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/podvip

Kyle 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.Engineers
Instagram: kyleengineers
WWW: jfkaero.com

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: hpcdmy.co/podvip

Timestamps:

0:00 You Don't Need a PhD to Add SERIOUS Performance
3:47 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-in

Once 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-in

Every 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/podvip

We’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/podvip

Timestamps:

0:00 The TRUTH Behind Drivetrain Losses on the Dyno
4:05 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

We often chase engine and tuning upgrades first, but could a front splitter and rear wing be a smarter starting point for our race cars?

We caught up with Kyle Forster from JKF Aero to break down how aerodynamics work in practice and how to make effective improvements at every level of motorsport. From the priorities of downforce vs drag, to choosing the right aero balance for your car's drivetrain layout, this conversation covers everything from tuft testing a club racer to CFD and F1-style development cycles, noting Kyle was an aerodynamicist for the Mercedes Formula 1 team during their hybrid era peak.

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

Kyle explains key tuning strategies using splitters, wings, rake, and gurney flaps, plus the difference between 2D and 3D wing profiles and how things like swan neck mounts and dual elements can drastically improve efficiency and downforce. He also clarifies some common misconceptions about turbulent flow, stalling, and the practical implications of end plate design, big and small.

Practical advice is given for grassroots racers, including the use of tufts or strong coast-down testing, and why stopwatch and driver feedback still matter. At the professional level, Kyle explains how CFD, wind tunnel testing, and track validation work together in a continuous development loop for professional motorsport including Formula 1 car development.

So, where are the biggest gains to be had for a club racer? As you might have guessed, front splitters and rear wings. Get them on the car and develop over time from there, forgetting about flat floors and rear diffusers until further down the line is Kyles advice.

Whether you're trying to gain lap time at your local time attack event or you’re part of a pro-level development team, this video gives valuable insight into how to build aero that works. To see more of Kyle’s work, check out JKF Aero at jkfaero.com or his YouTube channel ‪@KYLEENGINEERS‬.

Some bearings are tough enough to survive 3000 horsepower, but that doesn’t mean you should use them in your street build.

Choosing the right bearing isn’t as simple as just picking the toughest option and sometimes what seems like a part from 'the top shelf' can do more harm than good. In this interview, Christian from Nitto Performance Engineering breaks down some small but key differences between OEM-style bearings, ACL Race Series bearings, and coated bearings like those treated by Calico. While high-end coatings offer increased durability for extreme horsepower builds, they come with trade-offs in embeddability and long-term street reliability.

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

This conversation clears up common misconceptions around bearing selection, including how coatings affect clearance, what embeddability actually does, and why some “race-spec” parts can do more harm than good in the wrong application. Christian explains that coatings like Calico are better suited to high-power engines with short service intervals, not long-life street builds.

If you're chasing reliability and performance, this video will help you make an informed decision and avoid common (and expensive) bearing mistakes. Whether you're building a 3000hp drag monster or a 1000hp weekend car, it’s about matching the component to your use case, not just chasing specs.

Think getting extra speed out of an aero package is just for the pros with all the money? It’s not... But you DO need to know what you’re doing.

This week, we’re sitting down with aero specialist Amir Bentatou from RS Future to discuss creating an effective aero package for your vehicle, how to actually test it, and much more.

👉 Use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course:https://hpcdmy.co/aerob

It’s no secret that over the last decade or so, the use of aero components has really grown thanks to disciplines like time attack and hill climbing. The reality is, these days, if you want to be competitive on track, a solid aero package is no longer optional.

In the past, this usually meant consulting with experts, having your car scanned, and a custom aero package designed and built for your car — and that costs a lot of time and money. Things are different these days, though, and Amir dives straight into discussing how the average racer can build out a successful aero package to pick up a whole lot of speed using the 80/20 rule — that is, 80% of the performance for 20% of the money and effort.

We also discuss testing at the grassroots level through the use of wool tufting and flow-vis — these can be easily implemented, but you still need to understand what you’re looking at when the car comes back into the pits.

This conversation goes deep into the aero world, but also touches on Amir’s self-taught journey to get where he and RS Future are today, as well as his insight into the world of time attack and GT3 racing, which is something he’s been heavily involved in for a good few seasons now.

Check out Amir here:
Instagram: @rsfuture_amir, @rsfuture
Youtube: RS Future
WWW: rsfuture.com

👉 Don’t forget, you can use the code ‘AMIR50’ to get $50 off HPA’s Aerodynamics Fundamentals course: https://hpcdmy.co/aerob

Timestamps:

0:00 The Secret to Effective Aero on a Tight Budget.
3:35 How did you become interested in cars and motorsport?
5:46 How did you transition into aerodynamics and composites?`
14:00 How did you get a job as a Motorsport driving instructor?
18:15 When and how did you start RS Future?
22:40 How did you decide what products you would focus on with RS Future?
25:53 Can you explain wool tuffs and how we can use them?
30:49 What is flow vis?
32:42 How do we go about developing an aero package for a race car based on a road car?
39:28 How do we produce front-end down force on a production road car?
54:15 How do you manage ride height and downforce?
59:02 What is a third member?
59:55 How important is having a flat floor?
1:06:05 Where do we want our ducts for oil coolers, trans coolers, and brakes
1:09:47 How are these aero parts constructed?
1:19:16 How did you move into race engineering for GT3?
1:21:33 What is the GT3 class?
1:36:22 Final three questions

3D scanners are not always cheap, but here's why they might still be worth your money.

3D scanning is changing the game for motorsport and custom fabrication, and tools like the Peel 3 scanner are bringing that capability to a more affordable level. In this interview from SEMA, we speak with Gabrielle Williams from Peel 3D/Creaform about how this tech works, where it's most useful, and what enthusiasts need to know before diving in.

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

The Peel 3 offers an impressive 1.25 million measurements per second (try doing that with your tape measure!), with around 1mm of accuracy loss over 4m, plenty for reverse engineering and CAD work in automotive applications. For more precision, positioning targets (tracking dots) and scanning sprays like Magnaflux and AESUB supply help solve the usual problems with reflective or transparent surfaces.

The Peel.CAD software acts as the bridge between scan data and usable CAD models, allowing users to extract entities and create features like cones, planes, and shells for use in software like Fusion 360 or Solidworks. While traditional CAD can't work directly with scan meshes, Peel.CAD simplifies this post-processing step.

If you’re wondering whether your system can handle it, Peel recommends a Windows 10/11 PC with at least an Intel i7, RTX 3070 GPU, and 32GB of RAM. Pricing starts around $12,300 USD including the software, putting it within reach for serious workshops and dedicated enthusiasts.