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After this interview, Feras went on to win the Plazamaman Pro-Am Class with a blistering 1:27.0160 🔥🔥🔥 Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in 'If you fail to plan, you are planning to fail' is a well-worn saying that is as relevant today as it was decades ago. During Feras Qartoumy's WTAC trip we get to gain some insight into how some time spent on some basic preparations can make a world of difference, including sim racing. Interestingly, around 160kg (350lbs) of ballast has been added to meet tyre sizing and class rules, with WTAC entering a new era of tyre options from this year, helping cars like this Corvette have more grip and a bigger contact patch than previously possible. GENERAL INFO: 28+ x Track Records, 1 x 1300HP Corvette C6  and one dedicated driver. With 780hp at 8psi low boost and 1300hp at 20psi high boost (that's 969kW at 1.38 Bar) options on tap via 2 externally-ish mounted Garrett G35-900 turbochargers and an LME-built, 430ci LSX, Feras Qartoumy's @momo equipped C6 Z06 Chevrolet Corvette is no stranger to a trophy or two as discussed at SEMA. The LSX is a 2000hp spec build using an RHS block, Callies crank, rods, Diamond pistons, Brodix head, a custom-ground camshaft from Comp Cams, and an MSD Atomic Airforce intake manifold. Part of building up to this level over the years involved using a lot of aftermarket parts that would support the required power levels, but were more suited for drag racing and dyno queen runs (no offence intended!), leading to some unexpected development requirements all for the better. The car uses a MoTeC traction control system via the M150 ECU to help keep the full boost from 3500rpm under control, and a Bosch Motorsport ABS system at the other end of the straights which has had the biggest impact on car confidence so far.

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.  Even if Time Attack cars and Mitsubishis aren’t your thing, this episode drops some great knowledge and is well worth a listen regardless of your chosen motorsport or what type of car you’re into.  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

'Why fit a Formula 1-inspired Judd V10 engine into a Toyota A90 Supra' is probably not a common question we are all struggling with regarding our own personal projects. Still, we love that people like Ryan Tuerck can answer it for us! Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in This 4L 730hp (630hp ATW), 11,000 rpm capable Judd V10 powered 'Formula Supra' was at World Time Attack, and if you didn't see the car, you certainly heard it on song from all corners during its exhibition laps with Ryan Tuerck at the wheel. But how did the build come about, and what makes it tick? Before falling into Ryan's hands (while fistfuls of cash fell out of them in exchange), the Judd GV4 V10 itself was a spare for an old Benetton Formula 1 car (an everyday use case) and thanks to Ryan's solid relationship with Toyota, it found itself not at home in an A90 Toyota Supra chassis sporting a MoTeC electronics package and tuning from John Reed Racing including the venerable M150 ECU and PDM30 which help put the power to the ground through aa Hollinger RD6 sequential gearbox. Interestingly, a Ford Explorer 8.8 rear differential was chosen for its range of ratio options and lightweight compared to the usual Winter Quick Change rear end thanks to fabrication pro Dominic Biro. A lightweight Tilton Engineering 4 plate carbon clutch helps combat a thrust bearing design that doesn't suit drifting (LMP1 endurance cars only use their clutch to get the vehicle moving), with other help from Judd coming in the form of detailed manuals that cover the life expectancy of every party on the engine down to the exhaust manifold for ultimate reliability in an engine that was ultimately built to be hammered on for 24hours straight.

LS vs 351, Panhard vs watts link, electronic wastegate control magic and the surprising advantage a 1965 Ford Mustang has over many modern chassis are all discussed in this interview with Mike Dusold of Dusold Designs. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Most of us love the look of a classic car on the surface, but we've come a LONG way when it comes to the suspension geometry and engines hidden underneath. This particular setup uses a solid rear end with a watts link along with a 351 Ford Windsor-based V8 using twin Garret G-Series G35-900 turbochargers to produce 820hp at 8 psi, which is far from the ceiling but more than enough to start dialling in the car. What is there to dial in when you can simulate so much in software like Performance Trends and Fusion 360 before even touching a welder these days? Mike explains that while on paper, or in this case screen, you can get an ideal setup, driver preference and real-world conditions still play a vital role. For that reason, critical adjustments like the roll centre height are never fixed based on untested educated assumptions alone. Also touched on is how the software is only as powerful as the data you can feed it, and gathering that data correctly is a skill set in itself. The MoTeC-controlled 430 cubic inch 351 Windsor-based small block Ford V8 benefits from Trick Flow heads narrowing down the margins between it and the ever-popular LS V8 engine which Mike runs a variant of in his own Camaro. Having experience with both, a quick comparison is drawn between the two but as stated once you start getting over 1000hp you generally start running into similar problems on any engine, there is no perfect solution in every respect. Lastly, we discuss some of the surprises electronic wastegate control via Turbosmart eGates can deliver along with some of the wiring considerations that are not necessarily as bad as some might think once set up correctly.

Brakes. They are arguably the most important aspect of any vehicle, performance or otherwise, but they are systems that do age, get damaged, or require upgrades, and YOU can do it. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Toni Copp of @BrakeQuip runs us through some of the basics when it comes to why brake hard lines are used instead of just running flex lines, like braided brake hose, throughout an entire vehicle, along with some of the common sizes and flaring options. Toni also runs through what anyone interested in working on their own brake lines should have in their tool kit, and as always it includes making sure you use quality materials and quality, proven tools. That doesn't always just mean the most expensive ones you can find either, do your diligence. Recommended tools for a job done once and done right: - Quality flaring tool - Straightener (that won't mar or damage your lines) - Applicable benders (90 & 180 degrees are common) - Stopper kit - Line that is coiled and long to save on freight and the need for joiners

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

The iC-7 is getting a birthday, and it’s backwards compatible. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in The iC-7 has always been a display-only device and has been priced accordingly, but with an upcoming firmware update, some added functionality is coming, all without any hardware changes, payments or strings. Further to this, the dash will now be controlled within Haltechs NSP software rather than the old standalone ICC software. Scott Hilzinger also has some other major news, @haltech is also ready to open up their CAN protocols to the public, making it easier to integrate their products with a wide range of others for those who have the desire and knowledge to do so. This has come due to popular request, and the fact that all levels of the performance industry are simply better equipped to deal with CAN communications these days compared to just a few years ago. This was filmed at the 2023 @WorldTimeAttackChallenge in Sydney, Australia. If you want to learn more about CAN communication, yes, we do have a course on it and yes, that coupon above will get you a discount 💰🧠

You can design whatever you like using CAD for 2D and 3D modelling, but how do you get it off the screen and onto your project? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Founder and CEO, Jim Belousic of @sendcutsend, runs us through what a rapid manufacturing company like his is, what it can offer and what some of the most common pitfalls are for those just learning how to turn images into objects. Accepted file types include .dxf, .step, .stp, .eps, and .ai, with STEP file types being a more recent inclusion and an option that can require some extra customer guidance when it comes to bending & bend reliefs, geometry sizing, and placements are going to physically work for the manufacturing process. Advice is also given on material choices for manufacturing, noting a rapid manufacturing company like SendCutSend will not engineer a part for you; they are just there to help you make it. Design for manufacturing (DFM) and design for assembly (DFA) are also discussed with the likes of tab and slot aka self-fixturing design features helping to massive cut down in physical manufacturing time for those that employ them when compared to getting set up with magnets and clamps before welding. An example of this was at their 2022 SEMA stand, where 190 hours of design work took only 22 hours to make. Some manufacturing options companies like SendCutSend offer will include: Laser cutting, CNC machining, waterjet cutting, bending, anodizing, countersinking, plating, and tapping.

**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.** You might not know the name, but you’ve probably seen Sam Albert’s Subaru WRX online. Powered by a screaming 4.3-litre Ferrari V8, Sam’s flame-spitting AWD rally car is fast, it’s cool, and it sounds amazing … But why go to all that trouble when Subaru’s own EJ drivetrain — the one that this car uses from the factory — has proven itself a capable championship-winning setup since the late eighties? Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb This episode of Tuned In kicks off with a look into Sam’s history with cars and rallying — something he first competed in back in 2010. He’s also spent time as a driving instructor for DirtFish, so we couldn’t pass up the opportunity to discuss driving techniques like weight transfer, left-foot braking, handbrake turns, and much more. Sam also gives us some key tips on how someone new to the sport of rally is best to get into it and start building their first race car. We then get to the meat and potatoes of the episode, as Sam gives us a full rundown of his incredible Ferrari-powered NA-AWD class build. This conversation covers all aspects — starting with why he decided to go down this route — with a car he bought off the lot brand new, no less — in the first place. Sam then discusses what led him to the Ferrari V8, how he worked around the rule book to build something unique, as well as the many challenges that came with fitting a motor like this into his Subaru shell. It’s important to note that Sam doesn’t actually work in the automotive industry as a professional but instead learnt how to do things himself, including using HPA’s courses to learn how to wire his car. He’s also learning 3D modelling in order to design one-off parts for the Subaru — something that comes in handy for a one-off project like this. With some informative conversations covering tuning around inlet restrictors, the pros and cons of other engines that were also considered, as well as a great explanation of what the car is like to drive and what gives it an edge, there’s a whole lot of interesting topics to dive into in this episode. Don’t forget, Use “SAMALBERT50” to get 50% OFF our HPA Race Driving Fundamentals course: hpcdmy.co/driverb Follow Sam here: IG: @samalbertrally FB: Sam Albert Rally YT: Sam Albert Rally WWW: samalbertrally.com  

Autodesk Fusion 360 is still a 'new player' comparatively in the CAD/CAM software world, yet it is already more popular than man options that have been around for decades. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in During SEMA, Josh Reader of Autodesk gave us a quick run-through on some of the features that have helped Fusion 360 become so popular so quickly and helped us understand what some of the terms and workflows for CAM (computer-aided manufacturing) and CAD (computer-aided design) projects. Some great key points for you here include clearing up misunderstandings on generative design and manufacturing, why simulation is used before running a project on a machine and the advantage of having software that is almost 'all in one' when it comes to iterative changes between you and your chosen machinist. What is Fusion 360?  Briefly, Fusion 360 is a cloud-based 3D CAD/CAM solution for product (in our case, race car parts) development. It combines industrial and mechanical design, simulation, collaboration, and machining in a single package. It's an excellent option for makers who want to create their own designs or prototype parts with greater speed and efficiency. Although it may seem intimidating when people like Josh emphasize the importance of knowing what you're doing, remember that everyone starts from scratch. Even learning just one thing about CAD/CAM today is a valuable addition to your knowledge, which can be further expanded upon tomorrow. Over time, these incremental learnings accumulate to form a vast breadth of knowledge and experience. Remember, it all begins somewhere (and for 3D modelling that somewhere might be the HPA CAD course 😉).

Sick of cracked OEM cast blocks but don't have the use case for a billet alternative? Platinum Racing Products has something for you and your RB26-powered platform in the works. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in For years there has been a massive options gap between those who want to keep the likes a RB26 stock and those who race Pro Mod level drag cars producing 2000++ horsepower. Does an aftermarket ductile iron cast block bridge the gap for those in the middle who want to produce some serious power without the cost or complications of a billet block on a Nissan RB26-powered car that sees both street and track/race use? Herman Urriola of @prp-platinumracingproducts7915 thinks so, and we'd agree. In this interview, Herman and Andre run through some of the main flaws the Nissan and Nissan Heritage factory cast RB26 blocks have by discussing how PRP's ductile iron replacement via Crest CNC has addressed them. This includes superior material in the form of ductile iron giving greater rigidity, a 4 bolt main, 8mm bore thickness instead of the 3.5mm low that some Nissan RB26 blocks have, 14mm deck, improved serviceability and capacity options via sleeves, better oiling and head stud/main stud options to suit a range of built levels & demands. Also touched on is why horsepower won't kill your OEM cast block, but rather cylinder pressure does (a topic we've discussed many times before) and why a billet aluminium alloy block simply doesn't suit 99% of those wanting to drive their car on the street. We look forward to seeing this go into production, and Herman also gives some insight into what that process looks like in this day and age for aftermarket manufacturing companies like PRP.  Executed well, this aftermarket RB26 casting can handle high cylinder pressure. However, for applications where it becomes too heavy, a billet block will be the alternative so it's certainly not the end of them. Like many parts, it's simply not a matter of 'this vs that,' but rather finding the right fit for the different use cases and accepting the tradeoffs. PS: While we just focused on the block, PRP is also working on an RB26 cylinder head.

**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.** The 2JZ-GTE isn’t Toyota’s only iconic tuner engine — before the famous straight six was anywhere near production-ready, enthusiasts and racers were already years deep into the development of the venerable 1600cc four-cylinder 4A-GE. In this episode, we sit down with Matt Trevena of MT Performance Engines to discuss everything Toyota 4A-GE, engine building, and much more. Use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild As a teenager, Matt Trevena fell in love with a neighbour’s 4A-GE powered KE70, and that exposure, combined with a healthy dose of Initial D, started Matt on a path that would shape his entire career, culminating in where it is today, building some of the most hardcore 4A-GEs around — including a genuine holy-grail Formula Atlantic motor. Matt spent the first few years of his career building everything from lawnmower engines to massive car-sized 16-cylinder train engines before jumping on board with Sydney’s Maatouk’s Racing to put together big-power RBs and everything else in between. Now running his own performance engine building company, Matt has become the go-to guy when it comes to hardcore Japanese motors — but especially the Toyota 4A-GE. As you probably already guessed, this episode goes way deep into the weeds on all things 4A-GE, covering the differences between the available variants, the best combinations of parts and generations, how to extract the most power, revs, and longevity out of them, as well as a deep dive into the ultimate 4A-GE — the Formula Atlantic motor. This conversation also covers plenty of general performance engine building information, so even if this classic Toyota motor isn’t of particular interest to you, the knowledge found in this episode makes it a must-listen for any self-respecting enthusiast. Follow MT Performance Engines here: IG: @mtperformanceengines FB: MT Performance Engines YT: 199niko199 Don’t forget, use “MTPERFORMANCE50” for 50% off our HPA Engine Building Fundamentals course here: https://hpcdmy.co/enginebuild