DESIGNED TO DOMINATE

 


 

The Hyper 600cc Sprint Chassis...Designed to Dominate!

First, take a tour of the New X7 and the features of our grand masterpiece. Then go below for more information on the X7 and the purpose and advantages of each differnt congiuration. At the bottom of this page is a list of the versions of our 600's since 1998 and the revisions of each model.

For pricing and ordering, please click here

<B>The Hyper 600cc Sprint Chassis...Designed to Dominate!</B> <BR>The consistency, predictability, total traction, and the drive towards perfection that brought the X6 and X4 Hyper chassis to world domination and over 3,700 wins over the last 8 years is a hard act to follow. So we decided not to change it, but to make it more configurable, and perfect it further. The X7 chassis offers the configurability to counter drastically different track surfaces and types of racing through traditional chassis changes like shocks, spring rates, and ride heights. It also allows the configurations of the chassis to change. Read on… <b>Diversity Through Rear Axle Position</b><br>	<ul> 		<li> 			The X7 chassis includes the capability to move the rear axle forward 1&quot; from the standard position. This migration of the rear axle increases rear weight bias and shortens the wheelbase for more forward drive. It has proven valuable on slick tracks, with light weight drivers, and in wingless racing.</li> 		<li> 			To switch rear axle positions, one new 19&quot; wishbone (03-409) is needed along with new bearing carrier plates.</li> <b>Brake is Right on the Right</b><br>Advantages of the brake caliper mounted on the right bearing carrier and eliminating the inboard brake floater:</p> 	<ul> 		<li> 			Allows the rear axle to be moved forward or the seat can be moved back without the brake rotor hitting the seat.</li> 		<li> 			Saves 4 pounds! It&rsquo;s a much lighter design thanks to eliminating the brake floater, brake rod, boss in the frame, and the extra rear axle spacers needed when switching to the universal rear axle. Brilliant.</li> 		<li> 			Eliminates the potential of the brake rod bending.</li> 		<li> 			Provides a natural chassis feel when brakes are applied as this design does not lift up or squat the rear of the chassis.</li> 		<li> 			Less cost&nbsp;for those converting from the panhard bar to the Jacob&#39;s ladder-wishbone setup as you do not need to purchase a universal rear axle and a brake floater setup.</li> 	</ul> <b>Shackle Length, Longer is Better</b><br /> 		Front to back shackle angle has an effect on spring rate, a greater angle equates to less spring rate. The X7 shackles will be 2&rdquo; longer allowing for greater front to back misalignment between the torsion arm and the bearing carrier with minimal angle change to the shackle. This reduction in angle equates to a more consistent handling chassis. <b>Wing Position Improvement</b><br /> 		We have moved the X7's wing mounts to the downtube which will position the top wing front further. This more forward position of the top wing provides a better handling balance while keeping the car freer on a track that has bite.<br /> 		A new wing (30-091) has been developed to accommodate the wider post width. <b>Front Shock Sliders</b><br /> Due to the diversity of shock manufactures and the lack of standardization on the overall length of these shocks, it is necessary to have an adjustable shock height system on the front of the X7 chassis. The design of our new shock slider (38-901) allows for quick shock changes without the clamp moving on the tower.&nbsp; Shocks that top or bottom out will cause an ill handling chassis.</p> <b>All New Fiberglass Arm Guards</b><br /> 		The X7&rsquo;s will sport a new look to complement our Aero. They feature a side wicker bill and a more enclosed look on the right which provides more surface area for yaw resistance.</p> 	The left side will provide the option (you don&rsquo;t have to use it) of fully enclosing the cockpit (most will only use this panel for wingless racing). Both panels will be a two-piece design for less expensive shipping. And here is the left side <b>Jacob&rsquo;s Ladder is Standard</b><br /> We now have several years under our belt with the Jacob&rsquo;s ladder with wishbone design and it is a proven winner. Our customers who have switched rave about its consistency and drive-ability while keeping traction to a maximum. The Jacob&rsquo;s ladder is now our standard configuration and the panhard bar will be an option. We cannot put tabs for both Jacob&rsquo;s ladder and panhard bar on the same frame with the X7 design.<br><b>New Kirkey Full Containment Adjustable Seats!</b>Lightweight, strong, and fully adjustable to fit the driver, because we are all designed different (thank God). <b>Longer Rear Axle</b><br /> 			55&rdquo; long 1-3/4&rdquo; and a 57&rdquo; long 2&rdquo; rear axle are now available. They offer the ability to change to a less offset right rear wheel (7 on 6, or 7 on 7) for better tire wear and increased traction in certain situations. They also give the flexibility to increase your rear width by moving the right rear and/or left rear wheel out. <b>4-Piston Caliper</b><br /> An optional Wilwood GP320 4-piston caliper is available. This caliper was purpose built as an upgrade with increased pad size over 2-piston calipers. The increased pad size will help reduce rotor warping and increase braking performance. It will use the same 9-1/4&rdquo; rotor but different bearing carrier plates. <b>Bearing Carrier Plates Provide Constant Arm Angles</b><br /> 			New bearing carrier plates will use longer shackles and multiple holes that will allow the shackles to be raised and lowered. Instead of raising or lowering the car by adjusting the torsion stop, the ride height can be changed by moving the shackle to a higher or lower hole in the bearing carrier plate. This allows the torsion arm angle to remain constant while the whole car, or one corner is raised or lowered. Innovative Radiator Design Keeps the heat off the driver, and off the engine. Why didn’t we think of this before? Power Steering option makes enables turning the wheel with one finger! <b>Adjustable Pedals Fit any height driver, changes in minutes</b> The industry has never seen anything like this in any class of racing. Change the car for a growing driver or different drivers! Also, may help prevent injuries caused by traditional tube type pedals. New cage panels improve the looks and performance of the X7 personality. <b>COCKPIT ROOM</b> <br>More room for bigger drivers in all of our 600's, 30” + elbow width and 13-1/2” of leg width, and up to an 18" wide seat. Back in the early 2000's they said it couldn't be done. We perfected and mastered and showed the world you can slide the engine on the 600cc chassis. Another 600cc sprint first for Hyper. A new sunvisor finishes off the new X7 styling Unique shifter clamp design allows for some movement for driver preference. New optional billet clutch handle offers a lower profile to give the driver more room. Regulator clamp and light weight fuel line adds to the quality of this masterpiece. First to use 7” shocks to get over the bumps and transfer weight better. 7” rear shocks prevent bottoming and topping out. Whenever a shock reaches the end of its travel (in or out) the result is loss of traction.

 


 

The consistency, predictability, total traction, and drive towards perfection that brought the X6 and X4 Hyper chassis to world domination and over 3,700 wins over the last 8 years is a hard act to follow. So we decided not to change it, but to make it more configurable, and perfect it further.

The X7 chassis offers the configurability to counter drastically different track surfaces and types of racing through traditional chassis changes like shocks, spring rates, and ride heights. It also allows the configurations of the chassis to change. Read on…

 

Diversity Through Rear Axle Position

  • The X7 chassis includes the capability to move the rear axle forward 1" from the standard position. This migration of the rear axle increases rear weight bias and shortens the wheelbase for more forward drive. It has proven valuable on slick tracks, with light weight drivers, and in wingless racing.
  • To switch rear axle positions, one new 19" wishbone (03-409) is needed along with new bearing carrier plates.

 

Brake is Right on the Right
Advantages of the brake caliper mounted on the right bearing carrier and eliminating the inboard brake floater:

  • Allows the rear axle to be moved forward or the seat can be moved back without the brake rotor hitting the seat.
  • Saves 4 pounds! It’s a much lighter design thanks to eliminating the brake floater, brake rod, boss in the frame, and the extra rear axle spacers needed when switching to the universal rear axle. Brilliant.
  • Eliminates the potential of the brake rod bending.
  • Provides a natural chassis feel when brakes are applied as this design does not lift up or squat the rear of the chassis.
  • Less cost for those converting from the panhard bar to the Jacob's ladder-wishbone setup as you do not need to purchase a universal rear axle and a brake floater setup.

Shackle Length, Longer is Better

Front to back shackle angle has an effect on spring rate, a greater angle equates to less spring rate. The X7 shackles will be 2” longer allowing for greater front to back misalignment between the torsion arm and the bearing carrier with minimal angle change to the shackle. This reduction in angle equates to a more consistent handling chassis.

 

Wing Position Improvement
The X7 will have the wing mounts on the downtube and will position the top wing 4" front further. This more forward position of the top wing provides a better handling balance while keeping the car freer on a track that has bite.
A new wing (30-091) has been developed to accommodate the wider 25" post width.

 

Front Shock Sliders
Due to the diversity of shock manufactures and the lack of standardization on the overall length of these shocks, it is necessary to have an adjustable shock height system on the front of the X7 chassis. The design of our new shock slider (38-901) allows for quick shock changes without the clamp moving on the tower.  Shocks that top or bottom out will cause an ill handling chassis.

  

All New Fiberglass Arm Guards

The X7’s will sport a new look to complement our Aero. They feature a side wicker bill and a more enclosed look on the right which provides more surface area for yaw resistance.

The left side will provide the option (you don’t have to use it) of fully enclosing the cockpit (most will only use this panel for wingless racing). Both panels will be a two-piece design for less expensive shipping.

 

Jacob’s Ladder is Standard
We now have several years under our belt with the Jacob’s ladder with wishbone design and it is a proven winner. Our customers who have switched rave about its consistency and drive-ability while keeping traction to a maximum. The Jacob’s ladder is now our standard configuration and the panhard bar will be an option. We cannot put tabs for both Jacob’s ladder and panhard bar on the same frame with the X7 design.

Longer Rear Axle
55” long 1-3/4” and a 57” long 2” rear axle are now available. They offer the ability to change to a less offset right rear wheel (7 on 6, or 7 on 7) for better tire wear and increased traction in certain situations. They also give the flexibility to increase your rear width by moving the right rear and/or left rear wheel out.

4-Piston Caliper
An optional Wilwood GP320 4-piston caliper is available. This caliper was purpose built as an upgrade with increased pad size over 2-piston calipers. The increased pad size will help reduce rotor warping and increase braking performance. It will use the same 9-1/4” rotor but different bearing carrier plates.

 


Bearing Carrier Plates Provide Constant Arm Angles
New bearing carrier plates will use longer shackles and multiple holes that will allow the shackles to be raised and lowered. Instead of raising or lowering the car by adjusting the torsion stop, the ride height can be changed by moving the shackle to a higher or lower hole in the bearing carrier plate. This allows the torsion arm angle to remain constant while the whole car, or one corner is raised or lowered.


Upgrading Your Current Chassis

The 2007 (X4) and newer Hyper 600 Chassis has the same basic frame as the 2013-2016 X6 and the 2017 X7. We can convert ’07 and up frames to the X7 specifications. X4 chassis will require the rear rack to be offset ($275). The X4 and X6 will both require new front shock towers, new Jacob’s Ladder mounts, and the new wing socket position ($290).

New bearing carrier plates, front shock sliders, and top wing are also needed to do the full conversion. You can upgrade to the new bearing carrier plates and long shackles for the standard axle position without changing anything on the frame.

Although we can install the new 270cc engine mount in any of our existing X4 and up chassis, for $395, it would be best to also upgrade to the wing forward and forward axle placement changes

270cc Engine Configuration
We can now build this amazing machine to house a 270cc engine. Utilizing the forward axle position, the forward wing position, the Jacob’s ladder configuration, and the other refinements, this car performs flawlessly as a 270. Since we have refined all of our components over the years to be very lightweight and strong, this 270 chassis is, in fact, lighter than our 2016 270 chassis.

The wide stance and years of refinement enable the X7 to be the perfect 270 chassis. It is very consistent and extremely balanced.

This frame has a different engine mount for the 270. It can convert to a 600 sprint in the future by replacing the engine mount, about a $250 change.

 


 

Perfection
If you are not familiar with the Hypoer racing 600cc sprint chassis, here are some features that set our car apart from the others, and point the way towards perfection.
  • Adjustable pedals: fits any height driver, changes in minutes. The industry has seen nothing like this, in any class of racing. Hyper Racing was the first to put adjustable pedals in 600cc sprints.
  • Adjustable steering: Tilts up and down, and moves front to back. Simple, elegant, and original. Hyper Racing was the first to put adjustable steering in 600cc sprints
  • Adjustable seat height option: Move the seat 7" in height, good for drivers who are still growing. This is not standard, it is an option.
  • We use 7" rear shocks to prevent bottoming and topping out. Whenever a shock reaches the end of its travel (in or out) the car goes loose or tight depending on variables. Gets the car over the bumps and transfers weight better giving you the advantage. Yes, another Hyper first.
  • Innovative radiator design: Keeps the heat off the driver, and off the engine.
  • Deluxe splined steering hub included: Eliminates loose feeling steering wheel, lasts for years.
  • Deluxe chassis harness included in the race ready cars. Wiring made simple and clean.
  • Quality components are found throughout the car. We do not take short cuts. Brands like Wilwood, Keizer, Simpson, ARS, UltraSheild, as well as our own HBS machined components populate the landscape. These components enable the Hyper Chassis to last a long time, provide the ultimate in performance, and keep the resale value high.
  • Right side wishbone has two mounting points, one for more rear steer and anti-squat.
  • Right rear torsion rack is moved to the right 3" to allow the use of a straight and strong torsion arm.
  • The chassis can be configured for the ability to change from Jacob's Ladder to panhard bar. Tabs for both styles can be welded onto the car for maximum flexibility. This is an option and is not standard as it adds extra weight and cost.
  • Exclusive ARS shock package. We work with ARS to develop special shock valvings designed specifically for our chassis.
  • Fuel Forward tank tail and bladder system designed by Hyper racing, now used as the industry standard.
  • HBS left front brake caliper with two pistons and no spacer shims. Hyper designed and developed, we were the first, now copied. We're not trying to brag, but it's just as much fun to win the chassis development race as it is to dominate on the race track.

 

Specialized
The 600cc chassis is available in 5 different configurations. Each with its own characteristics. We don't force you into one particular configuration, we are smart enough to know that each has its advantages, and each driver, track, and conditions are different.
  • Jacob's ladder or panhard bar rear. The Jacob's ladder offers a raising roll center as the car rolls producing a car that maintains roll angle through the bumps and the grip. The Panhard bars roll center maintains a more constant distance from the center of gravity keeping the roll resistance constant resulting in a tighter car. For smooth slick tracks, the panhard bar is the better choice. For everything else, we like the Jacob's ladder.
  • Coil or torsion front suspension. Keeps the shocks positioned out as far as possible to give maximum wheel rate and wheel shock rate creating stability, tightness, consistency, and bump absorption. The frame mounts are moved out and down for proper shock angle and intended spring/wheel rate for
    stability. Torsion front? Well, some just want to be like their big brothers.
  • Wishbone or Z-link rear longitudinal locating. Wishbones have a much, much higher anti-squat percentage than the Z-link rear. This means the car will squat less under acceleration keeping the center of gravity high forcing much more weight to transfer from the front to the rear under acceleration. More forward bite and a tighter car. Forward bite is huge for anything where the car needs traction. We highly recommend the wishbone for almost everyone. The Z-link can be ok on wet, heavy tracks to keep the car from getting too tight, or for heavy weight drivers who fight a tight car. The Hyper Z-link chassis is built on a toataly different frame than the wishbone style chassis, we can not switch from one to the other on the same frame.
  • Preferred Configuration: A coil front with Jacob's ladder rear and wishbone, this combination is most forgiving on all track conditions and all driver weights, it is what we recommend as our go to chassis configuration. The panhard bar rear is a slight advantage on a smooth slick track.

 


Here is a history of the evolution of the Hyper Chassis by year. It just keeps getting better.

 

Developments to the 2016 Hyper 600cc Sprint Chassis:
  • Redesigned frame to allow the 2006 and up Yamaha R6 engine to be moved back 2". All pickup points remain the same, purchase of new engine plates is required.
  • Redesigned frame X bracing to create a strategic crash zone for a safer and more repairable frame.
  • Power steering option added.
  • Ribbed Jacob's ladder straps for strength.
  • Optional hooped front bumper
  • Optional 4 post left nerf bar
  • New one piece battery box
  • 57" wide 2" rear axle option available. Enables more tire offset from chassis or different offset wheels to be used.

 

Developments to the 2015 Hyper 600cc Sprint Chassis:
  • New style front Aero Hood Style design
  • Laser cut body panels
  • Threaded dust caps added
  • Non mushrooming torsion jacker titanium bolts option added

 

Developments to the 2014 Hyper 600cc Sprint Chassis:
  • 8" front springs are now standard
  • Torsion arms are redesigned for strength and stiffness

 

Developments to the 2013 Hyper 600cc Sprint Chassis:
  • First year for the X6 design
  • Upper right wishbone mount added
  • Coil over front option added with extended front panhard bar
  • Rear panhard bar moved to the right 2"
  • Right rear torsion rack is moved out 3" to enable the use of a straight right rear torsion arm
  • Left rear rack is moved out to enable a straight left rear torsion arm
  • Jacob's ladder option added in combination with the wishbones, an industry first, and it works extremely well!
  • More shock changes 

 

Developments to the 2012 Hyper 600cc Sprint Chassis:

  • Left rear bearing carrier that is now repositioned much closer to the sprocket carrier.
  • A dramatically improved shock package for improved drivability.
  • All cars are also now delivered with the nylon roller wing posts.
  • Another addition to the 600cc chassis line in 2012 was the option of the PDX5 chassis. This chassis is no longer available starting in 2013. The advantages in the PDX5 are now achieved in a different way in the 2013 X6 Chassis. The X6 is a better wingless car than the PDX5 and it is also much more consistent.

Read more about the developments to the 2012 chassis

Developments to the 2011 Hyper 600cc Sprint Chassis:

  • Added to the stable is a Jacob's ladder version of our all famous 600cc chassis
    • This is a completely different designed frame than the panhard frame and the two cannot be converted from one to the other
    • Includes all the unique qualities of our panhard bar frame
  • Now includes even more lightweight components. As a matter of fact, we have lightened our cars by more than 40 pounds since the original 2007 chassis. Although the frames have remained basically the same, the components have changed dramatically.
  • More HBS (Hyper Black Series) components are lighter, stronger, and yes...cool looking.
  • Improved ARS monotube shock valvings, they just keep getting better.

Developments to the 2010 Hyper 600cc Sprint Chassis:

  • All new hood design.
  • Repositioned front shock heights to maintain front tire compliance and better weight transfer.
  • Moved the seat back 3/4" for more rear weight bias and greater driver comfort.
  • Changed the 1-3/4" diameter front axle to be .083 wall for greater strength.
  • More HBS (Hyper Black Series) components.
Developments to the 2009 Hyper 600cc Sprint Chassis:
  • 3/4" diameter nose wing posts for strength
  • Internal wing sliders are now standard, stronger, more aerodynamic.
  • New Fuel Forward tail design, will move fuel weight forward and lower than old design. This is going to prove to be a big advantage.
  • 1-3/4" diameter front axle with double shear towers for strength and weight savings
  • Teflon fuel line option to prevent contamination
  • New HBS (Hyper Black Series) wheel centers are stronger, lighter weight, cooler looking
  • Carbon fiber body option
  • Ultra Shield Seat with Ultra Shield full containment seat option. This is a full 8 pounds lighter than previous seat.
  • Lighter weight steering shaft, pedal assembly, and wishbones
Developments to the 2008 Hyper 600cc Sprint Chassis:
  • Traction bar is now available for the front or rear.
  • Redesigned frame for greater strength. Same pick up points, but different bracing.
  • Fiberglass radiator shroud and new front hood section to provide greatly improved cooling.
  • Lightweight frame option. This does not provide a weaker frame, just a lighter one. Saves 4 pounds.
  • Lightweight internal wing slider option with wing posts out on main frame hoop. Saves 2 pounds.
  • Lightweight carbon fiber body panel option. Saves 6.5 pounds.
Complete redesign in 2007. The main changes to the Hyper 600cc Sprint Chassis include:
  • Adjustable pedals: fits any height driver, changes in minutes. The industry has seen nothing like this, in any class of racing. May help to prevent injuries caused by traditional tube type pedals.
  • Adjustable steering: Tilts up and down, and moves front to back.
  • Adjustable seat height: Move the seat 7" in height.
  • Redesigned rear geometry: Gets over the bumps and transfer weight better giving you the advantage. We use 7" rear shocks to prevent bottoming and topping out. Whenever a shock reaches the end of its travel (in or out) the car goes loose or tight depending on which shock it is.
  • Redesigned suspension: 4% more rear weight bias, guaranteed to improve forward bite. A longer wheel base with repositioned axles and components helped us achieve this feat.
  • Down tube design: Allows more room to work on these 8 injector engines.
  • Innovative radiator design: Keeps the heat off the driver, and off the engine. Why didn't we think of this before?
  • All new fiberglass: aerodynamic, and good looking too.
  • Deluxe splined steering hub included: Eliminates loose feeling steering wheel.
  • Deluxe chassis harness is now included in the race ready cars.

Prior to 2007, all of our 600cc chassis were mid-rail design. Our first 600cc chassis was built in 1997, only one was built. Almost all the chassis built until 2002 were 4 coil design.