Tuned In

High Performance Academy

0,0 (0)
MOTOR
SEMANAL

Tuned In

High Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, CAD, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver Coaching/Training, Motorsport Fabrication and Car Setup.

HACE 14 H

Field Report: What’s really KILLING your catalytic converter?

You might love the look and sound of your flame-tune, but is it killing your catalytic converter (CAT)? In this interview, Matt Latino from G-Sport by GESi explains the limitations of factory catalytic converters and why performance builds often require something more capable. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in G-Sport’s aftermarket catalytic converters are EPA-compliant, stainless steel, and designed for high horsepower, but they’re not indestructible. Matt dives into the real-world causes of CAT failures, including improper sizing, rich tuning, and aggressive launch control or anti-lag strategies. Burble, flame, and pop tunes might be fun, but they push unburnt fuel through your exhaust and straight into your catalytic converter — which can result in thermal overload or even complete failure. Like tyres on a track day, pushing your CATS too far too often will shorten their lifespan dramatically. Matt shares practical advice on how to make power in a street car while keeping your CAT alive, and what makes GESi’s designs different from cheaper OEM-style ceramic core converters. Many exhaust specialists already include the likes of G-Sport CATS in their complete systems, so it's possible you might even have one and be benefiting from the performance gains. ------------------------------------ TIME STAMPS: 0:00 - G-Sport by GESi 0:22 - Limitation of Factory Catalytic Converter 0:53 - Exhaust Backpressure 1:06 - Aftermarket Options 2:10 - Aftermarket Vs OEM Construction 2:29- Why OEMs Use Ceramic 2:39 - Stainless Steel Construction 2:50 - Not Bulletproof 3:20 - Tuning Mistakes 4:00 - Everything In Moderation 4:45 - Tyre Analogy 5:00 - Thanks Matt! 5:30 - BUILD.TUNE.DRIVE

6 min
29 ABR

Field Report: How is this tool is making EFI easier than ever?

Will carbs on V8 hotrods etc become a thing of the past when some alternatives are this easy? For those unfamiliar with ECU tuning, switching from a carburettor (carb) to EFI can seem daunting, but it doesn't have to be. The ‪@EdelbrockUSA‬ Pro-Flo 4 is designed to make the transition as simple and hassle-free as possible. With pre-calibrated sensors, a self-tuning system, and an easy-to-use app, this sequential port injection system eliminates the need for a laptop, making it one of the most user-friendly EFI solutions on the market with plug-and-play options for the Gen 3 or 4 LS, Gen 1 or 2 Ford Coyote and Chrysler Gen 3 HEMI V8's. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Unlike traditional throttle body injection (TBI) systems that mimic a carb, the Pro-Flo 4 offers true multi-point injection, improving fuel atomization, drivability, and efficiency. Injector and fuel system selection are simplified, with kits available for different power levels, and installation is made easy with a fully terminated wiring harness that requires no crimping or cutting. The distributor-based ignition system means there's no need for an additional crank trigger, further reducing complexity. The system features closed-loop control that continually learns and adapts while driving, improving fuel mapping in real-time. For those worried about fine-tuning aspects like cold starts and transient enrichment, the Edelbrock E-Tuner App provides intuitive adjustments using familiar carburetor-style terminology. This ensures that even those new to EFI can confidently dial in their setup. TIME STAMPS: 0:00 - Carb to EFI 0:16 - Mark Honsowetz 0:22 - Edelbrock Pro-Flo 4 EFI 1:09 - Self Tuning 1:38 - Entry Level Tuning Option 2:15 - Simple Installation 2:44 - Injector Selection 3:17 - Fuel System Selection 3:56 - Ignition System Setup 4:40 - Edelbrock E-Tuner App 4:51 - No Crank Trigger 5:20 - Pre-Calibrated Sensors 5:40 - Aftermarket Cams 6:40 - Closed Loop Control 7:10 - Needs Varied Driving To Learn 7:42 - Dyno Tuning 8:30 - Cold Start, Transient Enrichment etc 9:41 - Tuning Made Fun 10:00 - Edelbrock Pricing 10:27 - Batch vs Sequential Fire 11:10 - Edelbrock 11:21 - BUILD.T

12 min
24 ABR

136: Does Fast Have a Future?

Running IndyCars, engineering championship-winning V8 Supercars… and going carbon zero? This episode of the Tuned In podcast with performance engineer Brad Eyes takes us in some very interesting directions. 👉 Use code ‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb Brad shares his unique journey into motorsport, beginning with his determination to break into the high-stakes world of IndyCar — despite living on the other side of the planet. He dives into the challenges of performance engineering in a tightly regulated series and explains how teams still find speed in the most unlikely places. From there, Brad transitions to Australia’s V8 Supercars, where he played a key role in a multi-championship-winning team. With firsthand insight, he breaks down what makes this series one of the most intense and exciting in global motorsport. Brad’s career then takes a surprising turn as he shifts into the world of sustainable transport. Are EVs actually a con? Is there a future where performance and environmental responsibility can coexist? Brad shares his perspective. Packed with talk on race car electronics, systems engineering, race strategy, and the future of speed, this episode is a great listen. Check out Brad’s book here, and follow him here: LinkedIn: Brad Eyes 👉 Don’t forget, you can use ‘‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb Timestamps: 0:00 Does Fast Have a Future? 3:58 How did you get interested in cars and motorsport? 5:15 What was your role in Formula SAE? 8:20 How did you get into Indy Car and what was your role? 12:46 What are the parts that you can change in an Indy Car? 14:11 Indy car setup, road course vs oval 18:49 Does simulation react the same in the real world? 21:38 How long did you work in IndyCar, and what did your role progress to? 24:53 Moving to Australia and into V8 SuperCars 32:32 What was your role at DGR Team Penske? 33:54 How do you make race strategy calls? 43:28 What was next after V8 SuperCars? 46:21 What is transport decarbonisation? 49:11 What’s your opinion on electric vs hybrid vs internal combustion vehicles 1:11:34 Where do you want to go from here in your career?

1 h 20 min
22 ABR

Field Report: Hate CAN Bus? You're Using It Wrong.

Say goodbye to messy curly cords and more potential failure points. Steering wheel-mounted controls make it easier to adjust key functions on the fly, but getting those signals from the wheel to the car is not as simple as it sounds. Running multiple wires through a rotating steering column is unreliable, time-consuming, and they can be prone to failure due to the nature of their use. Zestek has developed a CAN-based steering wheel PCB solution (CAN hub) that simplifies installation, reduces wiring complexity, and integrates seamlessly with MoTeC ECUs, dashes, and PDMs. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in With only four wires required for full functionality (CAN high, CAN low, power, and ground), this system eliminates the need for bulky wiring looms. The pogo pin system built into the quick-release hub provides a clean and hassle-free connection, removing the need for traditional curly cords. A pre-configured DBC file is available for MoTeC users (and we're sure more in the future), while others can configure the CAN signals using a spreadsheet for quick setup. Each button and switch is fully customizable, including momentary and latching functions, as well as full-spectrum RGB LED feedback. Paddles can be used for more than just shifting, allowing functions like anti-lag, launch control, and nitrous activation. It is also sim racing compatible, making it easy to use the same wheel for both real and virtual driving while you wait out the winter weather.

10 min
15 ABR

Field Report: Why OEMs Limit Performance (And How to Fix It).

Car brands are secretly limiting your car’s potential, and it has NOTHING to do with reliability. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in Getting more power out of a factory car can be surprisingly straightforward with the right software (and sometimes hardware modifications), but what goes into developing a proper tune that exploits more potential without pushing the OEM components past their limits? At SEMA, HPA had a chat with Arin Anhell from APR, one of the pioneers in the European aftermarket tuning market, to find out how they test and develop tunes, what safety measures they implement, and why modern turbocharged engines leave so much untapped potential from the factory. Also discussed: The limits of factory componentsHow APR ensures reliability in their tuningWhy OEMs leave horsepower on the tableHow direct injection affects tuning potentialThe APR Plus warranty program and what it coversIf you're considering tuning your BMW, Mini, Volkswagen, Audi, Porsche, or other VAG vehicles etc this could be a very helpful insight into some of your options from APR and sister company Dinan Engineering. TIMESTAMPS: 0:00 - Getting More Power From Your Factory Car 0:07 - Arin Anhell: APR 0:13 - How APR Develops a Tune 0:35 - Finding the Limits 0:50 - Sensors & Data Collection 1:19 - Dyno Testing & Power Increases 1:40 - Why Do Factory Cars Have Headroom? 2:23 - The Audi RS6 & Porsche Power Differences 3:04 - Factory ECU Safety Margins 3:39 - Fuel Quality & OEM Limitations 4:07 - The MK8 GTI & Octane Impact 4:42 - Oil Change Intervals & Reliability 5:50 - Cylinder Pressure & Peak Torque Management 6:36 - Low-Speed Pre-Ignition (LSPI) 7:35 - In-Cylinder Pressure Testing 8:04 - Tuning Safely Without Risk 8:42 - When Factory Hardware Becomes a Limitation 9:26 - Turbo Upgrades & Stage 3 Tuning 9:50 - Direct Injection Fuel System Limits 10:38 - APR Plus Warranty Explained 11:32 - APR Engine Replacements? 12:00 - ‪@APRtube‬ 12:08 - BUILD.TUNE.DRIVE

13 min
10 ABR

135: The TRUTH About Life in Formula 1.

When Joel Vermiglio isn’t working his day job at McLaren Formula 1, he’s in his Garage 68 Motorsport workshop building an old VW Caddy… with a McLaren twin-turbo V8 in the rear tray, a Lamborghini gearbox, and Porsche 911 suspension. 👉 Use 'JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Joel never set out to work in Formula 1 — in fact, he didn’t have any plans to get into motorsport at all. That changed in his late teens when he got into cars, went on to study, and eventually found his way into the industry. In this conversation, Joel shares his unexpected journey to joining one of the world’s top F1 teams — proving that you don’t need a PhD in mechanical engineering to claw your way to the pinnacle of motorsport. We also dig into the inner workings of a Formula 1 team, getting as much behind-the-scenes insight out of Joel as we can. From design and build to the day-to-day operations and the brutal pace of life in F1, it’s a fascinating look into what really goes on. Finally, Joel walks us through his VW Caddy project — a Frankenstein build sparked by spotting a perfectly good(ish) McLaren race motor in the scrap bin at work. Now it’s a running, driving weapon with supercar DNA and a whole lot of DIY ingenuity. Joel’s been using our courses to learn parts of the build process that he had little experience in, so this chat also offers an interesting look at how what HPA teaches gets applied in the real world. Follow Joel here : IG: @garage68motorsport YT: Garage 68 Motorsport WWW: mclaren.com/racing/ 👉 Don’t forget, you can use ‘JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb Timestamps: 0:00 The TRUTH About Life in Formula 1. 3:42 What was your passion growing up? 5:34 How and when did cars come on the scene? 9:23 How did a passion for electronics and cars lead to a career in motorsport 14:49 A career in motorsport can be a hard nut to crack. Just how challenging is it 23:36 Landing a job with McLaren GT 28:34 What’s involved in turning a supercar into a competitive GT race car? 33:29 What’s involved in being a systems engineer for McLaren F1? 43:30 What is a Cirrus tester and why do you use it? 44:59 Component reliability and lifespan in F1. 52:20 Crimping vs Soldering? 56:40 How has your role at McLaren F1 changed over the 9 years you’ve been with them? 1:01:25 Balancing F1 and family life. 1:10:54 What are your thoughts on where F1 is going? 1:16:34 McLaren’s development path in 2024. 1:19:57 Is Red Bull going to be lost without Adrian Newey? 1:22:54 Can you tell us why you’re an HPA member? 1:26:05 What is this project car you’re building? 1:34:52 Final three questions.

1 h 44 min
8 ABR

Field Report: Time For a Change?

Is it time to ditch your factory ECU? HP Tuners is known for reflashing factory ECUs, but now they’re flipping the script with their Core Standalone ECU, a complete engine management system that offers boost control, traction control, nitrous control and more right out of the box. Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We stand up (not much seating at SEMA!) with Justin Burt from HP Tuners to break down who this ECU is for, when you should ditch a stock ECU, and what makes CORE different from the competition. Whether you’re pushing 1500hp on a factory ECU or building a dedicated motorsport machine, this discussion covers CAN bus customization, pricing, and potential future support for DI engines. Building on from the VCM Suite reflash tuning interface, VCM LIVE software ensures a familiar interface for HP Tuners users tuned to the needs of a standalone ECU tuner, while 12 base maps, sample data logs, and beginner-to-advanced tuning modes make it accessible for both new and experienced tuners to learn and grow with. With Gen 3/4 LS support out of the gate and Gen 3 Hemi & Coyote in development, this is more than just an LS swap ECU. In time and with the backing of a large company like HPT, is the CORE ECU potentially going to become the most versatile standalone ECU yet?

15 min
1 ABR

Field Report: GT-Z: The RZ34 Nissan SHOULD have built?

S15 suspension in a 240Z—good idea or nightmare? Joel Dimmack’s 1971 Datsun 240Z is no ordinary drift car. Running a VR38DETT swap with Garrett GTX3071R mirrored turbos and making 600-700hp, this 1100kg wet monster blends old-school styling with modern competition-ready tech. But is an S15 suspension transplant really the best setup for drifting? Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in We dive deep into the Parts Shop MAX kit, chassis stiffening by Pace Innovations, and the MoTeC M150 ECU tuned by Nick Ashvin at NA Motorsport to see what it takes to make this build work. Plus, we break down the Albins 6-speed sequential gearbox, R32 GTR diff & axles, and the challenges of running an S-chassis suspension on a shorter wheelbase. Braking is handled by R33 GTST calipers with Project Mu pads and rotors, along with a twin-caliper rear handbrake setup—a must for a competition drift car. This is one of the wildest Z builds around, and it has presented Joel with some lessons and aspects he would do differently the second time around, but that is precisely what a build like this is all about and how ideas are built into skills.

13 min

High Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, CAD, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver Coaching/Training, Motorsport Fabrication and Car Setup.

Creado por

High Performance Academy
Años en activo

2021 - 2025
Episodios

325
Clasificación

Apto
Derechos de autor

© 2025 Tuned In
Sitio web del podcast

Tuned In

Motor

Motor

Semanal
Motor

Motor

Semanal
Comedia

Comedia

Diario
Motor

Motor

Semanal
Motor

Motor

Semanal
Motor

Motor

Semanal
Motor

Motor

Semanal

	
		OSZAR »