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Hyper Racing 600cc X7 Chassis Tour



Designed to Dominate!

To order a Hyper 600cc X7 Chassis, use our unique product configurator


What separates the Hyper Racing X7 Chassis from the rest of the pack?

Design: Our Mechanical Design Engineering Team utilizes the principles of vehicle dynamics and applies those proven concepts to the chassis design and the chassis setup.

Build: Every single build is unique. This is not a cookie cutter car. The Hyper Chassis can be configured for winged or wingless, for any size track, and to fit any size or weight driver. You’ll notice when you visit the chassis order page or call to order that we literally custom build the chassis to the individual. Once you have your perfect chassis, you can configure it even more and fine tune to your needs and preferences. Or just leave it alone. Our standard, proven setups work great!

Support: We take it one step further and share this bank of knowledge through our robust customer support structure which includes live support, tech articles, videos, and seminars. We’ve been doing this since 1994. New to Hyper Racing or to the sport of micro sprint/mini sprints? Be sure to read the Hyper Racing Story.

X7 Chassis Handling Advantages

It's not good enough to say our cars handle exceptionally well and give you an advantage. Here’s why.
  • Wishbone rear suspension instead of a z-link rear. 600cc Sprints have a really low center of gravity height (CGH). CGH has a huge effect on chassis handling. A low CGH kills forward drive, because it reduces the amount of weight that transfers from the front to the back under acceleration. A z-link rear has negative anti-squat meaning it lowers the CGH excessively under acceleration killing drive. The wishbone has a very large anti-squat which holds the car's CGH up under acceleration creating a lot of weight transfer to the rear and enabling maximum forward drive.
  • Longer wheelbase that provides a 4% increase in rear weight bias over the competition. This improves forward drive and helps the car in rough track conditions.
  • 7” rear shocks to prevent bottoming and topping out. Whenever a shock tops or bottoms out, the result is a very inconsistent handling chassis.
  • Front shock sliders. Due to the diversity of shock manufactures and the lack of standardization on the overall length of shocks, as well as changing from winged to wingless racing, it is necessary to have an adjustable shock height system on the front of the chassis. The design of our new shock slider (38-901) allows for quick shock changes without the clamp moving on the tower. Also provides the tunability of when the shock tops out and bottoms out. Shocks that top or bottom out when not desired will cause an ill-handling chassis.
  • Configurability in so many ways! The X7 is very configurable to adapt to drastically different track surfaces and types of racing, driver styles, and driver height & weight. These all play a huge role in chassis handling.
    • Choose the long or short wheelbase. Our longer wheelbase is standard and recommended for almost all situations except when a very lightweight driver is behind the wheel. These drivers suffer from not having enough rear weight bias. The short wheelbase option gives that back to them.
    • Choose coil over or torsion front suspension. Both work great, but some driving styles prefer one over the other. Coil front is our standard and tends to work better on a slick track.
    • Choose Jacob’s ladder or panhard bar rear lateral linkage. The Jacob’s ladder is now the choice of 98% of our chassis builds. But some drivers prefer the tighter feel of the panhard bar.
    • Choose between 40.5” and 42” long front axles. Typically racers will use the 42” for wingless and 40.5” for winged racing, but drivers sometimes always like the feel of one over the other.
    • Right side wishbone has a second mounting point. Allows more rear steer and anti-squat.
    • Driver size and weight accommodations. When running the axle forward or if you want to move the seat to the very back for very large drivers, it may be necessary to remove the brake floater and put the brake on the right side bearing carrier. We offer configurations to do both.

What is the X-Factor?

The X7 adjusts to fit any size driver. It’s the X-Factor!
  • 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: Allows 7" adjustment in seat height, which is good for drivers who are still growing. Adjustable upper seat clamps makes mounting the seat much easier for different height and size drivers.
  • Adjustable Upper Seat Belt Bar: Enables the belt cross over bar to be mounted in the exact right position, level with the driver’s shoulders.

We Define the Industry Standard

Hyper Racing was the first to market with all of these trend setting designs. And there are plenty more to come!
  • Innovative Radiator Design: Flow through bottom up design keeps the heat off the driver, and off the engine. Cools better than rear mount or sprint car style front mount.
  • Tri-Lock Deluxe Splined Steering Hub: This milestone improvement is included on every chassis.Eliminates the loose feeling and less secure steering wheel, lasts for years and requires no welding!
  • Deluxe Chassis Harness: Included on the race ready cars. Wiring is simple and clean.
  • Quality Components: Brands like Wilwood, Keizer, Simpson, ARS, UltraShield, Kirkey, and our own HBS machined components populate the landscape. We do not take shortcuts. These components enable the Hyper Chassis to last a long time, provide the ultimate in performance, and keep the resale value high.
  • Fuel Forward Tank Tail and Bladder System was designed by Hyper Racing to keep the polar moment of inertia low. Now it is used by all of the other builders, and has become the industry standard.
  • HBS Left Front Brake Caliper features two pistons and no spacer shims. Hyper Racing designed and developed from scratch in 2010. 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.

Here’s Why Details Matter

  • Longer Rear Axles: We offer longer rear axles than anyone else. A 55” long 1-3/4” and a 57” long 2” rear axle are available. You can still get the shorter axles if you like. The longer axles 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.
  • Torsion Rack Position: Right rear torsion rack is moved to the right 3" to allow the use of a straight and strong torsion arm.
  • Exclusive Shock Packages: We work with all major shock manufacturers to develop specific shock valvings designed for our chassis. What works on a Z-link chassis or other manufacturers' chassis will not work on our wishbone chassis. Our chassis is very unique and requires different shock valving.
  • 4-Piston Caliper: The Wilwood GP320 4-piston caliper is standard on our chassis. This caliper was purpose built as an upgrade over the dual piston caliper to provide increased pad size. This will help reduce rotor warping and increase braking performance.
  • Controlled Torsion Arm Angles: Uniquely designed bearing carrier plates 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.

Always Striving for Improved Safety

  • Cage Gussets: The long unsupported section of the roll cage is now supported by gussets for added safety.
  • Strength Through Triangulation: X-bracing and proper crash zone design helps increase safety.
  • Superior Quality Materials: We source only high-quality all American or German made 4130 chromoly tubing to be used to make the structural members of the X7 frame.
  • Expertly fabricated and TIG welded all the way around by our professional Welding and Fabrication Team in Lewisberry, Pennsylvania.

  • Hyper Chassis Evolution | Year by Year

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


    Now building the 2024 Hyper Racing X7. Changes made for this year include:
    • The Lazer Body is now an option. Benefits include more elbow room and better visibility out the front. The on trend styling of the new body includes a unique engine cover and a matching Lazer Fuel Forward Tank tail.
    • A turnbuckle wishbone option is now part of the lineup enabling quick easy adjustments to your wishbones.
    • Chassis setups have been greatly improved for the tracks with big cushions or rough tracks.


    • The engine mount is now designed so that you can move your engine in 1” farther for wingless racing. This will facilitate the left rear tire to be moved in farther as well. For winged racing, move the engine back to the left most position for better entry speed. Included swappable titanium spacers for the rear engine mount make this change a no brainer.
    • Top wing socket gussets provide extra strength to the front top wing mounts for racing on larger tracks.
    • Upper tank tail tabs are redesigned to be lighter weight.
    • December 2022: Added an upright for more support for the top left rear roll cage. (We recommend this for all Hyper 600cc Chassis).
    • December 2022: Larger rear frame corner gussets.


    • 3-hole Jacob’s Ladder tabs top and bottom provide better handling on slick tracks
    • 10-½”, 11”, & 12” long Jacob's Ladder paddle lengths added to help running a big cushion or rough track.
    • Right front torsion rack is offset 3” to enable the use of a straight torsion arm on the 4-bar version of the X7.
    • Front shock tower caps are added to keep the front shock slider on in case the crew chief forgets to tighten them properly.


    • Lightweight tabs are made standard. More than 10 tabs were redesigned to make the X7 frame lighter.
    • Rear engine mount on the frame has been redesigned to accommodate titanium inserts instead of welded in slugs for greater accuracy and weight savings.
    • The 4-post left nerf bar is now made standard upon popular request. A 3-post nerf bar is still available.


    • Adjustable upper seat clamps makes mounting the seat much easier
    • Adjustable upper seat belt bar to allow perfect placement for the seat belts
    • Right front shock tower is redesigned to bring the right side mount of the panhard bar left almost 3”. Makes the chassis slightly more predictable and easier to drive.
    • Cage gussets added for safety (We recommend this for all Hyper 600cc Chassis).
    • Jacob’s Jacker option added to allow remote adjustment of the rear roll center by raising and lowering the paddle end tab from the cockpit. This is a game changer.
    • Titanium Jacob’s ladder straps option added to provide super strong, almost unbendable straps.


    Project X7 600cc Chassis
    • Front shock sliders are added to provide adjustability for different shock manufacturers and changes from winged to wingless.
    • Wider rear axles are added. A 2” axle that is 57” long and a 1-¾” rear axle that is 55” are now options to enable greater wheel offsets.
    • 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, the 600 frame performs flawlessly as a 270.
    • 4-piston caliper is now added to the components list to offer better braking.
    • Torsion arm standoffs are added for proper shock travel and the ability to enable the use of varying shock manufacturers' lengths.
    • Hooped injector protector bar added as an option to further protect the injection system.


    • Redesigned frame allows 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 available.
    • Optional 4-post left nerf bar available.
    • New one-piece battery box available.
    • 57" wide 2" rear axle option available. Enables more tire offset from chassis or different offset wheels to be used.


    • New style front Aero Hood design introduced.
    • Laser cut body panels.
    • Threaded dust caps added.
    • Non-mushrooming torsion jacker titanium bolts option added.


    • 8" front springs are now standard.
    • Torsion arms are redesigned for strength and stiffness.


    • Launch of the X6 Chassis!
    • 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 is added in combination with the wishbones. This is an industry first, and it works extremely well! It is now our favorite and most recommended configuration.
    • More shock changes that further refine the developments of the last year.


    • This is a big year for shock development. Our data acquisition of shock velocities, position and histograms enabled us to develop a completely new set of valvings that make big differences in chassis handling and improved drivability. Since this year, many shock manufactures have now copied our valvings and ideas. But it all started here at Hyper Racing. We love helping others!
    • Left rear bearing carrier is now repositioned much closer to the sprocket carrier.
    • All cars are also now delivered with 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.


    • Added to the stable is a Jacob's ladder version of our 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.


    • 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.


    • 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 the old design. This proves to be a big advantage and is now an industry standard, copied and used by every major brand.
    • 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,and cooler looking.
    • Ultra Shield Seat with UltraShield full containment seat option. This is a full 8 pounds lighter than the previous seat.
    • Lighter weight steering shaft, pedal assembly, and wishbones.


    • 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 with wing posts out on main frame hoop. Saves 2 pounds.
    • Lightweight carbon fiber body panel option. Saves 6.5 pounds.


    A Turning Point | Introduction of the X4 Chassis:
    • Adjustable pedals fit any height driver, and changes can be made in minutes. This is an industry first, never seen before 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 allows user to move the seat 7" in height.
    • Redesigned rear geometry allows the chassis to get over the bumps and transfers weight better giving you the advantage. Use of 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 provides 4% more rear weight bias, which is guaranteed to improve forward bite. A longer wheelbase 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 is aerodynamic, and good looking too.
    • Deluxe splined steering hub eliminates loose feeling steering wheel.
    • Deluxe chassis harnesses are now included in the race ready cars.


    • Prior to 2007, all of our 600cc chassis were mid-rail design.
    • Almost all of the chassis built up until 2002 were 4 coil-over designs.
    • In 2002 we went to a wider body design.
    • Our first 600cc chassis was built in 1997, and only one was built.