Tuned In

Some people learn engines by doing—others take it a step further and truly understand the physics behind what’s happening. Jake from Bain Racing sits firmly in that second category, combining hands-on experience with deep engineering knowledge to build some seriously impressive engines.
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In this episode of Tuned In, we dive into Jake’s background and how a family history steeped in motorsport set the foundation for his career. From building cars in his teens to running his own shop and developing race engines, Jake shares how a mix of curiosity, study, and real-world experience shaped his approach to engine building.
We cover the fundamentals that underpin everything Jake does—covering topics like harmonic dampening, bearing clearances, oil viscosity, and why many common engine-building “rules” aren’t as black and white as they seem. 
Jake then unpacks airflow and cylinder head development, breaking down the often misunderstood relationship between flow and velocity and how factors like surface finish, valve seat design, and port shape all contribute to real-world performance. We also explore intake manifold design and the role of runner length, plenum volume, and harmonic tuning in maximising engine efficiency. 
This episode is packed with practical knowledge and deep technical insight. Whether you’re building engines, tuning them, or just want to better understand how they really work, Jake’s ability to connect theory with real-world results makes this one a must-listen.
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Follow Jake here:
Facebook: BainRacing
Instagram: BainRacing
Youtube: BainRacing
WWW: bainracing.com.au
Links:
https://www.enginelabs.com/news/amazing-video-jon-kaase-tests-airflow-dynamics-with-his-finger/
Timestamps:
0:00 Intro
4:16 How did you get interested in cars?
10:45 If an engine is balanced why do we have harmonics? 
18:05 How do you learn to build performance engines?
21:48 Compression ratios for different applications
26:53 How did you build up your knowledge?
30:54 At what point did your current business take off?
33:15 Bearing clearance vs oil viscosity
41:13 What’s your opinion of billet blocks for street engines?
44:43 Is it hard to make a profitable engine building business? 
48:50 When it comes to cylinder head porting why is big not always better?
51:52 Why is velocity so important?
57:20 What is the optimum surface finish for a port?
1:04:04 What’s the best approach to use when porting around the guide?
1:08:00 How important is the valve seat?
1:10:45 Are your heads all CNC ported?
1:15:58 How are you testing your heads and porting?
1:18:42 What do most people get wrong with intake design?
1:20:10 Can you explain the 3rd harmonic and why it’s important?
1:23:45 How do you choose the design of the intake manifold for a given engine?
1:26:00 How well does your calculation validate on the dyno?
1:29:22 Is there any rule on intake manifold volume?
1:32:16 What is a shear plate?
1:34:51 ITB’s vs single or double throttle body
1:38:43 How do we size our throttle body?
1:43:49 What’s been the most interesting project?
1:52:17 Final 3 Questions

From carburettors and distributors to neural networks and AI-driven ECUs, Gerry Bechet’s career spans the full evolution of modern engine control. From his early days at Toyota South Africa to high-level development work at Ricardo, Renault, and Holden Special Vehicles, Gerry has been right at the heart of OEM engine calibration and development.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
In this episode of Tuned In, we dive into Gerry’s journey through the automotive industry, starting with his early passion for mechanics and progressing into a career as a mechanical engineer specialising in engine development and calibration. We unpack his time at Ricardo working on diesel engine R&D, including common rail injection and combustion chamber design.
The conversation then shifts to OEM calibration at HSV, where Gerry worked on GM’s LS platforms. We explore the realities behind factory tuning—balancing power, emissions, durability, and even marketing demands—and why factory ECUs are far more complex than most people realise.
We also break down the tuning myth of “magic numbers,” why airflow modelling is everything, and how small errors in injector data or fuel pressure can throw an entire calibration off. Gerry shares real-world examples that highlight why understanding the fundamentals still matters—no matter how advanced the software becomes.
Finally, we get into Gerry’s current role with HP Tuners and the development of the new Core ECU. Designed to bridge the gap between OEM-level control and aftermarket flexibility, this standalone system brings advanced strategies like MAF and speed density integration, along with AI-assisted VE tuning. We discuss where it fits in the market, who it’s for, and how tuning technology is continuing to evolve.
This episode is packed with insight—from old-school engine fundamentals to cutting-edge ECU development. Whether you’re a tuner, engineer, or just passionate about performance cars, Gerry’s depth of experience makes this one well worth your time.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
Follow Gerry here:
Instagram: HPTuners
Youtube: HPTuners
WWW: HPtuners.com
WWW: HPtuners.co.au 
Timestamps:
0:00 Standalone vs OEM ECU: Understanding Modern Engine Control
4:26 How did you get interested in cars?
8:04 Working for Toyota in South Africa 
12:02 Where did you end up after Toyota?
14:02 What are you trying to find when you’re running these engines on the dyno?
20:07 What is the time frame on developing one of these engines?
21:52 How did your role progress at Ricardo Engineering?
25:10 How was the transition to engine calibration?
26:43 How does an emission system work?
31:56 Tell us about your time at Holden HSV?
43:29 What does OE calibration software look like?
45:24 What’s your role at HP Tuners?
47:15 Why do people who tune stand alone ECU’s find it hard to use HP Tuners?58:00 If MAF is so good, why  do we have a speed density system? 
1:01:12 What is virtual volumetric efficiency and why did GM go in that direction? 
1:03:52 What is a neural network?
1:08:11 Are there any common HP Tuner mistakes? 
1:14:19 Why have HP Tuners made a stand alone?
1:23:53 How does the Core ECU operate?
1:27:33 Automatic spark calibration, What can you tell us?
1:30:26 Is there any consideration for CAN networks?
1:32:14 How do we decide to reflash or fit the Core ECU?
1:37:32 How does the work flow between the US and Aus work on this ECU?
1:38:53 How do you get tuners to swap to your EC

We all fantasise about dream car builds, whether they’re elaborate masterpieces never done before or something stock standard we’ve seen a hundred times. Some people just have a knack for making things cool, and Ryan Tuerck from 411 Works is firmly in that category, with what might be the coolest collection of Toyota performance builds out there.
 We had to get Ryan back for a second episode to unpack his latest creation—an insane ST205 Toyota Celica—and to find out more about his new business, 411 Works.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
In this episode of Tuned In, we catch up with Ryan and see how things have been going in the Formula Drift world. We discuss the decision to move to a different engine combination in the search for more power, and how it hasn’t come without its challenges.
We dive into Ryan’s most recent build, his insanely cool Toyota Celica. We discuss the modernised running gear and the decision to go down in capacity from the original 2.0L 3S-GTE to Toyota’s new and popular G16E three-cylinder direct-injected engine. We also cover his anti-lag setup, ECU and electronics, plans for racing and driving the car, and how he comes up with these epic build ideas in the first place.
We then get into Ryan’s other big project at the moment, 411 Works. Through this new business, he’s begun supplying performance parts all around the world. We chat about the products they’re making and how they’re continuing to grow and develop exciting new parts.
This is another standout episode with Ryan. From a long and successful Formula Drift career to next-level builds and a growing business—if Ryan Tuerck is involved, it’s always worth a look.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
Follow Ryan Here:
Instagram: RyanTuerck & 411Works
Facebook: RyanTuerck
Youtube: RyanTuerck
WWW: 411-works.com
John Reed episode: Judd V10 Supra | Tuning Ryan Tuerck's A90 
Timestamps:
0:00 Next-Level Toyota Builds with Ryan Tuerck – ST205 Celica
3:59 Give us the quick version of who Ryan Tuerck is.
5:37 Why do you think Toyota is still making cool cars?
8:09 How did you first get aligned with Toyota?
10:59 Why did you change from a 4 to a 6 cylinder?
12:43 Can you tell us why the trailing arm setup is so good?
13:23 How much HP do you need in formula drift?
17:48 Are you still passionate about formula drift?
20:29 How do you come up with these epic build ideas?
22:10 Was the ST205 Celica sold in the USA?
26:44 What’s the cross over between drifting and rally?
28:58 Why didn’t you stick with the 3SGTE?
34:18 What is the drive train you’re running?
36:51 Tell us about the front and rear torque split
38:05 How much seat time have you had in this car?
39:32 How was the ice racing?
42:51 What cars are you racing at the ice race?
43:39 What electronics are you using to run the Celica?
44:24 Any challenges with this project? 
46:52 Are you running fresh air anti-lag?
50:18 What sort of budget was this car built on?
52:50 What’s the Celica going to be used for?
56:09 411 Works, what is it?
1:02:52 How do you come up with products to develop?
1:12:11 What other products are you looking to make?
1:14:23 How are you marketing 411 Works?
1:17:10 What's the next project car build?
1:22:30 Final 3 questions

Port-injected engines and aftermarket standalone ECUs go hand in hand—but controlling direct-injected engines is far less charted territory. Brett Strom from Strom Motorsport has been deep in the weeds mastering BMW’s B48 on a MoTeC ECU, and he’s here to break it all down—plus much more.
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In this episode of Tuned In, Brett shares his journey from young racing enthusiast to professional racer and engineer. He dives into the realities of building a career in motorsport and the rapid evolution of technology. We also get into ABS, traction control, and the strategy behind endurance racing.
We unpack Brett’s hands-on experience with racing and tuning, focusing on the complexities of direct injection. From injection timing to fuel pressure behaviour, he explains the intricacies and what really matters when tuning DI engines on a standalone ECU.
The conversation also covers choosing the right ECU for a particular application, dyno tuning versus real-world performance, the challenges of building reliable race engines, and why MoTeC remains his go-to platform.
Brett’s done a lot in the world of motorsport—and we’ve only scratched the surface. From racer to engineer to tuner and builder, his depth of experience makes this one a seriously compelling listen.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
Follow Brett Here:
Instagram: strommotorsport
Youtube: strommotorsport
WWW: strommotorsport.com
Timestamps:
0:00 BMW Direct Injection on MoTeC: Genius or Headache?
4:40 How did you form an interest in cars?
7:32 First car BMW E30
10:29 Advantages of spec racing series
13:59 What were you going to do for a job after university?  
18:30 What was wrong with the BMW factory ECU?
21:59 Why did you pick MoTec?
27:25 You've done an EFI course, what happened when you started tuning?
32:21 How did your career as a racer develop?
41:23 Running a motorsport based performance shop. How hard is it?
45:59 Challenges of turning late model cars into race cars?
56:04 Is it not until GT3 level cars that they’re actually factory built race cars?
58:23 Motorsport grade traction control and ABS
1:06:41 What’s the challenges of controlling a DI engine with a standalone ECU
1:27:58 Are you adding port injection to these engines as well?
1:30:01 What is the benefit of Direct Injected engines and how do we tune them?
1:47:36 Do you need a complex standalone ECU and which one?
1:59:00 B48 engine swap into BMW E36 & E46
2:02:18 Final 3 Questions

Having a silky-smooth automatic alongside a quick-shifting manual transmission capable of handling 1000HP in the same transmission seems impossible—but the ZF 8HP might just achieve it. Andrew Astley from 8speed joins us to explain why this transmission has become such a popular choice.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
In this episode of Tuned In, Andrew shares his journey from growing up near Silverstone in the UK to becoming a leader in Australia’s aftermarket scene, specialising in 8HP conversions. He covers his early car projects, his transition from car detailing to running a wrecking yard, and the growth of his YouTube channel, Zero to 60.
We dive into modern transmission technology, comparing DCTs and the 8HP, and breaking down what makes them work—and where they fall short—in high-performance applications.
Andrew unpacks what it really takes to run an 8HP in a custom build, covering compatibility, installation challenges, control strategies, torque modelling, and even the use of clutch pedals or clutch emulators for applications such as drifting.
We also explore how the 8HP performs across drag, drift, circuit, and street use, along with the importance of proper tuning and getting the most out of the TurboLamik TCU.
At its core, Andrew’s mission is simple: to make high-performance modified cars drive like OEM. And with the 8HP, that goal is closer than ever—whether you’re building for the street or the track.
👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip
Follow Andrew here:
Youtube: ZeroTo60Tube
WWW: 8speed.au
Timestamps:
0:00 No Compromise? Why the 8HP Might Be the Ultimate Transmission
4:07 How did you become passionate about cars? 
10:03 Do you have any car related formal qualifications? 
12:02 What’s your skills set today?
14:48 Youtube Journey
18:59 What makes the M54 so good?
21:16 Pro’s and con’s of the different types of transmission
38:03 Why has the 8HP become so popular in the aftermarket world?
45:19 The 8HP is a family of gearboxes? 
47:33 What vehicles do these transmissions come in?
50:00 How do we go about finding the right 8HP for your swap?
52:15 Does the 8HP fit in most cars?  
54:56 What are our options for gearshifting?
55:41 How do we control these transmissions?
1:08:19 What do you mean by the term adaptation?
1:10:34 How do we set up a clutch pedal and how do the clutches work?
1:17:43 Can the 8HP be upgraded to handle more torque?
1:19:18 Can the 8HP be the best of both worlds?
1:21:24 How hard are the standalone controllers to set up?  
1:27:17 Why would you look at a DCT if the 8HP is so good?
1:30:30 Final 3 questions