HPF ChrisPublished on 07-26-2012 03:21 AM
Yes, we are now starting on the design of HPF cams. We have done several M3's that make slightly more than 1,000 rwhp. We are now looking beyond 1,000rwhp. So it's time we start developing cams that are specifically designed for our turbo systems. The head design uses a follower between the valve and cam which allows for very aggressive valvetrain geometry. The lope shape can literally have a negative radius of curvature (peanut shaped on one side). ...Published on 06-30-2012 10:28 PM
We took the car out and ran it's first few full passes. We flat out just overpowered the tires on all 6 passes. PIR does not prep it's track at all and it was a very ugly cold day. We tried dropping tire pressure until the car was extremely loose at the top end. We also have to install NOS to spool the turbo at the line and we just haven't gotten around to it yet. Next time out we will start adjusting the suspension as well. ...Published on 06-27-2012 10:01 PM
Our previous low compression / Precision 71 turbo powerband in the track M3 took nearly 2 seconds to get back to full power after exiting a turn. Even with that issue, the car was still extremely fast because it had enough power to make up for it. Now we have the best of both worlds with instantaneous power all the time. We're running a smaller 6766 turbo with a high compression 9,000rpm rev limit motor and we're running even more power than we used to. Here's a dyno of the car to 9,000rpm and a short clip of it on the street. For comparisons, I overlaid this dyno with the HPF stage 1 powerband on race fuel. ...Published on 04-30-2012 09:45 PM
Our service team had just a couple short weeks to produce the HPF Drag M3. There was a tremendous amount of customization, new product development and engineering that went into this build in a very short period of time. They started with a completely base shell of an E46 M3 to make sure that there would be nothing added back to the car that wasn't needed. As a result the final weight of the car complete is only 2640 lbs! ...Published on 04-03-2012 10:09 PM
Here are some dyno graphs from the HPF M3 back on 10/21/2011 with the Precision 8285. The results would have been a bit higher had we run standard rear tires. The rear tires we were running are the big tall heavy 345s on 13" wide wheels. These runs were at 30psi. We were definitely running into a flow restriction in the Steed Speed turbo manifold after 1,000rwhp and we can't run the HPF cast version because it can't be installed in two sections which make it possible to fit the 8285 without removing the engine. ...Published on 02-09-2012 10:24 PM
Yes, you read it right. 692rwhp with an HPF Stage 2 running AEM. We swapped in the new Precision 6766 turbo and turned the boost up from 13psi to 15psi on Gus's brutal M3. This car has quite a bit of weight removed and has an amazing powerband. It pulls so hard and so clean. The torque is almost perfectly flat to red-line which makes driving it so amazing. This is the perfect track powerband. Gus has the ECU unlocked so he can make any changes he wants and do datalogging himself. Enjoy Gus. ...Published on 12-08-2011 09:33 PM
We have completed our rapid prototype testing and are happy to report that we will be sending our HPF N54 intake manifold off to production next week with an expected genearl release date of May 2012. This new manifold allows everyone to run a secondary fuel system in conjunction with the N54 direct injection or turn the direct injection off and just run a standard fuel system. We will be selling the fuel rails and injectors that fit with our rail but anyone can source their own if they so desire. ...Published on 12-07-2011 02:48 AM
News on the HPF single turbo 335 N54 kit had died down for a while but HPF renewed interest by posting photos of their currently development. Rest assured, it is coming. What struck us is that Chris (owner of HPF) stated they intend to get this motor over 800 wheel horsepower. A lofty goal indeed as fueling and tuning solutions still need to take place. If anyone is going to make it happen it looks like a good bet is HPF. ...Published on 08-20-2011 05:21 AM
The GT45 wouldn't fit in the limited space that's available in the M3. We are now trying the highly recommended Precision 8285. We have a mysterious 4,500rpm rev limiter with the ProEFI that comes and goes that we can't seem to track down. There is no on-board logger so we are trying to get some other software to work on our computer so we can look at the logs. However... we downloaded the software for $30 and that software doesn't seem to let us look at the logs. Help!! So we may switch back to the AEM again to try and get some dyno numbers out of this new turbo unless ProEFI can help us get through these issues.
...Published on 07-17-2011 04:00 AM
We finished dyno tuning the HPF "Right Hand Drive" (RHD) turbo system with some great results. Each turbo system we produce is designed for a specific application. The RHD application was designed for the track / autocross / daily driver and required the use of twin turbos as opposed to one larger turbo as the factory steering shaft and A/C was retained. These GT22 turbos spool so fast that the benefits result from high torque results at very low rpm. The downside is with the smaller turbos, peak horsepower is less than with a comparable larger turbo. ...Published on 07-01-2011 06:22 PM
We just ordered up the turbo for our stage 5 turbo kit. We are going to go with the Garrett GTX4508R with the Tial V-Band Exhaust Housing and 1.0 A/R. With our extreme internals and sleeved blocks, we feel this turbo will suit nicely. We will create the tunes on both the AEM platform and the ProEFI platform. Part of our turbo manifold is already completed, but since we changed turbos, we have to alter the design slightly for the larger Garrett GTX4508R. We hope to have results later this month. ...byPublished on 03-23-2010 06:24 PM
There's a new stage 3 vert in town.
...byPublished on 03-10-2010 08:10 PM
MSpired's M3 came to us a couple weeks ago. He asked us to install our stage 2.5 turbo kit on his M3 and utilize his existing motor from his prior VF stage 3 build. When we (John and ChrisK) disassembled the motor we found that the piston to wall clearance was too high and this was most likely the cause to his excessive oil burning problems. As a result, Mike had to source and ship us a new "used" block, which will be arriving here shortly for us to build.