Back when tidy AE86s were still going for $3,000 AUD, Ben of Third Strike Fabrications knew he needed one in his life, and 4 or so engine swaps later he gave us some insight into his build and the Toyota AE86 Corolla Levin/ Sprinter Trueno platform in general during the World Time Attack Challenge.

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

Ben touches on known issues relating to the rear suspension, why a K24 instead of the 4AGE or 7AG (which he has tried), retaining variable cam control (VTEC), future fine tuning plans and more in this interview of what was certainly one of the tidiest AE86's we've seen in a while, including (but not discussed) it's full titanium exhaust system made in-house by Ben and his team.

Basic rundown:
Engine: 'Built' 260hp K24 with Drag Cartel aftermarket camshafts
Electronics: Insight Motorsport wiring, EMtron KV8 ECU
Transmission: 6 speed J160
Fuel: Dedicated E85 build
Past engines: 4AC, 4AGE, 7AG

Creating a turbo manifold isn’t THAT hard but creating one that doesn’t fall to pieces in harsh motorsport conditions is a different story. In this episode, we sit down with Full Race’s Geoff Raicer — someone who understands turbocharger and manifold development better than most and is more than happy to share what he’s learnt... plus a whole lot more.

Use RACE50 to get $50 off HPA’s 3D Modelling & CAD for Motorsport course:
https://hpcdmy.co/CADb

Full Race has been around for a long time and has always been known for building some of the best turbo manifolds and turbo kits available — primarily for the Honda, Mitsubishi, and Nissan markets. Geoff and Full Race were even instrumental in bringing Borg Warner’s line of EFR turbochargers to the aftermarket and yet, despite that successful history, you won’t find a single fabricated exhaust manifold for sale on Full Race’s shop these days — so what happened?

In this episode, we chart Geoff’s journey towards founding Full Race just as the modified import scene began to explode, how his business evolved through some challenging years, and what it’s morphed into today — a very different beast from its early days.

This is a fascinating story that saw Geoff and his team pivot in an interesting direction during the 2008 financial crisis, involving themselves directly with Borg Warner and later Ford in the development and testing of the 2.3 inline-four and 3.5 V6 EcoBoost engines years before the public saw them. This relationship has continued and we now see a completely different Full Race that puts the majority of its eggs in the Ford basket, pumping out some of the best Raptor 3.5-litre Ecoboost go-fast parts seen anywhere in the world.

This episode touches on a wide range of subjects that touches on a wide range of subjects — from the limitations faced by Geoff in the early days of turbocharging, to the secrets to building manifolds that don’t fail, to some seriously technical discussions around turbochargers, working with OEMs, the ins and outs of Ford’s EcoBoost 3.5 litre V6, plus a whole lot more.

Follow Geoff here:
IG: @fullracemotorsports
FB: Full-Race Motorsports
YT: Full-Race Motorsports
WWW: full-race.com

Don’t forget, you can use RACE50 to get $50 off HPA’s 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Time Stamps:
3:28 How did you get into cars?
6:43 Why were earlier turbo manifolds cracking and how did you fix them?
19:02 Supporting the turbo
22:55 Road to starting Full Race, building turbo manifolds
27:28 Why did you go down the road of robotic welding?
30:02 Where is Full Race at today, Ford Ecoboost?
33:51 What is turbo lag?
36:38 Twin scroll vs single scroll
40:40 Why do OE manufacturers still focus on the aftermarket?
50:23 Building relationship with Ford continued
56:02 OEM’s relationship with aftermarket and performance upgrades.
58:53 Weak points of the 3.5L V6 Ford Ecoboost engines
1:06:24 What does Full Race’s product line look like for the F150?
1:11:32 Challenges involved in casting products. Big upfront costs.
1:15:45 Why did you completely change Full Race’s direction to solely focus on the Ford Ecoboost platform?
1:19:24 What’s the difference between Gen2 and Gen3?
1:21:13 Are there any other trucks you’re looking to make kits for?
1:26:00 Where do you see turbo technology heading

Home Built EJ25 Swapped MiniRex: A Subaru-Powered, Mid-Engined Mini Masterpiece

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

We've seen our fair share of engine-swapped Minis, from Honda's B and K series to Suzuki Hayabusa motorcycle engines, but this EJ25-powered Mini takes things to the next level. Steve from ‪@DutchysGarage‬ has crafted something truly unique: a 1961 Morris Mini transformed into a mid-engined, RWD beast, all thanks to the heart of a 2010 Subaru WRX EJ25.

This 'MiniRex' stole the show for us in the World Time Attack Challenge carpark, with Steve personally handling 99% of the build himself —impressive work, especially given Australia’s strict vehicle regulations, which was one of the reasons for using an older pre-1973 chassis. The impressive 1-man-band craftsmanship and road-legal engineering make this build a real standout, combining eye-catching aesthetics (who doesn't love a sunroof!) with serious performance potential.

Key Build Details:

• 1961 Morris Mini – Mid-engined, RWD conversion
• Subaru EJ25 engine: Essentially stock, producing 250hp and 400Nm of torque
• Haltech Elite 2500 ECU with an iC7 dash, sensors, and wiring harness
• Process West intercooler for added cooling performance
• 3.9 final drive ratio for optimal gearing and acceleration of the 15" wheels
• Mazda MX5/Miata suspension, hubs, and subframe integration
• Viking coil-overs
• Subaru inner CVs, custom axles, Mazda outer CVs
• 2003 BMW Mini panoramic sunroof – because style matters too!
• An unbelievable power-to-weight ratio, making this Mini a true sleeper

If you're into unconventional engine swaps and unique performance builds, this one is definitely for you. Watch as we dive into the details of this incredible Mini and why it’s got us so excited!

Base maps are one of the first hurdles in any tuning project, and while they often seem daunting at first, with hindsight and experience, they’re actually much simpler than we expect but some people become so overwhelmed they throw in the towel before having the chance to get that far.

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

To help car enthusiasts worldwide reduce stress and have a greater chance of easy success with their tuning projects, Haltech has developed a new app for their Rebel ECU range, specifically targeting the LS community (for now). This app, called Haltech Connect, offers a simple 7-step process to wire your V8-swapped project, get it running on a Haltech ECU, and even potentially driving with minimal further input (exceptions and common sense apply, of course).

• Why a phone app instead of the typical Windows OS software?
• What information is needed for the 7 steps, and where can you find it?
• Are system checks included to ensure everything is correct before firing up?
• With various LS engine variants, how is the wiring made universal?

All these questions and more are answered in this quick interview from the World Time Attack Challenge paddock.

What Haltech Connect can do:

• Connects via WiFi
• Android and iOS supported
• View and clear DTCs
• View data display functions and monitor engine parameters in real-time on your smartphone, tablet and, in some cases, head unit.
• Change basic settings and adjust basic engine parameters

What Haltech Connect can't do:

• Advanced tuning calibrations
• Freely access any and all functions and settings (although it should let you get to most!)
• Data logging

So who is the Haltech Connect app for? 
Someone who just wants to get their basic LS swap project up and running with minimal fuss and isn't worried about getting all the power possible out of their LS V8 engine. From there, they have the option to pull out a laptop and dive deeper if they wish.

Who isn't the Haltech app for? 
Those with highly modified engines using aggressive aftermarket cams and/or high boost applications, as well as those using race fuels or ethanol blends who want to make as much power (reliably!) as possible.
Basically, any setup that a 'self-tuning' function will be out of its depth on/dangerous 🤘

Many enthusiasts want to build something unique simply for the sake of “being different”. And while that’s fine, different doesn’t necessarily mean better — or even good, for that matter. Morgan Clarke of MCD1 doesn’t have that problem, though. What he creates is definitely different… But it’s also very, very good.

Use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackageb

Morgan Clarke isn’t your typical vehicle designer and fabricator — he tends to avoid CAD and 3D scanning, he doesn’t have any formal training, and he’s certainly had a rough road to get to where he is today — yet he’s a highly regarded and sought after builder in the world of offroad vehicles.

Starting his career in industrial fabrication, cars were only an occasional side hobby for Morgan. That is, until people in the industry started to recognise his design and fabrication talents and enticed him away from the boring 9-5 and into a motorsport-focused fab shop. Morgan talks us through his challenging journey from directionless troublemaker to the owner of a successful and very much in-demand design and fabrication shop.

In this episode, Morgan takes the time to drop some great advice on how we can all improve our fab skills, and discusses why he doesn’t feel the need to use CAD or 3D scanning in his work, bucking the industry-wide trend towards harnessing tech in the build process.

We then get into the juiciest part of the conversion, as Morgan goes deep into the details on his most well-known build, an incredible Lamborghini twin turbo V10-powered Range Rover Velar Prerunner, known as the MCD1 Dakar Prototype.

This machine is a testament to the idea that beautiful form follows well-executed function, and every inch of the jaw-dropping build is an absolute work of art, from the chassis, to the suspension, to the mid-rear mounted boosted V10 capable of 2000hp. We’re able to dig deep into this project’s inner workings and the concepts that make this desert-destroying weapon what it is.

With great discussions around the pros and cons of different materials, off road suspension system choices, what makes his vehicles so fast and capable and plenty more, this episode featuring Morgan Clarke is a must-listen.

Follow Morgan here:
IG: @morganclarkedesign1
YT: MORGAN CLARKE DESIGN
TK: morganclarkedesign1
WWW: shopmcd1.com

Don’t forget, you can use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackageb

Time Stamps:
4:03 How did you get into cars?
7:00 Where does your engineering knowledge come from?
13:26 What sort of off-road vehicles are you building?
17:47 How did you learn to fabricate?
23:32 Welding Chromoly
31:25 How did you get into motorsport fabrication?
37:06 Tips on how to develop fab skills
41:48 How and when do you use CAD?
47:15 Fabricated vs billet
50:34 What is the Dakar Prototype and how did the concept come to life?
58:56 Pros and Cons of Independent rear suspension vs live rear axle
1:05:09 Engine package
1:09:45 Drivetrain
1:13:42 What electronics are you using?
1:15:30 Designing and manufacturing complex parts
1:18:43 How do you feel about such a work of art being beaten up when driven in the desert?
1:22:44 Overview of MCD and how you got it to what it is today?
1:36:03 Final 3 questions

It's unusual to see a new V10 engine go into production these days with the V10 and V12s engines of previous Formula 1, Prototype (LMP) and Grand Touring classes long being replaced by V8s and V6s, but Rodin Cars are bucking the trend with their RC.TEN engine project.

Mike Gartrell of  @RodinCars  runs us through some of the ins and outs of this V10 project, including how partners like Neil Brown Engineering have helped with the design and  @PanklRacingSystems  with production. However, with low quantity runs costing as much as €45,000 ($49,000 USD) per crank, the long-term plan is to bring the manufacturing in-house to their New Zealand base.

The 2024 World Time Attack Challenge was the first outing and test of the engine as part of the Rodin SINTURA project, a controversial carbon monocoque chassis that has been given an exemption to compete at the event.

RC.TEN Specs:

• 3998cc - (244ci) 72° naturally aspirated V10
• 12,000rpm
• 185bhp/litre
• Cast Aliminium head and block with Nikasil coated steel liners
• 86mm bore, 68.8m stroke
• DOHC
• Bosch direct injection system running 102 RON fuel
• 15:1 compression ratio
• 720bph @ 11,000rpm - N/A goals
• Twin Turbo Capable
• 160kg
• Link G5 ECU & electronics package

For most builds, gone are the days of zip-tying an old Bosch 044 fuel pump into place with a healthy dose of sealant, partly because these days there are simply more options but also because builds have gone from 400hp up to 1000-1500hp+ for many performance street applications, and the budgets have increased to match.

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

Kevin from Frenchy's Performance Garage runs us through some of the main considerations that go into some aftermarket solutions, including their own for the GTR platform being used as an example.

The 3 main problems Kevin and the team hope to solve with an aftermarket fuel pump setup are:

• Surging (lack of fuel supply)
• Mounting (lack of tidy solutions for popular pump options)
• Powering (easy to source wiring connectors)

We'll take a quick look at these points and touch on how aftermarket solutions can be integrated into your stock fuel lines and what exactly it is about stock solutions that don't work on many street-turned-race cars.

Have you ever wondered how small aftermarket companies are able to drastically improve on parts from OEMs and huge players like Garrett or Borg Warner that have massive R&D departments and even bigger budgets behind them? If you ask this week’s guest, Robert Young of Forced Performance and Xona Rotor, he’ll tell you: “We try harder and we’re better at it”.

Of course, the reality isn’t quite that simple… Luckily we’ve got a full two hours to dig into this topic and many others surrounding the world of performance turbocharging.

Use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostb

On this episode of Tuned In, we start by looking at how Robert became the turbocharger guru he is today as the name behind Forced Performance and Xona Rotor — the latter formed in partnership with Greg Jones of Tial Sport.

This is a story that involves years spent studying physics and mechanical engineering, as well as hands-on experience at turbo shops and with his own projects that ranged from old Ford Fairlanes and fast air cooled VW drag cars, to the early DSM drag world of rapid Mitsubishi Eclipses. 

Both Robert’s companies produce ultra high performance aftermarket turbochargers and turbocharger components for a range of vehicles, and as one of the main brains behind these sought-after products, Robert is an absolute goldmine of turbo knowledge.

This means that the conversation quickly dives very deep into the world of boost, discussing a huge range of topics — journal vs ball bearing, billet compressor wheels, compressor maps, turbo sizing, and so much more.

This episode is a true turbo tech info dump in the best way possible. If you have any interest in going fast, don’t sleep on this fascinating conversation with a big brain of the forced induction world.

Follow Robert here:
IG: @forcedperformance, @xonarotor
FB: Forced Performance Turbochargers, Xona Rotor
WWW: forcedperformance.shop, xonarotor.com

Don’t forget, you can use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostb

Time Stamps:
3:35 How did you get involved with cars?
8:52 Where did the passion for turbocharging come from?
20:15 Starting your own turbocharger business?
25:10 How hard was it to design a cast stainless steel exhaust housing?
29:06 Ball bearing vs journal bearing turbos
38:51 Forced Performance overview
43:35 Turbos for Subaru’s EJ engine
47:10 How did Xona Rotor start?
51:42 Why didn’t you copy Garrett’s bearing technology?
59:46 Why is Xona Rotor its own company?
1:01:51 How are Xona Rotor turbos so good, frustrations of copied turbos
1:11:40 Development process for the compressor wheels?
1:31:34 Evolution of turbine wheels
1:44:06 How do we find the right size turbo?
1:59:22 Final three questions

Many people think driving skills can only be a 'gift you either have or don't' and something that doesn't need any work or effort to build and maintain. Those people are wrong.

Mike McGinnis of Innovative Tuning shows how 'the science of speed', aka data analysis, is used by both professional and amateur (Pro-Am class) drivers, using Cole Powelson of LYFE Motorsport and Jeremiah Burton of Donut Media & Big Time as examples at the World Time Attack Challenge.

🔥 The LYFE Motorsport R35 GT-R boasts 1200hp from a 4.1L VR38DETT engine and MoTeC electronics package including their i2 Pro data analysis software. This setup is designed to optimize the car's performance, especially in competitive environments including WTAC and hill climb events. The vehicle features twin Garrett GTX3076 turbos, which contribute significantly to its power output and performance capabilities.

Despite the advanced electronics and data systems, Mike highlights that valuable insights can still be gained from a more limited range of sensors. In some cases, even the original equipment manufacturer (OEM) sensors can be leveraged for purposes different from those initially intended. This approach allows for flexibility and innovation in data collection and analysis, potentially improving vehicle performance without the need for extensive additional equipment, making it much easier to get started with.

There are also a few helpful tips here on how to best leverage your data including why you might consider overlaying your data based on distance rather than time and where pro drivers can pick up huge amounts of time with their more aggressive braking confidence, a skill that is certainly learnable with some data, rather than just 'butt dyno' opinions.

When pushing OEM engines to their limits, factory components often fall short. Platinum Racing Products in partnership with Crest CNC addresses these issues with their new cast cylinder head for the Subaru EJ series.

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

✅ Solving EJ Series Problems
Known for head lifting and cracking, the EJ20 needed a robust solution. PRP's cast head offers improved intake port spacing for larger valves, thicker head material, and a redesigned exhaust port for better flow and reduced back pressure.

☝️ Why Cast Over Billet?
While billet is great for prototypes, casting is ideal for mass production, offering better thermal expansion properties and consistent quality.

🔥 Enhanced Performance
The new design supports 14mm head studs and versatile coil mounting options, making it easier for high-power builds. Customizable port designs allow for CNC porting up to 420 CFM, ensuring optimal performance.