Field Report: A Clever Solution | 400HP 3-Cylinder G16E-GTS

“Composites” aren’t just expensive and elaborate carbon fibre parts for high-end race teams. It may be easier, more accessible, and cheaper than you think to get started in the composite game.This week on the podcast, we sit down with Keith Peden from Rodin Cars to unravel the world of composites.👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipKeith shares his journey from a childhood passion for cars to becoming a composite specialist in the automotive industry, building parts to the highest level. He emphasizes the importance of hands-on experience and how collaboration between engineering and manufacturing teams is key to success.The conversation explores the properties of different composite materials and their applications in motorsport and automotive design. He discusses various aspects of composites, focusing on the differences between chopped strand mats and woven mats.He also explains resin types, why proper mixing is critical to strength, and how many factors can impact the final product. We discuss different manufacturing methods, from wet layups to prepreg and autoclaves.One of Keith’s big takeaways is that composites don’t always have to mean expensive carbon fibre. For many motorsport and automotive needs, affordable alternatives can deliver excellent results — especially for the home enthusiast.Follow Rodin Cars here: Website: rodin-cars.comInstagram: rodincarsofficialFacebook: Rodin CarsYoutube: RodinCarsTimestamps:0:00 “Composites” aren’t just for high-end motorsport4:00 How did you form an interest in cars?5:33 How do you become qualified in composite manufacturing and what’s your  background?16:18 Can you give us an overview of Rodin Cars?27:44 What is your role as Composites Team Lead?31:47 What does the word composites actually mean?33:03 Is a carbon fibre part stronger in compression or tension?35:21 What is carbon fibre and why is it so good for motorsport?38:09 Carbon vs Kevlar vs Fibre glass cost variation?40:42 What is a chopped strand mat?43:05 What is a woven mat?44:44 What is resin?48:49 What does the term prepreg mean?52:55 What is an Autoclave?59:09 Other types of layup methods1:11:55 Downsides of composites parts being repaired1:13:21 How do you add threaded bosses for attachments to a composite part?1:16:24 Final 3 questions

The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster.Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipIn this interview, Ben from ‪@artec_performance‬ reveals the 18-month R&D journey behind their fully emissions-compliant bolt-on turbo kit for Toyota’s GR platform. This isn't a generic setup, every component is purpose-built to retain OEM fitment, support factory ECU control, and maintain legal emissions systems. That means you keep your sensors, your catalytic converter, and your conscience clean while chasing 400+ hp.You’ll hear how ARTEC engineered their own turbine housings, compressor covers, and manifold solution to suit Garrett G25 rotating assemblies, why packaging and emissions compliance required more than just off-the-shelf parts, and what makes the G16E-GTS engine one of the most exciting new tuning platforms in years.Whether you’re building a street-legal time attack car or want to keep your road car emissions-friendly while unlocking serious power, this bolt-on system is worth a closer look.

"The closest we've got to a mechanic is a panel beater." - Has this group of friends on a budget built something quicker and more special than many big chequebook builds ever will be?Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipMost people overlook the third-gen Toyota MR2 (MR-S), but Justin from Close Enough Racing has spent years turning his into a proper grassroots weapon.From a modest 1ZZ track car to a 450kW turbocharged 2ZZ build with APR widebody aero, a Jubu Racing close-ratio gearbox, and Porsche brakes, this is a fully developed MRS that competes on the world stage at World Time Attack Challenge.You’ll learn how Justin and his mates handled the powertrain setup, aero evolution, and suspension development while working around the MR chassis’ limitations and strengths.The car features a Gen 2 Garrett G35-82R turbo, factory-based poly bushed mounts, and a 3582R-based turbo system pushing 35 psi through a built 2ZZ engine. The team worked with brands like CMS Performance for tuning, APR for aero, Shockworks for suspension development, and even adapted Porsche Boxster calipers using custom dogbones.Despite not being professional engineers, this group of friends put together a car that can compete with far more expensive, professionally built competition.If you’re building your own track car and want to see how to combine smart part selection, testing, and a bit of ingenuity to go fast on a budget, this one’s worth your time.#highperformanceacademy #buildtunedrive  #closeenoughracing #aprperformance #shockworks #cmsperformance #juburacing #toyotamrs #mr2build #worldtimeattack #2zzge #grassrootsracing #aprperformance #cerbuild #wtac #carmods #motorsport

Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics. This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials.👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipPhilip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring.We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application.They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness.Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one.Follow Technica Racewire here:Instagram: @technicaracewireFacebook: Technica RacewireWWW: technicaracewire.com👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipLinks:Autosport Manual Timestamps:0:00 This Could Make or Break Your New Harness4:12 How did you get interested in the automotive scene? (Kevin)6:52 How did you get interested in the automotive scene? (Philip)9:51 How did you move towards building motorsport grade harnesses? 14:44 How did you go about sourcing Porsche electronics for your harnesses?17:46 When and how did you decide to start wiring for a living?24:15 What does Technica Racewire look like today? Location? Size?30:21 Are you doing production runs on harnesses?32:43 What brands of ECU are you aligning with?36:15 Do you get into ECU configuration and setup?40:40 What is a high pot tester?41:20 How much of your business is business to business vs business to consumer?45:12 Do you get involved in programming CAN messaging?46:57 What’s the difference between a club level harness vs a motorsport harness?53:31 What do you need to know to start working with Autosport connectors? 56:33 Understanding current through a connector and what size wire do we use? 1:08:48 Are DTM connectors still suitable for a motorsport harness? 1:12:50 The intricacy of working with Autosport connectors continued.1:14:45 What’s your opinion on crimping vs soldering?1:17:57 Using solder to pot an actuator or sensor. 1:20:45 Moisture ingress in connectors1:23:31 What are the most common mistakes in building a harness?1:30:36 What is star point earthing?1:33:24 What do you use for your planning? Software?1:38:50 Final 3 questions

Ever wondered what it takes to convert an old car into a modern 600hp EV using aftermarket tech instead of a Tesla swap?Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipAt SEMA, Rory Baldrey from Legacy EV walks through the full electric conversion of HP Tuners classic air-cooled 1984 Porsche 911 Carrera, powered by a Cascadia Motion motor and controlled via HP Tuners' Core EV VCU (ECU). Rory explains how this setup compares to more common OEM-based swaps, like Tesla drivetrains, and why they opted for a high-voltage 800V system. From regen tuning to thermal management, and the cost vs. flexibility tradeoffs of aftermarket parts, it’s a practical look into how EV swaps are evolving and what's possible at the cutting edge of performance electric conversions.#highperformanceacademy #buildtunedrive #evswap #ElectricPorsche #CascadiaMotion #hptuners #sema ‪@cascadiamotion‬ ‪@HPTuners‬

Ever seen a 550whp front-wheel-drive Micra out on track?Sean Austin’s FWD K11 Nissan Micra is running a turbocharged Primera P11 SR20VE+T Neo VVL (the best SR20?) & 6-speed gearbox, Haltech Nexus R3 engine/power distribution management, Haltech iC-7 dash, and enough power to torque steer into another dimension.Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipWith help from CDI Motorsport, Raceworks, Knight Family Motorsport, and a front end swapped in from a Pulsar, this car has evolved from track beater to full track weapon at the World Time Attack Challenge. It’s light, fast, and rowdy, but Sean’s also realistic about its limitations, admitting the platform might have hit its ceiling. That said, not sure we believe that a project is ever truely 'finished'!This walkaround covers the build, from the engine setup and fabrication, through to suspension compromises and alignment headaches. It's a quick look at what it takes to extract big performance from an unlikely chassis, and believe it or not at this stage all for under $20,000 Kangaroo Dollars (AUD).#highperformanceacademy #BuildTuneDrive #laterk11 #noideaclub #SR20VVL #Micra #FWD #k11 #TimeAttack #Haltech #WTAC2 #learndriveoptimise #learntotune #enginebuilding101 #dontletthesmokeout #wiring101 #cars #motorsport #racing #boost 

You can go a long way with club-level aero — and this is how to do it.On this week's episode of Tuned In, ex-Mercedes F1 aerodynamicist and brand new HPA tutor Kyle Forster helps you find big gains in performance by adding aero.👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipKyle shares his journey of how he became an aerospace engineer with a passion for motorsports, he also discusses the challenges he faced while pursuing a PhD to break into Formula 1. We get a first hand look at Kyle's time at Mercedes F1 and the complexities of aerodynamics in high level racing, including the differences between CFD and wind tunnel testing and the challenges of validating aerodynamic performance in real-world conditions. Kyle digs into club level aero packages showing us you don’t need a big budget or an engineering degree to gain performance and lap time. He now runs a consulting company ‘JKF Aero’ which can help you do exactly that.We discuss the fundamental aerodynamic principles, the importance of selecting the right components, and practical methods for validating aerodynamic effectiveness that anyone can do.Check out Kyle here:YouTube: Kyle.EngineersInstagram: kyleengineersWWW: jfkaero.com👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: hpcdmy.co/podvipTimestamps:0:00 You Don't Need a PhD to Add SERIOUS Performance3:47 How did you form an interest in cars?7:40 Why was there an era where Formula SAE didn’t have aero?12:45 How did your passion for aero grow from the Formula SAE team?15:57 What is a degree, masters and PHD in Engineering?19:21 How hard was it to land a job in F1?22:06 What responsibilities do they give you when you join a team as a fresh aerodynamicist?27:43 How do you end up with a cohesive aero package where all the parts work together?31:27 What’s the process of testing these aero parts you design?37:50 Why isn’t what you see in the wind tunnel not the same on the track?48:23 What data and sensors do you have to validate aero on the track?54:26 Why don’t we use a 1:1 model in the wind tunnel?1:02:42 Why are there caps on CFD time?1:05:06 How much does ride height affect downforce? 1:06:44 How long were you in F1 and how did you exit?1:09:36 What does a typical consulting job look like for a high level motorsport team?1:11:03 And what does that look like for a club level car?1:14:13 Getting people to see the real benefit in aero?1:18:19 What does a club level guy need to know?1:24:56 How does a front splitter create downforce?1:28:38 Do we need to think about spring rates when adding club level aero?1:29:46 How do we even need our front splitter tunnels?1:32:31 How do we validate our aero components are working at the club level?1:41:19 Why is flow-vis not a viable technique at club level?1:44:55 Final 3 questions

Ever wonder how a connecting rod that can handle 3000hp+ is designed, tested, and manufactured?  Here's a rare inside look at how true high performance aftermarket components are engineered and delivered.At the World Time Attack Challenge, Christian from Nitto Performance Engineering explains the complete workflow behind designing internal engine components like connecting rods. This includes using CMM (Coordinate Measuring Machines) to capture OEM specs, designing in Fusion 360, running FEA (Finite Element Analysis) simulations, prototyping with SLA (Stereolithography) resin 3D printing.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inOnce validated, the design moves into manufacturing, using Mastercam software for CNC machining, followed by forging, nitriding, and final CMM verification.Learn why skipping motion studies or relying only on simulation data can cost you big, and how real-world validation is what separates a good part from a race-winning one. This is your inside look at doing it right the first time, using both cutting-edge software and practical track-tested experience.This is not just a tick box design process, it’s about ensuring the part is right from the start and built to handle the punishing demands of the huge cylinder pressures high performance engines see.

What happens when you combine flame-bent titanium, 3D scanning, and a 1969 Datsun Roadster? You get one of our favourite builds, and a happy missus.Connor McElvain ‪@ConnorButter‬ from Butter Welding showcases his custom Nissan/Datsun Roadster project, where old-school cool meets new-school tools. Starting with a complete 3D scan of the body, Connor designed and built a full custom chassis using CAD, ditching the original outdated geometry for a purpose-built cantilever suspension system that was prototyped with 3D printing and finalised via CNC machining.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inEvery part has been carefully modelled and refined from the Nissan SR20 VVL head to a pair of Weber carbs mounted on a one-off manifold for both form and function. A Haltech Elite 550 ECU runs the ignition and variable valve timing, blending modern control with vintage charm.The real showpiece is the titanium exhaust header, flame bent by hand and slip-fit for flexibility. This material isn't often used in this way and might not be ideal for long-term durability, but time will tell and in the meantime it looks incredible and sounds even better. This build is proof that with the right tech and dedication, you can create something pretty epic.Probably not surprising, but Connor and his roadster took the SEMA Battle of the Builders 'Young Guns' 1st place award 🥇 

Real-world performance is what matters when tuning a vehicle, but let’s not pretend the numbers on a dyno sheet mean nothing. The thing is… How can we trust one result from another? How are different dynos arriving at their calculated power and torque figures? And what’s the deal with drivetrain losses? Todd Lewis from Mainline Dyno is here to answer these questions and many more. 👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipWe’ve been using Mainline dynos for over a decade now, so when Todd flew over to our facility to carry out some upgrades on our four-wheel-drive hub dyno, it seemed like the perfect opportunity to sit him down and get some definitive answers about the sometimes confusing world of dynometers. We start by discussing the history of dynos — both engine and chassis — covering the rapid pace of advancement over the last few decades, the different types available today and their pros and cons, as well as what modern dynos are now capable of. We then jump into the heavy tech side, covering fascinating topics like inertia and load bearing systems, how much power some dynos can really handle, eddy current retarders, and plenty more. The conversation rounds out with some great chat around properly strapping a car to a rolling road system, accounting for variances in drivetrain loss and how it should be calculated, as well as achieving complete consistency from run to run — probably the most important factor for any tuner.Looking to Invest in a Dyno? Listen to This First. Check out Mainline Dyno here:Instagram: @mainlinedyno Facebook:  Mainline DynoLog Dynamometers WWW: https://www.mainlinedyno.com.au👉 Don’t forget, you can use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvipTimestamps:0:00 The TRUTH Behind Drivetrain Losses on the Dyno4:05 How did you become interested in cars?10:55 What has changed in the dyno space since you’ve been involved?14:39 What is a vane dyno?15:43 When did Mainline start focusing on dynos?20:01 What drove demand for dynos in the early 2000s?22:15 What other brands of dyno were around in the early 2000s?24:09 What is an inertia dyno?28:56 What is a load-bearing dyno, and how do we apply that load?34:43 What is an eddy current retarder?41:42 Why do we get varied dyno readings?47:17 How do you train people to get consistency on their dynos?57:19 Why is everyone using an eddy current retarder?59:29 Do you get to a point where the rolling road doesn’t make sense?1:03:20 How did the development of the hub dyno come about?1:16:21 Hub dynos vs roller dynos?1:23:15 How much power are we losing in the drivetrain?1:37:04 Is there much demand for linked dynos?1:41:16 When did you start with Mainline and can you give us an overview of Mainline today?1:45:50 New operating system — why have you updated it?1:52:27 Final three questions