- Hey guys, welcome along to another one of our HPA member's webinars.
Now before we get stuck into our webinar today I'm just gonna go over a few things
that have been happening around here, and to be fair, there has been a huge
amount happening around here because we haven't been running any webinars
since before Christmas.
Prior to Christmas, Jono, Ben and I headed overseas to the PRI show.
That was back in early December.
Basically came back to the point where we were shutting up for the Christmas break.
So it has actually be a little bit of time since we've run one of these webinars
and hopefully we can all collectively remember how exactly they work.
So there is a huge amount that I could go over and I wanna keep this to a little
bit of a minimum, otherwise we'll be here for around about an hour and a half
just for our little pre show here.
And also, we won't have too much to talk about for the following weeks.
So some exciting developments that have been coming up over the Christmas break
though was what's going on with our Nissan 350z or our SRZ as we have
started referring to it as.
So if we could head across to my laptop screen for a moment.
We are working with a local fab company here in Central Otago to fit up our
Nissan SR20 engine so you can see that there sitting quite happily in the 350z
engine bay.
So for those who are joining us for the first time or haven't really been following
along with this build, this is now an SR20 VE, as it's referred to.
Uses an SR20 DET bottom end, it's all built with aftermarket rods and pistons,
ready to take a fair hammering from us.
And it's now mated to a Nissan P11 Primera VVL cylinder head.
So this incorporates Nissan's version of VTEC.
We've got three cam lobes per cylinder, basically a high RPM cam lobe and a low
RPM cam lobe.
Really this is Nissan's take on Honda's VTEC mechanism so not a particularly
new development here but particularly in comparison to the earlier SR20 DE
and DET cylinder heads, that VVL cylinder head fixes a lot of the known problems
with the SR20s.
In particular the rockers are now mounted on the shaft, so there's no way that they
can come off.
The flow through the ports as well and the chamber shapes are superior.
So generally, all things considered if you fit the VE cylinder head onto a SR20 DE
or DET block, you're going to have the potential to see a significant improvement
in performance.
Alright back to the rest of the package here, we have got our Plasmaman inlet manifold.
So this is going to be housing eight injectors.
On the front of that we have got a Bosch Motorsport drive by wire throttle body.
Now the reason we've converted here to drive by wire throttle is so that we can
incorporate auto blip through the drive by wire system and the ECU for our
six speed sequential gear box.
So this is going to allow the driver to stay at full throttle for upshifts and also during
braking the driver's gonna be able to concentrate solely on the braking
performance, there's no need to heel and toe on the downshifts in order
to match RPM, that's all handled automatically by the ECU blipping
the throttle when the gearbox is shifted down.
I mentioned there's eight injectors there, probably over kill for what we're actually
trying to do power wise.
We're running a set of eight Injector Dynamics ID1300X injectors.
The reason we've gone with the staged injection or dual injection per cylinder
there is actually so we can create some course content and webinar content
around staged injection, how to deal with that, how to tune it.
We've had a lot of requests for information around that, so that'll be coming up.
This engine is also set up so that it's going to be running on pump gas
for endurance events.
And this will allow us to hopefully make somewhere in the region of about
400 wheel horsepower.
That should be more than enough for what we wanna do to be somewhat
competitive in the class we'll be running in.
But we'll also be able to run flex fuel or E85 for sprint events where we don't
need to consider our fuel burn quite so much.
And particularly once we step up to a slightly different turbo,
I'll talk about that in a second, this is going to give us the potential
to probably make somewhere in the region of 600 plus wheel horsepower.
Certainly should wake up the 350z pretty well compared to what we're used to
with the naturally aspirated VQ35 engine.
Now on the exhaust side we can see we've got our turbocharger.
This is a Garrett GTX3076R Gen II turbo.
I've posted this on our Instagram a while ago with some information around the
turbo and understandably we got a few questions about why we've chosen this
turbo in comparison to perhaps the newer G25660 which on paper I do
understand would be a great fit.
The reason we've actually done this is in conjunction with Garrett.
We are going to develop and do some testing on this particular car.
So far, for those of you out there who have been looking at the new G series turbos
from Garrett, there hasn't been a huge amount of information out there, it's not really
easy to get direct comparisons on exactly the same engine between the existing
GTX turbos and the new G series.
Understandably most enthusiasts, when they're modifying their car, they're going to
generally make a raft of changes all at the same time.
So it's hard to really pin down the results of just changing the turbocharger.
But that's exactly what we intend to do here.
So we're going to run it, get some baselines, get everything tuned and dialled in
on the GTX3076, which in its own right is definitely no slouch,
and then we'll be shifting over to hopefully Garrett are just on the verge of releasing
their new G30 turbocharger.
So really excited to see how that goes.
As you can probably imagine, given the condition of the engine bay right now
with not a single wire in there, there's still a fairly large amount of work to go
before we get to the point of actually running this.
So once we get that back from fab, that's exactly what's going to happen.
We've got a little bit of painting in the engine bay to do and then everything needs
to be wired, we need to get a new driveshaft made up for our TTI six speed
sequential gearbox, add a shifter and all of those sorts of things.
And again for those who aren't aware, the intention with this car is that we
will be competing in the South Island Endurance Championship Series,
which is a series of three hour endurance races unsurprisingly held here in the
South Island of New Zealand.
So stay tuned for that, the series doesn't start 'til much later in the year,
so we do still have a fair amount of time to get everything up and running.
Alright with that out of the way, we wanna talk about something that we're reallly
excited about, something that has just been released, our brand new Professional
Motorsport Wiring course.
So for those of you wondering why we've got this work of art of a motorsport
wiring harness sitting on the bench in front of me, this is because this is the harness
that Zac has just completed as a part of the worked example section of our
Professional Motorsport Wiring course.
So this is a course that we have been asked for I think actually since HPA was
first founded.
And it is one of those areas that it is incredibly difficult to get really good
solid information on.
If you want to learn how to build a professional motorsport wiring harness,
using techniques such as concentric twisting, using autosport connectors,
and understanding what crimp tools that you need to use, et cetera,
there is a lot of difficulty in gaining that information.
Certainly as far as we're concerned, we haven't seen that all put together
neatly in one place.
That is until now.
So Zac's been working feverishly on this course for the last half of last year.
This is a massive course, there is a huge amount of information in it,
we are exceptionally proud of it and we know that this is going to be hugely
beneficial to any of you either wanting to produce a harness such as this one
here for your own cars or maybe you're actually looking at stepping out there
into the professional motorsport wiring harness industry and you're looking at
doing this for a living.
This will get you that step up, you'll be up to speed, you'll know the products
that you're going to be using, you're gonna know the correct construction
techniques and you'll be able to see from start to finish, how one of these harnesses
is constructed.
Now because this course has just been released we are also doing a special on it
at the moment.
So first of all you can, I'll get the guys to put a link into the comments
that you can follow if you wanna head across to the wiring course page.
This is gonna give you an opportunity to watch a short video that Zac shot about it,
there's all of the information about the course, you'll be able to also see the course
curriculum, let's just head across to my laptop screen and we'll give you a quick
rundown of that page so you can view that later in your own time.
So there's the video up the top there, there's a little description on what the
course is.
I will mention here, the course is USD$299.
We believe that that is incredibly cheap for the amount of material and the
content that goes into this.
This is exceptionally good value for money.
Despite this we also still offer our payment plan on this course or any of our others.
So you can break that down into as many as eight individual payments of USD$37
a week.
At the bottom here you will see a quick rundown of what you're going to learn,
but of course if you wanna actually get in more detail, you can click on view
curriculum and it's gonna take you through and you can break down and see
exactly what's included in the course.
Particularly when it comes to constructing a harness at this level, a lot of the work
actually goes into the planning stage, so this is designing your harness,
this is documenting your harness, deciding what wire gauge you're going
to use, what products, what connectors you're going to be using.
And this is before you even pick up a crimp tool or a pair of wire strippers,
so that's all contained in there as well.
Now while we know that at USD$299 this course represents amazing value for money,
we are doing an introductory offer.
So there is a promotional code that Jono will drop into the comments there,
you can use that code, the first 50 people to use that code will get $50 off that
purchase price.
And I do apologise to any of you viewers who are watching this at a later point
in time on our Youtube channel, this is an introductory offer only so you are gonna
have to be in there quick.
If you're watching it live, I'd suggest you move quickly if this course interests you.
As with all of our courses, this does come with a 60 day no questions asked
money back guarantee so you can buy with absolute confidence.
Of course it'll also give you three month's access to our private member's only forum.
So this is going to help support you with your own wiring job, if you've got questions
that aren't answered inside of that course.
Alright so jump in there, again, Jono will drop a link and a promotional code
into the comments that you can follow to get involved.
And in terms of other things that have been going on around HPA,
we, for those of you who aren't aware, we recently purchased a new racecar,
which is, or it's actually not that new to us, this is something that a lot of you
may have already seen if you've been following us for a while.
We had a build series on the car called Project Panhard.
You can actually still find that on our Youtube channel.
We basically documented the wiring, the electronics installation and the tuning
of a Toyota GT86, it's a 2013 GT86 that had had a Toyota 1UZFE engine dropped
into it.
So again on my laptop screen at the moment, this is the current state of the car.
We're good friends with the owner of the car and he'd done a bit of development.
But basically got to a point where he wasn't interested in pursing the car further.
This was a pretty good place for us to jump in.
So it is still fitted with the 1UZFE, don't let the Holly EFI LS inlet manifold
fool you, that is just modified to fit on the 1UZFE.
This is now a race built motor so it's got more compression,
it's got CNC ported heads and it also has much more aggressive cams.
Probably somewhere in the region of about 450 horsepower right now.
It's also dry sumped and it's running Motec electronics.
So in its own right the car is pretty impressive but we have had a few
problems with it.
And this is natural teething problems for just about anyone who is involved with
high performance cars.
We're obviously interested in racing this car and what we've found is that at
the track it has a lot of trouble keeping cool.
Now on this shot here on my laptop you can see what we're thinking is part
of the problem here which is the oil cooler so that's the large cooler that you
can see just below the number plate.
So this is actually fitted in front of the radiator and it blocks probably about
a third of the radiator core.
So we have got some changes in mind that we're going to be playing around
with to see if we can get the temperatures under control a little bit better.
We recently competed in this car in a one hour endurance event at our local
track, Highlands Motorsport Park, and it didn't quite go to plan.
But that's of coruse the teething issues that you're always likely to come up with
when you take on a new project.
So we'll just head across to my laptop screen again with our Motec data.
This is taken from actually quite an early part of the race.
And what we're looking at here is our engine coolant temperature which is
in our third group down.
And you can see at the point that I've got my cursor there we're sitting at
109 degrees C.
The peak temperatures we actually saw were close to 120.
Which is pretty concerning and it's probably fortunate that the engine was still running.
For tuners out there watching this, this is also a good place to point out
that if you are tuning a racecar and you wanna build in some safety features
or safety precautions into the tune, it is a really good idea to discuss this
with your client and work out exactly what they want and how you're gonna
encorporate this.
The reason I raise this is because on this particular application we've got
no rev limiter if the engine temperature starts to get a bit high.
What instead we've got is a warning light on the dash to bring the driver's
attention to the fact that the temperature is getting up there.
This should allow the driver to kind of make some changes to his driving style
or assess the situation as required in order to get that temperature back under control.
Unfortunately, Ben, the other founder of HPA was the guy who was in the hot seat
for the first half hour of this half hour race and he was pretty busy on the reset button
on the alarm, it certainly didn't stop him pushing the car as hard as he could.
So as I've said, lucky that the car is still in one piece and we've definitely got
some work to do there with the cooling.
Given that we aren't new to the Toyota 86 package, we've got a turbocharged
Toyota 86 here in the shop as well as a development car.
We've actually had cooling problems on that car also and while there's a lot of things
going on here, one of the problems we've highlighted, and we could be wrong here,
is that we think there are some issues around getting air flow back out of the
engine bay.
So of course it's one thing to get the air flow into the radiator, that's essential,
but we also need to be able to evacuate that air out of the back of the radiator
as well, otherwise we essentially still get no air flow through the core.
So it's a work in progress, we've got some other issues around cooling the rear
diff as well which I won't bore you with right now.
But we're really excited to deal with these small issues, get the car back out
on track and see what it's actually capable of.
Just heading back across to my laptop screen, I'll just give you a quick
rundown on the rest of the race.
So Ben went out and started the race, we were definitely out classed in this race,
there was some really serious machinery and we certainly weren't out to win.
One of the other problems we had is fairly early on in Ben's stint,
as you can hopefully see here, we're now missing the rear bumper
during this pitstop.
Fairly early on, one side of the bumper had actually worn through on a tyre,
where it connects or where it's attached to the chassis.
So that, after about three laps, started flapping around which is never a good look.
We were waiting to get a mechanical black flag which never came.
But fortunately probably as it turned out, the whole bumper ended up ripping off
down one of the fastest sections of the straight, ended up on the track,
out of the way so we carried on with the race.
For a one hour race we do need to refuel so that's what's going on here.
And then once I got in for my second half of the race, ended up heading out
of the pits under a safety car, basically as soon as I exited the pits we had a
really heavy vibration from the front left, basically did a few more laps while I
was trying to diagnose from the driver's seat what was going on.
Started to get a long brake pedal and pretty quickly figured out that the left
front wheel was loose.
Now probably straight away a lot of you are thinking well why didn't you
just tighten the wheel before it left the pits?
Valid point but I can assure you that the wheels were all torqued correctly
before the car left the pits.
This is a lesson for you.
When we purchased the car it had aftermarket wheels on it, not uncommon.
And there are no spacer rings to actually spigot or locate the wheel onto the centre
of the hub.
And a lot of people leave these out and possibly on a road going car a lot
of people get away with it as well.
Given the abuse that the car was seeing on the racetrack, along with the heat
that was being generated, in this case with no central spigot to locate the wheel,
all of the location of the wheel was done through the studs and this allowed
the studs or the wheel nuts to actually work loose.
It happens that with this track being predominantly a right hand, clockwise track,
so you're predominantly making right hand corners, the front left is the most heavily
loaded corner of the car.
So that's what showed up, came into the pits to have the wheel replaced,
continued on, we got the checkered flag, and we didn't come last and the car still goes.
So I guess all things being considered, a lot of takeaways there, a lot to learn from,
but not a complete disaster for our first one hour race.
Alright lastly before we actually get into our webinar content today,
I just wanted to cover off our Youtube channel, let's head across to my laptop screen,
there is a lot that's been going on on our Youtube channel because we've
been updating this constantly since our last webinar in December.
This is a great time to remind you that if you are not currently subscribed to
our Youtube channel, please make sure you do so.
I think at the moment we are releasing three videos a week.
There's some really great content in there, if I do say so myself.
Now the video that we've just dropped today is probably one of my favourite
interviews from PRI.
We caught up with Shane T, probably doesn't need too much introduction
to most tuners around the world, probably one of the most prolific tuners of drag
cars in particular anywhere in the world.
And it's always great to have a chat to Shane and get some insight on what
he's working with.
So particularly in this interview we talk to him about compound turbocharging.
If you haven't seen this already, Shane is working closely with the guys
at Mazworx and Team Tekno Toyz on their Nissan drag car running a Mazworx SR20.
Now the car is already incredibly quick, it just lost the world record for ET but
if my memory serves correct it still holds the mile an hour world record for a
four cylinder engine by a few tenths of a mile an hour.
It's no slouch, making around 2200 horsepower currently.
What we find from talking to Shane though is that the aims for this package
are pretty insane.
They're actually talking about numbers in the vicinity of 3000 horsepower from
a four cylinder engine and boost levels in excess of 150 psi using triple
compound turbochargers.
There's a lot to take in, there's a lot of information to digest, and it's around
about a 20 minute interview so it's not gonna be for everyone.
But if you are interested in learning more about what Shane's up to,
head along and check that out.
Alright guys thank you for watching, give us a few moments here and we'll
get started with our webinar.
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