When it comes to performance parts and tools we all want to reach 'straight for the top shelf' and get the best we can. While that isn't always possible for some high price components, when choosing between purple, blue or red Loctite at the same price point, many assume that red must be the strongest and therefore 'best' option.

These people are wrong, and they're possibly also applying the compound incorrectly too!

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

Matthew Eager of Henkel (they own the Loctite brand) helps clear up some of our fair, but incorrect assumptions around red vs blue Loctite and its application, including a common but useless way many of us have been guilty of applying the compound directly to fasteners.

He co-invented one of the top (and earliest) standalone ECU companies on earth, helped develop unique V10 F1 engines, created ignition systems for top-tier motorsports, and finished it all off by producing stock-frame turbocharger upgrades that push the limits of what a factory turbo is capable of.

Mark Boxsell has had a varied and fascinating career in the performance industry, and he’s ready to unpack it all in this episode of Tuned In.

Use GTPUMPS100 to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb

Having grown up on a farm in rural Australia that instilled a drive towards resourcefulness and ingenuity, by his early twenties, Mark Boxsell would latch on to the emerging EFI revolution and create his own fuel injection system for his personal Mazda rotary. And that was just the start.  

Mark went on to invent one of the world’s first aftermarket standalone ECUs, which we all know today as Haltech. In this episode, we get straight into the mind-blowing history of how Haltech came about, discussing what was involved in creating it, the incredibly basic tools he had at his disposal to make it happen, and how it actually worked.

We next discuss Mark’s stint developing a unique V10 Formula 1 engine that used rotary valves instead of the traditional poppet valves. Mark goes into detail about how it worked, and why we never saw it on the grid. Then it’s time to talk about ignition systems, which Mark knows a lot about as one of the founders of M&W Ignition — which supplies series like Australia’s top-tier V8 Supercars.

We finish the episode off by moving into Mark’s current venture, GT Pumps. This company specialises in stock-frame turbocharger upgrades, which are currently aimed squarely at the WRX and Evo markets. This gets into some heavy turbo tech, covering the benefits of journal-bearing turbos, stock turbo system capabilities, and more.

If you’re into tuning history and love a dose of nostalgia, this episode with Mark Boxsell is an absolute must-listen. 

Follow Mark here:

IG: @gtpumps
FB: GTpumps
WWW: gtpumps.com.au

Don’t forget, you can use GTPUMPS100 to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb

Timestamps:
0:00 The Best Stock Turbo System?
3:43 How did you get into the automotive industry?
7:57 Why did you decide to try and make your own EFI? And how?
12:53 How did that first EFI system perform?
15:13 How did Haltech start?
23:47 How does the HC11 chip compare to modern ECU chips?
26:49 Once you got the ECU working, how did you sell it?
28:52 Why did you decide to use bar graphs for the interface?
33:23 What were the biggest challenges building those first ECUs?
36:28 Marketing first Haltec ECU continued.
43:15 Why are there so many ECU manufacturers from Australia?
46:05 When and how did you leave Haltec?
53:52 Can you explain the different ignition systems?
59:05 M&W ignition system.
1:00:43 Transition from electronics to F1 engine development
1:05:04 Had the rotary valve been tried by other competitors?
1:09:10 Why did this rotary valve never make it to the track?
1:12:25 How did your current business GTpumps come about?
1:13:25 Why focus on a stock frame turbocharger?
1:17:52 Are journal-bearing turbos dead?
1:21:53 Are you looking to produce stock frame turbos for different models?
1:28:12 Final three questions.

If you’ve ever considered an EV conversion but weren’t sure where to start, Ryan from ‪@rywire‬ takes us through the technical details of his incredible Honda Civic EK EV swap, showcasing the integration of Tesla drive units, AEM Electronics VCU, and CSF Radiators for cutting-edge performance and thermal management.

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

This lightweight (EV comparative) build features a $1,000 Tesla front drive unit and a $2,200 rear drive unit, delivering 300hp (each!) with infinite tunability thanks to a Cascadia Motion logic board. Ryan explains why switching from Tesla’s OEM controls to standalone AEM strategies unlocks full control over torque split, regen tuning, and thermal strategies—key elements in achieving high performance and reliability.

Thermal management is a standout feature, utilizing CSF radiators, Freon-based heat exchangers, and a multi-directional cooling system to optimize temperatures for the motor, charger, and 400V battery pack. With insights from OEM designs, Ryan has implemented a system that ensures the batteries stay in their optimal temperature range, boosting efficiency and performance.

Whether you’re interested in OEM vs. aftermarket motors, Bosch brake boosters, or regen tuning with paddle shifters, this build is a masterclass in EV conversions. With a range of up to 400 miles and a weight of approximately 3,400 lbs, this Civic is a lightweight powerhouse that sets a new benchmark for EV swaps.

By the end of this interview you should understand that EV tuning is as risky as tuning your ICE powered projects, and without a high level of care for any project you undertake, you can potentially damage expensive components.

Off-road racing demands suspension that can handle extreme terrain, and Dane from ‪@FOXFACTORY‬ is here to break down the tech behind their world-class dampers. From remote reservoirs to internal and external bypass systems, we explore how Fox designs for the brutal conditions of off-road racing events like the Dakar, Baja 1000 and the Finke Desert Race while keeping the tech scalable for daily drivers.

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

Topics discussed in this SEMA interview also include how heat management, damper size, and semi-active Live Valve systems let vehicles like the Ford Raptor and custom trophy trucks tackle everything from high-speed whoops to precision jumps.

Also included is a quick explanation of how the system uses ECU data, including from aftermarket options, including MoTeC, rather than complicating things with their own separate electronics. This means existing sensor data is also used, including steering and throttle inputs, pitch, yaw, and of course, speed.

Blow off valves and wastegates are fairly simple in their operation, but correctly sizing and fitting them requires a lot of careful consideration if you want to get the most out of your turbocharged engine.

This week, Gregg Jones of TiAL Sport — someone who’s been in the turbocharging game since the mid-eighties — is here to get us up to speed on these simple yet crucial components.

Use TIAL50 to get $50 off HPA’s EFI Fundamentals course: https://hpcdmy.co/efifundb

Gregg started his career in performance cars in the dark ages of turbo technology. It was the mid-eighties, and there weren’t a whole lot of good options around for the aftermarket boost industry — but working with rudimentary laggy turbos and cast-iron wastegates got Gregg thinking that he could create something much better — so he did. TiAL Sport was formed in 1993 and the company quickly blossomed as turbocharged European and Japanese imports began to filter into the mainstream. 

In this conversation, Gregg talks us through those early days, touching on how much room for improvement he saw and how his company was able to step up the game year after year. Gregg discusses how his products are designed, tested, and made — as well as where he sees the industry going in the future.

We then move into the tech-focused section of the episode, where Gregg drops knowledge on all things turbocharging — especially when it comes to speccing, fitting, and getting the most out of blow off valves and external wastegates. There are some real nuggets of gold to be found in this conversation, and anyone who wants to better understand boosted engine applications is going to be better off for listening to it. 

Follow Gregg here:

IG: @tialsport, @xonarotor
FB: TiAL Sport
WWW: tialsport.com, xonarotor.com

Don’t forget, you can use TIAL50 to get $50 off HPA’s EFI Fundamentals course: https://hpcdmy.co/efifundb

Timestamps:
0:00 UNTAPPED Potential? BOVs and Wastegates Decoded
3:14 How did you form an interest in the automotive industry?
8:10 Move to Florida and exposure to turbocharged vehicles
10:24 Early cast iron HKS wastegate
15:34 Why did it take so long for V bands to become the standard?
17:23 What materials did you move to instead of cast iron?
19:12 How have we overcome turbine back pressure?
21:39 What was the design process for these wastegates?
29:21 What are the challenges in designing a wastegate?
34:13 What is the actual benefit to a blow off valve?
40:52 Where’s the best place to put your blowoff valve?
48:13 How do blow off valves work with MAF sensors?
52:32 Do we need to tune the blow off valve for the application?
54:30 Do you have a size guide for blow off valves?
56:17 How do we choose the right wastegate?
1:01:46 What’s the best way to mount a wastegate?
1:04:36 Wastegate springs explained
1:11:56 Is there still room to improve wastegates and blow off valves?
1:16:05 How did you start working with Robert Young and Xona Rota?
1:21:59 What’s next for turbo technology?

Engine swaps on modern vehicles are no easy task, but Stewart from ‪@mesocustoms1696‬ has taken it to the next level with this insane Toyota Tacoma build, featuring a 6.2L Hellcat supercharged HEMI under the hood. In this video, dive into the challenges of integrating late-model electronics and why a turnkey Hellcat system from Cleveland Power and Performance made this swap not only possible but seamless.

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

With 800-900 horsepower on tap, at the SEMA Toyo Tires Treadpass stand Stewart explains why the Hellcat package was chosen over alternatives like the 2JZ, emphasizing the importance of retaining factory ECU integration for plug-and-play simplicity. From the OBD2 compatibility to a functional Hellcat gauge cluster and shifter, the truck now thinks it’s a Dodge—but with the soul of a Toyota.

Beyond the drivetrain, we explore the custom wide-body fibreglass panels, hand-shaped and perfected using 3D scanning and CNC routing. Stewart shares how this approach not only ensures perfect symmetry but also makes future repairs and reproduction straightforward with reusable moulds.

Whether you’re into engine swaps, custom bodywork, or the cutting-edge tech that bridges OEM and aftermarket, this Tacoma build is packed with ideas and inspiration.

Rock crawling isn’t just about getting to the top—it’s about doing it with precision, relative speed, and control. In this video, we catch up with Rodney from Lasernut Racing to break down the incredible engineering behind their single-seat unlimited class buggy, built for the toughest rock crawling challenges.

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

From low weight and tight packaging to innovative techs like portal hubs and rear-steer functionality, this 10mph max speed and 42" BF Goodrich tyre-equipped buggy is a masterclass in off-road engineering. During SEMA, Rodney takes us through the key decisions, such as using a 220hp 2.0L Chevy LNF Ecotec engine for its compact size and power-to-weight ratio and the ingenious placement of the axle-mounted fuel cell for improved safety and balance.

Learn how air lockers and diff locks provide precise control, and how hydraulic winches keep the suspension loaded during vertical climbs. Plus, explore the air suspension system that allows the vehicle to adjust ride height by up to 20 inches on the fly.

On the electronics side, Rodney explains how the Ecumaster PMU16 and ADU5 Dash streamline power distribution and steering control using Blink Marine CAN-based keypads. With clever innovations like adjustable steering indicators and a ride height potentiometer, this buggy has no shortage of cutting-edge solutions.

If you’re into off-road motorsport or just love clever engineering, this deep dive into rock-crawling tech is one you won’t want to miss.

Considering striking out on your own in the performance automotive industry? There’s nothing more satisfying than building your own successful business and being your own boss but… getting it right isn’t easy.

On this episode of Tuned In, we catch up with M26 Engineering’s Matthew Bernasconi, who we first interviewed back in 2022 just as he was leaving stable employment at offroad legends Kibbetech to build his own business.

Use M26ENG50 to get $50 off HPA’s 3D Modeling & CAD for Motorsport course: https://hpcdmy.co/CADb

Matthew has designed and machined parts for the automotive and aerospace industries his entire adult life. If you’ve ever encountered any of his popular social media channels, you’ll probably already have a good understanding of just how talented he is.

This skill was what first had us reaching out to appear on the podcast two years ago, and considering that episode (linked below) ended on a cliffhanger with Matthew just about to strike out on his own, we decided it was time to fire up the mics again and get caught up on how it’s all gone.

This episode is filled with great technical chats about 3D modelling, machining, and component design, all mixed in with quality business discussions that’ll provide a whole lot of inspiration and insight if you’re ever thinking about starting your own company in the performance industry.

Listen to Matthew's first episode here: https://hpcdmy.co/mattb

Follow Matthew here:
IG: @M26Engineering, @matt_eight26
FB: M26 Engineering
WWW: m26engineering.com

Don’t forget, you can use M26ENG50 to get $50 off HPA’s 3D Modeling & CAD for Motorsport course: https://hpcdmy.co/CADb

Time Stamps:
0:00 Using your automotive skills to start your own business.
3:30 Who are you and what do you do?
4:48 What were you doing at Kibbetech?
16:22 What did you learn at Kibbetech that you then applied to your business?
18:27 How did you decide the time was right to start your business?
28:05 Did you start off just doing the design portion and outsourcing the machining?
33:30 Is making one-off CNC parts financially viable?
42:06 Did you have a business plan?
44:37 You’ve been running the business for two years, What’s that journey been like?
54:37 How did you transfer from rapid prototyping to production-style work?
1:00:35 How have you decided what makes and models to support?
1:06:58 How big are these production runs? How many parts are you making at a time?
1:11:18 Why are your parts better/different from the competition?
1:17:10 What’s your opinion on business-to-business or direct-to-consumer sales?1:20:10 How does product development work?
1:25:25 Liability on your products, Is it a concern?
1:28:09 What does M26 look like in 5 years?
1:35:38 Final three questions.

Building high-performance engines just got easier! In this video, we’re with Tom from Hughes Race Built to explore how they’re solving one of the biggest challenges in performance engine building: finding the right tools for the job. Whether you’re tackling a 2JZ, RB26, SR20, 4G63 or even Honda’s K and B series, Tom’s specialized and generic option toolkits are designed by engine builders, for engine builders, to simplify the process and make it more accessible for enthusiasts and pros alike.

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

From engine-specific kits priced around $580 USD ($1,000 NZD) to their innovative hydraulic balancer puller, these tools take the frustration out of tasks like removing front pulleys, compressing valve springs, and installing piston rings. Tom walks us through how these purpose-built solutions, like their adjustable billet ring compressor, bring the precision of CNC machining to a wide range of bore sizes without the need for multiple tools.

If you’ve ever struggled with the limitations of universal tools or wished for something purpose-made for your favourite JDM engine build, this is the video for you. Check out the solutions that are filling a major gap in the market and making engine building more enjoyable than ever.

Find out more at https://hughesracebuilt.com/

Running a 725hp Texas Speed LS-based build and TREMEC Magnum transmission, Cam Cocalis has followed on from his LS3 V8 Toyota 86 build with a full chromoly tube frame BMW E30 Vert project and pushed himself to dive into some new build aspects, a C6 Corvette suspension swap in particular, as he continues to learn the ins and outs of fabrication and custom car building.

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

At the ‪@toyotires‬ booth during ‪@semashow‬ Cam gives us some insight into his welding progression and working process without the use of CAD, with that being a skill he wishes to learn during future projects. The CSF triple pass radiator is rear mounted to aid with weight distribution, and interestingly, this model of E30 came with rear ballast from the BMW factory. The Radium Engineering fuel system behind the Ford 8.8 rear diff also helps to get weight over the rear and a 48/52 split.

The Redux Racing ITB-equipped 7L LS-based engine is controlled by a suite of Haltech electronics, and a Live To Offend kit is fitted to the E30 care of SOS Customs handiwork. We didn't get a rundown on the full brake package, but a Wilwood pedal box is equipped which will serve Cam well if he decides to hit the track for some time attack racing in the future.