Tuned In

At 25 years old, Oscar Zelaya is the youngest guest we’ve ever had on the HPA Tuned In podcast. Listening to this in-depth, tech-heavy conversation you’d never know it, though. 

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

With a background in mechanical engineering and a strong interest in motorsport electronics, Oscar has made a big impact in the motorsport community over the last few years.

After leaving university and walking straight into a role with MoTeC USA, Oscar has since taken a leap of faith and now runs his own business, Zelaya Brothers, which offers a range of services from product development, to powertrain calibration, vehicle electronics solutions, and more. 

With Oscar’s large breadth of knowledge and skills in mind, this is a wide-ranging discussion that focuses on the nittier, grittier aspects of reverse engineering factory electronics, building custom firmware, working with CAN bus, and a lot more.

Oscar also talks us through his involvement with the Hoonicorn and Hoonipigasus projects — in particular, what it takes to convert the methanol-fed Mustang from hillclimber to what is essentially a drag car.

The emerging field of transmission calibration also features in this discussion, with Oscar explaining the intricacies of tuning modern sequential paddle-shifted transmissions and how to get the most out of them.

Finishing off the chat with a look into the challenges of starting a company in this industry at such a young age, there’s a whole lot of interesting information well worth sinking your teeth into in this episode. 

Listen to the Sander Marques’ episode here: https://hpcdmy.co/obsidian

Follow Zelaya Brothers here:
IG: @zelayabrothers
FB: @Zelaya Brothers
WWW: zelayabros.com

Want to learn how to work with CAN bus? Start here: http://hpcdmy.co/canbusb

Tuning high output engines is a skill in itself, but Jim Souvas of Nitto Performance Engineering (and former owner of Croydon Racing Developments) has knowledge that goes much deeper into aftermarket performance parts from the tuning stage.

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

As power levels have increased from 250HP to 2500HP performance engine internals have had to keep up and thanks to people like Jim Souvas of Nitto Performance Engineering figures could once only be seen on the drag strip can now be reliably run in circuit and more amazingly street applications and at Sydney Jamboree he took the time to explain some of the steps involved in parts evolution.

Zeroing in on the Nissan RB series of engines we discuss why crank flex is an issue, what is done to stop it with the introduction of EN40B material and how bearings reliability is also improved at the same time. Also discussed are oil pump upgrades which are a known weak point on for the RB's and Jim dives into where and how the factory pumps break along with what has been done to fix these flaws with Nitto oil pump replacements.

The progression of development for Nissan RB26 and RB30 engine parts is covered including Nittos involvement in heading over to the RD blocks as well in the quest for more and more power.

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

Aftermarket camshafts are an obvious path to go down when you’re on the hunt for more power, but there’s a lot of misunderstanding out there when it comes to the subject. This episode of Tuned In intends to clear some of that up. 

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

Thomas Goatley of Kelford Cams sits down with us this week to dive deep into the world of performance camshafts because, while the basic concept may seem simple enough, there’s a whole lot of fascinating science and engineering that goes into camshaft manufacture and selection — and it’s all absolutely worth digging into. 

Thomas starts by breaking down a huge range of cam-related terms and explains how it all really works and why each aspect matters. Expect to gain a really good understanding of lift, duration, lash, lobe separation angles, and much more.

There’s also a lot that goes into selecting the right cams, which is something that enthusiasts commonly get wrong through a lack of understanding of their own engine build, how cams actually work, or what it is they’re actually wanting. Hint — scrolling straight to the bottom of the list and ordering the biggest, baddest cams in the catalogue rarely works out well. Thomas details the common mistakes that people often make around cam selection and the best ways to avoid them. 

With discussions on NA versus turbo considerations, different manufacturing method pros and cons, as well as the importance of proper break-in procedure and cam timing, this conversation is a goldmine for anyone looking to up their knowledge in the performance headwork and camshaft game. 

Follow Kelford Cams here:
IG: @kelfordcams
FB: Kelford Cams
WWW: kelfordcams.com

Want to learn how to degree cams yourself? Check this out: https://hpcdmy.co/camb

1000hp and 53psi of boost from a 2.5L 2005 Subaru WRX using a factory ECU and COBB Accessport isn’t something most people would imagine possible, but Erich Uhlman from PRE Racing explains how it is and what some of the pros and cons of the setup are.

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

Known as 'The Black Widow' this Thunderbolt Racing Fuels 98% ethanol-fed EJ257 runs a Precision Turbo 7675 Gen II turbo, Brian Crower Stage 3 cams, Manley Performance internals, a PRE Racing pro drag block and a KAPS Transmissions 6 Speed Sequential gearbox to put the power to the ground with a past speed of 197 mph.

Starting with a more humble build the decision was made to use COBB software and hardware, but as the car has developed so too has the software via continuous updates and support. This enables Eric and the team to live tune about 95% of the required tables and settings on the dyno and also via some data logging features at events like the Pikes Peak Airstrip Attack.

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

How does an endurance team get an engine to last 24 hours at full race pace? Just what the hell is motorsport mechatronics? And, the question you’re probably too polite to ask; what’s it like being female in an absolutely male-dominated industry like motorsport engineering?

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

On this episode of the HPA Tuned In podcast, we’re joined by Hannah Westbrook, a motorsport applications engineer who spent nearly a decade developing products for MoTeC, and is currently working with Honda Performance Development on various race programs as a group lead, as well as studying for her masters in advanced motorsport mechatronics at university at the same time.

All this experience gives us a really interesting look into the upper echelons of motorsport electronics, and is especially relevant to anyone looking to take an academic path into the industry. 

The conversation starts off with Hannah’s university experience and heavy involvement in Formula SAE, first as a competitor and later as a judge. After completing her degree, Hannah jumped straight into working with MoTeC, and she talks to us about being thrown into the deep end after she was asked to assist top-tier teams with electrical equipment issues mid-race, four days into her new job. 

Hannah also provides an interesting look into the world of INDYCAR, IMSA, and LMDH racing from an engineering perspective, and jumps into a really interesting discussion around the future of motorsport powertrains. EV has its place, she thinks, but there are other avenues currently being heavily invested in that may well be the better choices. 

Lastly, the obvious question arises — what’s it like being female in such an absolutely male-dominated industry? In answering this question, Hannah provides a really interesting look into the motorsport world from her perspective — the good, the bad, and the ugly. 

Follow Hannah here:
IG: @westbrook.hannah

Inspired by this conversation and want to harness the power of data logging? Start here: https://hpcdmy.co/driverb

Nissan Skylines are one of the most popular cars from the 90s and 2000s for modification, but throughout all those years we’ve never seen one quite like this.

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

Capable of 975HP at 28PSI, Dennis O’Malley had the XR32, a Ford Barra powered R32, dialed back to 850HP at 23PSI for this year's Turbosmart Flying 500 at the World Time Attack Challenge in order to make the car a little more ‘user friendly', but unfortunately didn’t get a good run due to some ongoing fuel pressure issues. The Micks Motorsport-built Barra runs Siemens Deka 2400cc injectors, Haltech Elite 2500 ECU, Ford Falcon T56 box with S1 Shifter, forged internals and a Plazmaman Plenum is used along with a 6 piece cast manifold, but due to the nature of the swap pretty much everything else has been custom made to fit.

The RB26 and RB30 platforms are a solid choice when it comes to making good power with driveability, but the original owner of this R32 GTST turned GTR Nissan Skyline wanted to do something a little bit different, and a 4L Ford ‘Barra’ engine was squeezed in and a RWD only setup used due to packaging issues. The car is originally a GTST, but a GTR rear end has been fitted along with GTR sills and front panels

The traction issues discussed are in part due to what was supposed to only be a temporary turbo setup of a Precision 6766 turbo with an undersized rear housing which narrows the usable rev range, but there are future plans to remedy this issue and also fit some bigger rubber under the rear at the same time to get to power the ground.

BARRA: For those unaware, the Barra is a 4L DOHC, VCT equipped inline 6 produced in and by Ford Australia originally for their ‘Barramundi’ BA Falcon and SX Territory model lines, and although nowhere near as common, a V8 variant was also produced. A turbocharged XR6 Falcon variant of the I6 Barra also came from the factory, but at 326HP it was well short of the 975HP capable build here.

If want to learn how to tune EFI start here instantly, and for free: https://hpcdmy.co/tuneb

Just how easy is it to get 1000hp out of an Audi 4-litre? With reflashing’s capabilities growing every year, will standalone ECUs ever become obsolete? And what makes someone drop their profession as a doctor to tune cars full time?

All these questions and many more are answered in this week’s episode of the High Peformance Academy Tuned In podcast with John Banks and Mitch McKee, the brains behind Dyno Spectrum.

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

Dyno Spectrum is best known for its popular DS1 package for various Audi and Lamborghini platforms. It allows for easy wireless real-time reflashing of factory ECUs and includes provisions for Flexfuel, high-speed datalogging, as well as a long list of off-the-shelf maps to work with whatever level of modification a car has. 

Both John and Mitch have been in the game for years and bring a wealth of knowledge to this conversation. While they first met when working for Cobb reverse engineering factory ECUs, both had quite different and interesting career paths to get where they are today — especially John who, up until a few years ago, was a practising doctor who worked with automotive electronics and tuned cars after hours for fun.

The conversation jumps into factory ECUs, digging deep into how they work, and why they do the things they do that at first inspection don’t make a whole lot of sense. Reflashing, as you’d expect, is also covered in fascinating detail.

The big question that seems to be getting harder and harder to answer is also discussed: reflash vs standalone — when do we need to ditch the factory ECU and go MoTeC, Haltech, Link, or anything else? Do we even need to at all? 

Follow Dyno Spectrum here:
IG: @dynospectrum
FB: Dyno Spectrum
WWW: dynospectrum.com

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

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

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

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.

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

When it comes to turbo exhaust manifolds, it seems like there are a lot of contradictory opinions out there about runner diameters and lengths, split versus undivided, and everything in between… So who’s right and who’s wrong?

On this episode of the High Performance Academy Tuned In podcast, we’re joined by Matt Morrison of Morrison Fabrications.

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

Matt has spent years specializing in one thing — exhaust manifolds — and has dived down some very deep rabbit holes in order to figure out what works and what doesn’t through various means of testing and investigation. Luckily for us, he’s happy to share that knowledge so we don’t have to do the same.

Matt and podcast host Andre Simon discuss all facets of turbo manifolds in this episode, starting with Matt’s early attempts to build his own and his eventual progression towards turning that into a full-time business with his wife, Samantha. 

Morrison Fabrications has since built a niche following in the Mitsubishi scene, and has done some serious research and testing into finding the optimum runner diameters and lengths, the best materials to use, and what wall thickness works best — all in the quest for the ultimate boost response and power delivery.

There’s also some great discussion around fabrication itself that jumps into how Matt goes about fabricating and TIG welding some seriously intricate and tricky manifolds — those who are keen on welding might find some really useful tips and tricks in this episode. 

There does seem to be a general lack of real understanding around what we should be looking for when choosing or building a turbo manifold — this episode is a great opportunity to learn and make better-informed decisions for your next manifold build or purchase. 

For a more detailed dive into Matt’s research, check out: http://morrisonfabrications.com/tech/

Follow Morrison Fabrications here:
IG: @morrisonfab
FB: Morrison Fabrications
WWW: morrisonfabrications.com

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

While electric vehicles (EVs) have long been touted as the future of the performance world for a long time by many, the reality is between the costs, lack of aftermarket support and products that are not suited to motorsports have kept us waiting.

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

Thanks to the likes of Cascadia Motion, AEM Performance Electronics and their team including John Romero, aftermarket control for EV applications is gaining traction and in this interview from PRI we dive into some of the equipment required, what the main considerations are for an EV tuning compared to internal combustion engine (ICE) applications for motorsport.

Topics covered include the uniquely EV issues such as battery temperature related to output and how cooler isn't actually always better plus interestingly the difference between production line EVs like Teslas or Nissans Leafs and the way they DON'T manage this well. An AEM VCU can be used to give you power where and when you want it for motorsports applications by letting to focus on this aspect, and also even for a street application you will be able to 'tune' for longer battery life too.

We don't cover VCU tuning yet, but if want to learn how to tune EFI start here instantly, and for free: https://hpcdmy.co/tuneb