Tuned In

Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics. 

This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Philip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring.

We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application.

They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness.

Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one.

Follow Technica Racewire here:

Instagram: @technicaracewire
Facebook: Technica Racewire
WWW: technicaracewire.com

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Links:

Autosport Manual:
https://www.te.com/commerce/DocumentDelivery/DDEController?Action=srchrtrv&DocNm=1-1773721-9_as_technical&DocType=DS&DocLang=EN

Timestamps:

0:00 This Could Make or Break Your New Harness
4:12 How did you get interested in the automotive scene? (Kevin)
6:52 How did you get interested in the automotive scene? (Philip)
9:51 How did you move towards building motorsport grade harnesses? 
14:44 How did you go about sourcing Porsche electronics for your harnesses?
17:46 When and how did you decide to start wiring for a living?
24:15 What does Technica Racewire look like today? Location? Size?
30:21 Are you doing production runs on harnesses?
32:43 What brands of ECU are you aligning with?
36:15 Do you get into ECU configuration and setup?
40:40 What is a high pot tester?
41:20 How much of your business is business to business vs business to consumer?
45:12 Do you get involved in programming CAN messaging?
46:57 What’s the difference between a club level harness vs a motorsport harness?
53:31 What do you need to know to start working with Autosport connectors? 
56:33 Understanding current through a connector and what size wire do we use? 
1:08:48 Are DTM connectors still suitable for a motorsport harness? 
1:12:50 The intricacy of working with Autosport connectors continued.
1:14:45 What’s your opinion on crimping vs soldering?
1:17:57 Using solder to pot an actuator or sensor. 
1:20:45 Moisture ingress in connectors
1:23:31 What are the most common mistakes in building a harness?
1:30:36 What is star point earthing?
1:33:24 What do you use for your planning? Software?
1:38:50 Final 3 questions

Ever wondered what it takes to convert an old car into a modern 600hp EV using aftermarket tech instead of a Tesla swap?

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

At SEMA, Rory Baldrey from Legacy EV walks through the full electric conversion of HP Tuners classic air-cooled 1984 Porsche 911 Carrera, powered by a Cascadia Motion motor and controlled via HP Tuners' Core EV VCU (ECU). Rory explains how this setup compares to more common OEM-based swaps, like Tesla drivetrains, and why they opted for a high-voltage 800V system. 

From regen tuning to thermal management, and the cost vs. flexibility tradeoffs of aftermarket parts, it’s a practical look into how EV swaps are evolving and what's possible at the cutting edge of performance electric conversions.

#highperformanceacademy #buildtunedrive #evswap #ElectricPorsche #CascadiaMotion #hptuners #sema ‪@cascadiamotion‬ ‪@HPTuners‬

Ever seen a 550whp front-wheel-drive Micra out on track?
Sean Austin’s FWD K11 Nissan Micra is running a turbocharged Primera P11 SR20VE+T Neo VVL (the best SR20?) & 6-speed gearbox, Haltech Nexus R3 engine/power distribution management, Haltech iC-7 dash, and enough power to torque steer into another dimension.

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

With help from CDI Motorsport, Raceworks, Knight Family Motorsport, and a front end swapped in from a Pulsar, this car has evolved from track beater to full track weapon at the World Time Attack Challenge. It’s light, fast, and rowdy, but Sean’s also realistic about its limitations, admitting the platform might have hit its ceiling. That said, not sure we believe that a project is ever truely 'finished'!

This walkaround covers the build, from the engine setup and fabrication, through to suspension compromises and alignment headaches. It's a quick look at what it takes to extract big performance from an unlikely chassis, and believe it or not at this stage all for under $20,000 Kangaroo Dollars (AUD).

#highperformanceacademy #BuildTuneDrive #laterk11 #noideaclub #SR20VVL #Micra #FWD #k11 #TimeAttack #Haltech #WTAC2 #learndriveoptimise #learntotune #enginebuilding101 #dontletthesmokeout #wiring101 #cars #motorsport #racing #boost 

You can go a long way with club-level aero — and this is how to do it.

On this week's episode of Tuned In, ex-Mercedes F1 aerodynamicist and brand new HPA tutor Kyle Forster helps you find big gains in performance by adding aero.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Kyle shares his journey of how he became an aerospace engineer with a passion for motorsports, he also discusses the challenges he faced while pursuing a PhD to break into Formula 1. 

We get a first hand look at Kyle's time at Mercedes F1 and the complexities of aerodynamics in high level racing, including the differences between CFD and wind tunnel testing and the challenges of validating aerodynamic performance in real-world conditions. 

Kyle digs into club level aero packages showing us you don’t need a big budget or an engineering degree to gain performance and lap time. He now runs a consulting company ‘JKF Aero’ which can help you do exactly that.

We discuss the fundamental aerodynamic principles, the importance of selecting the right components, and practical methods for validating aerodynamic effectiveness that anyone can do.

Check out Kyle here:

YouTube: Kyle.Engineers
Instagram: kyleengineers
WWW: jfkaero.com

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: hpcdmy.co/podvip

Timestamps:

0:00 You Don't Need a PhD to Add SERIOUS Performance
3:47 How did you form an interest in cars?
7:40 Why was there an era where Formula SAE didn’t have aero?
12:45 How did your passion for aero grow from the Formula SAE team?
15:57 What is a degree, masters and PHD in Engineering?
19:21 How hard was it to land a job in F1?
22:06 What responsibilities do they give you when you join a team as a fresh aerodynamicist?
27:43 How do you end up with a cohesive aero package where all the parts work together?
31:27 What’s the process of testing these aero parts you design?
37:50 Why isn’t what you see in the wind tunnel not the same on the track?
48:23 What data and sensors do you have to validate aero on the track?
54:26 Why don’t we use a 1:1 model in the wind tunnel?
1:02:42 Why are there caps on CFD time?
1:05:06 How much does ride height affect downforce? 
1:06:44 How long were you in F1 and how did you exit?
1:09:36 What does a typical consulting job look like for a high level motorsport team?
1:11:03 And what does that look like for a club level car?
1:14:13 Getting people to see the real benefit in aero?
1:18:19 What does a club level guy need to know?
1:24:56 How does a front splitter create downforce?
1:28:38 Do we need to think about spring rates when adding club level aero?1:29:46 How do we even need our front splitter tunnels?
1:32:31 How do we validate our aero components are working at the club level?1:41:19 Why is flow-vis not a viable technique at club level?
1:44:55 Final 3 questions

Ever wonder how a connecting rod that can handle 3000hp+ is designed, tested, and manufactured?  Here's a rare inside look at how true high performance aftermarket components are engineered and delivered.

At the World Time Attack Challenge, Christian from Nitto Performance Engineering explains the complete workflow behind designing internal engine components like connecting rods. This includes using CMM (Coordinate Measuring Machines) to capture OEM specs, designing in Fusion 360, running FEA (Finite Element Analysis) simulations, prototyping with SLA (Stereolithography) resin 3D printing.

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

Once validated, the design moves into manufacturing, using Mastercam software for CNC machining, followed by forging, nitriding, and final CMM verification.

Learn why skipping motion studies or relying only on simulation data can cost you big, and how real-world validation is what separates a good part from a race-winning one. This is your inside look at doing it right the first time, using both cutting-edge software and practical track-tested experience.

This is not just a tick box design process, it’s about ensuring the part is right from the start and built to handle the punishing demands of the huge cylinder pressures high performance engines see.

What happens when you combine flame-bent titanium, 3D scanning, and a 1969 Datsun Roadster? You get one of our favourite builds, and a happy missus.

Connor McElvain ‪@ConnorButter‬ from Butter Welding showcases his custom Nissan/Datsun Roadster project, where old-school cool meets new-school tools. Starting with a complete 3D scan of the body, Connor designed and built a full custom chassis using CAD, ditching the original outdated geometry for a purpose-built cantilever suspension system that was prototyped with 3D printing and finalised via CNC machining.

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

Every part has been carefully modelled and refined from the Nissan SR20 VVL head to a pair of Weber carbs mounted on a one-off manifold for both form and function. A Haltech Elite 550 ECU runs the ignition and variable valve timing, blending modern control with vintage charm.

The real showpiece is the titanium exhaust header, flame bent by hand and slip-fit for flexibility. This material isn't often used in this way and might not be ideal for long-term durability, but time will tell and in the meantime it looks incredible and sounds even better. This build is proof that with the right tech and dedication, you can create something pretty epic.

Probably not surprising, but Connor and his roadster took the SEMA Battle of the Builders 'Young Guns' 1st place award 🥇 

Real-world performance is what matters when tuning a vehicle, but let’s not pretend the numbers on a dyno sheet mean nothing. The thing is… How can we trust one result from another? How are different dynos arriving at their calculated power and torque figures? And what’s the deal with drivetrain losses? 

Todd Lewis from Mainline Dyno is here to answer these questions and many more. 

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

We’ve been using Mainline dynos for over a decade now, so when Todd flew over to our facility to carry out some upgrades on our four-wheel-drive hub dyno, it seemed like the perfect opportunity to sit him down and get some definitive answers about the sometimes confusing world of dynometers. 

We start by discussing the history of dynos — both engine and chassis — covering the rapid pace of advancement over the last few decades, the different types available today and their pros and cons, as well as what modern dynos are now capable of. 

We then jump into the heavy tech side, covering fascinating topics like inertia and load bearing systems, how much power some dynos can really handle, eddy current retarders, and plenty more. 

The conversation rounds out with some great chat around properly strapping a car to a rolling road system, accounting for variances in drivetrain loss and how it should be calculated, as well as achieving complete consistency from run to run — probably the most important factor for any tuner.

Looking to Invest in a Dyno? Listen to This First. 

Check out Mainline Dyno here:
Instagram: @mainlinedyno
Facebook:  Mainline DynoLog Dynamometers
WWW: https://www.mainlinedyno.com.au

👉 Don’t forget, you can use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Timestamps:

0:00 The TRUTH Behind Drivetrain Losses on the Dyno
4:05 How did you become interested in cars?
10:55 What has changed in the dyno space since you’ve been involved?
14:39 What is a vane dyno?
15:43 When did Mainline start focusing on dynos?
20:01 What drove demand for dynos in the early 2000s?
22:15 What other brands of dyno were around in the early 2000s?
24:09 What is an inertia dyno?
28:56 What is a load-bearing dyno, and how do we apply that load?
34:43 What is an eddy current retarder?
41:42 Why do we get varied dyno readings?
47:17 How do you train people to get consistency on their dynos?
57:19 Why is everyone using an eddy current retarder?
59:29 Do you get to a point where the rolling road doesn’t make sense?
1:03:20 How did the development of the hub dyno come about?
1:16:21 Hub dynos vs roller dynos?
1:23:15 How much power are we losing in the drivetrain?
1:37:04 Is there much demand for linked dynos?
1:41:16 When did you start with Mainline and can you give us an overview of Mainline today?
1:45:50 New operating system — why have you updated it?
1:52:27 Final three questions

We often chase engine and tuning upgrades first, but could a front splitter and rear wing be a smarter starting point for our race cars?

We caught up with Kyle Forster from JKF Aero to break down how aerodynamics work in practice and how to make effective improvements at every level of motorsport. From the priorities of downforce vs drag, to choosing the right aero balance for your car's drivetrain layout, this conversation covers everything from tuft testing a club racer to CFD and F1-style development cycles, noting Kyle was an aerodynamicist for the Mercedes Formula 1 team during their hybrid era peak.

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

Kyle explains key tuning strategies using splitters, wings, rake, and gurney flaps, plus the difference between 2D and 3D wing profiles and how things like swan neck mounts and dual elements can drastically improve efficiency and downforce. He also clarifies some common misconceptions about turbulent flow, stalling, and the practical implications of end plate design, big and small.

Practical advice is given for grassroots racers, including the use of tufts or strong coast-down testing, and why stopwatch and driver feedback still matter. At the professional level, Kyle explains how CFD, wind tunnel testing, and track validation work together in a continuous development loop for professional motorsport including Formula 1 car development.

So, where are the biggest gains to be had for a club racer? As you might have guessed, front splitters and rear wings. Get them on the car and develop over time from there, forgetting about flat floors and rear diffusers until further down the line is Kyles advice.

Whether you're trying to gain lap time at your local time attack event or you’re part of a pro-level development team, this video gives valuable insight into how to build aero that works. To see more of Kyle’s work, check out JKF Aero at jkfaero.com or his YouTube channel ‪@KYLEENGINEERS‬.

Some bearings are tough enough to survive 3000 horsepower, but that doesn’t mean you should use them in your street build.

Choosing the right bearing isn’t as simple as just picking the toughest option and sometimes what seems like a part from 'the top shelf' can do more harm than good. In this interview, Christian from Nitto Performance Engineering breaks down some small but key differences between OEM-style bearings, ACL Race Series bearings, and coated bearings like those treated by Calico. While high-end coatings offer increased durability for extreme horsepower builds, they come with trade-offs in embeddability and long-term street reliability.

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

This conversation clears up common misconceptions around bearing selection, including how coatings affect clearance, what embeddability actually does, and why some “race-spec” parts can do more harm than good in the wrong application. Christian explains that coatings like Calico are better suited to high-power engines with short service intervals, not long-life street builds.

If you're chasing reliability and performance, this video will help you make an informed decision and avoid common (and expensive) bearing mistakes. Whether you're building a 3000hp drag monster or a 1000hp weekend car, it’s about matching the component to your use case, not just chasing specs.

Think getting extra speed out of an aero package is just for the pros with all the money? It’s not... But you DO need to know what you’re doing. 

This week, we’re sitting down with aero specialist Amir Bentatou from RS Future to discuss creating an effective aero package for your vehicle, how to actually test it, and much more.

👉 Use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course:https://hpcdmy.co/aerob

It’s no secret that over the last decade or so, the use of aero components has really grown thanks to disciplines like time attack and hill climbing. The reality is, these days, if you want to be competitive on track, a solid aero package is no longer optional.

In the past, this usually meant consulting with experts, having your car scanned, and a custom aero package designed and built for your car — and that costs a lot of time and money. Things are different these days, though, and Amir dives straight into discussing how the average racer can build out a successful aero package to pick up a whole lot of speed using the 80/20 rule — that is, 80% of the performance for 20% of the money and effort.

We also discuss testing at the grassroots level through the use of wool tufting and flow-vis — these can be easily implemented, but you still need to understand what you’re looking at when the car comes back into the pits. 

This conversation goes deep into the aero world, but also touches on Amir’s self-taught journey to get where he and RS Future are today, as well as his insight into the world of time attack and GT3 racing, which is something he’s been heavily involved in for a good few seasons now. 

Check out Amir here:
Instagram: @rsfuture_amir, @rsfuture
Youtube: RS Future
WWW: rsfuture.com

👉 Don’t forget, you can use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course: https://hpcdmy.co/aerob

Timestamps:

0:00 The Secret to Effective Aero on a Tight Budget.
3:35 How did you become interested in cars and motorsport?
5:46 How did you transition into aerodynamics and composites?`
14:00 How did you get a job as a Motorsport driving instructor?
18:15 When and how did you start RS Future?
22:40 How did you decide what products you would focus on with RS Future?
25:53 Can you explain wool tuffs and how we can use them?
30:49 What is flow vis?
32:42 How do we go about developing an aero package for a race car based on a road car?
39:28 How do we produce front-end down force on a production road car?
54:15 How do you manage ride height and downforce?
59:02 What is a third member?
59:55 How important is having a flat floor?
1:06:05 Where do we want our ducts for oil coolers, trans coolers, and brakes
1:09:47 How are these aero parts constructed?
1:19:16 How did you move into race engineering for GT3?
1:21:33 What is the GT3 class?
1:36:22 Final three questions