Over the last year, we’ve seen a handful of well-respected manufacturers teasing something brand new that pushes against the idea that billet is the only way to go — aftermarket high-performance cast blocks and heads. On this episode, we have Platinum Racing Products’ Herman Urriola, one of the figures driving this new development, to talk us through the design, manufacture, and use cases for aftermarket cast engines and much more. 

Use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

Platinum Racing Products is well known worldwide thanks to its ultra-high quality parts for a range of high-performance engines that deftly walk the fine line between form and function.

Billet rocker covers, crank trigger kits, fuel rails, RB sump adapters, and much more are PRP’s bread and butter, but recently we’ve seen teases of an ambitious new product from the Australian company — an aftermarket cast aluminium RB26 block and head that doesn’t just reproduce the factory item but improves on it in numerous ways.

In this conversation, we dive pretty deep into Herman’s reasoning behind putting the huge amounts of time and money required into this new product and we touch on who it’s for, why it’s better than billet in a lot of situations, and why an enthusiast would want one in the first place.

Herman also gives us insight into his thriving business and details some of the mistakes he’s made, as well as what he considers the key to operating a successful aftermarket parts business.

A large part of the Platinum Racing Products process involves hundreds of hours of market research, R&D, design, CNC manufacturing, and testing — Herman gives us a really interesting look at what can be quite a high-stakes way of doing business. After all, it can easily cost hundreds of thousands of dollars to take one new part from idea to product on the shelf.

This is going to be a great listen for anyone interested in part development, CAD, CNC manufacturing, engine building, or business development in the aftermarket industry.

Follow Platinum Racing Products here:
IG: @platinumracingproducts
FB: Platinum Racing Products
YT: PRP - Platinum Racing Products
WWW: platinumracingproducts.com

Don’t forget, use “PLATINUM50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild

What is the most common mistake we make when learning how to set up our dampers and which ones we should buy?

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

Frank Vasquez from KW Suspension answers these questions and more around high and low-speed compressions and rebound, driver feedback and why buying the most expensive dampers might be a waste of money.

Got a modified road car and are interested in seeing what it’s capable of on the track? On this episode of Tuned In, Andre Nader from DNA Autosport joins us to give some guidance on all things track day setup and preparation.

Use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentb

Although Andre’s first love was of the motorbike persuasion, a degree in mechanical engineering, a thesis on race car aerodynamics, and a job at Bilstein Suspension soon had him veering off towards motorsport on four wheels. After spending a good while working in the suspension industry, Andre formed DNA AutoSport to support Sydney-based track enthusiasts and pro racers four years ago.

In this episode, we first jump into all things track day preparation. Andre talks us through all the things anyone who is heading to a track day — whether it's their first or their fiftieth — should be getting sorted in prior to the weekend. This means tyre choices and pressures, brakes, wheel alignments, and much more.

Andre also discusses some common mistakes that often he sees newbies (and occasionally not-so-newbies) making — covering everything from a lack of preparation, backwards thinking when it comes to setup changes, and wasted money on unnecessary modifications.

Lastly, the conversation turns to one of DNA AutoSport’s specialities — TracTive Suspension electronic dampers. Andre breaks down how these work, what’s involved in setting them up and tuning them, as well as the sort of improvements a driver should expect once they’re ready to go.

With some great info on drag racing suspension setup, anti-roll bar tuning and much more, this is an excellent listen if you’re looking to boost your handling and car setup knowledge.

Follow DNA Autosport here:
IG: @dnaautosport
FB: DNA AutoSport
WWW: dnaautosport.com.au

Don’t forget, use “DNAAUTOSPORT50” for 50% off our HPA Motorsport Wheel Alignment course here: https://hpcdmy.co/alignmentb

@LYFEmotorsport and their 1200HP R35 GTR are no strangers to Time Attack or track records having reset their own R35 record at the 2019 WTAC (when this was filmed), BUT, it takes a lot more than just bolting a bunch of parts together and going ‘full send’ to achieve these results as Cole Powelson explains in relation to wheel alignments.

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

The 4L Nissan VR38 powered and MoTeC-controlled car runs CCW 18*12.5 one-piece wheels which are wrapped in controlled Yokohama Advan tyres. To get the most out of the package, the team rely on data from the car via tyre temperatures, shock potentiometers above the Ohlins TTX dampers, and driver feedback to make logical changes. This attention to detail is part and parcel when it comes to ensuring that the tyre temperatures are even across their widths and that the car has the maximum contact patch possible where required on track.

Cole explains why Infrared sensors are great for live data, and why teams will still physically check temperatures under the tyre surface as quickly as possible when the car hits the pits after a hot lap. When adjustments need to be made, a simple string alignment kit and ruler are used due to their simplicity, ease of transport and most importantly their accurate and repeatable results.

At this event, Cole reset the team's own R35 GTR record but fell just short of the 1-29 that they really wanted to hit with a best time of 1-30.0230, so close! The car was doing dual duties due to a rule change this year and saw Rob ‘Chairslayer’ Parson’s WTAC debut with an impressive 1-34.1840.

Want to learn how to do your own wheel alignments at home? Start here: https://hpcdmy.co/alignb

Bolting a 4000+hp twin turbo V8-powered drag car onto a dyno and pushing it to its limits isn’t for the faint of heart, but it’s just another day in the office for this week’s guest, Anderson Dick of FuelTech USA.

Use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterb

Founding FuelTech 20 years ago as an electrical engineering student in Brazil, Anderson started from absolute scratch with very little support and no other ECU products on hand to even take inspiration from.

The problem, as Anderson explains in this episode, was that extremely strict import regulations put the Brazillian motorsport scene a good couple of decades behind the rest of the world — so much so that enthusiasts were pulling EFI systems off cars and fitting carburettors in order to run forced induction. If that sounds backwards to you, Anderson doesn’t disagree, and took it upon himself to create what was then a very simple programmable EFI computer to try and bring his country into the 21st century.

Two decades later and FuelTech is a leader in the EFI management space, especially when it comes to extremely high horsepower drag applications. So, after Anderson talks us through the very early days of his career and the unique challenges he came up against, the conversation naturally moves to tuning big power cars.

Petrol vs Ethanol vs Methanol tuning, Inductive vs CDI ignition systems, reading spark plugs, and much, much is covered in this fascinating episode. If you want to pick up some new tuning knowledge from one of the best in the industry (we certainly did), this is one episode you won’t want to miss.

Follow FuelTech here:
IG: @fueltechusa
FB: FuelTech USA
YT: FuelTech USA
WWW: fueltech.net

Don’t forget, use “FUELTECH100” for $100 off our HPA Tuning Starter package here: https://hpcdmy.co/starterb

When you think drifting, you also think of a 1966 Toyota Stout right?

Even if you don't, Ryan Tuerck's mate did, so that is what he's built with @toyotausa  and @OfficialMobil1. Moving on from the previous Ferrari-powered GT86 (GT4586) and Formula Supra (Judd V10 powered) time attack builds this drift ute, or drift truck depending on your regional dialect, fell just short of laying rubber at @semashow 22', but is tantalisingly close to doing so very soon.

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

Powered by a 3S-GTE that's also a little bit 5S-FE, 600-650hp is the goal although 1000hp would be possible, it probably wouldn't work well with the 275's on the rear and light weight.

The 3SGTE (MR2, Celica) based build sports a @Turbobygarrett GTX 770 turbocharger, mild cams, 10:1 compression, non-stroker crank and 87mm bore giving a capacity of 2.1L. The 5S-FE block which is normally 2.2L is used for its increased strength over the 3S and the team hopes to get 3 seasons of runs out of this setup before a refresh is due with @JohnReedRacing tuning the project.

Electronics are handled by @unicorngarage6095 and a suite of @MoTeCAustralia products from the M150 ECU, C1212 dash logger to a PDM30 which will see the car run without fuses or relays, something the Toyota engineers in the 1960's no doubt wouldn't have thought likely all those years ago. Probably weren't expecting 600hp+ rather than the stock 85hp either!

Drivetrain and suspension wise the somewhat classic Holinger sequential transmission and @wintersperformanceproducts rear end will play nicely with the tried and tested double A arm setup out of a Chevrolet Corvette which should give no nasty surprises and only straightforward setup changes once shakedown runs begin.

'Sick utes' aka pre-runner aficionados @Kibbetech handled the tube frame chassis design and fabrication with CNC support from Bending Solutions (Rob Parsons) with many hours spent in CAD beforehand to give an accurate finished product rather than one that needed some major or minor 'fettling' as is sometimes the case with one off 'build as you go' projects that need more time than was on hand for this particular project.

Jon Sibal has done a great job of helping this vision look awesome not just in the mind but also in the flesh with his work on the body kit which thanks to some laser scanning and great work from ADV Fiberglass has turned out perfect.

Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

What’s the best bang-for-buck calibration platform for a late-model GM vehicle? Is there anything you can’t do on a good reflashing platform? And just how hard is it to make money in the automotive YouTube space? Jeremy Formato of Fasterproms joins us this week to answer these questions and many more.

Use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashb

Many will know Jeremy from his popular YouTube channel and tuning business, Fasterproms. Those that have watched, will know that this is a guy who has been in the tuning game for many years, growing up with a father that was a pioneer in the aftermarket fuel injection tuning space.

In this episode, we discuss Jeremy’s start in the game as he learned the ropes from his father and his father’s colleagues before taking over the business nearly straight out of high school. Like anyone who has been doing this for a while, Jeremy’s got some great anecdotes from the early days, which are always a good reminder of just how good we’ve got it now.

We next dive deep into the world of reflashing GM vehicles — by far the most cost-effective way of modifying the calibration of these potential-filled machines. The amount of power that we’ve now got when it comes to reflashing these vehicles is astonishing — there’s really not a lot we can’t do. There are of course cons to go with all the pros, so Jeremy and Andre break these down and discuss at what point someone should consider moving to an aftermarket standalone ECU.

Next, we spend some time talking about the different ways we can approach tuning — everyone associates tuning with a dyno, but with the prevalence of street tuning, as well as the increasing popularity of e-tuning, it’s not the only way to get it done.

This conversation also spends a little time discussing YouTube, and Jeremy is open about exactly why he reduced his video output dramatically over the last year.

Follow Fasterproms here:
IG: @fasterproms
FB: Fasterproms
YT: Fasterproms
WWW: fasterproms.net

Don’t forget, use “FASTERPROMS75” for $75 off our Practical Reflash Tuning course here: https://hpcdmy.co/reflashb

When everyone was knee-jerk reacting negatively to the B58 engine in the A90 Toyota Supra, Stephen Papadakis & crew were the guys getting data, testing setups and then getting results on track on the 8,900rpm limiter.

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As discussed, Papadakis Racing hasn't had a B58 development program without any issues, but I think after this interview we can all honestly say there were not as many as we all might have thought! From boost response to bearing and engine coatings, lubrication and cooling systems, the quest for more and more power vs grip, this interview covers a lot of ground.

Getting 1200hp from the 8,900rpm limited platform, the team hits 2023 fresh off a championship win in Formula Drift and dives into further development of their 3.2L stroker version on tracks that favour more power, vs their tried and trusted 3.0L version on shorter runs.

The 6 cylinder alloy block runs JE pistons with stock rings, aftermarket bearings via ACL or King Bearings removing one choke point for failure along with a Supertech valvetrain and post 2021 6 port A91 B58 head. A BorgWarner 9274 is used with the 3.0L build and a 9280 with the 3.2L ensures appropriate turbo response for the multiple title-winning driver Fredric Aasbø. Low boost is around 1.2 Bar, high 2.3 Bar (17-33 Psi)  with help from TiAL wastegates and AEM boost control solenoids

Also discussed is why the CSF Radiator setup and similar are now so often found in the rear of a drift car along with some insights into the stock lubrication system, Valvetronic setup and how impressive, or unimpressive in the case of the stock bearings, OEM coatings can be on modern engine builds.

Not discussed but of interest, the car runs an AEM Infinity ECU, Injector Dynamics ID 2000 injectors delivering E85 fuel, Brian Crower 100mm crank, MOAR series I-Beam Rods, Gforce GSR 4 speed dog box, RS-R Custom Coilovers, RS-R Racing springs and Tilton 600 Series pedal box.

Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb

Braking is an element of automotive performance that many enthusiasts tend to overlook, or potentially even worse, simply throw the biggest discs and calipers they can fit behind their wheels and hope for the best. In this episode, we’ve invited Alcon’s Steve Hodgkins to help us understand the ins and outs of performance braking systems and smash some myths in the process.

Use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb

Steve has been at Alcon Brakes since the mid-90s and has been a part of a massive technological shift towards ever-improving brake technology and performance. It’s this advancement over the last nearly three decades that we start the podcast with, discussing how and why motorsport braking systems are so much better than they used to be.

To get the full benefit of these advancements, though, we need to properly understand the system as a whole — and this is where the conversation gets into the nitty gritty side, covering everything from properly sizing discs and calipers, to brake bias, to selecting the right pad compound, bedding in brakes, and much, much more.

There are so many great tips and tricks in this episode, with plenty of potential for an “ah-ha” moment as you listen to Steve’s clear and simple explanations of all areas of a vehicle’s brake system. Even if you have little interest in brakes, the fundamental, common-sense knowledge found in this episode makes it an absolute must-listen for any self-respecting enthusiast.

As per this conversation, check out Alcon's simple brake balance explanation and diagram here: https://hpcdmy.co/bias

Follow Alcon here:
IG: @alconbrakes
FB: Alcon Specialist Brakes & Clutches
WWW: alcon.co.uk

Don’t forget, use “ALCON50” for 50% off our HPA Race Driving Fundamentals course here: https://hpcdmy.co/raceb

Are traditional wastegate spring changes potentially a thing of the past with Turbosmart's 'StraightGate50?'

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Stewart Mahony from @TurbosmartHQ gives us some insight into what a boost or vacuum-actuated straightgate can and does do compared to the traditional poppet-style wastegate options.

One of the first questions on your mind might be how much this butterfly valve will leak. 0.006% is the answer thanks to specific valve seat design considerations that are different from a throttle body where we typically see butterfly valves in use.

Turbosmart claims the self-balancing nature of the StraightGate50 means a huge tuning window of over 5 times base spring pressure can be obtained with Stewart stating they had no issues from 5-35psi on their test rig using a 3-port solenoid, 5lb spring at 45% duty cycle. 35psi was the limit of the test rig, not the straightgate. Note features listed since this interview (included below) state 6psi to 42psi of control with the supplied base spring.

Compared to the electronic version the boost or vacuum-actuated option gives those without a somewhat uncommon 20Amp H-Bridge output on their ECU or an external H-Bridge module another option as well as more friendly emissions considerations in relation to OEM style vacuum-actuated control as discussed.

It's mentioned and worth noting the StraightGate50 (pSG50 or pSG50v) 50mm butterfly style flows more air at 383.9 CFM than a traditional PowerGate60 (WG60) 60mm poppet style at 360.9 CFM, and without the requirement for a 90-degree turn in the wastegate flow and also heat dynamics are changed for the better, all with a wider window of precise control. Some of this does come at a cost though with the max safe pressure ratings for the StraightGate50 being 100psi vs 220psi for the PowerGate60.

Want to learn how to tune EFI? Start here instantly, and for free: https://hpcdmy.co/tuneb