Tuned In

With WTAC moving from DOT-rated semi-slicks to full slicks, the RP968 was assured a faster lap time in 2023, and it delivered.

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

Race engineer Dejan Ninic of Complete Analysis, an ex-WRC consultant amongst other accolades, gives us the rundown on the change from Yokohama Advans to full slicks for the 2023 edition of the World Time Attack Challenge.

The RP968 team & driver Barton Mawer managed to get the time down from their previous best of 1:19.27 to 1:17.86 over the course of the weekend, giving them the overall win for the 4th time in a row.

We also saw a massive jump up the time sheets from Cole Powelson, going from a previous best of 1:30:02 to a 1:25.94 in the Lyfe Racing R35 GT-R. The old S13 Hammerhead, now under new ownership and rechristened as Tanuki, also set a blistering 1:20.45 time on debut, noting the car has also had some huge changes to be dialled in and had to be retired before the end of the event.

The Open and Clubsprint classes also saw some new class records this year from the Xtreme GTR and DC Jap Automotive teams noting not all classes have had the same options in tyre open up to them either.

Note 2023 tyre restrictions for Pro and Pro-Am Classes were in place in regards to the car weight dictating the allowable tyre width and height, so while teams can now run slicks, there are still limitations.

Sideways legend Ryan Tuerck joins us this week to sit down and discuss the many different aspects of his life — from finding competitive setups in an extremely cut-throat Formula D championship, to an in-depth look at some of his most incredible internet-breaking builds, to a frank discussion on the complete metamorphosis of the sport of drifting in the two-plus decades Ryan has been involved, and much more.

Use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackageb

With a career spanning two decades, Ryan Tuerck has more insight than nearly anyone else out there when it comes to top-level drifting, the business of motorsport, and building some of the raddest Japanese cars the world has ever seen.

Ryan got into the sport after transitioning away from motocross as a teenager, and in this episode, he discusses those very early days and the cars he was building to try and compete on a national stage. This was also the time he began learning about the business side of the sport — Ryan spends some time in this conversation dropping plenty of knowledge and truth bombs about making it in professional motorsport, discussing sponsorships, budgets, results, and more.

Aside from his success in Formula D, Ryan is probably best known for his insane custom builds, and thankfully, we’re able to spend time running through the best of the best, from his competition GR Corolla to his Ferrari-powered 86, his insane Judd V10-powered GR Supra, and his latest Toyota Stout. Having so much experience in taking on massive projects like these, Ryan has some great advice to give about build planning, setting expectations, and recruiting the right people to get it all done.

This episode has broad appeal and will suit anyone with any type of interest in motorsport, drifting, project builds, and much more. 

Listen to John Reed’s episode here: https://hpcdmy.co/johnreed
Listen to Matt Bernasconi’s episode here: https://hpcdmy.co/mattb

Follow Ryan Tuerck here:
IG: @ryantuerck
FB: Ryan Tuerck
YT: ryantuerck

Don’t forget, you can use “TUERCK100” to get $100 OFF our HPA Motorsport Fabrication course: https://hpcdmy.co/fabpackageb

TIME STAMPS:
4:22 How did Ryan get into motorsport?
11:06 When did Ryan start competing?
12:50 Why JDM cars?
14:44 Becoming a pro driver
20:05 What type of car and power levels do you need to get into drifting?
22:59 How do you find sponsors?
28:07 Are the exhibition cars for fun or do they make up some of Ryan’s income?
30:04 How does Ryan find the right people to work on his projects?
32:22 Changes in drifting in the last 21 years
34:30 Rules in Formula Drift to regulate competition
36:11 Technology to improve drift judging
41:57 Starting with a known setup point
46:19 Ryan’s GR Corolla FD build
49:40 Nitrous Anti Lag
54:26 GT4586 project build
59:47 Ferrari 458 engine characteristics
1:04:48 Formula GR Supra
1:09:31 GR Supra Drive Train
1:11:54 Judd engine figures
1:14:21 Drifting the Supra wasn’t the best for the engine
1:17:42 Is the Supra a competitive time attack car?
1:21:38 Toyota Stout build
1:31:56 What’s Ryan’s favourite car in his garage?
1:35:04 Does Ryan still enjoy Formula Drift?

When a team is just starting with 900hp in a street-driven 4g63 powered EVO drag car, you know big things are coming!

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

Why a 4g63 instead of a 4g64, nitrous for turbo spool and a 400hp boost, fire ring cylinder sealing and more from Jimmy Assaad of ERS Evolution Racing Spares as he runs us through this street-driven roll racer that has its long-term sights set on the 1/4 mile.

Putting down 900hp at 50psi on a rolling road dyno using pump E85 to start with, this Micks Motorsport-built 4g63 is no joke, with 1500hp at around 80psi running methanol fuel being a longer-term plan for the drag strip with the addition of a few more Siemens fuel injectors. A Platinum Racing Products-supplied Precision 8085 Next Gen turbo takes care of the boost with an Emtron electronics package, including a KV12 ECU and ED10M dash logger managing almost everything on the car via 50 odd sensors.

The Bullet Cylinder Heads billet 4g63 block runs copper gasket & aluminium bronze fire ring cylinder sealing setup, aluminium rods, custom pistons and non-MIVEC head with aftermarket cams package, all combinations that have been tried and tested over the years.

With an 18-inch SSR wheel package for the street and a 15-inch Belak package for the track wrapped in 275 Hoosiers, no compromises need to be made when it comes to comfort vs. grip, and a Wilwood brake package still fits under the 15inch rim nicely to haul things up at the end of a run.

A paddle-shifted Holinger Engineering sequential, Active Traction Service (ATS) carbon clutch and a retained active centre differential (ACD) round off the drivetrain, with carbon clutches being more common in circuit racing but likely to hold up fine for drag racing, too.

At the time of filming, the immediate goals are to see what power can be made while still running pump E85 at 60-65psi of boost with a 400hp nitrous shot on tap for further testing.

Why would you consider a desktop CNC machine? Would it be worth the investment over a 3D printer, and how long would it take to pay itself off? Bantam Tools Rob Lorentzen runs us through some CNC milling basics about their (currently) $6,500 USD desktop CNC milling machine to help us understand if this is an investment that may or may not suit our fabrication goals or even our wider local car community.

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

We also dive a little into what CAM (computer-aided manufacturing) is when it comes to learning how to set tool paths and more, as well as some material options for prototyping and finished products.

This product integrates well with software like Fusion 360 and is ready to go out of the box with minimal maintenance required so long as you keep it within the recommended operational window (not hard to do).

Desktop CNC specs: https://store.bantamtools.com/collect...
- 28,000rpm spindle
- 7” x 9” x 3.3” build volume (work area)
- ER-11 collet (not proprietary; you have many tool options)
- 4th axis capable

Despite how quickly the world is changing, race cars, track days, and the world of motorsport at large aren’t going anywhere. In this episode, we sit down with two pioneers who are leading the charge towards the inevitable adoption of viable EV platforms in amateur-level racing with their startup Scalar Performance.

Use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdayb

Joel Fallaise and Brian Bourne have walked very different paths getting to where they are today, with Joel having a background in the performance aftermarket and motorsport scene, and Brian coming from the IT world. Once they met and started collaborating on a few different projects, they realised they shared a common goal — being pioneers in racing and not just looking towards the future, but committing their effort, time, and funds to take serious, carefully considered steps to get there.

The result is the Scalar SCR1, a 460hp race car that uses Toyota’s current GR86 platform as its base. Unlike factory-built sport-focused EVs out there, this machine is able to run endurance race laps at GT4 class speeds without complaint — and that’s no easy feat.

This episode is a deep dive into the complexities of developing a viable EV race car, from choosing the components, to designing battery packs and electrical systems, to managing the extreme cooling solutions needed for a project like this. The team shares their experiences, the hurdles they faced, and some intriguing topics like regenerative braking, the life expectancy of the motor and battery pack, and the safety challenges of EVs in motorsport.

This is an eye-opening episode that might just change your view of electric vehicles in motorsport.

Follow Scalar Performance here:
IG: @scalarperformance
YT: Scalar Performance
WWW: scalarperformance.com

4:38 — How did Joel get into the industry?
7:47 — Brian's professional background
16:40 — Formal Qualifications
19:18 — Overview of Scalar Performance
27:10 — Racing an ICE vehicle vs an EV vehicle
31:27 — Why the GR86?
33:25 — Why create the SCR1 instead of modifying a Tesla?
36:33 — Modification to chassis
45:32 — Cost of EV components
48:39 — 3D modelling the SCR1
52:00 — What is an inverter?
1:02:09 — Cooling the batteries and motor
1:10:08 — Charging challenges
1:12:22 — Regenerative braking
1:17:38 — Power delivery of the Cascadia motor
1:20:38 — Maintenence costs
1:25:17 — Cost of the SCR1
1:27:39 — A dedicated race series?
1:30:34 — Integrating EVs into motorsport
1:34:08 — EV safety and thermal runaway

Don’t forget, you can use “SCALAR100” to get $100 OFF our HPA Track Day Package: https://hpcdmy.co/trackdayb

With 450hp to 1000hp on tap via an EMtron ECU control strategy incorporating a drive-by-wire (DBW) throttle body, this V8 swapped Fox Boy Mustang, an exciting project we couldn't resist chatting about.

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

Sam Hiu Bin of CWI Performance runs us through this 7.3L V8 Mustang build that has taken the Ford 'Godzilla' V8, never designed for race cars, and put it in a race car anyway. Not only that, but the team has also added a ProCharger centrifugal supercharger to ramp up the output in a compact package. It is as compact as a 7.3L V8 shoehorned into a Fox Body Mustang can be, anyway.

The biggest physical challenge with the Ford Godzilla for a swap like this is the height, but teamed with Indy Power Products, the oil pump has been moved so that a smaller wet sump setup can be used, allowing the engine to be mounted lower in the chassis. The CWI Performance 3-piece billet intake manifold also helps reduce the height at the top of the engine and incorporates a 1400hp capable C&R / PWR intercooler core to further improve packaging options as well as options to fit a 105mm or smaller LS throttle body or a Ford Coyote/Godzilla flavour too.

Boost-wise, the car produces 450whp at around 2pi, with it only taking 15psi to get it over 1000whp and the EMtron package also takes care of exhaust gas temperature (EGT) monitoring for both tuning and engine health functions. Even using an E90 ethanol blend, the car does see some knock/detonation, partly thanks to its 10.5:1 compression ratio, but the dual bank knock control takes care of this when the temperatures get high enough for it to start occurring.

Direct injection has many benefits for OEM applications, but it isn't as easily customised as port injection options on some platforms. Why is this the case, and what can we do about it?

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

Due to the nature of direct injection and how it operates in a GM application, it simply isn't a matter of adding aftermarket injectors and turning up the fueling like we often can with port injection, given that DI fuel pumps in GMs LT engines are camshaft driven. 

Michael Sitar of TooHighPsi has an option for GM LT V8 owners that can take the LT1 and LT4 variates beyond their 600hp and 700hp ceiling imposed by the stock direct injection system without dealing with camshaft complications, and that is done by adding port injection and tapping into the factory GM ECU's CAN Bus data stream.

At this stage customers are up in the 1400hp regions with some drag applications with plenty of margin left in their injector duty cycles for future development and additional power potential.

If you have any interest in engines, there’s a good chance you’ve already come across this week’s guest — Driving 4 Answers of YouTube fame. With nearly a million subscribers, Driving 4 Answers is one of the biggest technically-focused automotive channels on YouTube. Today we sit down with the one-man-band creator, researcher, host, and editor to talk about his love for engines, how he breaks down complex engineering topics and makes them easy to understand, and, of course, we’ve got to jump into a huge stack of nerdy engine topics.

Use “DRIVING100” to get $100 OFF our HPA Engine Building Starter Package course: https://hpcdmy.co/enginepackageb

Driving 4 Answers has a fascinating story to tell, and his passion for all things combustion engineering is very obvious. Despite his extremely in-depth knowledge and understanding, Driving 4 Answers has zero education in the subject and actually ditched a high-pressure career in the upper echelons of European politics to do what he loves — learning, talking, and educating people about automotive engineering, especially when it comes to motors.

On the technical side, we delve right into the weeds in this episode, discussing the complexities of horsepower and torque, the importance of engine balance and rod/stroke ratio, bike carbs, the joys of modern standalone ECUs, over-engineered old Toyotas, and everything in between.

In this conversation, we also explore Driving 4 Answers’ transformation from regular Bosnian car enthusiast to YouTube personality. If you’re interested in producing your own online videos, this conversation also covers Driving 4 Answers’ experience with content creation, the lessons he’s learnt, and how he deals with the inevitable trolls that surface once you start to gain traction.

Follow Driving 4 Answers here:
IG: @driving4answers
YT: Driving 4 Answers

Don’t forget, you can use “DRIVING100” to get $100 OFF our HPA Engine Building Starter Package course: https://hpcdmy.co/enginepackageb

TIME STAMPS:
3:10 - How did you get into cars?
7:30 - Do you have a formal education?
9:50 - Learning without an engineering degree
16:00 - How did Driving 4 Answers start?
17:35 - Loving old Toyotas 
25:50 - Becoming a full-time YouTuber
35:05 - Dealing with trolls
39:30 - Misinformation in the performance auto industry
49:20 - Why Toyota's 4AFE?
1:00:35 - Aftermarket ECU discussion
1:14:00 - AW11 MR2 power figures
1:23:10 - Rod-to-stroke ratios
1:32:00 - Engine balance

No boost, no worries! This C5 Corvette is filling the trophy cabinet on displacement alone.

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

Jake Rozelle's C5 Z06 Chevrolet Corvette is no stranger to the Optima Ultimate Street Car Invitational having taken victory previously in what is a well setup street driven race car. The 800hp (to the crank) 7.2L/440cu Lingenfelter Eliminator R Spec LS7 contains forged rotating assemblies, CNC-ported cylinder heads, competition-grade fasteners, precision balance procedures & hydraulic roller camshaft internally, as well as a Dailey Engineering dry sump, Performance Design intake manifold with some tuning being done to the intake runner lengths over time. With just oil changes over the last 2 seasons of racing it certainly seems to be a package that is working well for Jake in this application.

The hydraulic cam profile is in its element with the 8,000rpm redline being within the comfort zone and the 14:1 compression engine runs E85 via a flex fuel setup in street form and Ignite Ready 90 on race day. Engine management is done by a GM ACDelco E92 ECU from a later model vehicle of the Cadillac CTS-V & Corvette C6 ZR1 era.

While an advantage of retaining a OEM GM ECU originally was the ability to keep features like the stock ABS system, Jake has since gone the popular route of fitting an aftermarket/standalone $1200 MK60 ABS system with an off-the-shelf tune from CSL Performance and he gives us some insight into the installation and use of such an ABS system which are becoming more and more popular at club level racing despite the initial push back from the good old armchair racers we've seen over the years.

The introduction of drive-by-wire throttle has changed the game for what is possible when it comes to electronic engine control systems, but is it all as simple as just opening a torque request table and tuning everything to 11?

As Paul Blamire of EcuTek explains, no, it is far from that simple but also not by any means unmanageable. 

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