Tuned In

• 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/evbBrad 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/evbTimestamps: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 oval18:49 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 SuperCars32:32 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 vehicles1:11:34 Where do you want to go from here in your career?

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  1:19:34
• 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-inWith 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.

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  9:34
• 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-inGetting 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 Car0:07 - Arin Anhell: APR0:13 - How APR Develops a Tune0:35 - Finding the Limits0:50 - Sensors & Data Collection1:19 - Dyno Testing & Power Increases1:40 - Why Do Factory Cars Have Headroom?2:23 - The Audi RS6 & Porsche Power Differences3:04 - Factory ECU Safety Margins3:39 - Fuel Quality & OEM Limitations4:07 - The MK8 GTI & Octane Impact4:42 - Oil Change Intervals & Reliability5:50 - Cylinder Pressure & Peak Torque Management6:36 - Low-Speed Pre-Ignition (LSPI)7:35 - In-Cylinder Pressure Testing8:04 - Tuning Safely Without Risk8:42 - When Factory Hardware Becomes a Limitation9:26 - Turbo Upgrades & Stage 3 Tuning9:50 - Direct Injection Fuel System Limits10:38 - APR Plus Warranty Explained11:32 - APR Engine Replacements?12:00 - ‪@APRtube‬ 12:08 - BUILD.TUNE.DRIVE

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  12:59
• 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/starterbJoel 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: @garage68motorsportYT: Garage 68 MotorsportWWW: mclaren.com/racing/👉 Don’t forget, you can use ‘JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterbTimestamps: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 motorsport14:49 A career in motorsport can be a hard nut to crack. Just how challenging is it23:36 Landing a job with McLaren GT28:34 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.

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  1:44:24
• 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-inWe 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?

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