High Performance Academy

You won't see this B2R Motorsport 2.0L 1200hp++ EK Honda Civic up at your local skifield, but it actually has the AWD/4WD system to get there faster than you could imagine if want

Watch here: hpcdmy.co/7secondhonda

How To Build A 7 Second Honda You won't see this B2R Motorsport 2.0L 1200hp++ EK Honda Civic up at your local skifield, but it actually has the AWD/4WD system to get there faster than you could imagine if wanted!

Splitter mounts, crush tubes, closed loop shift control, and more are in this on the K-swapped Honda CRX (KRX) project endurance race car.

Watch here: hpcdmy.co/krxbuildf

Outsourcing CAD Design Part Production | KRX Build Splitter mounts, crush tubes, closed loop shift control, and more are in this on the K-swapped Honda CRX (KRX) project endurance race car. Find a longer name to introduce that project. I couldn't!

Turbocharging N/A engines is nothing new, and has some known downsides… But like anything, if you know the weaknesses to watch out for it is easier to manage and avoid them as Haltech's Mitch Smith explains in relation to this 780whp 2JZ-GE being used in a time attack applications.

Check it out here: hpcdmy.co/torquecontrolf

Torque Control | What Is It, Why Do We Need It? Turbocharging N/A engines is nothing new, and has some known downsides...

Love them or hate them, Electric Vehicles (EVs) are here, so why not hammer the s%&t out of them on a race track just like we've been doing the old internal combustion engine (ICE) for years!

Check it out here: hpcdmy.co/rev

This Is rEVolting.... Love them or hate them, Electric Vehicles (EVs) are here, so why not hammer the s%&t out of them on a race track just like we've been doing the old internal combustion engine (ICE) for years!

How do you build a car capable of breaking the outright Pikes Peak record? For four-time winner Robin Shute, the answer was to take everything he’d learned developing his heavily modified Wolf GB08 and start again with a clean-sheet design built specifically for the mountain.

Tuned In podcast episode 171: The Ultimate Pikes Peak Build? Chasing the Outright Record

Listen here: hpcdmy.co/podcastsf
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In this episode of Tuned In, Robin takes us through the development of the Sendy Club V2 car and the decisions behind its design. We discuss starting with an F4 tub, suspension geometry, aerodynamics, tyre selection and why adding more power or all-wheel drive doesn’t necessarily make a Pikes Peak car faster.

We dive into the Synergy-built, BMW S1000RR-derived V8, turbocharging it for around 800hp and the challenges of maintaining power at 14,000 feet. Robin also explains the move to Cosworth electronics, traction control, anti-lag, cylinder pressure monitoring and the extensive dyno development behind the engine package.

The conversation also gets into CAD, CFD, generative design and Robin’s extensive use of metal 3D printing. We also discuss the car’s Pikes Peak debut, where despite an electrical issue affecting traction control on race day, Robin finished second overall and set a personal best, with more power, less weight and significantly more downforce still to come.

This episode is packed with insight into what it takes to engineer, build and develop a competitive race car from the ground up. From engine development and electronics to aerodynamics and manufacturing, Robin’s approach shows just how far a small, determined team can push modern engineering in pursuit of the outright Pikes Peak record.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package.

Photo credit: Larry Chen

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OEM vs high-flow catalytic converters: what’s the difference?

It comes down to cell count, core construction, catalyst loading, and overall size. Let’s dig a little deeper.

Inside a catalytic converter is a core containing hundreds of small passages, measured in cells per square inch. A higher cell count provides more surface area for cleaning up emissions, but also creates more obstruction to exhaust flow. OEM road-car cats commonly use around 400-900 cells per square inch, while high-flow cats typically use around 100-400.

While lowering the cell count generally reduces restriction, size matters just as much. A larger converter provides more total flow area, so a properly sized OEM cat can still support considerable power, with high-output factory cars often using larger-diameter or multiple cats to achieve the necessary flow while maintaining effective emissions control.

OEM cats typically use ceramic cores because catalyst coatings adhere particularly well to them. High-flow cats, on the other hand, more commonly use metallic cores, which can better withstand violent exhaust pressure waves. OEM converters also typically use more precious metals, which generally improves their emissions-control effectiveness but increases their cost. Performance-oriented aftermarket cats tend to use less or, in some cases, none at all.

One important thing to understand here is that “high-flow cat” also doesn’t describe one specific construction. Cell count, diameter, length, material, catalyst loading, and position in the exhaust system all affect how well a converter flows and controls emissions.

Accusumps. Whether you're a motorsport enthusiast, a professional racer, or simply keen on advanced car maintenance, this video covers many of the common questions on how an Accusump can enhance your engine's reliability and performance and bridge the gap between a wet sump and dry sump upgrade.

Learn more here: https://hpcdmy.co/accusumpf

Will This Save You From Engine Failure? Accusumps. Whether you're a motorsport enthusiast, a professional racer, or simply keen on advanced car maintenance, this video covers many of the common questions on how an Accusump can enhance your engine's reliability and performance and bridge the gap between a wet sump and (let's be honest, exp...