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  1. #1
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    4 out of 4 members liked this post. Reputation: Yes | No

    Thumbs up NEW HPF TRACK Pistons, CCW Wheels and ACT lightweight FLYWHEEL

    Here is a picture of the high compression pistons for our "TRACK" motors. We can build these motors to any particular spec people want. The TRACK pistons in the picture are .040" underbore and are going into the sleeved block in the HPF "Track" M3. We're also running the HPF Stage 3 clutch with the ACT lightweight flywheel. The track motor is getting stuffed with stiffer springs and has a 9,500rpm rev limiter. It will only be running C16 and will have a huge fat powerband. The block will be back from Darton shortly and we will get it on the dyno.

    I finally settled on a wheel combo. Since this car has massive Brembo 6 piston fronts and 380mm rotors there are few 18" wheels that will clear. We needed very light wheels but very strong ones because of the high speeds and the rumble strips. So we choose CWW C10 monoblock wheels anodized black, 18x11 front and 18x13 rear. We're going to run 315x30x18 Michellin slicks on the front and 335x30x18 on the rear. Last year we ran the 295's up front and we needed a little more front tire. Now with 315s and the reduction of 300 lbs out of the car and the 50 lb reduction in reciprocating mass I'm excited to see how this car behaves. Click here to enlarge

    HPF "STREET/DRAG" vs HPF "TRACK" PISTONS

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    ACT Lightweight Flywheel (20 lbs lighter)

    http://www.horsepowerfreaks.com/part.../Pro_Lite/3046

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    CCW C10 Wheel

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    STAGE 1 M3 TURBO KIT SALE - $13,500!!!!
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  2. #2
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    so sick!

    whats the ratio on the high comp pistons!?!?

  3. #3
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    Why are the track pistons underbored?

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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    Why are the track pistons underbored?
    I think this particular set is going in the shop car which now has sleeves.

  5. #5
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    Dammn sExy!!!!!
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    EURO 04 M3 Current Mods:GC DAs, Eibach Sways, PF RTAB's, RE RCAs, INTRAVEE II, Black Roundels, ///MFEST Badges, Depo's, Screen protector for NAV display, VCSL Bumper + Race Lip & CF Trunk & CF Rear Diffusor, DIETZ TV in Motion, SS= V1 Headers + catless pipes + X-Pipe + SS Sport Exhaust, Z8 Starter Button, Lamin-X, OEM CSL interior, OEM CSL Steering, OEM CSL Intake, OEM CSL Roof, MSS54HP + OEM CSL Tune, BBS CH's, LIGHTWERKZ, 355mm ST40 BBK, BW Oil Cooler....

  6. #6
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    CR????

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    2 out of 2 members liked this post. Reputation: Yes | No
    Click here to enlarge Originally Posted by dreikraft Click here to enlarge
    CR????
    High. Click here to enlarge

    Click here to enlarge Originally Posted by bawareca
    Their idea for high CR is good,but the turbo must be sized properly.9500 RPM seems a bit overkill for 800 hp.If one have only ,lets say,400 hp then the higher redline will give a usefull results.
    Also a very small of a turbo will "kick in" really bad,making the rear end to loose traction at corner exit,and will have a huge backpressure-main turbo engine killer.WRC stuff is not applicable here-their engines have restrictors and their redline is somewhere 6000-6500 rpm.
    Looks like Steve J. got it right,but I personally would like to get at least 450 whp after all the hassle to install a turbo.But,better 380 usable hp than 800 hp that one cant control.
    Here was our prior powerband. You can see it has a nice powerband from 5,000rpm to 8,000rpm but it would be nicer if the power came on sooner and it would have a 9,000rpm rev limiter. So we're building a high compression motor running C16 instead of 110 and we're keeping the same 71 series DBB turbo and building the head to take the higher revs.
    Click here to enlarge
    Click here to enlarge Originally Posted by Def
    I don't think anybody would bash them if they had solid results and engineering fundamentals to back up their claims/goals. They don't, and they're ignoring people who have WAY more experience than them in this thread and actually getting defensive over the good advice given out for free.
    Even big HP with lag can be usable if the car is setup for it, but it doesn't seem like it is in HPF's case. Perhaps they'll prove us all wrong next year, but I think I'll keep my bets firmly on piston shooting out of the side of the block at 9500 RPM after some lackluster laptimes.
    But I do have to wonder if some of the people giving out advice have ever tracked a turbo car. It's all about tuning and boost onset, plus driving style to some extent (there is not near as much throttle modulation in a corner because you can back off, but getting back up to that previous torque level will take a split second). As long as you set the car up with that in mind, you're good.
    We had the fastest RWD lap at the GTGP 2010 at Laguna Seca, and I personally drove the car to a 2:04 on crappy tires in Las Vegas. The fastest of that day was a 2:01. This year I want the fastest lap at MFest so we're turning the HPF "Street" car into a track only car.
    You are correct about boost onset. If you watch some of our in car GTGP footage you'll see that it was taking roughly 2 full seconds to get power exiting a turn. This allowed our competitors to get significantly ahead and the only way we made up for it was sheer power. So we are making changes to bring in the power sooner. We're also making lots of weight saving changes. I ordered the CCW monoblock wheels and switch to 18's. We're also running Yokohama slicks this year instead of the Hoosier DOTs.
    We had both front strut towers move and break the seams at the GTGP 2010. Not anymore. At the same time we are removing a ton of weight, we are also reinforcing those front strut towers. The top of the strut tower will also have one of strut tower plates welded to it and we are also building a custom strut tower bar to connect the two. The bars in the picture are only tack welded in at this point.
    Chris.
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    Click here to enlarge
    Click here to enlarge Originally Posted by Simon Tibbett Click here to enlarge
    I don't get why you all are so mad at this guy. lol It makes no sense, it's not like he's doing track days and slamming into people or driving dangerously. Who cares how fast or slow he is?
    Thanks. Click here to enlarge I run in the Porsche and BMW track days here at PIR. It's pretty hard when the car is running 1:15 lap times with the chicane to not have big problems with traffic. They typically only allow passing in certain spots.
    CHris.
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  8. #8
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    Click here to enlarge Originally Posted by HPF Chris Click here to enlarge
    HWe had both front strut towers move and break the seams at the GTGP 2010. Not anymore. At the same time we are removing a ton of weight, we are also reinforcing those front strut towers. The top of the strut tower will also have one of strut tower plates welded to it and we are also building a custom strut tower bar to connect the two. The bars in the picture are only tack welded in at this point.
    Chris.
    http://www.bimmerboost.com/images/im...ront1_16-1.jpg
    http://www.bimmerboost.com/images/im...ront2_16-1.jpg
    Nice work Chris.

    Did you figure out how to keep the windshield wipers with the bar going from the A-pillar down-tube to the outside of the driver's strut tower?

    You ran PBOC events?
    Rep Points > Posts since 2010

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    Click here to enlarge Originally Posted by dreikraft Click here to enlarge
    so sick!

    whats the ratio on the high comp pistons!?!?
    Very high. I keep the compression ratio of all of our motors a secret.
    STAGE 1 M3 TURBO KIT SALE - $13,500!!!!
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  10. #10
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    Click here to enlarge Originally Posted by HPF Chris Click here to enlarge
    Very high. I keep the compression ratio of all of our motors a secret.
    If it's less than 20, then i'm not interested. lol

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    Click here to enlarge Originally Posted by PEI330Ci Click here to enlarge
    Nice work Chris.

    Did you figure out how to keep the windshield wipers with the bar going from the A-pillar down-tube to the outside of the driver's strut tower?

    You ran PBOC events?
    Yes... I'll post up pics when that side is done, and yes we've run in several PBOC events. Click here to enlarge

    Chris.
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    Click here to enlarge Originally Posted by HPF Chris Click here to enlarge
    Very high. I keep the compression ratio of all of our motors a secret.
    i know i know. thought i'd try asking anyway Click here to enlarge

    im just excited your building a hiC s54!

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    2 out of 2 members liked this post. Reputation: Yes | No
    More pics of the cage. You can see the plate on the upper strut tower on the left where all the bars will tie into.
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    Click here to enlarge Originally Posted by HPF Chris Click here to enlarge
    we're keeping the same 71 series DBB turbo and building the head to take the higher revs.
    '

    I missed this somehow before but what are you going to rev it out to?

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    What's the difference between the street CR and the track CR?

  16. #16
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    Click here to enlarge Originally Posted by HPF Chris Click here to enlarge
    The track motor is getting stuffed with stiffer springs and has a 9,500rpm rev limiter
    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    I missed this somehow before but what are you going to rev it out to?
    There ya go
    There are two theories to arguing with women. Neither one works

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    wow, 9500rpm? They are solving the issue in a very hard(maybe wrong) way. You want better powerband? ok, use smaller turbo. Stage 3's powerband is just limited to 5000-8000rpm, with a smaller turbo which spools at 3500 you will get a nice fat powerband from 3500-8000 even though it makes less power but it world's more reliable than a 9,500 revving S54 with a big turbo.

    9,500rpm and ~25psi give the block too much stress to handle.

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    Click here to enlarge Originally Posted by Sorena Click here to enlarge
    wow, 9500rpm? They are solving the issue in a very hard(maybe wrong) way. You want better powerband? ok, use smaller turbo. Stage 3's powerband is just limited to 5000-8000rpm, with a smaller turbo which spools at 3500 you will get a nice fat powerband from 3500-8000 even though it makes less power but it world's more reliable than a 9,500 revving S54 with a big turbo.

    9,500rpm and ~25psi give the block too much stress to handle.
    We will see what the powerband looks like once we get it on the dyno and will drive it in the sweet spot. I'm looking forward to a nice long FAT torque curve.

    Chris.
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    I cant wait to see this thing rev out to 9500rpm, THAT IS A LOT!!!

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    Those strut towers aren't going any where. We also have a cross bar we will be welding in and a new HPF strut tower bar. Then we need some paint to clean it up. Click here to enlarge
    Click here to enlarge
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  21. #21
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    Simply awesome Chris, I'm jealous!

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