*** 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