Designing an elaborate engine block or cylinder head in CAD is one thing, but actually manufacturing that design is another challenge altogether. In this video, we talk with Gerry from Crest CNC about what it takes to turn complex billet and cast designs into reality

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Gerry handles CAD design at Crest CNC, creating engine blocks, cylinder heads, and the tooling and fixtures required to manufacture them efficiently. He explains how his early career as a toolmaker led him into CNC machining, CAM programming, and then full-time CAD design. During his time in the UK, he worked at JCB’s engine division, gaining critical experience in engine block and cylinder head design fundamentals.

For their cylinder head development, Crest CNC work closely with third-party experts such as Cylinder Head Specialists to optimise port and combustion chamber geometry. They use traditional flow bench testing and 3D scanning to bring these designs into CAD before finalising them for manufacturing.

Gerry also discusses design for manufacture considerations, often called DFM. Whether working with billet parts or cast parts, understanding machining limitations, tooling aspect ratios, taper angles, and draft requirements is essential. Design for manufacture ensures that parts are not only functional but also practical and cost-effective to produce.

If you want to learn more about how advanced billet and cast engine components go from idea to finished product, or how companies like Crest CNC and Cylinder Head Specialists push high-performance design, this interview is packed with insights you can apply in your own engineering or fabrication projects.

“Composites” aren’t just expensive and elaborate carbon fibre parts for high-end race teams. It may be easier, more accessible, and cheaper than you think to get started in the composite game.

This week on the podcast, we sit down with Keith Peden from Rodin Cars to unravel the world of composites.

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Keith shares his journey from a childhood passion for cars to becoming a composite specialist in the automotive industry, building parts to the highest level. He emphasizes the importance of hands-on experience and how collaboration between engineering and manufacturing teams is key to success.

The conversation explores the properties of different composite materials and their applications in motorsport and automotive design. He discusses various aspects of composites, focusing on the differences between chopped strand mats and woven mats.

He also explains resin types, why proper mixing is critical to strength, and how many factors can impact the final product. We discuss different manufacturing methods, from wet layups to prepreg and autoclaves.

One of Keith’s big takeaways is that composites don’t always have to mean expensive carbon fibre. For many motorsport and automotive needs, affordable alternatives can deliver excellent results — especially for the home enthusiast.

Follow Rodin Cars here:

Website: rodin-cars.com
Instagram: rodincarsofficial
Facebook: Rodin Cars
Youtube: RodinCars

Timestamps:

0:00 “Composites” aren’t just for high-end motorsport
4:00 How did you form an interest in cars?
5:33 How do you become qualified in composite manufacturing and what’s your background?
16:18 Can you give us an overview of Rodin Cars?
27:44 What is your role as Composites Team Lead?
31:47 What does the word composites actually mean?
33:03 Is a carbon fibre part stronger in compression or tension?
35:21 What is carbon fibre and why is it so good for motorsport?
38:09 Carbon vs Kevlar vs Fibre glass cost variation?
40:42 What is a chopped strand mat?
43:05 What is a woven mat?
44:44 What is resin?
48:49 What does the term prepreg mean?
52:55 What is an Autoclave?
59:09 Other types of layup methods
1:11:55 Downsides of composites parts being repaired
1:13:21 How do you add threaded bosses for attachments to a composite part?
1:16:24 Final 3 questions

The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster.

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

In this interview, Ben from ‪@artec_performance‬ reveals the 18-month R&D journey behind their fully emissions-compliant bolt-on turbo kit for Toyota’s GR platform. This isn't a generic setup, every component is purpose-built to retain OEM fitment, support factory ECU control, and maintain legal emissions systems. That means you keep your sensors, your catalytic converter, and your conscience clean while chasing 400+ hp.

You’ll hear how ARTEC engineered their own turbine housings, compressor covers, and manifold solution to suit Garrett G25 rotating assemblies, why packaging and emissions compliance required more than just off-the-shelf parts, and what makes the G16E-GTS engine one of the most exciting new tuning platforms in years.

Whether you’re building a street-legal time attack car or want to keep your road car emissions-friendly while unlocking serious power, this bolt-on system is worth a closer look.

"The closest we've got to a mechanic is a panel beater." - Has this group of friends on a budget built something quicker and more special than many big chequebook builds ever will be?

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Most people overlook the third-gen Toyota MR2 (MR-S), but Justin from Close Enough Racing has spent years turning his into a proper grassroots weapon.

From a modest 1ZZ track car to a 450kW turbocharged 2ZZ build with APR widebody aero, a Jubu Racing close-ratio gearbox, and Porsche brakes, this is a fully developed MRS that competes on the world stage at World Time Attack Challenge.

You’ll learn how Justin and his mates handled the powertrain setup, aero evolution, and suspension development while working around the MR chassis’ limitations and strengths.

The car features a Gen 2 Garrett G35-82R turbo, factory-based poly bushed mounts, and a 3582R-based turbo system pushing 35 psi through a built 2ZZ engine. The team worked with brands like CMS Performance for tuning, APR for aero, Shockworks for suspension development, and even adapted Porsche Boxster calipers using custom dogbones.

Despite not being professional engineers, this group of friends put together a car that can compete with far more expensive, professionally built competition.

If you’re building your own track car and want to see how to combine smart part selection, testing, and a bit of ingenuity to go fast on a budget, this one’s worth your time.

#highperformanceacademy #buildtunedrive #closeenoughracing #aprperformance #shockworks #cmsperformance #juburacing #toyotamrs #mr2build #worldtimeattack #2zzge #grassrootsracing #aprperformance #cerbuild #wtac #carmods #motorsport

Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics.

This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Philip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring.

We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application.

They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness.

Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one.

Follow Technica Racewire here:

Instagram: @technicaracewire
Facebook: Technica Racewire
WWW: technicaracewire.com

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Links:

Autosport Manual:
https://www.te.com/commerce/DocumentDelivery/DDEController?Action=srchrtrv&DocNm=1-1773721-9_as_technical&DocType=DS&DocLang=EN

Timestamps:

0:00 This Could Make or Break Your New Harness
4:12 How did you get interested in the automotive scene? (Kevin)
6:52 How did you get interested in the automotive scene? (Philip)
9:51 How did you move towards building motorsport grade harnesses?
14:44 How did you go about sourcing Porsche electronics for your harnesses?
17:46 When and how did you decide to start wiring for a living?
24:15 What does Technica Racewire look like today? Location? Size?
30:21 Are you doing production runs on harnesses?
32:43 What brands of ECU are you aligning with?
36:15 Do you get into ECU configuration and setup?
40:40 What is a high pot tester?
41:20 How much of your business is business to business vs business to consumer?
45:12 Do you get involved in programming CAN messaging?
46:57 What’s the difference between a club level harness vs a motorsport harness?
53:31 What do you need to know to start working with Autosport connectors?
56:33 Understanding current through a connector and what size wire do we use?
1:08:48 Are DTM connectors still suitable for a motorsport harness?
1:12:50 The intricacy of working with Autosport connectors continued.
1:14:45 What’s your opinion on crimping vs soldering?
1:17:57 Using solder to pot an actuator or sensor.
1:20:45 Moisture ingress in connectors
1:23:31 What are the most common mistakes in building a harness?
1:30:36 What is star point earthing?
1:33:24 What do you use for your planning? Software?
1:38:50 Final 3 questions

Ever wondered what it takes to convert an old car into a modern 600hp EV using aftermarket tech instead of a Tesla swap?

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At 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

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/podvip

With 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

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/podvip

Kyle 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.Engineers
Instagram: kyleengineers
WWW: jfkaero.com

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: hpcdmy.co/podvip

Timestamps:

0:00 You Don't Need a PhD to Add SERIOUS Performance
3:47 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