Tuned In

There’s a good chance there’s more you could be doing to get the most out of your car’s handling capabilities, and this week’s guest — industry legend Mike Kojima of MotoIQ — is here to talk you through it.

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

MotoIQ has long been a trusted source for technical knowledge covering a wide range of subjects, and although founder Mike Kojima is an automotive jack of all trades, it’s his vast knowledge of suspension tuning that we tap into for this episode.

Mike first talks us through basic suspension set up rules to live by, the pitfalls of cheap parts, and points out where he sees enthusiasts going wrong time and time again — it turns out that it’s not all that hard to take a step backwards in handling performance when fitting new parts if you don’t know what you’re doing.

The episode then dives pretty deep into the finer details of handling, focusing on tyre temps, front-wheel drive and drift-specific wheel alignment secrets, as well as super-common issues that could be fixed relatively easily with a few tweaks. 

Finishing up with a fascinating look into the world of Formula D suspension, wheel alignment, and tyre setups, this episode is required listening for anyone that likes to go fast.

Check out our suspension and car setup courses here: https://hpcdmy.co/handleb

Follow MotoIQ here:
IG: @motoiq
YT: motoiq
WWW: motoiq.com

Audi 200 Turbo Quattro Trans-AM and the 1989 Audi 90 Quattro IMSA GTO, what’s the difference?

Timo Witt of Audi Tradition was kind enough to give us a rundown on the differences between the  Audi 200 Turbo Quattro Trans-AM and the 1989 Audi 90 Quattro IMSA GTO cars which dominated their respective championships, even with 3 rounds missing and last-minute development for the IMSA GT series which Timo touches on along with data logging capabilities in the late ’80s and the challenges of boost control for circuit vs rally racing.

The 1988 Audi 200 Turbo Quattro was based on a production road-going car and used a 2.1L turbocharged 5-cylinder engine with 2 valves per cylinder that safely pushed up to 2.1 BAR (30 PSI) and 400 kW (550 HP) and more when atmospheric conditions allowed. This was controlled by a Bosch Motronic MP 1.2 ECU and despite being underpowered compared to the competition, setting the car up to have boost from the turbocharger on tap in the right rev ranges and the 4wd system saw it dominate the season and take out the constructors championship.

Comparatively, the 1989 Audi 90 Quattro was a very different animal and ran a turbocharged 5-cylinder 2.2-litre in-line engine derived from the Audi Sport Quattro S1 Pikes Peak. Running around 3 BAR (43 PSI) to produce 530 kW (720 HP), the engine was fitted with an extra set on injectors and controlled by a Bosch Motronic MS 1.7. Other than using the standard steel roof, the bodywork and chassis of the IMSA GTO spec car were completely different to the road-going models and used a metal frame with plastic skin.

SIDE NOTE: The late 1980s was a busy time for Audi in the USA with it giving a large push into the Trans-Am and IMSA GT racing series for advertising purposes only to have the rule books changed in order to exclude it from both series in part due to its instant dominance with the Quattro system and also due to other turbocharged European vehicles having success in the series in the years prior with Audi being the last straw for the USA based series. The rule change saw rear-wheel drive and American produced V8 powered cars become a requirement, pushing many teams out. It must be noted though that even US-based manufacturers that entered models which were not equipped with V8’s also had to follow these rules and switch power plants in the interests of parity regardless of the marque.

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If you’ve ever dreamt of tuning some of the most desirable and iconic race cars on the planet, this episode of Tuned In featuring David Rowe of EPS Motorsport is a must-listen.

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

David came up in the very early days of MoTeC, beginning his career working for the Australian ECU manufacturer when MS-DOS-based systems were the only option. As the technology advanced over the following years, David built up a huge base of knowledge and skills, and now resides in the UK where he runs EPS Motorsport, working with some of the greatest race cars the world has ever known. 

In this conversation with host Andre Simon, David talks us through his climb towards his current position as the MoTeC guru in the UK and Europe, and shares some really key advice when it comes to running a one-man-band business in the motorsport world.

From there, although a lot of the projects he’s worked on are kept in the shadows and covered by NDAs, David discusses some of the incredible projects he’s been involved with and is allowed to talk about, like the Sauber Mercedes Group C weapons and Toleman-Hart F1 cars powered by monster monoblock turbo 4-bangers. 

These sometimes-priceless cars often receive a full electronic modernisation from David, and time is spent discussing exactly how that is achieved, and why it’s even done in the first place.

The conversation winds up with an interesting discussion around different dyno types and why each has its own advantages and disadvantages. 

David’s a straight shooter, and that means there’s some excellent, no-nonsense advice and knowledge to be gained in this episode. 

Follow David here:
IG: @EPS_Motorsport, @audi_quattro_revival
FB: @EPSmotorsport
WWW: epsmotorsport.com

Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Is this BMW E36 build the most radical Hill Climb monster in the world?

Bimmerworld’s ‘Bergsteiger’ was built for Pikes Peak, and at The SEMA Show’s Optima Batteries booth, chassis guru Wayne runs us through some of the thought that goes into a dedicated Hill Climb build. After selecting the Roush-built 1150HP Weistec Garrett GTX3076 turbocharged V8 P63 engine (the S63’s motorsport variant) and doubling the output from a GT3 BMW M6 IMSA WeatherTech SportsCar Championship build it was quickly apparent that a tube frame chassis would be required to the accommodate the size of the engine.

Some insight into the aero setup is shared, including the requirement for 2000lbs front downforce to match the rears 1800lbs at 150mph along with some of the layout decisions and placements required to get that car to a weight of 1100kgs (2400lbs) with a 50:50 weight distribution. A carbon fiber widebody and lightweight Forgeline GS1R rims wrapped with Continental tires also help keep that weight down. 

A Bosch Motorsport ECU is used along with a MoTeC dash display for logging and driver data on the electronics side of things, the suspension is looked after by Motion Control Suspension and Bimmerworld components along with PFC brakes to handle the demands of high altitude racing.

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

“Circuit drivers see one corner 1000 times — rally drivers see 1000 corners one time.” In this High Performance Academy Tuned In episode, we’re joined by the one and only Dave Carapetyan of Rally Ready.

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

Better known as ‘Texas Dave’, this driver and instructor owns and operates the Rally Ready driving school on a converted cattle ranch 30 minutes outside of Austin, and joins podcast host Andre Simon for a dive deep into the world of rally. 

Dave first breaks down the sport, explaining the ins and outs of stages, co-drivers, service intervals and everything in between, before jumping into the mechanical side of the equation to talk about damper setup, braking needs, and the importance of horsepower.  

There’s a lot that goes into building a winning rally car and, as you can probably guess, it’s more than just piecing together a rapid machine.

Time is also spent covering the best ways for an amateur to get into this sport, from the right vehicle to pick, to setting realistic expectations, to just how much money you really need to be competitive. The guys also have an interesting chat around FWD vs RWD vs AWD that may surprise a few listeners.

Lastly, although there’s a lot that goes into building the abilities needed to become a podium-level rally driver, Dave still thinks there are a few key skills that, when mastered, will get all the aspiring Sebastian Loebs out there a long way towards success — even rally newbies like Daniel Ricciardo.

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Follow Dave here:
IG: @texas_dave, @rallyready, @brcc_motorsports
FB: Rally Ready Driving School
WWW: rallyready.com

What makes a 7.56 second at 187MPH world record holding AWD Honda Civic tick?

Pushing out approx 1300-1400HP at 70PSI of boost on ethanol fuel, Norris Prayoonto gives Andre Simon the rundown on what went into the worlds quickest AWD Honda build and how some aspects compare to the FWD setups they are also very successful with.

The MoTeC-controlled Honda Civic runs a K-Series-based engine with Prayoonto Racing in house 2.2L long block, camshafts and cylinder head, Brian Crower crank, JE pistons and all the other goodies from their FWD engine program. Class rules limit the team to a 76mm Garrett GTX50 but with extra weight added to the car, they would be permitted to run a bigger 80mm turbo, however that is not on the radar just yet.

Unlike a lot of other AWD drag cars, such as the GTR, the Prayoonto team treat the car more like a FWD than RWD and as such the split is 70/30 which is producing consistent 60-foot times in the 1.1s range and compared to the team's 1.4 second times with FWD only that is a substantial improvement. Lastly, i-VTEC and its usage are also discussed along with cam profiles, traction control and in passing a nod for a billet block in the team's future.

Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Sander Marques of Obsidian Motorsport Group is our first-ever return guest, and for very good reason. 

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

Sander first jumped on the Tuned In podcast in its early days, way back in Episode 008, and while we managed to gain a tonne of insight during that conversation, we still had so many questions left to ask the tuner and MoTeC M1 Build savant.

With Sander’s heavy involvement in the recent high-profile Hoonipigasus Porsche hillclimb build driven by Ken Block, now seemed like the perfect time to catch up and see what kind of knowledge we could dig out of him this time around. 

Sander and podcast host Andre Simon first discuss the initial planning stages of the Hoonipigasus build as the team dealt with a quickly dwindling time frame. Sander was in charge of designing and planning out all the electrical systems in the car, and he had to do it all without it actually existing yet.

Lots of time is spent in this conversation running through the incredibly complex control systems, which includes the use of twin MoTeC M142 ECUs, geo-fenced hydraulic ride height adjustment, Sander’s own bespoke INS (inertial navigation system), and much more.

Unless you’ve been off-world for the last few months, you’re probably already aware that the Hoonipigasus sadly never made it past practice at this year’s 100th running of the Pikes Peak Hillclimb. While Hoonigan’s excellent documentary covers a lot of what went into the build, we knew that Sander would be able to provide some seriously in-depth insight that’s better suited to this podcast and its more technically-minded listeners.

The Hoonipigasus went from concept to completed machine in a ridiculously short time frame, and this episode provides a fantastic behind-the-scenes look at what it takes to create such an impressive machine in such a small amount of time. 

Follow Sander here:
IG: @lambdaofone
FB: @obsidianmotorsport
WWW: obsidianeng.com

Sander's first appearance on Tuned In: https://hpcdmy.co/sander1
Hoonigan's Hoonipigisus documentary: https://youtu.be/j34S2Me8xRE

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

What goes into designing and manufacturing a cam for a brand new engine design that’s just hit the market? Kiel Rasmussen of Kelford Cams explains.

It was a no-brainer for Kelford Cams to dive into producing an aftermarket camshaft option for the BMW B58 engine that powers the MK5 A90 Toyota Supra, and at the Performance Racing Industry Trade show Kiel explains how things go from reverse-engineering the valve lift curve through to producing a final product.

The limitations in valve lift on the intake due to the B58s rocker arm system are explained as well as how the exhaust side is much easier to deal with at this stage giving a solid 50HP increase throughout the power range with an exhaust cam swap alone before you start to see some tradeoffs in power delivery. Note for now while the rest of the aftermarket is catching up the cams are set to match the stock internals, so there is still plenty in the tank for the future.

Also discussed is heat treatment and how the camshafts must be straightened afterwards where necessary depending on the metal used, and a little bit of what goes into the PAC Racing Kelford spec'd valve springs and retainers with setups like this.

Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

What’s the key to building and tuning a turbocharged engine for sustained top-speed runs? How do you catch a potential problem before it results in a blown motor? And what’s the secret to acquiring and maintaining a good reputation in the industry?

All these questions are answered in this, the 50th episode of the High Performance Academy Tuned In podcast with the legendary Jay Meagher.

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

As far as reputations in the aftermarket performance industry go, Jay has one of the best. Podcast host Andre Simon gets Jay to break down his approach to tuning, engine building, parts supply, and customer relations to find out how this has been achieved.

Jay has been developing and tuning high-powered domestic and import engines for a good few years now, and has a lot of experience and advice to drop in this conversation when it comes to keeping big power setups reliable. Spoiler; there’s a lot to be said for building it right the first time, leaving a little power on the table when tuning, and being able to spot a problem before it causes a catastrophic failure.

Jay has spent much of his motorsport career at the dragstrip. In more recent years, though, has been starting to push the top speed limits at the famous Bonneville salt flats. This isn’t a topic we’ve ever discussed on Tuned In before, and there’s a lot of interesting insight in this episode when it comes to building motors that are built to run at sustained power and RPM levels for long periods of time. 

Finishing off with a great discussion around the pros and cons of different dyno types and the pitfalls of jumping between them, this conversation is jammed with useful and interesting information in equal measure. 

Follow Jay here:
IG: @rsgarage.us
FB: RS Garage
YT: RS Garage
WWW: rsgarage.us

Learn more about Performance Engine Building by coming along to the next FREE lesson: https://hpcdmy.co/engineb

Using the Blueprint Racing 6.53 @ 213mph Mazda 6 for some examples we dive a little into how to build a rotary engine for drag racing.

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

Getting 1500HP out of a rotary engine isn't hard these days with the knowledge in the industry, but doing it with a window of safety and repeat reliability is still a struggle as Jon of Jon Blanch Racing explains. Naturally, some comparisons are made between the rotary and piston world in respects to aftermarket part support which has been growing in recent years but still lacks in many areas no matter how big your budget is, but most interestingly from what is out there the OEM Mazda rotors with some modification are still the go-to choice for performance builds.

An area where the aftermarket has made massive improvements, however, is when it comes to the plates with billet options not necessarily helping engine builders and tuners make more power but instead giving a little more reliability and tolerance to the small windows you have to work within when it comes to getting power out of your rotary.

Porting is also discussed and Jon shares why a semi-peripheral port (semi-pp) is preferred along with why the perfect port placement depends on more than just a single perfect physical location.