Tuned In

• Field Report: A BETTER conversion option?

  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

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• Field Report: 550hp Micra | 'Let TORQUE take the wheel'

  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 

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• 140: You Don't Need a PhD to Add SERIOUS Performance.

  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

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• Field Report: They Can't Afford to Get This Wrong.

  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.

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• Field Report: 1969 Datsun + 16 feet of Titanium = 1 EPIC Build.

  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 🥇 

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