Tuned In

The formula for building a big-power LS is pretty simple — but things get a little more complicated when the motor needs to produce all that power for sustained periods of time in applications like drift or circuit racing. In this episode, we sit down with Mitch Pullen of Pullen Spec Engines, who specialises in putting together ultra-durable LS builds to discuss the ins and outs of these motors and much more.

Use “PULLEN50” to get $50 OFF our HPA Engine Building Starter Package:
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Thanks to his father’s involvement in motorsport, Mitch Pullen started young, assisting in the pits and moving into the karting world at 10 years old. By 14, he was building engines, creating his own wiring harnesses, and figuring out fabrication. It’s probably no surprise, then, that he left school fairly early to learn everything he could about nearly all aspects of motorsport engineering.

Although Mitch is a jack of all trades, he decided to focus on performance engine building, and this now sees him running the well-respected and very busy Pullen Spec Engines based out of the Gold Coast in Queensland, Australia.

In this conversation, Mitch goes into detail about how he builds LSs, discussing their inherent weaknesses and strengths and the work that’s needed to create a motor that can sustain high horsepower and high RPMs for more than just a pull or two on the motorway or a run down the strip.

Mitch is also well known for his unique S13 Silvia competition drift car, which runs a massive Roots-style blower sitting atop a Dart iron-block LS. There are a few obvious questions when it comes to this setup — why bother with this type of supercharger, how does it behave in a drift car, and can you even see anything when you’re driving? Mitch answers all these questions and more.

The conversation finishes with some great discussions around car setup, forged vs cast engine parts, performance aircraft engine builds, and more.

Watts linkage illustration: https://hpcdmy.co/watts

Follow Mitch here:
IG: @pullenspecengines, @mitchellpullen
FB: Pullen Spec Engines
WWW: pullenspec.com

Don’t forget, you can use“PULLEN50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
4:08 How did you form an interest in cars?
11:31 Did you do any formal engine-building training?
15:09 Where did you go from rebuilding 2 stroke karts?
20:07 Watts link vs Pan hard rod overview.
24:53 Getting more power in the KE70.
31:43 How did you learn all these skills at such a young age?
32:52 What happened after the Khanacross?
35:03 Learning about LS engines and circuit cars.
45:40 Load on an engine for a sustained amount of time.
48:52 What do you do in your LS to make it live?
59:08 LS engine package.
1:07:27 Forged vs cast pistons.
1:16:52 Does the LS have enough factory clearance for boosted applications.
1:27:16 Why the roots blower?
1:35:57 Overview of Pullen Spec Engines.
1:45:50 Focusing on the LS.
1:48:47 Final three questions.

Why can't you tune any ECU however you'd like or fit any aftermarket ECU to your vehicle without a care in the world?

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

Ryan Nicholls Powertune Australia answers these common questions and more in relation to what can be done with the right skill set and tools, in this case, MoTeC's M1 Build and knowledge of C# (C Sharp) development language.

Some key takeaways from this chat include some insight into CAN Bus, LIN Bus and FlexRay, plus the fact that reflash tuning is not equal for all platforms, and some are much better developed than others. Ryan also mentions how you are often relying on an interpretation rather than an absolute when it comes to reflash tuning software vs the lack of OEM information, as well as sharing encouragement from Ryan for anyone interested in learning the skills he has to do so, even at a hobbyist level.

This interview was recorded at GTR Fest Australia, where we somehow managed to film more about EVOs and MoTeC ECUs than GTRs, and had a ball doing it too.

Hot rodding has been and always will be a HUGE part of American car culture, and electric vehicle conversions are bringing a wider range of options to the street.

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

Why do a Tesla swap and not use aftermarket components? What happens to the 12v electronics including the lights and indicators without an alternator or the brakes without engine vacuum to operate with?

At SEMA, Casey Loter gives us some answers to the above and insight into this customer's 1959 Chevy Apache Fleetside electric vehicle conversion, which is powered by a Tesla Model S motor and battery pack that's been rehoused for better packaging and suspension options.

While Tesla parts are used, they are scrubbed clean of Tesla's limited software by companies like EV Control, who can easily tap in remotely for this process. An Orion battery management system is used along with Stealth EV charging components and a cooling system for the charger and batteries up from and motors in the rear for this specific Chevy Apache conversion.

Simon Longdill wasn’t impressed with the engines available to him in his class of racing, so he built his own. On this episode of Tuned In, we catch up with the man behind Synergy’s small-capacity, ultra-high revving, 400+hp V8s to talk through the ins and outs of these screaming motors and much, much more.

Use “SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

While “building your own engine” in the literal sense might sound like a more-than-daunting task for most, with a Ph.D. in mechanical engineering, this was something that Simon Longdill was more than capable of. Limited to 2.4 litres in his Speedway midget class, Simon hatched an idea that would go on to become a full-time business.

Using two sets of 1200cc Kawasaki ZX12R cylinder heads and barrels, Simon got to work creating a vicious 2.4-litre V8 that would go on to crush the competition on its debut in New Zealand, before doing the same in Australia, then doing so well in the US that the rule book was changed and Simon and his team were never invited again. These days, you can find Synergy V8s of differing capacities and power levels motivating all manner of race (and a few street) cars across the globe.

In this conversation, we get down into the weeds of this fascinating engine’s story, answering all the big questions around the 11,000 RPM screamer’s inner workings and development journey. Simon didn’t just stop at the first iteration either — these motors have been continuously developed over the last decade as the tech has improved, new lessons are learnt, and big improvements are made.

With some fascinating looks into Simon’s side projects that include a 400hp BMW 1000RR two-litre V8 built for Bonneville, an 800hp twin-turbo Synergy V8 for Pikes Peak, hydrogen power systems, and plenty more, this is a tech-heavy episode that’s going to please anyone with an interest in serious automotive engineering.

Follow Simon here: prototipo.co.nz, synergypower.co.nz

Don’t forget, you can use“SYNERGY50” to get $50 OFF our HPA Engine Building Starter Package: https://hpcdmy.co/enginepackageb

Timestamps:
4:27 How did you develop an interest in cars and engineering?
7:24 Where did you see your studies taking you?
8:40 Tertiary education continued
13:20 Does EGT form a big part of two-stroke tuning?
16:39 Is the two-stroke dead?
20:29 How did you go from a two-stroke Ph.D. to owning your own business?
23:05 What does the term BMEP mean?
24:15 How can we make a high performance 2.4L engine
30:54 Is it as simple as a larger bore and shorter stroke equals more efficiency?
32:37 What additional parts were designed to merge the two 1200cc engines?
34:31 What software are you using to model the engine?
35:59 What was the most challenging part of this project?
40:19 How did the engine perform once you got it running?
45:49 Overview of Prototipo
46:16 Working on amphibious vehicles
48:18 Trip to the Chilli Bowl
55:53 Synergy V8 GT86 package
1:02:49 Unequal trumpet lengths
1:08:30 Developments from gen 1 synergy engine?
1:17:08 Direct injection in sports bike engines
1:21:13 Were you tuning the engine differently for land speed records?
1:23:49 2.3L turbocharged V8
1:25:35 Rod to stroke ratio
1:30:24 Hydrogen fuel Pros & Cons
1:37:18 Developing your own dyno

Traditionally, a bigger manifold has been considered the holy grail of performance because the bigger something is, the more air you can hammer on through, right? But, is this actually true and why do companies like ARTEC Performance do things differently?

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

Exhaust flow vs exhaust port sizing, turbo inlet, outlet and cylinder capacity and more are all touched on in this interview along with casting vs custom fabrication, materials and a commonly overlooked consideration with aftermarket turbo setups, turbo bracing.

Big thanks to Ben Creswick for sharing his time at GTR Fest and we hope testing with the Inconel manifold applications goes well.

The 2.9L RB26 swap in place of the stock Nissan SR20 is easy to zero in on here, but it's not the modification that has made the most difference outright to lap times and driver confidence...

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

With the ability to get 1500hp from this setup, owner and driver Chris Kostakis shows a lot of restraint and the realities of power vs performance when circuit racing a vehicle that is continually developing along with its owner with help from the likes of Advance Motor Mechanics and 909 Motorsport.

What are the downsides of swapping a SR20 for an RB26?
What are some advantages drive by wire (DBW) throttle control gives?
What are some key considerations of traction control for motorsport?
Does motorsport ABS really make a difference?

These questions and more are covered by Andre and Chris while they were at the Australian GTR Festival at Sydney Dragway and we look forward to seeing where Chris and his engine swapped 180SX head in the future when it comes to an aero package and time attack, although he sure has more than enough to keep a grin on his face as this car sits now!

BUILD OVERVIEW:
Factory SR20 removed
1500hp capable setup, running 900 for drag racing and 550-600 for circuit racing for now
N1 RB26 Block
Carrilo Rods
CP Pistons
Spool Imports RB29 Stroker Kit
BorgWarner EFR 9280 turbocharger
Rams Head Service cylinder head package
Peterson Fluid Systems dry sump system
Holinger RD6 sequential gearbox
MoTeC M150 ECU
Increased tyre/wheel sizing (295 fronts)
AP Racing Pro 5000 R's front calipers
Endless 4 pot rears
Bosch Motorsport ABS system
DNA Autosport Blistein suspension package
Benchmark Solutions torque and traction management strategies
Street registered 🤯

The Snot Rocket is here! This week on Tuned In, we welcome Brett Lasala, the owner, builder, and driver of 2024’s Sick Week-winning Mustang, Snot Rocket. In this episode, we find out what it takes to secure the outright win at a drive-and-drag competition like Sick Week, how he’s extracted over 3000hp from his Coyote V8, why he prefers Ford machinery, and a whole lot more.

Use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalengineb

Ever since trading an old washing machine for his first car as a teenager, Brett Lasala has been obsessed with making vehicles go faster. This led to a lifelong career in the automotive industry, first learning the ropes through local shops, then becoming an accomplished Mercedes Benz tech specialising in AMG products, to then moving full time into the aftermarket space working with legendary companies like Real Street.

Over that time, Brett has absorbed the knowledge of everyone around him, and is now in a position where he’s able to perform much of the work himself — although with that said, the level of success this car has seen is only possible thanks to the wealth of talent found in the other members of the team.

In this conversation, we first discuss drive and drag events like Sick Week, and the unique challenges in tuning, engine building, and setup that a brutal day-after-day race and road trip presents. Competing is one thing — but winning outright is a whole different ball game entirely.

This brings us to Brett’s well-known ‘Snot Rocket’ bright green Ford Mustang. We dive deep into the build, discussing its beginnings all the way through to its current state as a consistent low six-second pass twin-turbo monster. Powered by Ford’s Coyote motor, the Snot Rocket has allowed Brett to really get to know everything there is to know about the 5.0-litre DOHC V8.

In this conversation, Brett is kind enough to share some of that knowledge with us, discussing the motor’s strengths and weaknesses, how to get good results from them, and if they’re actually better than GM’s ubiquitous rival motor, the LS.

With conversations around engine and transmission tuning strategies, CO2-regulated boost control, and much more, this episode is jam-packed with quality information!

Follow Brett here:
IG: @brett_lasala
YT: Brett Lasala
WWW: brettlasala.com

Don’t forget, you can use “BRETT50” to get 50% OFF our HPA Practical Engine Building Course: https://hpcdmy.co/practicalengineb

Timestamps:
4:44 How did you develop an interest in cars?
9:00 Where did the passion for drag racing come from?
10:26 Have you got any formal qualifications?
13:03 Spinning spanners on modern vehicles?
15:02 Fabrication skills?
18:21 What was your position at Real Street?
22:05 What is a Drag and Drive event?
26:15 Overview of original car
29:15 Why did you start from fresh rather than further modifying the original car?
32:15 Why turbos over supercharger?
33:34 Coyote vs LS3? Pros and cons.
34:36 What have you done to the Coyote engine?
47:59 What’s your head gasket sealing solution?
56:25 Do you think you’ll need to move to a billet block?
1:00:01 What is the electronics package in the car?
1:08:22 What is DA in Drag Racing?
1:11:03 How does your wheelie detection work?
1:18:06 How has moving up turbo sizes affected drivability?
1:22:25 Are you using traction control?
1:27:43 Transmission
1:32:20 How much faster would the car be if it was a dedicated drag car?
1:36:35 Final 3 questions

Numbers like ‘1000HP’ and ‘100 PSI of boost’ catch our attention the most when it comes to motorsport builds as we can easily understand what they mean, but brake setups, while being equally if not more important, take a backstage role by comparison. For most, admittedly, it is much harder to get excited about figures or terms like ‘380mm’ and ‘staggered-piston design’, at least it is until you understand what it all means...

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

In this interview with Phil Stubbs of Alcon Brakes, we’re going to take a look at why stock brakes on a production-turned-race car are terrible on track and what aspects you need to consider when looking to bin your OEM discs and calipers for something more effective.

Slots and gloves plus caliper and disc size in relation to braking performance are discussed along with airflow requirements, where sliding calipers braided brake lines sit when it comes to brake feel, plus on the other end of the spectrum what carbon-carbon brakes are vs carbon ceramic and what their weaknesses are compared to cast iron.

What is actually happening when you are bedding your brakes and the importance of doing that process correctly is also touched on, along with how in the motorsport world, companies like Alcon and similar offer pre-bedded brake packages, which save race teams time and potential inconsistency of doing it themselves on a race weekend when they should be focused on car setup and increasing driver confidence.

Why don't race cars use brake boosters and does your master cylinder size really matter all that much compared to your brake caliper sizing?

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

In this video, we talk to Kirk from Tilton Engineering about the importance of creating a perfectly balanced braking system for your motorsport vehicle. He discusses the differences between tandem master cylinders and dual master cylinders, the importance of pedal ratio, and how to size your master cylinders and calipers correctly.

Key takeaways:

- Dual master cylinders are typically used in motorsport vehicles because they provide better brake balance and tunability.
- The size of your master cylinders should be based on the piston sizes in your calipers, rotor diameter, tire diameter, vehicle weight, weight distribution, and pedal ratio.
- A manual brake system will give you more driver feedback and a firmer pedal feel than a boosted system.
- The typical pedal ratio for an OEM vehicle with a brake booster is 4:1.
- The typical pedal ratio for a motorsport vehicle with a dual master cylinder is 5:1 to 6.5:1.
- The balance bar on a dual master cylinder allows you to make fine adjustments to your brake bias on the track.

As cars become more and more complex and ECU reflashing technology becomes more advanced, the gap between sticking with a vehicle’s factory computer and going to an aftermarket standalone only gets narrower and a little less clear. On this episode of Tuned In, we dive into this topic, along with many others, with PCMTec’s Roland Harrison.

Use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb

As a co-owner and founder of PCMTec, Roland is extremely well versed in the world of reflashing, with the company traditionally focusing its efforts on the Australian market Ford Falcon platforms, which of course includes the famous four-litre Barra straight six. Recently though, PCMTec has been moving into the more global Ford market, offering advanced tuning options for Mustang, F150, and Explorer models.

It wasn’t always all about cars for Roland though, having spent a good majority of his working life in the oil and gas industry, calibrating and maintaining massive industrial engines and electrical systems. After learning all he could from the business, Roland, along with a business partner, decided to turn his hobby of messing around with reflashing into a business and full-time career.

Roland takes us through the whats, whys, and hows of making this transition — even spending some time discussing some of the more surprisingly interesting aspects of his work in oil and gas. With that said, the real meat and potatoes of this conversation come when Roland and host Andre Simon move into the world of reflashing, discussing all aspects of this sometimes very complicated field.

There’s a lot to learn here as Roland breaks down the process of creating a reflash solution for Ford’s sometimes extremely complex ECUs, as well as how they’ve added an impressive array of custom functionality to these computers, and more.

You’ll also find a great discussion around one of the main differences between most reflash options and standalone ECUs — live tuning, as well as map switching on the fly and plenty more.

PCMTech is currently offering solid discounts off its US DIY and Workshop Editor editions, and the deep dive development blog mentioned in this episode can be found here.

Follow PCMTec here:
IG: @pcmtec
FB: PCMTEC
YT: PCMTEC Tuning
WWW: pcmtec.com

Don’t forget, you can use “PCMTEC50” to get 50% OFF our HPA Practical Reflash Course: https://hpcdmy.co/reflashb

Time Stamps:
3:38 How did you get involved in the automotive scene?
5:40 Do you have any formal mechanical education?
13:28 PID algorithm cross over from oil and gas to auto industry
19:01 Mechanical issues vs software issues while tuning
23:25 Ziegler Nichols Method?
25:18 How did PCMTec come about?
42:25 Accessing parameters within the ECU based on the amount of modifications
44:36 Features you’ve added that weren’t available in the OE controller.
48:13 Reasons for re-flashing over standalone ECU
51:55 How do you add features into an OE controller
1:03:13 Overview of PCMTec today
1:09:22 Weighing up functionality options for software
1:13:25 Do you support live tuning or is it re-flash only?
1:24:25 How does your data logging work?
1:29:56 Are you providing any support for trans tuning?
1:34:13 Final three questions