Ever wondered if a wheel’s stiffness can affect camber or how rotational inertia plays into vehicle response? Eddie from Titan 7 explains their commitment to minimizing deflection, reducing tyre creep, and designing spokes that strike the perfect harmony between strength and aesthetics.

No more cut tyres, bent rims or poor fitment, No excuses. The HPA Wheel and Tyre Fitment online course is here to help. 50% off and instant access, enrol now: https://hpcdmy.co/bw7

Big thanks to Eddie and the JDM Yard team for giving us the inside scoop on what makes aftermarket wheels stand out during the World Time Attack Challenge

Whether you’re an engineer, racer, or just someone who appreciates top-tier wheel design, this breakdown of Titan 7’s strategy is for you.

*** 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

New technologies have enhanced our ability to create stronger, lighter, and better components since the earliest days of motorsport. Recently, we've been seeing another great leap forward in tech, with the 3D scanner being one of the main drivers behind it. Now that these devices are only getting cheaper and easier to use, is it time you picked one up and started pushing the boundaries of what you can build?

Use PEEL50 to get $50 off HPA’s 3D Scanning for Motorsport course: https://hpcdmy.co/3Dscanb

On this episode of Tuned In, we sit down with Gabrielle Williams of Peel 3D, one of the bigger players in the rapidly evolving 3D scanning space.

Straight out of high school, Gabrielle joined the US Navy and found her way into a position as a nuclear operator aboard an aircraft carrier. After her tour finished, she gained a mechanical engineering degree and found herself working for Creaform and its sister company, Peel 3D.

While Creaform is focused on high-end large-form scanners, Peel 3D is aimed at the consumer market — in other words, us. In this conversation, Gabrielle talks through the basics of the technology, covering how different systems work and which one would suit your application best, why the prices vary so wildly between systems, as well as the metrics that matter like frame rate, field of view, and data points.

Gabrielle also breaks down some of the ways we can be most effective in the workshop with a 3D scanner, where the sweet spot is price-wise for the average enthusiast, and what to expect from this technology in the coming years.

You might not have considered 3D scanning before, but now that you don’t need to take out a second mortgage to afford one, is it time to consider adding a 3D scanner to your workshop?

Follow Peel 3D here:
IG: @peel.3D
FB: Peel 3D
YT: youtube.com/c/peel3d
WWW: peel-3d.com

Don’t forget, you can use PEEL50 to get $50 off HPA’s 3D Scanning for Motorsport course: https://hpcdmy.co/3Dscanb

Time Stamps:
4:20 What’s your background and how did it lead you to working for Peel 3D?
8:00 Overview of Peel 3D and Creaform?
12:47 What training options are there for learning how to 3D scan?
13:52 How do industries use these 3D scanners?
23:13 How does a 3D scanner actually work?
33:45 Technical aspects that affect the performance of a scanner?
42:20 What do we need to know when choosing the right scanner for our needs?
43:50 What sort of PC/computer power do we need to run these scanners?
45:40 How do we get our scan into CAD software?
51:40 Where do you see 3D scanning tech going in the future?
54:02 Final three questions

Suspension dampers (aka shocks) are well-established products, so in this day and age, surely anything you get off the shelf from a high-end brand should be ready to roll, right? Wrong.

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

Andre Nader of DNA Autosport & Modal Suspension explains some of the variances that generic off-the-shelf products, no matter the price, must operate within compared to dialling in custom bespoke suspension for your car, tyre choice and driving style.

He runs through some key points around ride/suspension frequency and its relationship to spring rates, as well as what a driver might be looking for in order to know that his damper setup is sub-optimal, which includes hopping or skipping on the surface of the race track and instability under braking.

Why remote reservoirs are used, how a 'safe' car balance isn't necessarily fast and how trying to cover up the poor suspension with extreme alignment/setup changes is a slippery slope is also explained.

TIME STAMPS:
0:00 - Dampers: Omitted Performance?
0:25 - Andre Nader - DNA Autosport
0:38 - Why A Bespoke Damper?
1:10 - Race Suspension
1:34 - Window Of Performance
2:30 - Chasing Tyre Performance
3:20 - Issues To Look For
4:20 - Spring Rate Selection
5:16 - Ride Frequency
6:01 - Tyre Temperature Data
7:05 - Alignment Vs Springs & Dampening
8:18 - Car Balance Vs Spring Rate
9:26 - Ride Frequency Calculation
10:05 - Modal Damper Construction
11:01 - McPherson Strut Vs Multilink
11:43 - Compression And Rebound
13:21 - Why? - External Reservoirs
14:40 - Lap Time Gains: Off The Shelf Vs Custom
15:32 - Where To Spend Your Money?
16:22 - Modal Suspension
16:44 - BUILD.TUNE.DRIVE

Back when tidy AE86s were still going for $3,000 AUD, Ben of Third Strike Fabrications knew he needed one in his life, and 4 or so engine swaps later he gave us some insight into his build and the Toyota AE86 Corolla Levin/ Sprinter Trueno platform in general during the World Time Attack Challenge.

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

Ben touches on known issues relating to the rear suspension, why a K24 instead of the 4AGE or 7AG (which he has tried), retaining variable cam control (VTEC), future fine tuning plans and more in this interview of what was certainly one of the tidiest AE86's we've seen in a while, including (but not discussed) it's full titanium exhaust system made in-house by Ben and his team.

Basic rundown:
Engine: 'Built' 260hp K24 with Drag Cartel aftermarket camshafts
Electronics: Insight Motorsport wiring, EMtron KV8 ECU
Transmission: 6 speed J160
Fuel: Dedicated E85 build
Past engines: 4AC, 4AGE, 7AG

Creating a turbo manifold isn’t THAT hard but creating one that doesn’t fall to pieces in harsh motorsport conditions is a different story. In this episode, we sit down with Full Race’s Geoff Raicer — someone who understands turbocharger and manifold development better than most and is more than happy to share what he’s learnt... plus a whole lot more.

Use RACE50 to get $50 off HPA’s 3D Modelling & CAD for Motorsport course:
https://hpcdmy.co/CADb

Full Race has been around for a long time and has always been known for building some of the best turbo manifolds and turbo kits available — primarily for the Honda, Mitsubishi, and Nissan markets. Geoff and Full Race were even instrumental in bringing Borg Warner’s line of EFR turbochargers to the aftermarket and yet, despite that successful history, you won’t find a single fabricated exhaust manifold for sale on Full Race’s shop these days — so what happened?

In this episode, we chart Geoff’s journey towards founding Full Race just as the modified import scene began to explode, how his business evolved through some challenging years, and what it’s morphed into today — a very different beast from its early days.

This is a fascinating story that saw Geoff and his team pivot in an interesting direction during the 2008 financial crisis, involving themselves directly with Borg Warner and later Ford in the development and testing of the 2.3 inline-four and 3.5 V6 EcoBoost engines years before the public saw them. This relationship has continued and we now see a completely different Full Race that puts the majority of its eggs in the Ford basket, pumping out some of the best Raptor 3.5-litre Ecoboost go-fast parts seen anywhere in the world.

This episode touches on a wide range of subjects that touches on a wide range of subjects — from the limitations faced by Geoff in the early days of turbocharging, to the secrets to building manifolds that don’t fail, to some seriously technical discussions around turbochargers, working with OEMs, the ins and outs of Ford’s EcoBoost 3.5 litre V6, plus a whole lot more.

Follow Geoff here:
IG: @fullracemotorsports
FB: Full-Race Motorsports
YT: Full-Race Motorsports
WWW: full-race.com

Don’t forget, you can use RACE50 to get $50 off HPA’s 3D Modelling & CAD for Motorsport course: https://hpcdmy.co/CADb

Time Stamps:
3:28 How did you get into cars?
6:43 Why were earlier turbo manifolds cracking and how did you fix them?
19:02 Supporting the turbo
22:55 Road to starting Full Race, building turbo manifolds
27:28 Why did you go down the road of robotic welding?
30:02 Where is Full Race at today, Ford Ecoboost?
33:51 What is turbo lag?
36:38 Twin scroll vs single scroll
40:40 Why do OE manufacturers still focus on the aftermarket?
50:23 Building relationship with Ford continued
56:02 OEM’s relationship with aftermarket and performance upgrades.
58:53 Weak points of the 3.5L V6 Ford Ecoboost engines
1:06:24 What does Full Race’s product line look like for the F150?
1:11:32 Challenges involved in casting products. Big upfront costs.
1:15:45 Why did you completely change Full Race’s direction to solely focus on the Ford Ecoboost platform?
1:19:24 What’s the difference between Gen2 and Gen3?
1:21:13 Are there any other trucks you’re looking to make kits for?
1:26:00 Where do you see turbo technology heading