Field Report: 60 PSI Is LOW Boost? | 2400HP Drag Car Transmission.

Braking at 3g = approximately -105kph (-65mph) in 1 second.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inMeet the RP968: A 1500hp capable beast that shattered the Sydney Motorsport Park lap record with a blistering 1:17.860, dominating WTAC for four straight years in the EMtron Pro class.It takes the full package to smash an outright lap record, and that's what the RP968 has done with teams of clever people like Ashley Field of 909 Motorsport behind the scenes and Barton Mawer behind the wheel. Despite running a large capacity 4-cylinder engine and a 1500hp+ capable Thor billet block from Elmer Racing, amongst other performance goodies, the Bosch Motorsport ABS system that is there to reduce speed, not increase it, has been a key player in getting the lap times as low as possible on the day.With a switch from the M4 to the M5 unit and more fine-tuning of brake pad compounds and spring rates, the team has gone from seeing 2g under braking to 3g, giving everything on and in the car (especially the driver) a huge workout.To reach this level of performance takes more than just slapping on a 'big brake kit' and calling it good, however, and Ashley discusses some of the considerations that go into a high downforce car when it comes to trying to have braking performance at both high and low speed without bouncing or loss of traction.

Embarking on a big build with limited experience can be a disaster as the builder quickly finds themselves out of their depth — and while this scratch-built, tube-frame Pontiac Firebird Trans Am project wasn’t without its bumps in the road, builder Riley Stair has pulled it off incredibly well and learned a whole lot in the process.Use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackagebRiley Stair had a unique journey towards cars. Before picking up a TIG torch or heading anywhere near a race circuit, he spent his days honing his craft as a professional BMX racer.  It was only after one too many injuries on the bike that Riley decided it was time to stop racing and start building serious cars. Instead of following the usual route and enrolling in a trade school, he decided to dive in with both feet and build a vicious track car from scratch in what just might be the boldest hands-on learning exercise we’ve ever seen.We start this episode by following Riley’s path towards starting his own business, RS Motorsport, and delve into his reasoning behind learning everything by doing. Riley came out the other side of this process as a great welder, fabricator, and builder of very cool cars. He also has a super-high-quality 1000hp, 10,000rpm, tube-frame Pontiac to show for it. This conversation dives deep into a host of motorsport fabrication topics, discussing everything from TIG welding tips and tricks, to choosing the right material for your project, designing and building a tube frame chassis, and much more.We also dig into the 1970 Firebird Trans Am build in detail, covering why Riley wanted to keep it NA, how he designed the pushrod suspension system and the mistakes that needed to happen so he could learn and improve.As a one-man-band outfit, RS Motorsport has its limitations and challenges — so to finish up, Riley discusses the business side of the equation, talking about the hidden headaches of setting up and running a company offering services that are very much in demand.Watch the interview with Carl Thompson here: https://youtu.be/9TIrPvG7iHM?si=Q75nyYJi5PC_r_EOFollow Riley here:IG: @riley_rsmotorsportYT: RS MotorsportWWW: rsmotorsportusa.comDon’t forget, you can use “RILEY100” to get $100 Off HPA’s Fabrication Starter Package: https://hpcdmy.co/fabpackagebTimestamps:4:07 How did you develop an interest in cars?6:41 What drew you towards road racing over drag racing?9:09 Do you have any formal qualifications that relate to your business?13:50 How did you learn to TIG weld?16:23 Welding process for reactive metals, shielding gas23:47 Accurate fit up when TIG welding25:35 Materials for turbo manifolds pros and cons?32:47 Using off-the-shelf merge collectors vs hand fabricating34:31 Gas lenses and cups, what are they and how do they work?40:12 What are the challenges with aluminium welding?56:11 Pontiac Firebird build1:11:11 How did you plan out the tube chassis?1:17:05 Pushrod suspension1:18:49 Why NA? And why the aim for 1000HP?1:24:19 8 into 1 headers1:27:42 What ECU is the Firebird running?1:28:08 What happened when you got the car to the track?133:58 What changes have been made since you got the car on track?1:40:42 Challenges with RS Motorsport business1:56:36 Are you using any 3D scanning or CAD in your fab work?2:02:25 Final 3 questions

Don't waste time shifting gears.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inThe 1000hp capable Honda K24 in Mike Burroughs Stanceworks 244 GTK Ferrari build is useless without the ability to put power to the ground, and Scott Hilzinger of Haltech explains how the Haltech electronics system handles this via a Quaife 5-speed dog engagement gearbox.This setup utilises a load cell gear knob and shift position sensor as well as other sensors on the car to give data on if the gear changing is optimal when it comes to keeping the car balanced and as fast as possible, with INCREASED reliability over manual gear shifts.Also, why are 'pops and bangs' bad for an engine, and what can a tuner do to help avoid them to give some mechanical sympathy?

Driving talent only gets you so far in professional motorsport — if you want to make it, you’ll need the full package… Plus a healthy dose of luck.In this episode, professional driver Billy Johnson gives us his thoughts on the challenges of turning driving into a job, the best way to spend 10k as a track newbie, why the Skyline GT-R is seriously overrated, the less glamorous realities of 24-hour racing, and much more.Use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/racebBilly Johnson is a professional driving coach, race driver, and factory development driver who has had a long career in the game despite his young age. We start by discussing the path Billy took to be able to drive for a living full-time, despite not coming from a motorsport family. Predictably, this involves a deep dive into karts and his progression through the ranks towards working for Ford developing the GT, GT350, and GT500. Billy has also raced for Ford in the 24 Hours of Le Mans and NASCAR, as well as many other prestigious competitions all over the globe, meaning he’s able to give some great insight into what it takes to drive these gruelling competitions and the extremely long stints they sometimes demand.This discussion provides a fascinating insight into the cutthroat world of motorsport at the higher levels, giving us a much better idea of what it takes to rise above all the other equally talented drivers out there gunning for the same seat.The conversation also covers the cars themselves. With Billy’s experience behind the wheel of extremely rapid time-attack Honda NSXs, we have to ask him what makes this 90s icon so good, and, in his opinion, why it's so superior to another popular time attack weapon — the Skyline GT-R.With some interesting discussion around motorsport-level driving aids, simulators, and the best beginner track car for under 10 and 50k (is Miata always the answer?), this episode is packed with great info!Follow Billy here:IG: @billyjracingFB: Billy J RacingX: @billyjracingLI: Billy JohnsonWWW: billyjohnsonracing.comDon’t forget, you can use “BILLY50” to get $50 off HPA’s Race Driving Fundamentals course: https://hpcdmy.co/racebTimestamps:4:04 How did you develop an interest in cars?13:38 Having an understanding of engineering as a driver18:49 Why are karts a normal stepping stone into a motorsport career?20:28 What is race craft?31:18 What is it that makes time attack an interesting form of racing?39:24 Difficulties of going from one warm-up lap to a flying lap in time attack?44:21 What do I do to improve my lap times?54:28 Time Attack NSX and its handling1:07:14 Engine package in the NSX1:09:08 Oil starvation and dry sumps1:15:53 NSX aero package1:18:18 Driver aids1:32:40 24-hour endurance racing, physical and mental fitness1:37:13 Tyre management over a long stint1:44:29 Tips for novice drivers taking their car to the track1:50:41 Does sim driving improve driver skills?1:56:32 What is a good entry-level track car?2:03:29 Final three questions

Why an RB26 is better than a 2JZ and vice versa is a common discussion between many 6 cylinder fans and while the 2JZ might have the edge when it comes to OEM components on lightly modified street builds, the RB hasn't been pushed or developed as far as the 2jz yet to see how things compare at the other end of the scale…Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inSince filming the team has run a PB of 6.35 @ 222mph to set a new RB-Powered world record.Dom from Tony Rigoli Performance runs us through some of the 12,000rpm spinning Nissan 350z build which uses a ‘tickled’ RB26 pushing out 2140HP (Mainline Dyno) at the hubs...for now. The plan is to fit a larger Garrett G57 turbocharger and GFB wastegates to push for 2300-2400HP in the quest to hit the 5’s with this full tube chassis car that runs an EMtron KV16 ECU, M&W CDI system, Rams cylinder head, Plazmaman inlet manifold, a Liberty Gears 5 speed, EZ Motorsports clutch, Spool crankshaft, Supertech valvetrain and in-house TRP pistons, rods and cam grinding.Also discussed via this Sydney Jamboree interview is the switch from the old Nissan 300zx ¾ tube chassis to their new 350z full tune chassis, the difference between them and some of the advantages a full tube chassis allows the team. The clutch setup is also discussed as being something constantly being reset and adjusted, as well as up to this power level how bearings are the only major part that is checked regularly to ensure reliability.As the event was rained off we didn't manage to get any in-car, but we'll be back.

What considerations go into tuning a 1300HP EV such as the Palatov D2EV?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inWhile electric vehicles (EV's) 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.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.

Legendary tuner Shane Tecklenburg returns to talk about turning LMP3 race cars into hill climb monsters, calibrating V12 air race planes, the realities of compound turbo setups, and much more.Use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackagebShane Tecklenburg, or “Shane T” as he’s more commonly known, is one of the biggest names in the tuning industry, and for good reason. This long-time friend of High Performance Academy has been in the EFI tuning game for many years now, and has a reputation as the ultimate problem solver who can rectify all manner of difficult tuning issues that others have given up on.After appearing in episode #1 back in 2021, Shane now returns for episode #120, allowing us to catch up on his latest projects, starting with an in-depth look at what it takes to transform an LMP3 circuit racer into a hill climb weapon with a sub-10 minute Pikes Peak ascent in its sights. This leads us into a fascinating conversation around anti-lag, IMAP vs EMAP, and retaining as much power as possible as a car gains altitude. Next, we get an interesting insight into the world of air racing, as Shane details his tuning adventures with V12-powered Thunder Mustang race planes and the unique challenges that come with calibrating these unique machines and their dual ECUs.  Back in 2021, we talked to Shane about one of the most interesting projects he’s been involved with — the Mazworx SR20VE-powered triple-compound turbo drag car. This machine is fairly well-known online thanks to its incredible aesthetics and unique turbo setup, so the update on this project from Shane is a very welcome one as the team strives for that magical 3000hp goal.  The conversation then falls down the very deep compound turbo rabbit hole as Shane gets into the finer details of this forced induction arrangement.As mentioned, you can listen to episode 60 featuring JT Oliver of JTO Power here.Follow Shane here:IG: @tunedbyshanetFB: Tuned By Shane TYT: TunedbyShaneTWWW: motorsportcontrol.comDon’t forget, you can use “SHANET100” to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/tuningpackageb

With the ability to go over 250MPH and make 5 second passes despite strict parity regulations, the NHRA Pro Modified drag racing series is possibly one of the most competitive in existence.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inAt the last PRI trade show, we managed to catch Shane Tecklenburg once again to gain an insight into his exploits with the NHRA - E3 Spark Plugs Pro Mod Drag Racing Series via the Elite Motorsports/Modern Racing team. With 3 cars on track piloted by Erica Enders, Alex Laughlin and Steve Matusek the Pro Mod series was a new project after the teams' success in the Pro Stock series, but it didn’t come without a steep learning curve given the heavy dependence on experience (guessing and checking) the Pro Mod drag racing regulations spur.Some of the differences between a turbocharged and supercharged car are discussed along with some of the processes the NHRA implements to ensure ECU’s supplied by MoTeC and other companies do not give teams any technical advantage over one another in the form of traction or boost control of which there is a restriction that can be changed during a season in the interests of parity. 

What's the point of drag racing if you're limiting performance via rules and regulations?Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inVarun Sharma gives us a rundown on the 3.3L 2100HP at 75PSI Oceania College/101 Motorsport X275 Drag Radial JZA80 Supra which runs a methanol fed Bullet Race Engineering Billet block-based 2jz engine with a best ET of 6.79s at 212mph making it the fastest Sport Compact in Australia at the time of filming at Sydney Jamboree.Discussed is the decision behind running a TH400 3 speed automatic and the lock up converter setup that is required to prevent transmission slippage as they dial the power level higher and higher. The safety a billet block offers is also touched on along with how despite the extra weight the team run a water to air intercooler setup. We also talk about some of the class limitations including the tyre size which see any loss of traction turned into an aborted run and how the old independent rear suspension setup is much more difficult to get dialled in for the drag strip along with behaving differently too.The X275 Drag Radial class sees competitors restricted by tyre and power adder sizes among other rules added and changed over the years around the use of a stock location firewall, factory roof and quarters and an emphasis on equipment that was originally produced in an OEM form or is readily available in the aftermarket. As Varun explains this, along with the use of a 1/8th mile strip at many events, helps keep the competition close and the costs lower to help ensure a healthy field of competitors.

Do I need electronic wastegate control? What about CO2? And how do I know what size wastegate is needed for my build? These questions and a whole lot more are answered thanks to this week’s guest, Matt Wright from Turbosmart. Use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostbMatt has a unique understanding of the industry, having worked for two of Australia's biggest aftermarket performance brands — two decades at Haltech and a more recent move to Turbosmart. We start this episode by delving into the path that Matt took to get where he is today, covering the early days of Haltech that saw him dealing with some fairly rudimentary electronics and software as a support tech. Matt grew with the company and would go on to head up Haltech’s expansion into the United States. There are some great discussions here about VE-based tuning, the future of standalone ECUs, and what Matt thinks is missing from the current crop of standalone offerings.After 20 years of service, Matt decided to move across the road to Turbosmart, where he’s helped push the development of new products — especially its new range of turbochargers. Matt discusses these new turbos before diving deep into the world of boost control, getting way into the weeds on all things external wastegate. Sure, the idea behind a wastegate is simple enough, but things get a little more demanding and complex when a vehicle’s performance starts to get pushed to its limits. Follow Matt here:IG: @turbosmarthqFB: TurbosmartYT: TurbosmartWWW: turbosmart.comDon’t forget, you can use “MATT25” to get $25 OFF HPA’s Boost Control course: https://hpcdmy.co/boostbTimestamps:4:39:20 How did you gain an interest in cars?16:54 Did you move into Haltech tech support with almost no tuning experience24:28 What was your role at Haltech?27:10 The difference between American and Australian car scenes32:15 Haltech’s growth into the US market39:45 Key changes in ECU tech over the years47:30 What do you think is missing from aftermarket ECUs?54:43 How does an ECU company balance technical features while keeping it user-friendly?1:03:55 How did the opportunity at Turbosmart come up?1:08:38 Overview of Turbosmart1:13:10 Turbosmart’s external wastegate, Why is it so good?1:17:54 Pros and cons of electronic wastegate?1:34:08 What is a StraightGate?1:42:52 How do we pick the right size wastegate?1:47:30 Bringing Turbosmart turbochargers to market2:05:35 Final 3 questions