035: Simple Engine Building Mistakes That Could Cost You THOUSANDS. [

A whole lot of knowledge is dropped and plenty of myths get busted on this week's episode of the High Performance Academy Tuned In podcast.
Our guest, Tyler Hassing of ‪@ForceEngineering‬, is a multi-talented performance engine builder and machinist, tuner, and fabricator with a passion for building things right and going as fast as possible.
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Use ‘PODCAST75’ for $75 off your first HPA course here: hpcdmy.co/hpa-...
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In this tech-focused episode, Andre and Tyler get into the weeds on a wide range of topics, starting with the nightmare that is early Ford EFI tuning, before moving on to some serious Mitsubishi 4G63 nerdery, and a discussion on the pros and cons of different engine prep blasting methods.
A lot of Tyler's work is in the performance engine building and machining world, and this gives Andre an opportunity to discuss building for big power, as well as the common mistakes that Tyler sees time and time again when people build their own performance motors.
This also leads to a very in-depth discussion around cylinder head porting, in which Tyler clears up a lot of mystery surrounding what can sometimes be thought of as a bit of a black art.
Tyler also currently claims the world record for a stock-block Gen-1 Ford Coyote with an 8.59 @ 155mph in his S197 Mustang, and has learnt plenty of lessons along the way. The interestingly minimalistic build is discussed in detail, delving into the reflash vs aftermarket ECU debate, finding the limit of a stock Coyote V8, turbo sizing, and much more.
This episode contains a tonne of interesting and useful info for anyone interested in going fast reliably, and you'll probably end up at least three percent smarter if you listen to it.
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#highperformanceacademy #forceengineering #learntotune #enginebuilding101 #dontletthesmokeout #enginebuilding #dieseltuning #s197 #haltech #mustang #4g63 #motorsports

[@JustAnotherHouseCat]

When are you gonna get Mike Kojima?

[@gordowg1wg145]

Agreed, for most folks the time required to learn to do it correctly, and the capital expense required, means we have to farm it out to someone we can TRUST to do the job correctly - the trick is finding someone who falls into that "trust" catagory. You may have to ship it to a different town/city, state or even country - but that's still cheaper than having an incompetent "machist" screw it up and have to not only remedy their work but pay that person you should have used in the first place to do it correctly.

[@michaelallen2501]

Some future guest options: Kevin from KSR Performance Steve Morris David Frieburger Mike Finnegan Richard Holdener

[@neilrobertson1345]

Yes Kevin KSR be awesome podcast

[@incolink]

Such a humble bloke .. "my opinion" meaning I don't know for sure . but he has plenty of experience backing up what he's calling "opinions" and explains things succinctly. Thanks Endre keep it up

[@rhetericalpha]

I've been binge watching/listening all the podcast lately and if I didnt know better you were having an interview with spider man 😂 Tyler Hassing sounds just like Toby Mcguire in Spiderman

[@xTerraH]

This was a great video guys, deserves far more views!

[@claudloui9433]

Wonderful video as always ❤️. Wanted to know more about cooling/coolant capacity as it relates to a daily driver or in a case where u can't let the car cool down like in drag applications

[@jeremywhite6352]

This was a very interesting podcast guys well done and please keep them coming. Thank you

[@martinrodger9565]

Tylers story a 1 hour 2 minutes. I’ve always suspected a lot of money is wasted in heads on turbo charged cars losing sight of the main power adder. Example being, you can buy, trial and sell on a number of turbos for the same cost as a fancy head build yet people often spec a turbo then sit on it when they could actually optimise their setup materially focussing on the turbo alone.

[@gordowg1wg145]

About the only thing I would agree with is that sometimes people focus on one aspect of the enging system - You mentioned the heads, but you also fall into the trap with turbo-chargers. The system has to be considered as a whole - sometimes the best area to focus on is the head, sometimes the turbo' - bearing in mind that can be a rapidly diminishing return without other work, sometimes the manifold(s), etc. IMO, other than the basics, there are usually plateaus with power/torque increases - eg, 10% is basically optimising the tune; +50% may be turbo'+ fuelling + charge cooler; +75% may be the former + pistons + rods + clutch/torque converter; +100 % may be the previous with a sleeved block + head studs/bolts + stronger gearbox + gears; etc. having a realistic idea of where one wants to end up and building to that right from the start is a good idea, even if the prep'ed block, rotating assembly, etc, is overkill for the initial mods, it will last as you upgrade as budget constraints allow.

[@moabman6803]

Great interview! Any chance you could get David vizard on the Podcast?

[@michaelallen2501]

What would you consider to be the limit of a composite head gasket? I'm running the budget friendly Mr Gasket composite on my supercharged small block Chevy. It's a centrifugal making 7psi at 6500rpm. Aluminum heads, making about 600hp to the crank. Being a V8 do I look at it as 2 different 300hp 4 cylinders that happen to share a crankshaft? 300hp seems well within the limits of a composite gasket. 600hp worth of cylinder pressures spread out over 8 holes sounds a helluva lot less stressful than a 600hp 4G63. Am I on the right train of thought as far as cylinder head sealing is concerned?

[@michaelgunning347]

nearly got cough with an rocker cover , but customer came with one all lovely and shiny , i driller out the rivets remover the plates and washed it 13times , its now mounted over hid bed headboard , or i said i'd confiscate it

[@WilliamJenkins-tx5jr]

How are you only making 800-900hp with 60psi of boost? I'm guessing a 4g is a 4 cylinder. That's crazy how much a 4 cylinder and 8 cylinder engine is different

[@neilrobertson1345]

Very good podcast

[@hpa101]

Cheers Neil, glad you enjoyed this one too 🤘

[@two40zsx]

Please message me if you have problems with bmw s54 engine s65 as well. I've been dealing with them since 2009. S54 up to 550whp on a low reading dyno and reliable to where our diff Broke

[@autotalon]

Hey I know this guy

[@morganmotorsports4220]

Good pod. The best way I have found to remove stainless Orings....fire up the tig and fuse the tip to the ring carefully, then yank it out with the torch or pliers. Piece of cake. Thanks for the conversations they help the day go by!