**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.**

3000HP+ 4 cylinder drag cars, EKanoo's World Record breaking 5-second door slammer, LMP3-turned-Pikes Peak  hill climbers, 460mph++ land speeders, the list goes on and on, and this is only a portion of what Shane Tecklenburg, aka Shane T of TunedByShaneT is and has been involved with throughout his career.

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

Let's dive into some of this along with how his career really got rolling leading to his involvement in projects like this and so much more leading Shane to be one of the most passionate and pointed people we know in the industry.

Also discussed are some of the specific challenges of tuning a car to race at Pikes Peak international hill climb which see's competitors finishing at over 14,000ft. That's high enough for aircraft to require the use of oxygen in the cabin.

Want to learn how to EFI tune? Start with some free lessons right here: hpcdmy.co/efilesson

NOTE: Some scientists claim swearing can be a sign of intelligence, and if they used Shane as a subject we'd say they're right, so be warned Shane has a 'diverse' vocabulary that may be unsuitable if you're still convinced that your children will never hear such words or use swear words themselves 😅

Failure on race day due to wiring gremlins is not an uncommon issue at some levels, but with the time and money that goes into running a professional level vehicle at events all over the globe it is inexcusable.

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Luckily there are people like Chris Paton of 12 Volt Performance out there to build motorsport specific looms that allow for the extra heat, fluids and wear that a dedicated motorsport car will see much more of compared to your average car or even performance streetcar. At the latest World Time Attack Challenge we were lucky enough to have a chat with Chris about what goes into looms like that of the Tilton Interiors/Racing EVO V2 Time Attack car and how you can progress from general automotive wiring into motorsport specific applications.

Also discussed are some of the main point of differences between a general automotive loom and a motorsport specific variant including a quick break down on the advantages of Tefzel wiring compared to TXL which you will find in almost all street cars along with how in the past it has been difficult to find solid resources beyond pictures to help learn and build such a skillset.

Also touched on is the cost of the materials and tooling required for professional-level looms, but for the end result it is certainly worth it. Concentric twisting is also discussed along with the detail that goes into planning your braid in order to benefit from the strain relief and flexibility of such a technique but not at the cost of added weight from poor planning and excess filler wires.

What are filler wires you ask? Chris also explains this along with how before a single wire is cut everything the car will run not just now but also in the future plans is mapped out in the car and measured to ensure there are no mistakes and no need for extra additions to the loom in the future which are difficult at best and add a higher chance of failure.

With 20 to 40 hours going into an engine loom/harness it is certainly worth the time and effort to plan ahead and use the best materials for the application first time around in this game. The 1200HP, 42PSI, 2.2L 4G63 powered Tilton EVO V2 also had a successful weekend at WTAC with a 1st place in Pro-Am and 3rd in Pro which is a credit to Chris and the rest of the large team behind builds like this, which went from bare chassis to the track in only 3 months.

Want to learn more about motorsport wiring? Claim your spot for the next FREE lesson: https://hpcdmy.co/wireb

What do you do when the current crop of standalone ECUs just aren’t providing the features you need? In the case of this week's guest, you simply build your own.

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

On this episode of Tuned In, we catch up with Syvecs Ltd's Technical Director Ryan Griffiths, who’s currently based in Dubai, to get into the finer details of ECU development, tuning, motorsport traction control, and much more.

The conversation kicks off with Syvecs' origin story, in which Ryan and his colleagues got together to create a brand new ECU after becoming frustrated with the limitations of what was on offer in those early days — most commonly APEX’i Power FCs and early AEMs. These tuning frustrations became the genesis of one of the most capable plug & play standalone ECU options out there, pushing Ryan and his friends to create something far better in every way.

That evolution has continued over the last couple of decades, and it’s allowed Ryan to push the limits of what’s possible, even as plug & play ECUs become harder and harder to produce due to the increasing complexity and security involved in modern high-performance vehicles from the likes of McLaren, Chevrolet, Porsche, and more.

Syvecs is also a very popular option with R35 GT-R and V10 Huracan/R8 enthusiasts, and after listening to Ryan explain his process and the inner workings of these ECUs, you’ll begin to understand why.

This episode is a fascinating deep dive into ECU development and features some great in-depth discussions on knock control, traction control, the differences between road-going ECUs like Syvecs and motorsport-dedicated ECUs like Life Racing, and plenty more.

Follow Syvecs here:
IG: @syvecs_ltd
FB: @Syvecs Ltd
WWW: syvecs.com

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

Even when budget is not a limiting factor, why might a team choose to use a factory block over an aftermarket billet one in a Time Attack build?

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With a 2.2L stroker 4G63 MIVEC build featuring a custom billet crank, rod and pistons, Benjamin Perry of Benchmark Solutions explains why a billet block was not a consideration for this build along with covering some of the upgrades the Global Aircraft Services Mitsubishi Evo 9 has seen in order to remain competitive in the ever-popular Open Class as the World Time Attack Challenge.

Controlled by an EMtron KV8 and MoTeC PDM15 the electronics package has seen some upgrades before this event including the addition of more sensors to enable more data and refinement in the setup of the car for driver Nathan Morcom, a major suspension overhaul and a turbocharger upgrade to the BorgWarner 9280.

Transmission wise this Evo 9 is running a bolt-on Hollinger MFE9 with their paddle-shift kit which is controlled by the EMtron KV8 ECU and a MoTeC Mitsubishi Diff Controller (MDC) for the central differential torque split which is calculated by speed, pressure, G-forces and driver inputs.

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

The injector is one of the most critical components when it comes to tuning your engine and getting the most performance, reliability, and consistency out of it. Despite this, there are a lot of misunderstandings and half-truths out there when it comes to the subject, so we’re grateful to have Injector Dynamics’ Paul Yaw on for this episode of the HPA Tuned in Podcast to help clear things up.

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

Paul and his company have done a lot to increase that knowledge and understanding over the last decade as his products have lifted the whole industry and become the standard in the high-performance tuner and motorsport world.

There’s a lot more to injectors than you might think, so in this episode, we take a very deep look into the subject, covering how they actually function at a detailed level, what makes a good injector good, duty cycles, how to figure out what size you need for your application, and much more.

Injector characterisation and what that means for tuning is also covered, as is Paul and Injector Dynamics' journey from a small upstart trying to improve what was a very murky part of the industry at the time to the dominating market leader it is today.

Relevant articles as discussed in this episode can be found here and here. 

Follow Injector Dynamics here:
IG: @injector_dynamics
FB: @Injector Dynamics
WWW: injectordynamics.com

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

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...

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.

Interested in learning how to do your own wheel alignment for the track or street? Start with a free alignment & suspension 101 lesson now: hpcdmy.co/alignmentf

Think you fully understand the high-performance combustion engine? This tech-heavy episode with Ilmor Engineering’s DeWayne Logan might fill in a few knowledge gaps you never even knew you had.

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DeWayne is a calibration and mechanical development engineer for Ilmor, based out of Michigan in the United States. The company has been in the high-performance engine game for a long time now, having supplied engines for the Formula One, NASCAR, and Indycar series.

In this conversation, DeWayne and Tuned In host Andre Simon wade deep into the weeds of high-end race engine development, touching on many different aspects that go into creating something like Ilmor’s 700+hp, 2.2-litre, twin-turbo Indycar V6. Sure, that power figure’s not anything we haven’t seen before, but keep in mind that these engines need to produce that power reliably for hours on end at wide-open throttle in a race situation, and do it for far longer in testing.  

DeWayne spends time really breaking down some of the key considerations of engine operation and development, like the relationship between compression ratio, fuel octane, and boost pressure, as well as how to go about selecting the correct compression ratio for a given engine.

Knock, detonation, pre-ignition, and super knock are also broken down and explained, allowing us to fully understand exactly what these conditions are and how they affect the operation of our engine and its durability.

There’s a whole lot of high-protein engine development knowledge to chew on in this episode!

Interested in learning to build your own performance engine? Start here: https://hpcdmy.co/engineb

Learning how to tune a 7-second, 1800HP world record-holding drag car!

With no set recognized training pathway to becoming a professional EFI tuner, it’s hard for some starting out to see what they need to do to reach their goals within the industry. At TX2K Devin Schultz of Boostin Performance talked Andre through how he went from twisting spanners on simple builds as an internetless 16-year-old through to tuning the Red Demon, the World's Quickest and Fastest AWD Mitsubishi with a 7.047 @ 204 MPH record as well as separate blistering 215 MPH run down the quarter.

Devin talks about how over time the success of the 95 DSM project saw others begin to seek him out for tuning services which then grew into a full-time career and how advancements in ECU and turbocharger technology is the main drive behind cars going faster and faster down the strip and around the track.

Also discussed are the advantages of strain gauge setups and how they operate, boost by gear, future goals for the Red Demon and how ECU processing speeds are the next thing on the horizon that will see performance increased even further.

Due to injury Devin and the Red Demon were not running at this event but we're excited and watching closely for them to crack into the 6s in the future.

Combining top-notch fabrication skills, a trusting clientele, and endless creativity, this week’s podcast guest has crafted a successful business as a high-end car builder without making big compromises along the way.

Kyle from Kuhnhausen Metal Concepts joins us on this episode to discuss all things fabrication.

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

Ever since Kyle won the SEMA Battle of the Builders Young Guns competition back in 2018 with his well-known InZanity Datsun Z build, he’s been letting his work speak for itself, gaining a list of trusting clients who give him plenty of creative freedom in order to build something truly unique.

In this conversation, Kyle discusses a wide range of topics related to the automotive fabrication realm, including how he gained the skills he uses every day, the art of TIG welding, why you shouldn’t dismiss MIG, and incorporating modern tech like CAD and 3D printing into your workflow.

Kyle also lays down some great time-saving fabrication tips, lists essential equipment he thinks everyone should start out with, and opens up about how he started and sustains his boutique car-building business.

This is a solid episode with plenty of inspiration for anyone looking to get into automotive design and fabrication, whether you’re just planning to make some parts for your own car or start a fresh business. 

Follow Kyle here:
IG: @kckuhnhausen
WWW: kuhnhausenmetalconcepts.com

Want to learn how to fabricate parts for your own car? Start here: hpcdmy.co/fabb

4G63 vs 4B11, best turbo back pressure ratio and is the biggest turbo you can fit the best? Let's find out!

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Running 1170HP, 680 ft-lbs of torque and in excess of 53 PSI of boost, the English Racing Mitsubishi EVO X is pushing the boundaries and leading the pack to be the fastest Mitsubishi Evolution X in the world. Driver Myles Kerr discusses some of the challenges that come with pioneering a newer platform and where he sees the 4B11 being superior to the proven but now dated 4G63 power plant. Despite what a lot of people think, it does take more than just a healthy bank account to get this done 🤓

This Extreme Turbo System built EVO X runs Golden Eagle sleeves, stock stroke GRP Connecting Rods, a modified factory crank, GSC Power Division valvetrain and S3 cams, a Precision 7685 turbo and the MoTeC M150 with John Reed Racing modification brings it all together. The team had some huge drivetrain issues before getting the weight down and the car now runs a Graf h-pattern 5-speed dog box, Shep transfer case, Driveshaft Shop shaft and rear axles with a Mitsubishi 300GT rear diff. The power is currently a fixed 50:50 split and in the clutch department, an Exedy triple carbon clutch and Magnus Motorsports slipper system keep the launches consistent.

Andre and Myles also discuss why the biggest turbo isn’t the best, where there is still more weight removal to be done, the 4B11’s advantage over the 4G63 at low to medium power levels and the sweet spot for turbo back pressure when it comes to drag racing.

At the TX2K 2019 event, Myles and the EVO set a new record with an 8.167-second pass at 180.79 MPH so the team is on track and creeping closer and closer to that 7-second pass.

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