Tuned In

Many enthusiasts want to build something unique simply for the sake of “being different”. And while that’s fine, different doesn’t necessarily mean better — or even good, for that matter. Morgan Clarke of MCD1 doesn’t have that problem, though. What he creates is definitely different… But it’s also very, very good.Use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackagebMorgan Clarke isn’t your typical vehicle designer and fabricator — he tends to avoid CAD and 3D scanning, he doesn’t have any formal training, and he’s certainly had a rough road to get to where he is today — yet he’s a highly regarded and sought after builder in the world of offroad vehicles. Starting his career in industrial fabrication, cars were only an occasional side hobby for Morgan. That is, until people in the industry started to recognise his design and fabrication talents and enticed him away from the boring 9-5 and into a motorsport-focused fab shop. Morgan talks us through his challenging journey from directionless troublemaker to the owner of a successful and very much in-demand design and fabrication shop.In this episode, Morgan takes the time to drop some great advice on how we can all improve our fab skills, and discusses why he doesn’t feel the need to use CAD or 3D scanning in his work, bucking the industry-wide trend towards harnessing tech in the build process.We then get into the juiciest part of the conversion, as Morgan goes deep into the details on his most well-known build, an incredible Lamborghini twin turbo V10-powered Range Rover Velar Prerunner, known as the MCD1 Dakar Prototype.This machine is a testament to the idea that beautiful form follows well-executed function, and every inch of the jaw-dropping build is an absolute work of art, from the chassis, to the suspension, to the mid-rear mounted boosted V10 capable of 2000hp. We’re able to dig deep into this project’s inner workings and the concepts that make this desert-destroying weapon what it is. With great discussions around the pros and cons of different materials, off road suspension system choices, what makes his vehicles so fast and capable and plenty more, this episode featuring Morgan Clarke is a must-listen.Follow Morgan here:IG: @morganclarkedesign1YT: MORGAN CLARKE DESIGNTK: morganclarkedesign1WWW: shopmcd1.comDon’t forget, you can use MCD100 to get $50 off HPA’s Motorsport Fabrication Starter Package: https://hpcdmy.co/fabpackagebTime Stamps:4:03 How did you get into cars?7:00 Where does your engineering knowledge come from?13:26 What sort of off-road vehicles are you building?17:47 How did you learn to fabricate?23:32 Welding Chromoly31:25 How did you get into motorsport fabrication?37:06 Tips on how to develop fab skills41:48 How and when do you use CAD?47:15 Fabricated vs billet50:34 What is the Dakar Prototype and how did the concept come to life?58:56 Pros and Cons of Independent rear suspension vs live rear axle1:05:09 Engine package1:09:45 Drivetrain1:13:42 What electronics are you using?1:15:30 Designing and manufacturing complex parts1:18:43 How do you feel about such a work of art being beaten up when driven in the desert?1:22:44 Overview of MCD and how you got it to what it is today?1:36:03 Final 3 questions

It's unusual to see a new V10 engine go into production these days with the V10 and V12s engines of previous Formula 1, Prototype (LMP) and Grand Touring classes long being replaced by V8s and V6s, but Rodin Cars are bucking the trend with their RC.TEN engine project.Mike Gartrell of  @RodinCars  runs us through some of the ins and outs of this V10 project, including how partners like Neil Brown Engineering have helped with the design and  @PanklRacingSystems  with production. However, with low quantity runs costing as much as €45,000 ($49,000 USD) per crank, the long-term plan is to bring the manufacturing in-house to their New Zealand base.The 2024 World Time Attack Challenge was the first outing and test of the engine as part of the Rodin SINTURA project, a controversial carbon monocoque chassis that has been given an exemption to compete at the event.RC.TEN Specs:3998cc - (244ci) 72° naturally aspirated V1012,000rpm185bhp/litreCast Aliminium head and block with Nikasil coated steel liners86mm bore, 68.8m strokeDOHCBosch direct injection system running 102 RON fuel15:1 compression ratio720bph @ 11,000rpm - N/A goalsTwin Turbo Capable160kgLink G5 ECU & electronics package

For most builds, gone are the days of zip-tying an old Bosch 044 fuel pump into place with a healthy dose of sealant, partly because these days there are simply more options but also because builds have gone from 400hp up to 1000-1500hp+ for many performance street applications, and the budgets have increased to match.Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-inKevin from Frenchy's Performance Garage runs us through some of the main considerations that go into some aftermarket solutions, including their own for the GTR platform being used as an example.The 3 main problems Kevin and the team hope to solve with an aftermarket fuel pump setup are:Surging (lack of fuel supply)Mounting (lack of tidy solutions for popular pump options)Powering (easy to source wiring connectors)We'll take a quick look at these points and touch on how aftermarket solutions can be integrated into your stock fuel lines and what exactly it is about stock solutions that don't work on many street-turned-race cars.

Have you ever wondered how small aftermarket companies are able to drastically improve on parts from OEMs and huge players like Garrett or Borg Warner that have massive R&D departments and even bigger budgets behind them? If you ask this week’s guest, Robert Young of Forced Performance and Xona Rotor, he’ll tell you: “We try harder and we’re better at it”. Of course, the reality isn’t quite that simple… Luckily we’ve got a full two hours to dig into this topic and many others surrounding the world of performance turbocharging.Use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostbOn this episode of Tuned In, we start by looking at how Robert became the turbocharger guru he is today as the name behind Forced Performance and Xona Rotor — the latter formed in partnership with Greg Jones of Tial Sport. This is a story that involves years spent studying physics and mechanical engineering, as well as hands-on experience at turbo shops and with his own projects that ranged from old Ford Fairlanes and fast air cooled VW drag cars, to the early DSM drag world of rapid Mitsubishi Eclipses.  Both Robert’s companies produce ultra high performance aftermarket turbochargers and turbocharger components for a range of vehicles, and as one of the main brains behind these sought-after products, Robert is an absolute goldmine of turbo knowledge. This means that the conversation quickly dives very deep into the world of boost, discussing a huge range of topics — journal vs ball bearing, billet compressor wheels, compressor maps, turbo sizing, and so much more.This episode is a true turbo tech info dump in the best way possible. If you have any interest in going fast, don’t sleep on this fascinating conversation with a big brain of the forced induction world. Follow Robert here:IG: @forcedperformance, @xonarotorFB: Forced Performance Turbochargers, Xona Rotor WWW: forcedperformance.shop, xonarotor.comDon’t forget, you can use FORCED25 to get $25 off HPA’s Boost Control Tuning Course: https://hpcdmy.co/boostbTime Stamps:3:35 How did you get involved with cars?8:52 Where did the passion for turbocharging come from?20:15 Starting your own turbocharger business?25:10 How hard was it to design a cast stainless steel exhaust housing?29:06 Ball bearing vs journal bearing turbos38:51 Forced Performance overview43:35 Turbos for Subaru’s EJ engine47:10 How did Xona Rotor start?51:42 Why didn’t you copy Garrett’s bearing technology?59:46 Why is Xona Rotor its own company?1:01:51 How are Xona Rotor turbos so good, frustrations of copied turbos1:11:40 Development process for the compressor wheels?1:31:34 Evolution of turbine wheels1:44:06 How do we find the right size turbo?1:59:22 Final three questions