Nice webinar! You have talked about reading coolant pressure. It helps you not only to check for an early failure on cylinder head gasket but to check for hot spots or coolant flow unevenly distributed, if you have a hot spot you will heve an increase of coolant pressure that will come back as soon as you release the right foot. I also recommend you to monitor blowby pressure. It can save your block from a flying rod

This is just gold. To bad that not many people will take the time to look at this, specialy tuners all over the world.

Every car here I have seen banging the limiter leaving the lights squatting struggling for grip lol 4BANGR was the first to blow my mind!! Unreal

Thank you guys for sharing, keep up the great work 🍻

Pure Gold ! Thank you for sharing

I'm glad you mentioned the different dyno sheets from different manufacturers having higher readings than others. I've been thinking about this for a while because it really bothers me. Theoretically it wouldn't be difficult to setup a kind of machine that has an exact measurable output that could be taken and put onto different dynos. Then you could say set the machine for exactly 300hp and 300tq across the rev range, and then compare it to what the dyno readout says. Especially in today's world of modern technology. If you had something as consistent as say an electric motor powering the wheels of your test machine, where you could have a current clamp on the windings to know exactly how much electricity is going through the motor, there would be zero room for interpretation or error. Then you could take this machine around to different dynos and ask the owners if they are interested in getting an exact calibration done, or at least a few tests to know how accurate or inaccurate their dyno is. What I particularly don't like is how the two major brand of dynomometers are both considered "valid" results even though one type is known to create higher numbers than the other. It's very simple either one of those dyno types is wrong, or they are both wrong. You can't have two results that are different and both valid that are measuring the same input. I think if you could control the temperature of your test machine that would test these dynos so that it was consistent, and you could measure the current and voltage in the motor windings, and there was no wheel slip on the rollers, you would get a very accurate measurement that would not really be open to interpretation. I really don't think that this would be that difficult to do I guess there is just not enough demand for it. Maybe someday when I have the resources and time I can put something like that together.

Nice webinar, really interesting content. Awesome and precious knowledge sharing

awesome content keep it up

Thanks!!!

He'll yeah 4g63 my favorite motor I wish I had my 95 eagle talon so much money I put into this car and it was a lot of fun driving on the streets

can you do a video on determining maximum boost pressure a car can run vs knock

Andre, I'm not sure if you've heard of this product or not, but it's absolutely worth looking at - especially considering how much you seem to like increased tunability, like myself! [probably going to be a bit lengthy - brevity isn't my strong suit] An alternative to the more traditional inline clutch bleed circuit, like the Magnus unit, worth checking out is the ClutchTamer; it offers a very significant advantage over the more traditional inline bleed valves as I'll explain. Their website is the product name [ClutchTamer(dot)com - I've heard KZfaq doesn't like links in comments now] - don't judge them by the website(not pretty), judge them by the content, very dense with technical information. To the major benefits that this carries over the traditional bleed circuits, like the Magnus product - we know the glaring weakness of the traditional bleed circuits; the inability to control WHEN it slows the rate of clutch engagement. These are notoriously difficult to use in heads up racing because it slows the entirety of clutch travel, not just the travel when the clutch engages(the only part of the travel that you want to slow the rate of), but the entire dead zone of pedal travel before the clutch actually engages too, making clutch engagement rather unpredictable(or, maybe 'predictably delayed' would be more accurate). Where the ClutchTamer offers an advantage over the traditional bleed valves is in being able to infinitely adjust(via a dial, rather than swapping out fixed size orifices) not only the rate of clutch release, but most importantly the point of engagement. Meaning, you can side step the clutch, and the rate of clutch release will be 100% unaffected until it reaches the specific point in clutch travel that you've set the ClutchTamer to engage at. So, unlike with the traditional bleed valves, you don't have to change the way that you use the clutch - you can hold the pedal flat to the floor with both ambers lit, side step the clutch on the last yellow(as you do), and the clutch will drop uninhibited straight to the engagement point that you've set the ClutchTamer to engage at. This point obviously being the point at which your specific clutch in your specific car actually begins to 'grab' or engages of course; the point where you WANT to begin controlling the rate of clutch release. For heads up racing, the benefit of this design goes without saying, it's the difference between being able to consistently cut a light versus having to work around the side effects of one of these inline bleed circuits. Another benefit over the traditional bleed circuits is that this is infinitely adjustable from the driver's seat - instead of using fixed size orifices that must be swapped out to control hydraulic flow, you simply twist the knobs on the CT products to where you want to adjust them to. With the ClutchTamer, you're adjusting the level of resistance of the gas cylinder acting upon the clutch pedal arm. Note they also have a product called the HitMaster, which is an inline hydraulic bleed valve that works more like the ClutchTamer than the Magnus unit. It acts directly upon the flow of the clutch fluid, and I believe(don't quote me on this) that it uses an adjustable needle-and-seat flow restrictor instead of a fixed size orifice, so it's an inline bleed circuit that doesn't suffer from the downsides of the traditional inline bleed circuits(again, like the Magnus piece - not picking on them, they just have the most popular one on the market). I only have experience with the ClutchTamer though, but want to try out one of these HitMasters. And, with the way that the ClutchTamer is designed, it can be used on hydraulic clutches, cable clutches, and mechanical linkage('Z-bar') clutches too, since it acts upon the clutch pedal instead of being a hydraulic flow restrictor. Anyway, I'm not associated with this company in any way other than running their ClutchTamer product myself. I'm using one in a Fox body Mustang with a mild ~375-400HP 306" small block Windsor - running a bone stock T5 5-speed - and 255/9.5" Mickey drag radials. If you know about [US] domestic drag racing, then you're probably familiar with T5 transmissions being made of glass, and running drag radials on a clutch car being a BIG no no(radials only work when you can dead hook them, which is extraordinarily difficult with a clutch, while bias plies work best with some slip off the line, which plays into the favor of a clutch). Needless to say, since bolting on a ClutchTamer, it's been a total game changer - no more broken transmissions because we aren't shock loading the drivetrain, and we're able to dead hook our radials off the line while side stepping the clutch and letting the CT feed in engagement at a consistent, controlled, predictable rate. It's AMAZING for making last second tuning adjustments from the driver's seat for changing track conditions too - you can literally watch the person in front of you make a pass, and make an adjustment based on how they left the line right before or even after doing your burnout, by just turning a knob on/under your dash - very handy. Anyway, I thought this may be the sort of thing that HPA would want to look into, the ease of use and tunability is amazing, right up your alley. It really is the "poor man's slipper clutch", but for the price of an inline bleed circuit, and without the downsides of a traditional inline bleed circuit.

the kitchen looking background is definitely inspired by science garage

You are bad ass man...

How fast would coolant pressure rise when the head is lifting? I have been monitoring my pressure and after a few pulls I start to exceed the cap pressure and push out small amounts of coolant. Not a sharp spike in coolant pressure, but say 15 PSI cap, rising to about 20-25 after a 1/4 mile

Hey Andre, feel free to travel that 1500 or so km back to 'the swamp' anytime you want...

what are you using for a clutch? are you able to slip the clutch off the starting line? in the US we swap base pressure for centrifugal pressure to soften the launch and allow the centrifugal to lock-up the clutch downtrack.

Does Haltech have all the capabilities that you demonstrate in the Motec in this video?

In your course, will there content specific for Drag tuning and detailed ways to set boost pressure, afr and gearing specifically for 1/4 mile? Please let me know

Andre hi , what ignition coil use the world record level drag car ?

Andre, What is a good car tuners laptop setup: Minimum processor speeds Minimum RAM Minimum screen size Minimum battery life WWAN 4G LTE capabilities OS: Apple or Windows (X86 or X64 or ARM64) Is it a good idea to research which laptop that has the most scaleabilities? For example a laptop that starts out with 8GB ram with a maximum upgrade to 64GB a good idea to consider? Because starting with a laptop with 64GB will cost a lot to begin with where as one can start out with what one needs and then later upgrade accordingly as needs changes.

What are your guys thoughts on intercooled intake plenums

what compression ratio you are running in the evo 9 ?

Even if he backed off it's 2 late anyway 12.02

What was the engine built with internals ? Stroker. longrod. Alurods etc..

Oh... So, whats the story with STM? Is that still in Wellington?

just asking.are these great vids in hpa.com for gold members too or just on youtube for free?cause i cant find them in webinars at your website.thanks in advance

Hey man What estimate hp level you have to be To trap 148 mph in a evo weighing 2800lbs?