3D scanners are not always cheap, but here's why they might still be worth your money.

3D scanning is changing the game for motorsport and custom fabrication, and tools like the Peel 3 scanner are bringing that capability to a more affordable level. In this interview from SEMA, we speak with Gabrielle Williams from Peel 3D/Creaform about how this tech works, where it's most useful, and what enthusiasts need to know before diving in.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

The Peel 3 offers an impressive 1.25 million measurements per second (try doing that with your tape measure!), with around 1mm of accuracy loss over 4m, plenty for reverse engineering and CAD work in automotive applications. For more precision, positioning targets (tracking dots) and scanning sprays like Magnaflux and AESUB supply help solve the usual problems with reflective or transparent surfaces.

The Peel.CAD software acts as the bridge between scan data and usable CAD models, allowing users to extract entities and create features like cones, planes, and shells for use in software like Fusion 360 or Solidworks. While traditional CAD can't work directly with scan meshes, Peel.CAD simplifies this post-processing step.

If you’re wondering whether your system can handle it, Peel recommends a Windows 10/11 PC with at least an Intel i7, RTX 3070 GPU, and 32GB of RAM. Pricing starts around $12,300 USD including the software, putting it within reach for serious workshops and dedicated enthusiasts.

Anyone who knows modified cars will have heard of the Ring Brothers, builders of some of the greatest custom machines ever conceived. With huge scope and an equally impressive price tag, these incredible vehicles take every single piece of a build to the next level. This week, we’re sitting down with the fabricator responsible for bringing these works of art to life.

👉 Use code ‘RING100’ to get $100 off HPA’s Fabrication Starter Package:https://hpcdmy.co/fpackageb

When it comes to fabrication, Ring Brothers’ Ryan Fielding is all about the finer details, and that makes him the perfect person to head up the creation of this Wisconsin-based shop’s incredibly impressive builds that somehow perfectly mix subtle with insane.

Ryan kicks off the conversation by telling us how he got involved in fabrication and eventually made his way into the Ring Brothers shop. That naturally takes us to the company itself, and Ryan spends time discussing Ring Brothers’ ethos in building its unique resto-mod machines. This involves thinking outside the box, unmatched craftsmanship, and a whole lot of attention to detail.

With build budgets starting at around $600,000, we had to ask — how is that kind of money justified, how do they find the type of enthusiasts who want to spend the big bucks, and what do these customers get for their money?

Ryan also discusses his likes and dislikes in the fabrication game, Ring Brothers’ latest Aston Martin build, as well as what improvements in 3D printing and scanning technologies have done for his work.

With some great chats on TIG welding, and a dive into what separates an average fabricator from a great one, this episode is perfect for anyone interested in the fabrication game.

Instagram: @fabguy_ryan, @ringbrothers
Facebook: Ringbrothers
Youtube: Ringbrothers
WWW: ringbrothers.com

👉 Don’t forget, you can use ‘‘RING100’ to get $100 off HPA’s Fabrication Starter Package: https://hpcdmy.co/fpackageb

Timestamps:

0:00 Fabricating the BEST Custom Cars on Earth.
4:20 How did you get interested in cars?
6:53 Do you have any formal qualifications?
9:27 What do you think separates a high-level fabricator from an average fabricator?
13:42 What is it that keeps you passionate about fabrication?
17:14 Give us an overview of Ring Brothers?
23:54 When did Ring Bros become a big name in the custom car scene?
29:59 What does your typical build process look like?
34:26 How do you find the clients for these SEMA-level builds?
39:49 What does a Ring Brothers build cost?
41:26 How much input does the customer have in these builds?
48:55 How long does one of your big-end builds take?
52:41 How do you keep price expectations updated with your clients?
56:20 Why are Roadster Shop chassis so good?
1:02:34 Do you do wiring in-house?
1:05:05 How long have Ring Brothers been using CAD, 3D scanning & modelling?
1:09:24 Why did you decide to bring CNC machining in-house?
1:13:21 Give us the rundown on the Aston Martin DBS
1:17:36 How do you decide to use carbon fibre or steel? Pros and cons?
1:23:49 Is there still a place for a MIG welder in Motorsport Fabrication?
1:26:57 Top 3 TIG Welding tips?
1:33:53 What to look for when buying a MIG or TIG?
1:38:39 What fabrication equipment are you using on a daily basis?
1:44:29 Final 3 questions

You might love the look and sound of your flame-tune, but is it killing your catalytic converter (CAT)?

In this interview, Matt Latino from G-Sport by GESi explains the limitations of factory catalytic converters and why performance builds often require something more capable.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

G-Sport’s aftermarket catalytic converters are EPA-compliant, stainless steel, and designed for high horsepower, but they’re not indestructible. Matt dives into the real-world causes of CAT failures, including improper sizing, rich tuning, and aggressive launch control or anti-lag strategies. Burble, flame, and pop tunes might be fun, but they push unburnt fuel through your exhaust and straight into your catalytic converter — which can result in thermal overload or even complete failure.

Like tyres on a track day, pushing your CATS too far too often will shorten their lifespan dramatically. Matt shares practical advice on how to make power in a street car while keeping your CAT alive, and what makes GESi’s designs different from cheaper OEM-style ceramic core converters.

Many exhaust specialists already include the likes of G-Sport CATS in their complete systems, so it's possible you might even have one and be benefiting from the performance gains.
------------------------------------
TIME STAMPS:
0:00 - G-Sport by GESi
0:22 - Limitation of Factory Catalytic Converter
0:53 - Exhaust Backpressure
1:06 - Aftermarket Options
2:10 - Aftermarket Vs OEM Construction
2:29- Why OEMs Use Ceramic
2:39 - Stainless Steel Construction
2:50 - Not Bulletproof
3:20 - Tuning Mistakes
4:00 - Everything In Moderation
4:45 - Tyre Analogy
5:00 - Thanks Matt!
5:30 - BUILD.TUNE.DRIVE

Will carbs on V8 hotrods etc become a thing of the past when some alternatives are this easy?

For those unfamiliar with ECU tuning, switching from a carburettor (carb) to EFI can seem daunting, but it doesn't have to be. The ‪@EdelbrockUSA‬ Pro-Flo 4 is designed to make the transition as simple and hassle-free as possible. With pre-calibrated sensors, a self-tuning system, and an easy-to-use app, this sequential port injection system eliminates the need for a laptop, making it one of the most user-friendly EFI solutions on the market with plug-and-play options for the Gen 3 or 4 LS, Gen 1 or 2 Ford Coyote and Chrysler Gen 3 HEMI V8's.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Unlike traditional throttle body injection (TBI) systems that mimic a carb, the Pro-Flo 4 offers true multi-point injection, improving fuel atomization, drivability, and efficiency. Injector and fuel system selection are simplified, with kits available for different power levels, and installation is made easy with a fully terminated wiring harness that requires no crimping or cutting. The distributor-based ignition system means there's no need for an additional crank trigger, further reducing complexity.

The system features closed-loop control that continually learns and adapts while driving, improving fuel mapping in real-time. For those worried about fine-tuning aspects like cold starts and transient enrichment, the Edelbrock E-Tuner App provides intuitive adjustments using familiar carburetor-style terminology. This ensures that even those new to EFI can confidently dial in their setup.

TIME STAMPS:
0:00 - Carb to EFI
0:16 - Mark Honsowetz
0:22 - Edelbrock Pro-Flo 4 EFI
1:09 - Self Tuning
1:38 - Entry Level Tuning Option
2:15 - Simple Installation
2:44 - Injector Selection
3:17 - Fuel System Selection
3:56 - Ignition System Setup
4:40 - Edelbrock E-Tuner App
4:51 - No Crank Trigger
5:20 - Pre-Calibrated Sensors
5:40 - Aftermarket Cams
6:40 - Closed Loop Control
7:10 - Needs Varied Driving To Learn
7:42 - Dyno Tuning
8:30 - Cold Start, Transient Enrichment etc
9:41 - Tuning Made Fun
10:00 - Edelbrock Pricing
10:27 - Batch vs Sequential Fire
11:10 - Edelbrock
11:21 - BUILD.T

Running IndyCars, engineering championship-winning V8 Supercars… and going carbon zero? This episode of the Tuned In podcast with performance engineer Brad Eyes takes us in some very interesting directions.

👉 Use code ‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb

Brad shares his unique journey into motorsport, beginning with his determination to break into the high-stakes world of IndyCar — despite living on the other side of the planet. He dives into the challenges of performance engineering in a tightly regulated series and explains how teams still find speed in the most unlikely places.

From there, Brad transitions to Australia’s V8 Supercars, where he played a key role in a multi-championship-winning team. With firsthand insight, he breaks down what makes this series one of the most intense and exciting in global motorsport.

Brad’s career then takes a surprising turn as he shifts into the world of sustainable transport. Are EVs actually a con? Is there a future where performance and environmental responsibility can coexist? Brad shares his perspective.

Packed with talk on race car electronics, systems engineering, race strategy, and the future of speed, this episode is a great listen.

Check out Brad’s book here, and follow him here:
LinkedIn: Brad Eyes

👉 Don’t forget, you can use ‘‘FUTURE50’ to get $50 off HPA’s EV Fundamentals Course: https://hpcdmy.co/evb

Timestamps:

0:00 Does Fast Have a Future?
3:58 How did you get interested in cars and motorsport?
5:15 What was your role in Formula SAE?
8:20 How did you get into Indy Car and what was your role?
12:46 What are the parts that you can change in an Indy Car?
14:11 Indy car setup, road course vs oval
18:49 Does simulation react the same in the real world?
21:38 How long did you work in IndyCar, and what did your role progress to?
24:53 Moving to Australia and into V8 SuperCars
32:32 What was your role at DGR Team Penske?
33:54 How do you make race strategy calls?
43:28 What was next after V8 SuperCars?
46:21 What is transport decarbonisation?
49:11 What’s your opinion on electric vs hybrid vs internal combustion vehicles
1:11:34 Where do you want to go from here in your career?

Say goodbye to messy curly cords and more potential failure points.

Steering wheel-mounted controls make it easier to adjust key functions on the fly, but getting those signals from the wheel to the car is not as simple as it sounds. Running multiple wires through a rotating steering column is unreliable, time-consuming, and they can be prone to failure due to the nature of their use. Zestek has developed a CAN-based steering wheel PCB solution (CAN hub) that simplifies installation, reduces wiring complexity, and integrates seamlessly with MoTeC ECUs, dashes, and PDMs.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

With only four wires required for full functionality (CAN high, CAN low, power, and ground), this system eliminates the need for bulky wiring looms. The pogo pin system built into the quick-release hub provides a clean and hassle-free connection, removing the need for traditional curly cords. A pre-configured DBC file is available for MoTeC users (and we're sure more in the future), while others can configure the CAN signals using a spreadsheet for quick setup.

Each button and switch is fully customizable, including momentary and latching functions, as well as full-spectrum RGB LED feedback. Paddles can be used for more than just shifting, allowing functions like anti-lag, launch control, and nitrous activation. It is also sim racing compatible, making it easy to use the same wheel for both real and virtual driving while you wait out the winter weather.

Car brands are secretly limiting your car’s potential, and it has NOTHING to do with reliability.

Use ‘PODCAST75’ for $75 off your first HPA course here: https://hpcdmy.co/hpa-tuned-in

Getting more power out of a factory car can be surprisingly straightforward with the right software (and sometimes hardware modifications), but what goes into developing a proper tune that exploits more potential without pushing the OEM components past their limits?

At SEMA, HPA had a chat with Arin Anhell from APR, one of the pioneers in the European aftermarket tuning market, to find out how they test and develop tunes, what safety measures they implement, and why modern turbocharged engines leave so much untapped potential from the factory.

Also discussed:

• The limits of factory components
• How APR ensures reliability in their tuning
• Why OEMs leave horsepower on the table
• How direct injection affects tuning potential
• The APR Plus warranty program and what it covers

If you're considering tuning your BMW, Mini, Volkswagen, Audi, Porsche, or other VAG vehicles etc this could be a very helpful insight into some of your options from APR and sister company Dinan Engineering.

TIMESTAMPS:
0:00 - Getting More Power From Your Factory Car
0:07 - Arin Anhell: APR
0:13 - How APR Develops a Tune
0:35 - Finding the Limits
0:50 - Sensors & Data Collection
1:19 - Dyno Testing & Power Increases
1:40 - Why Do Factory Cars Have Headroom?
2:23 - The Audi RS6 & Porsche Power Differences
3:04 - Factory ECU Safety Margins
3:39 - Fuel Quality & OEM Limitations
4:07 - The MK8 GTI & Octane Impact
4:42 - Oil Change Intervals & Reliability
5:50 - Cylinder Pressure & Peak Torque Management
6:36 - Low-Speed Pre-Ignition (LSPI)
7:35 - In-Cylinder Pressure Testing
8:04 - Tuning Safely Without Risk
8:42 - When Factory Hardware Becomes a Limitation
9:26 - Turbo Upgrades & Stage 3 Tuning
9:50 - Direct Injection Fuel System Limits
10:38 - APR Plus Warranty Explained
11:32 - APR Engine Replacements?
12:00 - ‪@APRtube‬
12:08 - BUILD.TUNE.DRIVE

When Joel Vermiglio isn’t working his day job at McLaren Formula 1, he’s in his Garage 68 Motorsport workshop building an old VW Caddy… with a McLaren twin-turbo V8 in the rear tray, a Lamborghini gearbox, and Porsche 911 suspension.

👉 Use 'JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb

Joel never set out to work in Formula 1 — in fact, he didn’t have any plans to get into motorsport at all. That changed in his late teens when he got into cars, went on to study, and eventually found his way into the industry.

In this conversation, Joel shares his unexpected journey to joining one of the world’s top F1 teams — proving that you don’t need a PhD in mechanical engineering to claw your way to the pinnacle of motorsport.

We also dig into the inner workings of a Formula 1 team, getting as much behind-the-scenes insight out of Joel as we can. From design and build to the day-to-day operations and the brutal pace of life in F1, it’s a fascinating look into what really goes on.

Finally, Joel walks us through his VW Caddy project — a Frankenstein build sparked by spotting a perfectly good(ish) McLaren race motor in the scrap bin at work. Now it’s a running, driving weapon with supercar DNA and a whole lot of DIY ingenuity.

Joel’s been using our courses to learn parts of the build process that he had little experience in, so this chat also offers an interesting look at how what HPA teaches gets applied in the real world.

Follow Joel here :
IG: @garage68motorsport
YT: Garage 68 Motorsport
WWW: mclaren.com/racing/

👉 Don’t forget, you can use ‘JOEL100’ to get $100 off HPA’s Tuning Starter Package: https://hpcdmy.co/starterb

Timestamps:

0:00 The TRUTH About Life in Formula 1.
3:42 What was your passion growing up?
5:34 How and when did cars come on the scene?
9:23 How did a passion for electronics and cars lead to a career in motorsport
14:49 A career in motorsport can be a hard nut to crack. Just how challenging is it
23:36 Landing a job with McLaren GT
28:34 What’s involved in turning a supercar into a competitive GT race car?
33:29 What’s involved in being a systems engineer for McLaren F1?
43:30 What is a Cirrus tester and why do you use it?
44:59 Component reliability and lifespan in F1.
52:20 Crimping vs Soldering?
56:40 How has your role at McLaren F1 changed over the 9 years you’ve been with them?
1:01:25 Balancing F1 and family life.
1:10:54 What are your thoughts on where F1 is going?
1:16:34 McLaren’s development path in 2024.
1:19:57 Is Red Bull going to be lost without Adrian Newey?
1:22:54 Can you tell us why you’re an HPA member?
1:26:05 What is this project car you’re building?
1:34:52 Final three questions.