Tuned In

Autodesk Fusion 360 is still a 'new player' comparatively in the CAD/CAM software world, yet it is already more popular than man options that have been around for decades.

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

During SEMA, Josh Reader of Autodesk gave us a quick run-through on some of the features that have helped Fusion 360 become so popular so quickly and helped us understand what some of the terms and workflows for CAM (computer-aided manufacturing) and CAD (computer-aided design) projects.

Some great key points for you here include clearing up misunderstandings on generative design and manufacturing, why simulation is used before running a project on a machine and the advantage of having software that is almost 'all in one' when it comes to iterative changes between you and your chosen machinist.

What is Fusion 360? 

Briefly, Fusion 360 is a cloud-based 3D CAD/CAM solution for product (in our case, race car parts) development. It combines industrial and mechanical design, simulation, collaboration, and machining in a single package. It's an excellent option for makers who want to create their own designs or prototype parts with greater speed and efficiency. Although it may seem intimidating when people like Josh emphasize the importance of knowing what you're doing, remember that everyone starts from scratch. Even learning just one thing about CAD/CAM today is a valuable addition to your knowledge, which can be further expanded upon tomorrow. Over time, these incremental learnings accumulate to form a vast breadth of knowledge and experience. Remember, it all begins somewhere (and for 3D modelling that somewhere might be the HPA CAD course 😉).

Sick of cracked OEM cast blocks but don't have the use case for a billet alternative? Platinum Racing Products has something for you and your RB26-powered platform in the works.

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

For years there has been a massive options gap between those who want to keep the likes a RB26 stock and those who race Pro Mod level drag cars producing 2000++ horsepower. Does an aftermarket ductile iron cast block bridge the gap for those in the middle who want to produce some serious power without the cost or complications of a billet block on a Nissan RB26-powered car that sees both street and track/race use?

Herman Urriola of @prp-platinumracingproducts7915 thinks so, and we'd agree.

In this interview, Herman and Andre run through some of the main flaws the Nissan and Nissan Heritage factory cast RB26 blocks have by discussing how PRP's ductile iron replacement via Crest CNC has addressed them. This includes superior material in the form of ductile iron giving greater rigidity, a 4 bolt main, 8mm bore thickness instead of the 3.5mm low that some Nissan RB26 blocks have, 14mm deck, improved serviceability and capacity options via sleeves, better oiling and head stud/main stud options to suit a range of built levels & demands.

Also touched on is why horsepower won't kill your OEM cast block, but rather cylinder pressure does (a topic we've discussed many times before) and why a billet aluminium alloy block simply doesn't suit 99% of those wanting to drive their car on the street.

We look forward to seeing this go into production, and Herman also gives some insight into what that process looks like in this day and age for aftermarket manufacturing companies like PRP. 

Executed well, this aftermarket RB26 casting can handle high cylinder pressure. However, for applications where it becomes too heavy, a billet block will be the alternative so it's certainly not the end of them. Like many parts, it's simply not a matter of 'this vs that,' but rather finding the right fit for the different use cases and accepting the tradeoffs.

PS: While we just focused on the block, PRP is also working on an RB26 cylinder head.

**We're spending a couple of weeks away from the microphone over the Christmas and New Year period. This means that although we won’t be publishing any new guest appearances until mid-January, we’re going to be bringing back some of our favourite older episodes that deserve another listen.**

The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more.

Use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

As a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor.

Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE.

As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor.

This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast.

Follow MT Performance Engines here:
IG: @mtperformanceengines
FB: MT Performance Engines
YT: 199niko199

Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

You might argue that it's not hard to build a better Ferrari than Ferrari could in the 80's, but good fabrication is only half the battle when it comes time to hit the race track and dial it all in on the international stage.

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

With very little stock Ferrari left, this 640hp at 14psi (1000hp capable future proofing included too 👌) could be expected to face some massive teething issues and hours upon hours of adjustments before a major motorsport event, but that is not how Mike Burroughs of StanceWorks rolls, nor does he need to after putting the hard yards into to logical and quality fabrication work over the last few years.

With a quick pad change to counter some brake bias issues, Mike was setting lap times out the gate, also thanks to time spent on the simulator pre event. This left the team free to make methodical, iterative changes over the weekend so Mike could chase his personal goal of continuous improvement remembering he is an expert fabricator, not Logan Sargent (which is a good thing in a way since it meant he didn't crash).

Mike and the crew did have some gearbox issues a while after this interview. It's all covered by some very polished content on the@stanceworks YT channel. It's well worth the watch.

What would be done differently if the clock could be reset and can we expect Mike back at the World Time Attack Challenge again?

The factory design of engine blocks did not anticipate the extreme boost pressures we see today, often struggling to even handle 15 psi let alone 100 psi or more which many are pushing down the drag strip. Fortunately, there are aftermarket modifications available that allow us to push the limits without the risk of splitting our engine blocks in half.

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

Modern engine builds now achieve power levels that were unimaginable not long ago, especially in small 4-cylinder applications, with boost pressures exceeding 100 psi. Products like Darton Sleeves have turned this once-unbelievable potential into reality.

John Catapang from @DartonSleeves1 answers our questions regarding the limitations of OEM sleeves and how their MID sleeves and improved fitment have addressed these issues. He also discusses the importance of precision machining and selecting a knowledgeable company, as a bad one certainly won't foot the bill for replacing your entire engine if they overpromise and underdeliver. Make sure to do your due diligence and choose a reputable company capable of delivering repeatable results.

Six-second Supras, monster GT-Rs, dyno tuning discussions, and much more — this episode with Varun Sharma of 101 Motorsport has it all.

Use “101MOTORSPORT200” to get $200 OFF our HPA VIP package: https://hpcdmy.co/vipb

Varun Sharma and his business, 101 Motorsport, first came to our attention eight years ago when we first laid eyes on the impressive “Mighty Mouse” Honda CRX build at World Time Attack Challenge. Since those days, we’ve been keeping tabs on Varun and his various builds and now we’ve finally managed to pry him away from the workshop for a couple of hours to jump on the podcast.

Varun started young, gaining a fascination with anything mechanical through tagging along with his father to strip cars at scrap yards in search of replacement parts. Then, a few years later, when Nissan dropped its dominant R32 Skyline GT-R right on top of the Fords and Holdens at Bathurst, Varun was sold on all things JDM.

This pushed him towards the automotive trades, starting as an apprentice mechanic at 101 Motorsport and absorbing as much information as he possibly could. A few years later, Varun had the opportunity to buy the business and he’s been pushing the boundaries of what’s possible on the strip, the street, and the race circuit ever since.

101 Motorsport offers a huge range of services, so this conversation is a wide-ranging one that discusses topics like dyno tuning, engine building, methanol tuning considerations, drag racing strategies, tuning for driveability, the business side of the equation, and a whole lot more.

This episode is a great listen that has a little bit of something for everyone.

As discussed, you can watch our interview with Varun discussing the Oceania Supra here: https://youtu.be/WqVo2KsT7os?si=UpSHJzM6HWvwTgt6

Follow 101 Motorsport here:
IG: @101.motorsport
FB: 101 Motorsport
WWW: 101motorsport.com.au

Don’t forget, you can use “101MOTORSPORT200” to get $200 OFF our HPA VIP package: https://hpcdmy.co/vipb

Engine swap, aero repackage, electronic overhaul and a switch to slicks are some of the major changes the legendary Hammerhead has seen during its transformation into what is an essentially new build in many respects, Tanuki.

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

David Lenthall of GT Auto Garage discusses the 4.1L VR38DETT engine swap, which sees the venerable 900hp (approx) SR20VET retired in favour of more power (1080hp at 25 PSI) with less stress, but at the cost of some extra weight, 4% more of which is now over the front axle.

The Autronic ECU was replaced with a suite of MoTeC electronics largely due to the preference of owner Wayne Lee and those now running the car, including MoTeCs torque management options via their GPR package.

Also replaced is the iconic aero package with Andrew Brilliant AMB Aero engineering an infinity wing package for the car in part to update it and in part to help further establish it as something different.

With the help of tyre rule changes allowing slicks, Pro driver Tim Slade has Tanuki now down to 1:20.4560 with more in the tank after a wheel failure took them out of the competition for this year.

For some more insight into the history of this car, previous drivers include Shane Van Gisbergen, Earl Bamber, Warren Luff & Andre Heimgartner, with Tim Slade winning the Pro Class back to back in 2016 and 2017 among stiff competition.

Ever wondered what the difference between what you do with your crimpers and what those doing wiring work on a bigger scale is and how they maintain quality?

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Quality tools and a solid process is the obvious answer, but what does that look like? Ryan Nicholls of Powertune runs us through some of the equipment they use, which enables them to deliver a quality crimp every time without fear of operator fatigue, tooling errors and similar. Interestingly crimping terminals for a Deutsch DTM, AMP Superseal connector or similar, setups like this will work to within 0.01mm of accuracy.

We also gain some insight into why stripping Tefzel wire is harder than lower-quality wire sheathing, although the minor complication is easily managed with appropriate tooling/strippers.

Of course, you can't mention crimping without soldering coming up and there will always be some applications it suits, but it's important to note even with soldering's inherent flaws when you do need to use it there are ways to mitigate the risk. At the end of the day a quality wiring job is about more than just the connection choice alone.

Few people know more about ultra-high-performance engine building than this week’s guest, Terry Radbourne of Bourne HPP. In this episode, we’re going to be discussing topics like creating engines for LMP1 and Mercedes’ F1 team, truly getting the absolute most out of Honda’s K series motor, as well as the odd controversial opinion that’s sure to get the comment section fired up.

Use “BOURNEHPP100” to get $100 OFF our HPA Engine Building package:
https://hpcdmy.co/enginepackageb

Terry brings an intriguing mix of expertise and insider knowledge — straight out of school, he found himself working for Advanced Engine Research and quickly became involved in some seriously high-end race engine design and building work. After a few years spent honing his craft — including a stint creating engines for the Mercedes Formula 1 team, Terry went on to found his own company, Bourne High Performance Powertrains, or Bourne HPP for short.

Bourne HPP specialises in designing and building seriously aggressive motors — most commonly of the Honda K-series variety in both naturally aspirated and turbocharged forms. This allows us to dive very deep into the intricacies of four-cylinder engine building, and time is spent discussing intake port design, cylinder sleeves, compression ratio, and a whole lot more.

We also get stuck into the K-series motor itself, and Terry spends time talking us through exactly why he thinks this is one of the best engines ever produced and how to get the most out of it. As Bourne HPP is something of a one-stop-shop that does everything from engine rebuilds, to NA and turbocharged crate engine packages, to dyno tuning with the use of Syvecs and Lyfe Racing ECUs, Terry has an absolute oversupply of knowledge that he’s (mostly) willing to share.

If you want to get smarter, this episode with Terry Radbourne of Bourne HPP is not to be missed.

As mentioned in the podcast, you can listen to our episode featuring Syvec’s Ryan Griffiths here: https://hpcdmy.co/Syvecs

Follow Bourne HPP here:
IG: @bourne_hpp
FB: Bourne HPP
WWW: bournehpp.com

Don’t forget, you can use “BOURNEHPP100” to get $100 OFF our HPA Engine Building package:
https://hpcdmy.co/enginepackageb

Love them or hate them, Electric Vehicles (EVs) are here, so why not hammer the s%&t out of them on a race track just like we've been doing the old internal combustion engine (ICE) for years and years!

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

Battery degradation & performance, $600 'Bonus Module' for 2 seconds a lap improvement, trackside sharing and more with Jordan Priestley of ReVolting Performance as he runs us through this 2021 Model 3 Performance Tesla while competing at the Optima Batteries street car challenge.

The car runs a number of Unplugged Performance suspension components and 4 point roll bar with JRi double adjustable shocks,  AP Racing brake package & square (same size front to rear) 19x11 Forgeline wheels wrapped in 305/30R19 Falkens.

Interestingly the battery level does operate within certain 'sweet spots' in relation to charge, with Jordan noting a 40mph loss of speed climbing up the hill at Laguna Seca at lesser charges. He also touches on his trackside generator charging setup, a common question from those interested in how EV guys manage battery charge during track/race days.

There is a long way to go with EVs to get them anywhere close to being the same when it comes to how a race weekend looks compared to someone just tipping E85 or similar in the tank, but racing is racing, and it's great to see some earlier adopters keen for some new challenges.