm Garrett turbo with Elmer Racing collector. Nikki plans to go to the G57 series for more power in the near future. Tuning and chassis setup is handled via Santhuff's Suspension Specialties and AFCO Racing shocks with JW Automotive and 6boost on the tools etc. 

The 1FZ runs dry and has been destroked down from 4.5L to 3.9L leaving many of the internals to be custom made along with head work and parts coating done by Performance Wholesale to match. On the surface destroking the engine might seem like an unnecessary complication, however it allows the teams to run in more than just one class as to get more seat time and chances at record-setting passes.