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High Performance Academy


High Performance Academy Presents: Tuned In. A podcast interviewing influential people from around the world at the top of their respected fields. Covering topics such as Tuning, CAD, Performance Engine Building, Automotive/Motorsport Wiring, Data Analysis, Driver Coaching/Training, Motorsport Fabrication and Car Setup.


Tuned In

Want a high-revving, F1-sounding, naturally aspirated V10 on a budget? Sounds impossible—until Jack and Diego from Build It Yourself made it happen. They took a humble Ford V10 truck engine, crafted custom four-valve heads, and engineered headers that deliver that unmistakable F1 scream.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

In this episode of Tuned In, Jack and Diego share their backgrounds in automotive engineering and their journey into the performance automotive world. They discuss their current roles at Ford, the skills they bring to their YouTube channel Build It Yourself, and the innovative technologies they leverage, such as CAD, 3D scanning, and 3D printing.

The conversation dives deep into the highs and lows of building a one-off V10 engine. From the headaches of welding cylinder heads and perfecting cooling and oil flow to the science of exhaust sound engineering. They unpack machining, camshaft design, and the creative process behind documenting the entire build on YouTube.

Then there’s the bold decision to drop this beast into a 2017 Lincoln Continental, a choice that might not seem obvious to many enthusiasts. With the added challenge of a rear-wheel-drive conversion, it was definitely no straightforward swap.

What they’ve pulled off in their home workshop is nothing short of extraordinary. Blending solid engineering know-how with hands-on ingenuity, their Build It Yourself attitude is truly inspiring.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Follow Jack & Diego here:

Youtube: biy_buildityourself
Instagram: biy_buildityourself

Timestamps:

0:00 The “Impossible” Backyard V10 Screamer
4:22 How did you get into cars? (Jack)
6:34 How did you get into cars? (Diego) 
12:43 Opinion on the future of EV’s side quest
14:32 What would you say your key skills are?
18:38 How hard is it to learn 3d scanning?
26:36 How did you learn the CAD skills?
29:53 Why do we all need 3d printers?
39:40 How did the BIY channel start and why the V10?
42:15 What is an even fire engine?
48:25 How did you convert the engine to 4 valve double overhead cam?
56:15 What issues did welding two heads together cause?
59:44 No one wanted to line bore your cam journals?
1:02:15 How did you find someone to make you custom cams?
1:04:30 Did you consider using any other V10’s?
1:08:07 What's the power and rpm to date? 
1:09:40 What chassis did you decide to put it in?
1:13:42 How hard is the rear wheel drive and engine swap?
1:16:29 How does header design affect sound?
1:27:51 3D printed 5 to 1 exhaust collector
1:30:15 Why did you decide to make a YouTube channel for the build? 
1:39:21 Why didn’t you try to tune the car yourselves? 
1:43:44 Final 3 Questions

148: The “Impossible” Backyard V10 Screamer

Whether it’s a bespoke quad-turbo V12 or a modified OE production engine, the fundamentals remain the same—we’re all looking for those extra gains. Italtecnica’s Riccardo Breda is here to break down the core concepts that could help you take your engine build to the next level.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

In this episode of Tuned In, Riccardo discusses his journey into automotive engineering and his role as an engine designer at Italtecnica, a company specialising in resto-mods, engine development, design, and manufacturing, working with brands like Ferrari and Maserati.

The conversation explores the evolution of Italtecnica, the challenges and innovations in resto-mod projects, and the range of engines currently being produced and developed. That includes a new naturally aspirated V12 for racing, along with a homologated version for road use. He also talks about the challenges of balancing power output with emissions compliance in modern engine design.

We dive into key fundamentals of engine design, including compression ratio, bearing clearance, rod-to-stroke ratio, cylinder head design, and different methods of valve actuation. The conversation also touches on the Atkinson cycle and how it can be replicated with variable valve timing.

It’s not every day you get to tap into the mind of someone designing bespoke high-performance engines from the ground up. This episode is jam-packed with insight and a must-listen for anyone interested in engine building.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Follow Riccardo here:

Instagram: italtecnica.engineering
Facebook: italtecnica
WWW: italtecnicaengineering.com

Timestamps:

0:00 Inside the Art of Bespoke Engine Building
4:35 How did you become interested in cars?
8:46 Once you Graduated what did your work career look like?
9:50 What’s the history of Italtecnica?
14:05 What is the Kimera EVO37?
17:43 What is different about modern cylinder head design?
20:19 What engines are you working on and offering in 2025?
21:52 The V12 NA engine you’re producing, who is the target market?
25:29 What sort of HP and RPM will the V12 produce?
28:12 It’s not all about HP figures and 0-60 times 
30:10 How do you decide on a rpm limit for a bespoke v12 engine?
37:34 Atkinson cycle, How do we mimic with VVT?
41:44 How do you decide on a compression ratio when designing an engine?
45:03 Can you simulate knock threshold in a virtual model?
47:37 How much do you consider rod to stroke ratio?
53:36 What’s your take on bearing/oil clearances?
1:02:18 What drives your bank angle decision?
1:08:21 What type of valve actuation are you using?
1:14:40 What’s your lifespan between rebuilds on your engines?
1:15:46 What material do you use for your pistons?
1:18:25 How close are real world numbers to your simulations?
1:22:46 What are the cost challenges with cast parts and low production numbers?
1:27:14 Final 3 questions

147: Inside the Art of Bespoke Engine Building

Composites might seem like the secret language of aerospace engineers and hypercar builders, but Gabriel Mountjoy from Common Fibers is here to break down those barriers. He’s out to prove that composites aren’t just exotic materials—you can use them to elevate your own builds too.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

In this episode of Tuned In, Gabe shares his journey from a mechanical engineering student passionate about automotive efficiency to a successful entrepreneur in the composites industry. Alongside his now-wife Ann, he co-invented the first carbon fiber hinge, and today their company is not only one of America’s leading composite manufacturers but also uniquely committed to educating people on how to work with these materials.

We explore the evolution of composites in automotive applications, the challenges and opportunities they bring, and why designing for manufacturability is key. Gabe also takes us inside high-profile projects like SSC North America’s Tuatara—a hypercar capable of 300 mph—explaining how they construct mission-critical, complex components such as its carbon-fiber monocoque.

Gabe breaks down the essentials of material and resin selection, unpacks layup methods, and clarifies the differences between wet layup, vacuum bagging, and resin infusion. He highlights the advantages of prepreg materials and compares autoclave with out-of-autoclave approaches.

Despite producing some of the most intricate composite parts in the U.S., Gabe and his team remain refreshingly open about their processes and deeply passionate about making composites more accessible.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Follow Gabe here:

Instagram: Commonfibers
Facebook: Common Fibers
YouTube: Common Fibers
WWW: commonfibers.com

Timestamps:

0:00 From Home Builds to Hypercars: Composites for Everyone
4:37 Did the passion for cars come first or carbon fiber?
7:54 How do you become a composites engineer?
10:01 What’s your work history prior to starting Common Fibers?
11:18 Are composites much more common in other industries?
14:55 What does Common Fiber’s look like today?
16:11 How are you finding composite technicians?
18:06 Why did you open a second facility? 
19:01 Can you briefly explain the different resin types?
21:30 What has been the process of growing a business to have 40 staff?
26:33 How much work are you doing for the aerospace industry?
29:22 What is the SSC North America Tuatara?
30:38 How did you get involved in the hyper car project?
32:30 How does the design and production work with the Tutara parts?
38:01 What’s the benefits of the monocoque over a conventional chassis?
44:11 When we talk about composites, what are the different materials?
47:23 What are the different types of carbon fibre?
49:18 What is carbon's best strength quality?
51:56 How do you validate the strength of your parts?
57:28 What is the process of designing and manufacturing a mold? 
1:06:13 How do we layup the carbon or fiber glass into our mold?
1:14:47 What is a wet layup and where would we use it?
1:18:25 What is vacuum bagging? 
1:23:02 What is resin infusion? 
1:28:43 What is prepreg?
1:38:25 Final 3 questions

146: From Home Builds to Hypercars: Composites for Everyone

Formula 1 represents the pinnacle of motorsport and James Densley along with the team at TDF Limited are breathing new life into retired F1 cars, transforming them back into the ultimate track weapons.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

James shares his journey from a car-obsessed child through karting to mechanic at the top levels of motorsport. He recounts his experiences in Formula 3 and then with Mercedes F1, before explaining how TDF Limited was founded and started specialising in restoring and supporting retired F1 cars.

The conversation explores the complexities involved in purchasing, restoring, and maintaining historic F1 cars, including the challenges posed by obsolete electronics and sourcing rare components. James emphasises the critical role of modern technologies such as 3D scanning in facilitating these restoration projects.

We also discuss the operational and logistical challenges of running historic F1 cars today, the development of the TDF One program to make these cars more accessible, and the technical hurdles of modernizing powertrains while preserving the true essence of Formula 1 racing.

It’s unfortunate that these extraordinary machines often face the scrap heap or sit around as expensive ornaments after their brief racing lives. What TDF Limited are achieving by resurrecting these masterpieces and returning them to the track is truly groundbreaking.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Follow James here:

Instagram: @tdf_limited
YouTube: @tdflimited
WWW: tdf.co.uk

Timestamps:

0:00 Is a Retired F1 Car the Ultimate Track Toy?
4:22 How did you form an interest in cars? 
6:34 What’s a race weekend look like in Formula 3?
7:59 How do limited slip diffs work?
9:19 Tell us about Mercedes F1
14:00 What is TDF and how did it come to be?
18:20 How does TDF Works get a hold of used F1 cars?
22:22 Used F1 engines, are they hard to find and get running?
27:45 How do we get a trans axel for one of these cars?
31:50 What is seamless gear shifting and how does it work?
34:41 How do you go about running these cars on old electronics?
45:03 How do you source replacement body and aero parts?
49:50 Can you put something like a Judd V10 in one of these chassis?
52:37 What’s it look like for TDF Works to take a F1 car to the track for the day?
58:04 Can you give us an idea of the hydraulic system?
59:05 What is TDF One and how does it work?
1:02:55 How much of a debate was it to go to a turbo 4 cylinder?
1:06:29 How much HP are the genuine F1 cars making compared to TDF One?
1:07:59 What is the 4 cylinder engine in the TDF One cars?
1:11:03 Are you running a F2 trans axel in the rear?
1:12:52 What’s the electronics package and have you added ABS & Traction control?
1:15:46 How often do you need to overhaul the engine and gearbox and other parts?
1:20:50 How does crack testing on carbon fibre work?
1:22:15 How much does a TDF One car cost to run?
1:23:57 How many TDF One cars are out there?
1:24:44 What’s the build time on one of these cars?
1:28:26 Final 3 questions

144: Is a Retired F1 Car the Ultimate Track Toy?

No matter the stage of a build, most projects reach a point where giving up feels tempting. They demand grit and perseverance—and Karel Silha from Karel S Motorsport’s wild DTM-inspired M4 Time Attack build is no exception.

We first spoke to Karel in 2022, and now he’s back to share what it really takes to shake down and test a home-built car of this caliber. Believe it or not, it all started with a toy car that Karel scanned and scaled up using CAD

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

In this episode, we explore the engineering details behind the build. Karel explains the challenges of mounting a massive aero package capable of generating serious downforce. He highlights the practical difficulties of high-performance engineering in a garage environment.

Karel also shares how he’s utilised modern tools like CAD and FEA to optimise the design. We talk through his experience testing on KW Suspension’s seven-post rig—fine-tuning the suspension for low-speed mechanical grip and managing the immense downforce at high speeds.

We discuss the complexities of engine management with turbocharging and individual throttle bodies (ITBs), the importance of on track testing versus dyno calibration.

Despite the technical challenges and the emotional toll, this episode is far from bleak. Karel’s journey is incredibly inspiring and he’s optimistic that 2025 will finally be the year this insane build shows its true potential. 

Follow Karel here:

Instagram: karel_s_motorsport
Facebook: Karel S Motorsport
Youtube: karelsmotorsport

Links:

Episode 26 with Karel: Building a Tube Frame 1100hp Time Attack Weapon

Episode 75 with Dave Higgins (Aero Dave): The Realities of Driving and Maintaining Your Own F1 Car.

Timestamps:

0:00 DIY Motorsport Isn’t Easy But It’s Insanely Rewarding
4:12 Welcome back, can you give us a quick intro into who you are?
6:06 Can you give us a quick overview of the car?
12:24 Designing car modifications with serviceability in mind
16:40 What engine setup do you have in the car?
22:51 How do you go about the first shakedown for a car like this?
26:37 How did you go about fixing the initial issues?
30:12 What was going on with the wheel speed issue and why do we even need wheel speeds?
34:51 Why are you not running ABS?
38:15 Wheel speed issues wrapped up.
42:29 Were there any other issues in the initial testing? Dry sump issues?
49:40 Issues with the fixing points for the splitter and wing? 
53:27 What material are you using?
56:37 Can the average enthusiast get good results with FEA or do you need to be an Engineer to use it?
1:01:25 Did you have any cooling issues?
1:07:49 What is the height of the splitter at static ride height?
1:11:14 What is a 7 post rig?
1:19:44 Are you tuning the car onto bumpstomps to combat aero at high speeds?
1:21:46 Where does testing go from here?
127:11 How are you going about tuning your engine package? 
1:35:11 Were you able to do any gear shift calibration on the dyno? 
1:43:00 Will we see you at WTAK in Australia?
1:46:35 Final 3 questions

143: DIY Motorsport Isn’t Easy But It’s Insanely Rewarding

Designing an elaborate engine block or cylinder head in CAD is one thing, but actually manufacturing that design is another challenge altogether. In this video, we talk with Gerry from Crest CNC about what it takes to turn complex billet and cast designs into reality

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Gerry handles CAD design at Crest CNC, creating engine blocks, cylinder heads, and the tooling and fixtures required to manufacture them efficiently. He explains how his early career as a toolmaker led him into CNC machining, CAM programming, and then full-time CAD design. During his time in the UK, he worked at JCB’s engine division, gaining critical experience in engine block and cylinder head design fundamentals.

For their cylinder head development, Crest CNC work closely with third-party experts such as Cylinder Head Specialists to optimise port and combustion chamber geometry. They use traditional flow bench testing and 3D scanning to bring these designs into CAD before finalising them for manufacturing.

Gerry also discusses design for manufacture considerations, often called DFM. Whether working with billet parts or cast parts, understanding machining limitations, tooling aspect ratios, taper angles, and draft requirements is essential. Design for manufacture ensures that parts are not only functional but also practical and cost-effective to produce.

If you want to learn more about how advanced billet and cast engine components go from idea to finished product, or how companies like Crest CNC and Cylinder Head Specialists push high-performance design, this interview is packed with insights you can apply in your own engineering or fabrication projects.

Field Report: Why Your CAD Designs Don't Work

“Composites” aren’t just expensive and elaborate carbon fibre parts for high-end race teams. It may be easier, more accessible, and cheaper than you think to get started in the composite game.

This week on the podcast, we sit down with Keith Peden from Rodin Cars to unravel the world of composites.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Keith shares his journey from a childhood passion for cars to becoming a composite specialist in the automotive industry, building parts to the highest level. He emphasizes the importance of hands-on experience and how collaboration between engineering and manufacturing teams is key to success.

The conversation explores the properties of different composite materials and their applications in motorsport and automotive design. He discusses various aspects of composites, focusing on the differences between chopped strand mats and woven mats.

He also explains resin types, why proper mixing is critical to strength, and how many factors can impact the final product. We discuss different manufacturing methods, from wet layups to prepreg and autoclaves.

One of Keith’s big takeaways is that composites don’t always have to mean expensive carbon fibre. For many motorsport and automotive needs, affordable alternatives can deliver excellent results — especially for the home enthusiast.

Follow Rodin Cars here: 

Website: rodin-cars.com
Instagram: rodincarsofficial
Facebook: Rodin Cars
Youtube: RodinCars

Timestamps:

0:00 “Composites” aren’t just for high-end motorsport
4:00 How did you form an interest in cars?
5:33 How do you become qualified in composite manufacturing and what’s your background?
16:18 Can you give us an overview of Rodin Cars?
27:44 What is your role as Composites Team Lead?
31:47 What does the word composites actually mean?
33:03 Is a carbon fibre part stronger in compression or tension?
35:21 What is carbon fibre and why is it so good for motorsport?
38:09 Carbon vs Kevlar vs Fibre glass cost variation?
40:42 What is a chopped strand mat?
43:05 What is a woven mat?
44:44 What is resin?
48:49 What does the term prepreg mean?
52:55 What is an Autoclave?
59:09 Other types of layup methods
1:11:55 Downsides of composites parts being repaired
1:13:21 How do you add threaded bosses for attachments to a composite part?
1:16:24 Final 3 questions

142: “Composites” aren’t just for high-end motorsport

The Toyota GR Yaris and GR Corolla are already cult favourites, and now they’re about to get even faster.

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

In this interview, Ben from ‪@artec_performance‬ reveals the 18-month R&D journey behind their fully emissions-compliant bolt-on turbo kit for Toyota’s GR platform. This isn't a generic setup, every component is purpose-built to retain OEM fitment, support factory ECU control, and maintain legal emissions systems. That means you keep your sensors, your catalytic converter, and your conscience clean while chasing 400+ hp.

You’ll hear how ARTEC engineered their own turbine housings, compressor covers, and manifold solution to suit Garrett G25 rotating assemblies, why packaging and emissions compliance required more than just off-the-shelf parts, and what makes the G16E-GTS engine one of the most exciting new tuning platforms in years.

Whether you’re building a street-legal time attack car or want to keep your road car emissions-friendly while unlocking serious power, this bolt-on system is worth a closer look.

Field Report: A Clever Solution | 400HP 3-Cylinder G16E-GTS

"The closest we've got to a mechanic is a panel beater." - Has this group of friends on a budget built something quicker and more special than many big chequebook builds ever will be?

Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Most people overlook the third-gen Toyota MR2 (MR-S), but Justin from Close Enough Racing has spent years turning his into a proper grassroots weapon.

From a modest 1ZZ track car to a 450kW turbocharged 2ZZ build with APR widebody aero, a Jubu Racing close-ratio gearbox, and Porsche brakes, this is a fully developed MRS that competes on the world stage at World Time Attack Challenge.

You’ll learn how Justin and his mates handled the powertrain setup, aero evolution, and suspension development while working around the MR chassis’ limitations and strengths.

The car features a Gen 2 Garrett G35-82R turbo, factory-based poly bushed mounts, and a 3582R-based turbo system pushing 35 psi through a built 2ZZ engine. The team worked with brands like CMS Performance for tuning, APR for aero, Shockworks for suspension development, and even adapted Porsche Boxster calipers using custom dogbones.

Despite not being professional engineers, this group of friends put together a car that can compete with far more expensive, professionally built competition.

If you’re building your own track car and want to see how to combine smart part selection, testing, and a bit of ingenuity to go fast on a budget, this one’s worth your time.

#highperformanceacademy #buildtunedrive #closeenoughracing #aprperformance #shockworks #cmsperformance #juburacing #toyotamrs #mr2build #worldtimeattack #2zzge #grassrootsracing #aprperformance #cerbuild #wtac #carmods #motorsport

Field Report: Is a 940kg Toyota MRS the ULTIMATE Grassroots Racer?

Forget the hype around “Mil-Spec” wiring — most builds don’t need it. Smart, fit-for-purpose materials and design can still deliver a reliable harness with great performance and aesthetics. 

This week on the podcast we sit down with Technica Racewire co-founders Philip Chiu and Kevin Tan to uncover the wiring harness essentials.

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Philip and Kevin share their journeys from a childhood passion for cars to becoming the owners of Technica Racewire. They discuss the transition from mechanical engineering to automotive wiring.

We cover their focus on classic Porsche builds and the production run harnesses they build, the ECU brands they trust, and how they approach configuration depending on the application.

They dive into the intricacies of working with autosport connectors and what are some suitable alternatives at a lower price point but still perform to a race grade level. We also cover the differences between a club level harness and a high end motorsport harness.

Most importantly, they shine a light on the steps that can make or break a harness and the common mistakes beginners make when trying to DIY their first one.

Follow Technica Racewire here:

Instagram: @technicaracewire
Facebook: Technica Racewire
WWW: technicaracewire.com

👉 Use the code ‘PODCAST500’ to get $500 OFF HPA's VIP Package: https://hpcdmy.co/podvip

Links:

Autosport Manual:
https://www.te.com/commerce/DocumentDelivery/DDEController?Action=srchrtrv&DocNm=1-1773721-9_as_technical&DocType=DS&DocLang=EN

Timestamps:

0:00 This Could Make or Break Your New Harness
4:12 How did you get interested in the automotive scene? (Kevin)
6:52 How did you get interested in the automotive scene? (Philip)
9:51 How did you move towards building motorsport grade harnesses? 
14:44 How did you go about sourcing Porsche electronics for your harnesses?
17:46 When and how did you decide to start wiring for a living?
24:15 What does Technica Racewire look like today? Location? Size?
30:21 Are you doing production runs on harnesses?
32:43 What brands of ECU are you aligning with?
36:15 Do you get into ECU configuration and setup?
40:40 What is a high pot tester?
41:20 How much of your business is business to business vs business to consumer?
45:12 Do you get involved in programming CAN messaging?
46:57 What’s the difference between a club level harness vs a motorsport harness?
53:31 What do you need to know to start working with Autosport connectors? 
56:33 Understanding current through a connector and what size wire do we use? 
1:08:48 Are DTM connectors still suitable for a motorsport harness? 
1:12:50 The intricacy of working with Autosport connectors continued.
1:14:45 What’s your opinion on crimping vs soldering?
1:17:57 Using solder to pot an actuator or sensor. 
1:20:45 Moisture ingress in connectors
1:23:31 What are the most common mistakes in building a harness?
1:30:36 What is star point earthing?
1:33:24 What do you use for your planning? Software?
1:38:50 Final 3 questions

141: This Could Make or Break Your New Harness.

Can you drastically improve head cylinder sealing without resorting to machining or damaging your high-performance engine block in the process via some of the tried and trusted options on the market today?

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

Christian from Nitto Performance Engineering answers this question and more from the World Time Attack Challenge paddock in relation to high-quality aftermarket head gaskets, including some of the design and manufacturing processes that go into ensuring the gasket can not just contain your combustion charge but also your oil and coolant, which are often overlooked yet are just as important.

You can also gain some quick insight into whether reusing a head gasket is generally a good idea given the time and money that goes into a performance engine build, as well as some other knowledge bombs on head cylinder sealing in general.

TIME STAMPS:
0:00 - Head Gasket Limitations
0:31 - Nitto Upgrade G16E Example
0:53 - Factory Gasket Issues
1:15 - Aftermarket Head Studs
1:50 - Stainless O'Ring Feature
2:08 - Head Gasket Functions
2:13 - 1.) Cylinder Pressure
2:20 - 2.) Oil Sealing
2:25 - 3.) Coolant/Water Sealing
2:33 - Bead Sealing & O'Rings Do The Job
3:06 - No Damage To Head Or Block, No Machining
3:38 - Reusing Head Gaskets
4:26 - Head Gasket Cost Vs Labour
4:45 - Gasket R&D Insight
5:25 - Colour Vs Pressure
5:45 - Factory Gasket Comparison
6:10 - Can Use It To Test For Bowing
6:39 - Last Steps Before Production

Field Report: Do you reuse your head gasket?

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