RCU Review: HPI Racing Firestorm 10T


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    Contributed by: Eric Hege | Published: April 2007 | Views: 211515 | email icon Email this Article | PDFpdf icon
    HPI Nitro Firestorm 10T RTR


    HPI Racing

    70 Icon Street
    Foothill Ranch, CA 92610 USA


    Phone: (949) 753-1099
    Fax: (949) 753-1098
    Website: www.hpiracing.com



    See the Firestorm in action!
    Resolution: Low Medium High

    Quality
    Performance
    Assembly Ease
    Handling
    Durability
    Speed
    Motors
    Price


    Tough and Rugged
    Sweet Colors on Body
    Grippy Tires
    Plenty of Power


    Some May Prefer a Ball Diff
    Novice May Prefer Rotary Starter

    Two-wheel drive stadium trucks can be some of the toughest vehicles to drive consistently. I've seen many seasoned four-wheel drive veterans humbled by a small block two-wheel drive stadium truck. The stadium truck simply requires you to be on top of your game the entire time you're behind the wheel. In sort, it's isn't about grabbing a fistful of throttle all the time, but rather about finesse and skill.

    When one thinks of two-wheel drive stadium trucks, HPI probably isn't the first thing that comes to mind. However, that might be about to change thanks to the Firestorm. It's a rugged chassis approach, powered by a .18 cubic inch motor that will appeal to bashers and most club racers. Of course, the incredible looking body shell makes sure you're the envy of the rest of the track as well!

    So let's dive under the hood of this latest release from HPI, and then head out to the track to see exactly what it has to offer!




    Model Name: HPI Nitro Firestorm 10T RTR
    Part Number: 10510
    Price: $265.00 (Approx. Street Price)
    Type: 1/10 Nitro 2WD Stadium Truck
    Length: 16.7" (425mm)
    Front Width: 12.8" (325mm)
    Rear Width: 12.9" (327mm)
    Wheelbase: 11.0" (279mm) Adjustible
    Weight: 4.5 lbs. (2.0kg)
    Drivetrain:Two-Wheel Drive Steel Dogbones
    Shocks: Plastic With Threaded Preload Spacers
    Wheels: 2.2x2.0" (56x51mm) Six-Spoke Black Plastic
    Front Tires: 2.2x2.1" (57x53mm) Front Line Ribbed
    Rear Tires: 2.2x2.1" (57x53mm) Ground Assault Pin-Style
    Chassis: 3mm Aluminum
    Engine: HPI G3.8 (.18 cubic inch) with Pullstart
    Fuel Tank: 75cc
    Radio: HPI TF-1 AM

    Additionally Required Items
    8 AA Batteries For Radio
    4 AA Batteries or Receiver Pack
    Nitro
    Fuel Bottle
    Glow Igniter
    Air Filter Oil
    After-Run Oil
    Flathead Screwdriver
    Body
    Tribal Flames
    Accessories

    If you're looking for a very sharp truck that stands out at the track, then look no further than the HPI Firestorm 10T. The orange tribal-based flames have a very bold and flashy look to them. The screen-printed bodies that have been coming with RTR's lately have really started raising the bar when it comes to how detailed they are. The Firestorm's body really raises this bar to a much higher level than it's been set at previously. From the colors, to the super-fine pinstriping around the edges of the tribal flames, this is simply one excellent looking body.

    In addition to the nice looking theme HPI has adorned the Firestorm with, they have managed to make sure all of the body post and cooling holes are already placed in the body. This eliminates you from having to take the time to do this yourself when preparing the truck for its first run. While HPI does provide you with a sheet of stickers, they've also made sure to apply the basic stickers for you as well.

    You'll receive some accessories with your Firestorm 10T, so I'll give you a quick rundown of what to expect. Nearly half of the items are tools. You'll find L-wrenches as well as a standard four-way nut wrench and open end wrench. Other items include spare piston heads for shock tuning, toe blocks, antenna tube, and extra servo hardware.

    Documentation
    Owner's Manual
    Radio

    To get you up to speed and educated about the intricacies of the Firestorm, HPI provides you with a very detailed manual. It covers the in and outs of general operation, as well as the recommended break-in procedure, and tuning options. You'll also find a sticker sheet with some extra stickers for the included body and a sheet detailing HPI's warranty information.

    The Firestorm 10T uses the HPI TF-1 AM radio, which is made for HPI by Futaba. It is a pistol-grip radio that will prove very capable for the beginner. The servo-reversing and centering adjustments are basic analog knobs, but will work perfectly for the bashing crowd. The basic radio allows HPI to keep the cost for the kit at a reasonable price. The steering knob has a textured grip to prevent your fingers from slipping. While at first it may appear that the radio has a charging jack located on the rear of it, it does not. The hole is actually covered. So if you're looking for a rechargeable power source, you'll want something you can charge outside the radio.

    Rear Driveline
    Right Side
    Underside

    The Firestorm 10T is a 1/10 scale stadium truck, and it utilizes a drivetrain that is two-wheel drive. However, don't be fooled into thinking that the truck is merely a upgrade of an existing stadium truck. HPI hit the drawing board heavily on this new model, looking to bring forth a platform that incorporated some of the newest innovations in the stadium truck genre. In short, this truck is built from the ground up to perform.

    To help make the Firestorm durable and rigid, HPI uses a 2mm thick aluminum upper deck. The .18 cubic inch engine is mounted at the left-hand rear side of the truck. Right in front of the motor is the fuel tank, and the electronics are positioned right beside the fuel tank on the right-hand side of the chassis.

    If you look underneath the truck you can see the opening for the flywheel, allowing you to use a starter box if you choose to. All of the hex head hardware is countersunk or recessed to keep the bottom smooth. The transmission assembly is keyed to the chassis, while the front suspension is kicked up to enhance the vehicle's caster angle.

    Front Suspension
    Shock Tower
    Suspension Arms

    One of the most advantageous facts of owing a two-wheel drive stadium truck is that the drivetrain is much more streamlined than a four-wheel drive truck would be. However, that doesn't mean that the truck loses anything in the suspension department. In fact, with a stadium truck the suspension is probably more important as weight transfer and handling are a much more paramount concern. With this in mind HPI made sure that the Firestorm had all the necessary goods to give it the capabilities to tackle any track.

    The shocks are mounted at the rear of the 6mm thick shock tower, and provide a total of six handling combinations with three upper positions and two lower positions. The front of the shock tower serves as a home for the body mount. Turnbuckles, with a diameter of 4.5mm are used to connect the upper end of the c-hubs to the bulkhead assembly. The turnbuckles are marked, so it's easy to identify which ends sport the left-hand and right-hand threads.

    Tie Bar
    Outer Pins
    Suspension Components

    To brace the 3mm thick front suspension pins, HPI uses a 2mm aluminum tie bar. The bar is obscured by a plastic cover, which also serves the purpose of trapping the suspension pins. The bulkhead block that houses the two pins is just shy of being 10mm thick, made of plastic, and serves as a solid foundation for the front suspension.

    The outer end of the front suspension arms are home to c-hubs which house the steering blocks. Inserts are pressed into the c-hub so that you don't overtighten the screws that secure it vertically. A 3mm pin is used to secure the lower end of the c-hub to the suspension arm. The pin is held in place by a button head screw, eliminating the need for e-clips.

    The front axle stub uses a large e-clip in it's inner face, and it's 5mm in diameter where it passes through the pair of 5x10x4mm bearings. A plastic spacer is used to position the hub properly in the suspension arm, and it can also be used to adjust the vehicle's wheelbase. Heavy duty rod ends are used on both ends of the turnbuckle that forms the Firestorm's camber link.

    Steering Linkage
    Steering Servo
    Wheels and Tires

    The steering for the Firestorm 10T is provided by a bellcrank steering linkage assembly. The assembly pivots on bushings, which can easily be substituted for bearings to further smoothen the steering action. An appropriately sized plastic draglink connects the two halves of the linkage together, while turnbuckles allow you to adjust the front toe angle of the Firestorm. Controlling the steering action of the truck is a SF-1 servo. It offers around 40 oz-in of torque at 6.0 volts.

    At the other end of the steering linkage you'll find a pair of ribbed tires that control the vehicles while cornering. The ribbed pattern is asymmetrical, making the tires specific to one side of the other. The offset ribs enhance both straight line and cornering stability over traditional tires that simply use evenly spaced ribs.

    The rear tires feature square-shaped mini-pins. the square shape provides both excellent forward and side traction when compared to rounded or oblong pinned tires. Both the front and rear tires use foam inserts to support the tires shape when cornering and jumping. In addition, both pairs of tires are pre-glued onto black plastic six-spoke wheels.

    Fuel Tank
    Receiver
    Throttle Servo

    The Firestorm's engine is fueled by a 75cc tank which is mounted directly in front of the engine on the left-hand side of the truck. The lid is spring-loaded, and the tank is attached to the upper chassis deck. Rubber insulators help prevent fuel foaming due to engine vibrations.

    Directly opposite of the fuel tank is the Firestorm's electronics. Up towards the front of the chassis plate is the receiver box, which houses the 27MHz AM receiver. A lid covers the receiver box, and two body clips secure the lid to keep the elements at bay. Behind it you'll find the throttle servo. Again, the HPI SF-1 servo provides around 40 oz-in of torque at 6.0 volts. This servo is well suited for handling the throttle and braking duties for the lightweight stadium truck. The electronics on/off switch is located just beside the servo.

    Rear Suspension
    Suspension Components
    Shocks

    The rear suspension houses the Firestorm's driveline, so it will have a slightly different assortment of parts than the front suspension does. The lower end of the shock tower bolts onto the transmission housing. Countersunk screws are run in from the underside of the vehicle's chassis into the suspension pin blocks to hold the 3mm suspension pins and the rest of the suspension in place. By default, the Firestorm is setup to have 3° of toe-in at the rear of the truck.

    The 4mm thick hardened steel axles use a dogbone approach instead of being CVD's. I would recommend cleaning the axles and their cups as HPI applies a pretty healthy coating of grease to them. The grease tends to trap dirt and dust, creating premature wear. I would recommend the use of Sullivan Products Dry Ice instead. It won't trap the dirt and dust while still lubricating the axle and drive cup.

    The axle stub is 5mm thick at the point it's supported by a pair of 5x10x4mm bearings. The bearings sit inside a bearing carrier, which is connected to the suspension arm by a 3mm thick stainless steel pin. The outer suspension pin is trapped in the same manner as the front's was, by the use of a button head screw. A turnbuckle performs the camber angle duties, just like the front as well.

    The shocks for the Firestorm differ slightly in their lengths from the front to the rear of the truck. However, they all offer the same impressive features. The shock bodies are plastic and use threaded preload spacers. The shock caps are also plastic. The lower end of the shock shaft sports a flattened section allowing one to hold the shaft easily while working with the rod end. A rubber bumpstop on the 3mm thick stainless steel shaft prevents the shock from bottoming out too hard.

    Transmission
    Brake
    Slipper Clutch

    The transmission sits in front of the rear shock tower. The bottom of the transmission is keyed to fit into the chassis opening on the underside of the truck. Silicone o-rings are placed into the drive cups to help eliminate any slack in the drivetrain's dogbone axles. To further brace and reinforce the truck, a 3mm thick aluminum chassis brace is secured to the front of the transmission. The other end connects to the chassis beside the throttle servo. The front of the clutch bell and the engine passes under the brace.

    Braking action is provided by a pair of stainless steel calipers that pinch a fiber disk. The center of the disk is keyed to fit on a plastic adapter, and the entire assembly is held onto the shaft by a large e-clip. The lever to activate the brakes sits on top of the transmission.

    To protect the transmission it's equipped with a disk-style slipper clutch. The slipper pads are attached to the 50-tooth plastic spur by the use of double-sided tape on their backside. Steel slipper plates are used on each side of the spur gear to interact with the slipper clutch disks. A spring and locking nut provide the necessary tension for the slipper components.

    Inside the Transmission
    Differential
    Inside the Differential

    The inner gears of the Firestorm's transmission are beefy, thanks to their steel construction. Just like the rest of the driveline, the transmission's gears spin on a full set of ball bearings to provide smooth operation. A liberal coating of grease keeps wear of the transmission's gears at bay.

    The differential for the Firestorm is different than what you typically see in a stadium truck. HPI has decided to forgo the use of a typical ball differential for a geared unit. HPI has a very solid reasoning for this, as a ball differential requires a great deal of maintenance to keep it operating at its peak performance. A ball differential is also very intolerant of being set improperly, and can easily be damaged if the settings are out of the proper range.

    If you remove the four screws that hold the halves of the differential together you'll be greeted by a four-gear differential assembly. The differential cup is sealed to facilitate the use of silicone oil, although it arrives filled with grease. The result is a differential that will be much more tolerant than a ball diff, and also provide a durable driveline.

    Battery Box
    Inside the Battery Box
    Nitro Star Engine

    We have already seen the receiver box earlier, but it wasn't big enough to house the vehicle's power source. So the Firestorm 10T requires a battery box. It's mounted on the rear of the shock tower, and held tight to it by a pair of screws. Two clips secure the lid to the bottom half of the box.

    HPI provides you with a battery holder that holds four AA cells. However, rest assured that a 5-cell hump pack can fit into the box as well. An excellent choice for a receiver pack would be HPI part #2012. It's 1200Mah, and will provide your Firestorm with plenty of runtime for the stock electronics. The pack also comes with an adapter that accommodates a standard two-pronged battery plug if needed.

    To provide you with a ton of power, HPI equips the Firestorm with the Nitro Star G3.0 engine. This powerplant provides a whopping total of .18 cubic inches, and plenty of tire-shredding torque. This gives you the edge against the .12 and .15 stadium trucks your buddies may have, and gives you plenty of power if bashing is your specialty. However, while the engine will likely be legal to run at the club racing level, the Nitro Star G3.0 is too large of an engine to be used at most sanctioned events.

    Header and Pipe
    Side Exhaust
    Carburetor

    The Nitro Star G3.0 is a side exhaust engine. The good news with it utilizing a side exhaust configuration is that it opens up a plethora of available aftermarket motors, should you want to make the Firestorm legal under .12 cubic inch regulations. If the chassis positioning would have been locked into a rear exhaust configuration, it would severely limit the available options in this regard.

    The engine block is mounted directly onto a pair of anodized aluminum engine mounts. The mounts attach to the chassis by screws run in from the underside of the chassis. Up of the front of the engine you'll find an rotary-style carburetor. It features an idle adjustment, as well as high and low speed needles. The low-speed needle resides in the normal resting spot for a mixture adjustment, allowing the needle to be easily reached from the rear of the vehicle.

    Recoil Starter
    Clutch Bell
    Clutch

    HPI equips the Firestorm's motor with a recoil starter to get it running. The pullstart assembly is tough enough to withstand the rigors of the .18 cubic inch motor, making it a perfect match for its intended purpose. The engine's backplate is setup with a shaft that is notched to accommodate the pin on the rear of the crankshaft. A one way bearing in the recoil starter allows the starter to spin the crankshaft for starting, and then it spins freely once the engine is running.

    The engine's clutch bell has 19-teeth to mesh with the 50-tooth plastic spur gear. The clutch bell spins freely on 5x10x4mm bearings, and is held in place by a cap head screw run in through the bearings and into the crankshaft. Underneath the clutch you'll find a pair of composite clutch shoes, that use a wraparound spring to keep them tensioned.

    Crankshaft
    Cooling Head
    Piston and Sleeve

    The pin for the recoil starter backplate is removable in the event you'd want to use a starter box and a non-pullstart backplate later. This makes it easy to convert starting methods, as opposed to having to replace or grind on the crankshaft. The crankshaft has a nicely sized opening allowing it to mix the air and fuel efficiently to provide as much power as possible.

    The cooling head used for the Nitro Star motor is an eight fin cast aluminum head. The glow plug is threaded into a separate aluminum button, making replacement easy should it become necessary. This can happen as a result of the glow plug being overtightened which could damage the threads. It's much cheaper to replace the head button than to replace the entire cooling head.

    The piston and sleeve utilize true ABC construction, which provide the best combination of long life and excellent compression. The aluminum piston is ringed at the top, giving the G3.0 the ability to keep itself well oiled. The connecting rod is aluminum as well, and is knife-edged to reduce mass and increase overall power. Brass bushings with oiling holes at the top and bottom of the connecting rod allow the rod to move the piston up and down with little effort.

    The chrome-plated brass sleeve uses three intake ports and a single exhaust port. The ports are chamfered to maximize the ability of fuel and air to enter the combustion chamber. As with the rest of the motor, this is done to help maximize the production of power. The sleeve is notched to indicate the orientation of the exhaust port.


    Antenna Wire
    Close Receiver Box
    Antenna Cap

    I first tackled the antenna wire, first sliding it through the lid, then through the supplied antenna tube. The wire should slide through the tube with little effort, but if needed you can sprinkle a little baby powder on it to make the task easier. Once the wire is in the tube, push the tube into its resting spot on the receiver box lid.

    To help top off the tube, I used the supplied antenna cap. The cap protects the end of the tube, as well as also serving the purpose of holding the antenna in place at the top of the tube.

    Reglue Tires
    Receiver Pack
    Radio Antenna

    As in the case of most RTR vehicles, the Firestorm's tires are pre-glued. However, I still like to run another bead around the tire to help make sure it's well sealed to the wheel. For this task, I enlisted the help of a few products from Frank Tiano Enterprises. First and foremost was the super-thin Zap CA glue, which I applied using one of their micro tubing ends. The applicator ends are sold separately, in a container that holds a large assortment in various sizes. They really do the trick though when it comes to a trouble-free gluing process, unless you really enjoy gluing your fingers together.

    If you're looking for quick results, as I often am, a bottle of Zip Kicker will also come in very handy. The Zap thin CA glue dries fairly fast, but Kicker is an accelerator that speeds the curing time up to nearly instantaneous. You simply spray it on the CA glue, and it cures it on the spot. The result is a strong hold that doesn't require you to hold the tire in place while curing. It also eliminates the need for the tire rings which some people use to hold the tires securely against the rims during the CA glue's curing process.

    Next, I tackled the receiver pack. The lid is held by two body clips which are removed to open the battery box and expose the battery holder. I removed the battery holder, and installed a HPI 5-cell receiver pack instead. The use of a 5-cell receiver pack is cheaper in the long run, and is simply a better source of power. The HPI pack also comes with an adapter making it perfect for both of the common types of plugs found on modern vehicles.

    The radio needs the antenna installed, and a set of AA batteries placed in its base. Insert the antenna into the top, and twist it clockwise to lock it into place. Then install a set of AA batteries into the base. It's best to use good quality AA cells for this task, as weak or cheap cells could affect radio range and operation.

    Fuel Filter/Tank Handle
    Body Decals
    Klip Retainers

    Even though the stock tank provides filtering capabilities, I generally opt to add an inline filter to the fuel delivery system as an extra layer of protection. So I grabbed a Dubro Fuel Filter (part #2305), and cut the fuel line. I then slid the fuel filter into the gap, knowing that debris getting into the engine should no longer be a possibility.

    To facilitate easy refueling, I used a ziptie and a small section of Dubro fuel tubing. The end result is a nice little handle for the fuel tank that makes opening the lid extremely easy with the body installed. This is an old racer's trick, but works well for anyone running a nitro-powered truck.

    Use the supplied decals to decorate the body of the Firestorm as desired, rounding out its looks. I also made a couple of holes for a set of Dubro Klip retainers (part #2252). Ever since using these retainers for the first time, I've been hooked. Not only do they prevent lost clips, but they are also very handy for keeping the clips attached to the body. This is a huge plus in the field, and at the track.


    I started off by breaking in the HPI Firestorm 10T. I normally do this in the backyard, but circumstances this time around forced me to break in the Firestorm in the parking area at the track. I opted to heat-cycle the motor instead of using the idling procedure specified by HPI. If you're not familiar with the aspect of break-in, the idling option may be a better route for you however.

    The break-in procedure went smoothly, as I made ovals and figures eights in the large parking area. Using this area also kept me away from the vehicles running on the track, as there would be plenty of time for running around on the track later on when I could run fast enough to stay out of everyone's way.

    I should also point out the fact that despite the fact that the HPI Firestorm is equipped with a pullstart it was still easy to start. While a rotary starter would definitely be friendlier to a novice, the Firestorm's pullstart was certainly not as bad to work with as pullstarts can sometimes be. The most crucial aspect of a pullstart is that the engine's tune must be very close to optimum. A rotary starter is much more forgiving in this aspect, making it easier for a novice getting used to tuning.

    After break-in was completed, I put the Firestorm back on the track and started to dial the tune in. The engine responded well to the needle changes, making it very easy to see what each adjustment did. However, the low-end adjustment was a little tricky to access via the rear of the truck due to its positioning close to the transmission assembly.

    Once tuned, the truck had more than enough power for the lightweight two-wheel drive stadium truck. While a side-exhaust engine with a rotary carburetor isn't generally considered a very powerful combination, it was simply more than enough power to get the Firestorm in trouble if you pushed it hard enough. While sanctioned racing events typically limit a stadium truck to a .12 cubic inch motor, the .18 cubic inch motor in the Firestorm will not cause a problem for most club level races. This, and the bashers, is what HPI targeted when they dropped this rather large motor onto the lightweight stadium truck platform.

    The HPI Firestorm 10T flew down the straightaway with a ton of speed, reaching speeds of nearly 30MPH on the straightaway. Later, top speed testing would show that speeds of 35MPH are within reach of the Firestorm if it's given ample room.

    The nice thing about the power offered by the HPI powerplant is that the slide carburetor tends to soften the bottom end of the motor's powerband a little. This makes it much easier to drive the truck, as punching the throttle doesn't cause the rear end to break loose as easily as it would if the motor had been provided excessive torque at the low end of the power range. The result was a smooth delivery of power early on that broke into very good mid-range and top-end power for running up the faces of the jumps.

    The Firestorm had no problem at all dealing with the track's doubles found directly after the first turn. It was extremely easy to get more speed than necessary and shoot the truck deep up into the second turn. So I found myself trying to hold back and provide the truck just enough throttle for a good landing and setup for the turn after the double. I have to give credit to the HPI Ground Assault tires for biting well into the damp dirt and propelling the truck forward towards the double, and the rest of jumps throughout the track.

    The same sort of power showed up well at the triple as well. The fast line through this section resulted in me taking a double-single approach through the jumps. This allowed me to cut the turn to the immediate turn to right nice and tight instead of being trying to force the truck to stop and turn if I had single-doubled, or even tried for the triple. Yes, I say triple, as the Firestorm was capable of providing enough power to make that option feasible as well. It just wasn't the fast way through this section due to the sharp corner afterwards.

    Running through corners, even after the jumps, was a task that suited the HPI Firestorm very well. The HPI Front Line tires hugged the corners very well when the steering servo called upon them to do so. In fact, I think the Front Line tires held the corners much better than any similar tire I've experienced on a stadium truck. I did find myself wishing I had the capability to dial some of the steering out via a dual-rate adjustment. It was just too easy to push the Firestorm's turning a little too far at times, leaving the need to overcorrect. Being able to back some of the steering out would have made a very capable truck just a little more stable and predictable in the corners.

    The suspension was matched well with the truck as evidenced by the rhythm section. Taking a controlled approach through the section and pairing the small bumps allowed the suspension to keep the vehicle in a controlled and predictable manner as it tore through the section.

    Of all the areas on the track though, there was one thing that always continued to stand out in my mind. That was the way the Firestorm looked as it carved the corners and tore up the dirt. There's simply nothing like watching it round a corner kicking up a rooster tail of dirt, compliments of the .18 cubic inch motor!

    I only had one issue with the Firestorm during my time with it. It involved the gear differential. The inner gears broke soon after I had it on the track. After talking to HPI, I found out that some of the early press kits were incorrectly shimmed from the factory. After straightening out the issue, and reassembling the differential, I filled the differential with more silicone oil and continued to tear up the track with no further problems.





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    See the Firestorm in action!
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    The Firestorm showed itself to be a very capable track performer at the track. Despite the stadium truck genre being dominated by more common brands in recent years, there's still room for more than those trucks. The HPI Firestorm is certainly up to the task, and it has proven itself to be extremely tough as well. That's something many hardcore "race-bred" trucks certainly cannot boast.

    The trick with the Firestorm is the gear differential. While it is going to be much more maintenance free for the beginner than a ball diff, it will likely throw some veterans a curve ball. It will need some experimentation to determine the best silicone oil for your needs. I found that 5,000 weight was a good starting point, and then adjust up or down as needed.

    HPI has managed to bring forth a very serious stadium truck platform that will suit racers and bashers alike. It's rugged, and thanks to the .18 cubic inch motor has the guts to blast by anything it finds in front of it!


    HPI Racing USA
    70 Icon Street
    Foothill Ranch, CA 92610 USA
    Phone: (949) 753-1099
    Fax: (949) 753-1098
    Website: www.hpiracing.com
    Other Products used: 5-Cell Receiver Pack

    Dubro, Inc.
    480 Bonner Road
    Wauconda, IL 60084 USA
    Phone: (732) 635-1600
    Website: www.dubro.com
    Products used: Antenna Cap, Glow Igniter, Fuel Filter, Klip Retainers

    Duratrax
    Distributed Exclusively By
    Great Planes Model Distributors
    P.O. Box 9021
    Champaign, IL 61826-9021 USA
    Phone: (800) 637-6050
    Website: www.duratrax.com
    Products used: Air Filter Oil

    Frank Tiano Enterprises
    3607 Ventura Drive E.
    Lakeland, Florida 33811 USA
    Phone: (863) 607-6611
    Fax: (863) 607-6602
    Website: www.franktiano.com
    Products used: After-Run, CA Kicker, Thin CA Glue, Z-42 Threadlock

    O'Donnell
    Distributed Exclusively By
    Great Planes Model Distributors
    P.O. Box 9021
    Champaign, IL 61826-9021 USA
    Phone: (800) 637-7660
    Website: www.hobbico.com
    Products used: 30% Racing Fuel

    Comments on RCU Review: HPI Racing Firestorm 10T

    Posted by: new22nitro on 06/28/2008
    I was looking at the hpi firestorm 10t and man this is the best rtr out there i am new to nitro but this truck is fast durible reiable and just plan fun it will start everytime and run allday long i would never think of buying something else bnitro
    Posted by: embesh on 02/24/2009
    whats the deal with the diff oil. Is it sealed or can it be? Im new to this and need a little help understanding that
    Posted by: Road Warrior on 07/07/2009
    all of their diffs need more shims and the chassis needs to go all the way to the front of the truck to be a cheap bulletproof design
    Posted by: subwayaz on 09/22/2009
    Thanks RC Universe for the great review; and Road Warrior for the Dif Tip
    Posted by: charlie_diesel on 10/10/2010
    <3 this truck! It is my first new nitro truck and it has taken quite the beating and is still running like a champ! Highly recommend it for any one looking to get into the hobby. PS: i snuggle my firestorm at night! <3
    Posted by: MRRtyga on 10/29/2013

    Posted by: MRRtyga on 10/29/2013

    Posted by: MRRtyga on 10/29/2013

    Posted by: MRRtyga on 10/29/2013

    Posted by: MRRtyga on 10/29/2013
    Hi guys! Got an hpi firestorm, its my first nitro experience and im never goin back to electric, the car itself is strong and durable, can handle whatever you throw at it! If rolled it flipped it bumped, and realy no damage! I would recomend it to anyone!
    Page: 1
    The comments, observations and conclusions made in this review are solely with respect to the particular item the editor reviewed and may not apply generally to similar products by the manufacturer. We cannot be responsible for any manufacturer defects in workmanship or other deficiencies in products like the one featured in the review.

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    RCGF20cc Gasoline EngineRCGF, a Chinese manufacturer of gasoline engines, designs and manufactures engines specifically for 'the RC aircraft market. ...11/15/2015
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