Tuned In

Running a 725hp Texas Speed LS-based build and TREMEC Magnum transmission, Cam Cocalis has followed on from his LS3 V8 Toyota 86 build with a full chromoly tube frame BMW E30 Vert project and pushed himself to dive into some new build aspects, a C6 Corvette suspension swap in particular, as he continues to learn the ins and outs of fabrication and custom car building.

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

At the ‪@toyotires‬ booth during ‪@semashow‬ Cam gives us some insight into his welding progression and working process without the use of CAD, with that being a skill he wishes to learn during future projects. The CSF triple pass radiator is rear mounted to aid with weight distribution, and interestingly, this model of E30 came with rear ballast from the BMW factory. The Radium Engineering fuel system behind the Ford 8.8 rear diff also helps to get weight over the rear and a 48/52 split.

The Redux Racing ITB-equipped 7L LS-based engine is controlled by a suite of Haltech electronics, and a Live To Offend kit is fitted to the E30 care of SOS Customs handiwork. We didn't get a rundown on the full brake package, but a Wilwood pedal box is equipped which will serve Cam well if he decides to hit the track for some time attack racing in the future.

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January.

That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look at some of our favourite conversations from 2024.  ***

If you’ve spent any time on YouTube, you’re probably already aware of this episode’s guest and the various projects his channel is involved in — most famously “Project Binky”, a classic Mini running a Toyota Celica GT-Four engine and AWD driveline.

Richard Brunning from Bad Obsession Motorsport joins us to down a few cups of tea, talk motorsport, and run through the ins and outs of neverending project cars, the business of operating a popular automotive YouTube channel, and much more.

Use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package:
https://hpcdmy.co/fabpackageb

Richard, like many guests of this podcast, has his father to blame for his motorsport obsession. Some of his earliest memories involve hanging out in old sheds while his Dad restored vintage vehicles, tickling up RC cars to get the edge in racing, and days spent on the couch watching Formula 1.

This early focus on all things automotive drove Richard towards a life that revolved around motorsport, first starting out in kart racing, before moving on to Caterhams, formula cars, and even some Formula Mazda racing in the States. In this episode, Richard spends time talking us through these different forms of motorsport, and discusses how each type of vehicle could be set up, tweaked, and modified within the rules in order to gain more speed.

Eventually, Richard’s good friend and eventual partner in crime, Nik Blackhurst, enticed Richard back to the UK to help him go rallying, and it was at this point, way back in 1992, that Bad Obsession Motorsport began.

Fast forward a good few years, and Richard and Nick were fed up with the car modification TV shows like Pimp My Ride, Monster Garage, and their contemporaries that were on offer at the time — none of them actually showed why and how any of the work was done. This got the pair thinking that they might be able to do better, and with that goal in mind, the Bad Obsession Motorsport YouTube channel was founded.

It took a couple of years, but Richard and Nick’s channel began picking up steam, not in small part thanks to “Project Binky”, a Toyota Celica GT-4 powered and driven classic Mini. Richard dives deep into this build, answering our burning questions — chiefly ‘Why’? But also “What’s taking so long”?

This in-depth discussion around the challenges of fitting so much engine and driveline into such a small package is a great look into what it takes to complete a complicated project to a high standard. Lastly, we also spare some time time to touch on the joys of motorsport wiring, ultra-budget racing in the City Car Cup, and making a living out of building cars on YouTube.

Follow Bad Obsession Motorsport here:
IG: @badobsessionmsp
FB: Bad Obsession Motorsport
YT: Bad Obsession Motorsport
WWW: badobsessionmotorsport.co.uk

Don’t forget, you can use “BAD100” to get $100 OFF our HPA Motorsport Fabrication Package: https://hpcdmy.co/fabpackageb

Turbosmart is well known for many quality performance accessories including wastegates, blow-off valves, fuel pressure regulators, anti-lag valves, boost controllers and more, but until recently they stopped short of selling turbochargers themselves.

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

At the World Time Attack Challenge, Matt Wright gives us some insight into how Turbosmart decided to not only sell turbochargers but to sell their own designed in house with help from industry experts like Harry Hruska to get the ball rolling. There's no two ways about it, this move simply makes sense for a company like Turbosmart to explore.

Unlike how design was done by the pioneers of aftermarket turbocharging years ago using a lot of prototyping, these days Matt explains how the use of computer-aided design (CAD) software and computational fluid dynamics (CFD) means a lot more theories can be discussed and tested before physical prototypes are made, giving Turbosmart the chance to explore a lot of design elements that traditionally would simply be too expensive to entertain.

Also touched on are some of the material and manufacturing considerations, turbo selection and how leveraging industry experience helps decide what target markets want a wider range of turbocharging options/solutions.

In this pit lane interview, Sean from Ramsdell Racing will explore the advanced EMtron ECU technology behind the Dream Project S15 at the World Time Attack Challenge. Sean breaks down how the EMtron ECU is one option using traditional OEM tuning strategies to transform power management in high-performance applications, making it possible to deliver more and more horsepower effectively through the tyres and onto the race track.

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

With Emtron’s sophisticated tractive force calculation, Sean explains how the ECU is optimizing torque delivery based on real-time data from tyre diameter, diff ratios, gearbox ratios, and more. This technology ensures the S15 can push the limits while maintaining traction in every gear, ultimately translating to faster lap times and a smoother driving experience.

A major innovation highlighted in this interview is throttle mass flow modelling, which lets torque be precisely mapped to the driver’s foot pedal. This linear relationship offers drivers enhanced control, enabling quick adjustments without sacrificing power. This level of control, traditionally seen only in OEM systems, is now at the forefront of the aftermarket scene with Emtron’s developments.

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January.

That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look at some of our favourite conversations from 2024. ***

Anyone with even a passing interest in Time Attack has likely heard of Norris Designs, a UK-based tuning company probably best known for its insane north-south oriented, twin-charged, short-wheel base Evo IX time attack monster. On this episode of Tuned In, we sit down with founder Simon Norris to get some insight into this brain-melting build, plus much, much more.

Use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb

Like many of us, Simon Norris began his love affair with cars and motors early in life, pulling apart engines on the kitchen table as a child. While there was a slight detour after leaving school to study engineering, it wasn’t long before Simon spied a new opportunity in the burgeoning JDM aftermarket tuning scene just as he was cutting his teeth working in a Nissan dealership in the mid-nineties. So, after seeing how others were starting to mess with tuning ECUs, Simon decided he could do better, and promptly opened Norris Designs way back in 1998.

Nearly three decades later, Norris Designs is one of the biggest names in the UK tuning scene. In this conversation, we first kick into the business side of Simon’s life, finding some great insight into what works and what doesn’t when it comes to building a company in the motorsport industry. 

We next get into tuning in general, where Simon discusses different ECU options, dyno styles, and the many factors that can cause discrepancies between individual dyno runs. From there it’s on to the real meat and potatoes of this episode — Simon’s incredible Mitsubishi Evo IX. 

With its north-south-orientated billet supercharged AND turbocharged 4G63, the AWD Evo is an engineering masterpiece that absolutely tears up any race circuit it’s unleashed upon. Simon does his best to answer the many questions we have about this car in an attempt to get to the bottom of what makes this shortened and roof-chopped weapon tick, and why Simon made the choices he has with this build. 

Follow Norris Designs here:

IG: @norris_designs
FB: Norris Designs
YT: Norrisdesigns
WWW: norrisdesigns.com

Don’t forget, you can use “NORRIS100” to get $100 off our HPA Tuning Starter Package: https://hpcdmy.co/starterb

Time Stamps:
3:41 How did you get into cars?
8:25 Did you have much industry experience before starting your business?
12:39 What sparked the interest in JDM cars?
16:18 How did Norris Designs grow?
25:56 Overview of Norris Designs today
31:12 What does your day-to-day look like at Norris Designs?
38:36 What vehicles are you specialising in?
42:54 How did you learn to tune?
52:44 Are you relying on knock control and close loop fuel control?
57:35 Did you start with an engine dyno or rolling road?
1:01:17 Do you have fixtures and harnesses for quick and easy engine dyno setups?
1:02:27 How accurate is the engine dyno?
1:10:23 Repeatability issues with rolling road
1:14:16 ECU of choice?
1:20:20 What is a short wheelbase Evo 9?
1:24:33 Engine package
1:34:45 Billet blocks for street applications?
1:38:41 Twin charge setup
1:44:24 Transmission
1:50:39 What’s next in the development of the car?
1:52:33 Lap time difference with new aero package

In this interview, we sit down with Charles from Lamspeed to explore what it takes to turn Toyota’s GR Yaris into a record-breaking machine, using a surprising amount of standard parts! The team currently holds the title for the world’s fastest GR Yaris, with a 9.6-second quarter-mile at 155 mph at the time of filming and a 9.4-second pass since then, resetting their own record. Charles dives into the challenges and engineering breakthroughs Lamspeed encountered along the way.

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

To push the Toyota Yaris G16E-GTS 1.6-litre, three-cylinder engine to extreme levels (pushing almost 900hp out of a 3-banger is impressive!), Lamspeed relies on key components from top brands, including MoTeC for advanced engine management, handled by Phil from Armour Motorsport, and Carrillo CP for custom pistons and rods to support the high-power demands. 

For turbocharging, Lamspeed initially used a Garrett G30-770 for circuit racing and has since continued refining setups to extract maximum performance with a Kelford Cams valve train aiding in great turbo response along with the retained variable valve control system. A ported head and supporting mods added around 180hp along with head studs custom-produced by ARP to address head-sealing issues early in development, a critical factor for reliability under high boost.

Transmission upgrades include a Kotouč 7-speed sequential gearbox for drag racing reliability and previously tested options from Drenth. With Lamspeed’s detailed and iterative approach, every part and upgrade has been meticulously selected and tested to push the limits of the GR Yaris platform without compromising performance.

Ever wondered if a wheel’s stiffness can affect camber or how rotational inertia plays into vehicle response? Eddie from Titan 7 explains their commitment to minimizing deflection, reducing tyre creep, and designing spokes that strike the perfect harmony between strength and aesthetics.

No more cut tyres, bent rims or poor fitment, No excuses. The HPA Wheel and Tyre Fitment online course is here to help. 50% off and instant access, enrol now:  https://hpcdmy.co/bw7

Big thanks to Eddie and the JDM Yard team for giving us the inside scoop on what makes aftermarket wheels stand out during the World Time Attack Challenge

Whether you’re an engineer, racer, or just someone who appreciates top-tier wheel design, this breakdown of Titan 7’s strategy is for you.

*** We’ll be taking a break over the Christmas/New Year period and will be back in action mid-January.

That means that although there won’t be any new episodes for a few weeks, we’ll be taking another look at some of our favourite conversations from 2024.  ***

Over the last few years, we’ve seen a massive increase in the availability of ultra-high-performance billet parts — especially blocks and heads. This week’s guest, Chris Smith of Crest CNC, was one of the pioneers of this practice in the import category, but now he’s branching out from the 5-axis CNC and heading to the foundry to produce cast engine parts — we find out why.

Use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Chris Smith came up in the trade as an engine reconditioner, before buying his first CNC mill and starting on a career path that would eventually see his business become the go-to supplier of billet blocks and heads for some of the world’s fastest racers, as well as the odd OEM manufacturer.

This week’s conversation first jumps into the ins and outs of metallurgy and tribology (which, by the way, is the study of interacting surfaces in motion). We learn the difference between various materials commonly used in high-end performance applications — like 6061 and 7075 aluminium, for example —  as well as the pros and cons of different 3D scanning tools, coordinate measuring machines, and CAD software.

The conversation then steers itself towards the weaknesses of both Nissan’s VR38 and Subaru’s EJ motors, delving into how failures occur and how Chris addressed them with his billet block and head offerings. While on the subject, Chris also goes into detail on the advantages and disadvantages of wet and dry cylinder sleeves, as well as the reliability and maintenance requirements of billet engines.

This naturally brings us to the elephant in the room — why a billet engine specialist is now offering aftermarket cast engine products. Chris lays down the reasons why it’s a good idea, and takes pains to explain how aftermarket cast is very different from the cast blocks and heads that come off an OEM manufacturer’s production line.

Are aftermarket cast engine parts the way of the future? Listen to this episode with Chris Smith of Crest CNC and come to your own conclusion.

As discussed, you can listen to Tony Palo’s episode here: https://hpcdmy.co/tonypalo

Follow Crest CNC here:
IG: @crest_cnc_pty.ltd
FB: CREST CNC PTY. LTD.
TIKTOK: @Crest_CNC
WWW: crestcnc.com

Don’t forget, you can use “CREST50” to get 50% OFF our HPA 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Can you drastically improve head cylinder sealing without resorting to machining or damaging your high-performance engine block in the process via some of the tried and trusted options on the market today?

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

Christian from Nitto Performance Engineering answers this question and more from the World Time Attack Challenge paddock in relation to high-quality aftermarket head gaskets, including some of the design and manufacturing processes that go into ensuring the gasket can not just contain your combustion charge but also your oil and coolant, which are often overlooked yet are just as important.

You can also gain some quick insight into whether reusing a head gasket is generally a good idea given the time and money that goes into a performance engine build, as well as some other knowledge bombs on head cylinder sealing in general.

TIME STAMPS:
0:00 - Head Gasket Limitations
0:31 - Nitto Upgrade G16E Example
0:53 - Factory Gasket Issues
1:15 - Aftermarket Head Studs
1:50 - Stainless O'Ring Feature
2:08 - Head Gasket Functions
2:13 - 1.) Cylinder Pressure
2:20 - 2.) Oil Sealing
2:25 - 3.) Coolant/Water Sealing
2:33 - Bead Sealing & O'Rings Do The Job
3:06 - No Damage To Head Or Block, No Machining
3:38 - Reusing Head Gaskets
4:26 - Head Gasket Cost Vs Labour
4:45 - Gasket R&D Insight
5:25 - Colour Vs Pressure
5:45 - Factory Gasket Comparison
6:10 - Can Use It To Test For Bowing
6:39 - Last Steps Before Production

There was a time when fanny packs were a status symbol, a shag cut had nothing to do with the backseat of your car, bricks were considered aerodynamic and Nissan was a brand no Datsun owner had heard of.

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

This Open Class 1971 Datsun 1600 (510) time attack weapon is keeping the best part of those things alive, with plenty of modern upgrades. Powered by a, ahem, 'Datsun' SR20 pushing 350kW (470hp) to the wheels via E85, 25psi (1.7Bar) of boost, a BorgWarner EFR7670 and a Samsonas 6-speed sequential, this flying brick is a credit to all involved especially owner/driver John Healey of V-Sport Australia.

Electronics are handled by an EMtron Kv8 ECU, MoTeC C125 dash and PDM 15. John is getting as much value as possible from the PDM which is about at its limit powering everything in the car, including the electric steering setup, something we don't commonly see used in time attack builds.

The SR20 is a bit of an unknown, with John having had some head work done, but the bottom end left as it was purchased secondhand. A Bosch DBW throttle body to assist in rev-match downshifts to help avoid some of the issues that are well known to kill SR20s, and along with a 7,800rpm limit, so far so good!

A universal Sydney Composites aero kit has been fitted, and as you would expect of someone from V-Sport, the brake package is on point with the Datsun 510 utilising an AP Racing pedal box and 4 pot front brack calliper, Brembo 4 pot rear and pretty much the biggest discs you can squeeze under 15" wheels.

TIME STAMPS:
0:00 - Datsun 510/1600
0:08 - V-Sport Australia
0:14 - Open Class Vs Club Sprint
0:35 - Why A Datsun 1600?
1:00 - Engine & Gearbox
1:34 - Why Not A SR20VE?
1:53 - Power & Boost
2:19 - Powerband - From 3,500rpm
2:40 - Rocker System Issues?
3:04 - Shift Cuts
3:40 - Unknown Bottom End, Future Plans
4:10 - Why A Dry Sump?
4:44 - Electronics Package
5:00 - PDM Setup
5:15 - Electric Vs Hydraulic Steering
5:44 - Aerodynamics Package
6:27 - Universal Components
6:55 - Driver Feedback
7:07 - 15" Wheel Brake Package
7:51 - Why Fit A Pedal Box?
8:17 - Brake Data
8:40 - Pedal Box Setup