Tuned In

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-inThis 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 510/16000:08 - V-Sport Australia0:14 - Open Class Vs Club Sprint0:35 - Why A Datsun 1600?1:00 - Engine & Gearbox1:34 - Why Not A SR20VE?1:53 - Power & Boost2:19 - Powerband - From 3,500rpm2:40 - Rocker System Issues?3:04 - Shift Cuts3:40 - Unknown Bottom End, Future Plans4:10 - Why A Dry Sump?4:44 - Electronics Package5:00 - PDM Setup5:15 - Electric Vs Hydraulic Steering5:44 - Aerodynamics Package6:27 - Universal Components6:55 - Driver Feedback7:07 - 15" Wheel Brake Package7:51 - Why Fit A Pedal Box?8:17 - Brake Data8:40 - 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/3DscanbOn 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.3DFB: Peel 3DYT: youtube.com/c/peel3dWWW: peel-3d.comDon’t forget, you can use PEEL50 to get $50 off HPA’s 3D Scanning for Motorsport course: https://hpcdmy.co/3DscanbTime 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-inAndre 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 Autosport0:38 - Why A Bespoke Damper?1:10 - Race Suspension1:34 - Window Of Performance2:30 - Chasing Tyre Performance3:20 - Issues To Look For4:20 - Spring Rate Selection5:16 - Ride Frequency6:01 - Tyre Temperature Data7:05 - Alignment Vs Springs & Dampening8:18 - Car Balance Vs Spring Rate9:26 - Ride Frequency Calculation10:05 - Modal Damper Construction11:01 - McPherson Strut Vs Multilink11:43 - Compression And Rebound13:21 - Why? - External Reservoirs14:40 - Lap Time Gains: Off The Shelf Vs Custom15:32 - Where To Spend Your Money?16:22 - Modal Suspension16:44 - 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-inBen 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 camshaftsElectronics: Insight Motorsport wiring, EMtron KV8 ECUTransmission: 6 speed J160Fuel: Dedicated E85 buildPast engines: 4AC, 4AGE, 7AG