UTVUnderground.com http://www.utvunderground.com Number One in UTV & SXS News and Information Thu, 08 Oct 2015 17:59:44 +0000 en-US hourly 1 http://wordpress.org/?v=4.0.6 Feature Vehicle: XP1K3 RZR XP Turbo http://www.utvunderground.com/feature-vehicle-xp1k3-rzr-xp-turbo-32340.html http://www.utvunderground.com/feature-vehicle-xp1k3-rzr-xp-turbo-32340.html#comments Thu, 08 Oct 2015 16:00:54 +0000 http://www.utvunderground.com/?p=32340 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle005

After months of hard work by the industries best companies, the new 2016 Polaris XP1K3 RZR XP Turbo has arrived! Once again UTVUnderground.com partnered with Mark Holz of Holz Racing Products to build RJ Anderson the ULTIMATE Polaris RZR XP Turbo for the upcoming XP1K3 video campaign. Together with BFGoodrich Tires, Walker Evans Racing, Monster Energy, K&T Performance, Muzzys Performance, STM Powersports, Mastercraft Safety, ProLine Wraps, Power Commander, RacePak, Next Level Motorsports and a host of other premier companies, products and individuals, the NEW XP1K3 RZR is here!

With the introduction of the NEW 2016 Polaris RZR XP Turbo, we took it back to our roots and built RJ the baddest Turbo powered RZR since the first XP1K project. This years engines are more powerful, the suspension is stronger, the chassis is sleeker, and the styling is everything you would expect as we prepare to unveil our 3rd installment of the XP1K video franchise!

Dive in and enjoy a detailed look into the amazing RZR that RJ is set to power through an industrial playground unlike anything anyone else has ever seen! And stay tuned as we prepare to launch more photos and content leading up to the unveil of XP1K3 at this years Camp RZR Glamis event on Halloween weekend.

Follow along at XP1K3.com!


RJ Anderson’s 2016 Polaris XP1K3 RZR XP Turbo by UTVUnderground.com

Chassis: 2016 Polaris RZR XP Turbo
Builder: Holz Racing Products
Cage: Holz Racing Products Chromoly Tig-Welded Race Cage & Bumpers
Suspension: Holz Racing Products Chromoly A-Arms (Front), Trailing Arms (Rear) & Radius Rods
Sway Bars: Holz Racing Products (Front & Rear)
Shocks: Walker Evans Racing 2.5” Velocity Series
Wheels: 15” Walker Evans Racing Bead Locks
Tires: 30 X 9.50 X R15 BFGoodrich KR2 UTV Tires
Safety: Mastercraft Safety 3” 5-Point Harnesses
Brakes: Factory Polaris Braking System w/ Holz Racing Products Custom XP1K3 Hand Brake System
Engine: 200 Horsepower Muzzys Performance 1132cc Big Bore w/ K&T Performance RZR 1000 Turbo System (Tuned by K&T Performance & Redline Racing)
Intake: K&T Performance High Performance Intake
Exhaust: Muzzys Performance
Dash | Pass Door Panel | Interior Trim | Grill: Next Level Motorsports
Dash Electronics: RacePak RZR Display & Data Acquisition | Power Commander DynoJet Pod 300 Display
Clutch: STM Powersports Rage 8 Primary & Secondary Snowmobile Clutch w/ Fuel Customs Oversized Clutch Cover
Graphics: ProLine Wraps Vehicle Wrap Designed by Mad Media

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Holz Racing Products Accessories:
• Engine Mounts
• Brake Pedal Assembly
• Shifter Relocation Kit w/ Billet Shifter
• Billet Front Differential
• Sprague Gear
• Steering Mount Bracket
• Steering Wheel Quick Disconnect

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Engine Details:
• Muzzys Performance 1132cc Billet Closed Deck Cylinder
• Muzzys Spec Carillo Rods
• Muzzys Big-Bore Turbo Pistons
• Muzzys Ported & Polished Head w/ Big Valve Conversion
• Muzzys Valve Springs
• Muzzys Custom Turbo Camshafts
• Benchmark Performance Turbo ECU
• Power Commander for Boost
• DynoJet Auto-Tune

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K&T Performance Turbo Kit Details:
• 304 Stainless Steel 1/8″ Tig Welded Exhaust Manifold w/ V Band Turbine Inlet & External Wastegate
• Turbosmart Comp 40 Series Adjustable External Wastegate
• Custom Air-to-Air Intercooler w/ Sheet-Metal Intakes & CNC Machined Bungs
• Mandrel-Bent 16ga Aluminum Intercooler Piping w/ Bead Rolled Ends
• Heavy Duty 4ply Silicone Couplers
• Custom Air Intake Plenum Featuring CNC Machined O-Ring Base Eliminating The Need For Silicone & Clamps Thus Ensuring a Positive Fail Proof Seal
• Billet Aluminum Intake Manifolds Before Throttle Body For Good Sealing For Boost
• CNC Machined Aluminum Primary Fuel Rail w/ Threaded Ends
• Mandrel Bent Single Piece 304 Stainless Steel 2.5″ Exhaust Downpipe w/ Muzzys Exhaust
• Performance Teflon Lined Stainless Braided Oil Lines w/ AN Fittings
• Aluminum Formed Turbo Heat Shield
• Garrett GTX Turbo 28/67 w/ 8.6 V-Band Turbine Housing
• Bosch Boost Referenced Fuel Regulator w/ Pressure Gauge
• ID 1000cc Primary Injectors

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XP1K3 Photos http://www.utvunderground.com/xp1k3-photos-32386.html http://www.utvunderground.com/xp1k3-photos-32386.html#comments Thu, 08 Oct 2015 16:00:04 +0000 http://www.utvunderground.com/?p=32386 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle041 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle040 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle039 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle038 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle037 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle036 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle035 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle034 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle033 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle032 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle031 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle030 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle029 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle028 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle027 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle026 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle025 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle024 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle023 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle022 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle021 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle020 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle019 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle018 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle017 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle016 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle015 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle014 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle013 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle012 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle011 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle010 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle009 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle008 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle007 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle006 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle005 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle004 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle003 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle002 2015-utvunderground-presents-rj-anderson-xp1k3-feature-vehicle001 ]]> http://www.utvunderground.com/xp1k3-photos-32386.html/feed 0 2016 Polaris RZR XP 4 Turbo http://www.utvunderground.com/2016-polaris-rzr-xp-4-turbo-32308.html http://www.utvunderground.com/2016-polaris-rzr-xp-4-turbo-32308.html#comments Mon, 05 Oct 2015 16:26:00 +0000 http://www.utvunderground.com/?p=32308 2016-polaris-rzr-xp-4-turbo-utvunderground.com012

Polaris RZR Expands 4-Seat Line-up to Share the Off-Road Experience with Friends and Family
All-new, extreme-performance models in RZR XP® 4 Turbo EPS and RZR XP® 4 1000 EPS High Lifter Edition

Polaris® Industries Inc. (NYSE: PII) today introduced two new Polaris RZR vehicles that fuel the RZR lifestyle and allow people to share the off-road experience with family and friends. The new RZR XP® 4 Turbo EPS and RZR XP® 4 1000 EPS High Lifter Edition offer extreme performance for the desert, trail, mud and dunes.

Three months ago, Polaris introduced the all-new 2016 RZR XP Turbo EPS which was completely re-engineered to translate industry-leading power into unmatched performance and durability. Today, RZR is introducing this same breakthrough level of extreme performance for four, to share the off-road with friends and family.

The new RZR XP 4 Turbo EPS is the ultimate combination of extreme performance in a side-by-side, with all of the features of the RZR XP Turbo EPS. Both are completely engineered, front to back, to translate industry-leading power into unmatched performance and durability. The vehicle brings significant innovations to each of the hallmark Power, Suspension, Agility, Comfort and Customization aspects of RZR to provide the ultimate off-road experience for four.

The Polaris ProStar® Turbo engine provides an industry-leading 144 horsepower-, 30 percent more horsepower and 45 percent more torque than the RZR XP 4 1000 EPS. The ProStar Turbo effortlessly carries a full load of thrill seekers over the most power-robbing terrain. The new engine was developed for extreme performance and features all new, high performance parts including forged pistons, an upgraded 270-degree firing order forged crankshaft, high strength connecting rods, a closed deck cylinder, sodium filled exhaust valves and a new oil lubrication system. For consistent performance at all temperatures, the vehicle also includes a new liquid charged air cooler with front-mounted, dual radiators with high-capacity fan and high-flow electric pump. To control the massive power delivered by the ProStar Turbo, the engine management system has also been updated to include knock detection, boost control and a high-flow return style fuel system ensuring that the engine delivers maximum power under all conditions, altitudes and temperatures.


To deliver maximum durability and performance, Polaris performed substantial testing on the engine with enough test miles to travel around the world more than nine times. The engine also is paired with an all-new stronger driveline to ensure all the power gets to the ground reliably. The fully-automatic PVT variable transmission ensures optimal power delivery in all conditions, with the ease of operation that suits riders of all types.

Similar to the RZR XP Turbo EPS, the RZR XP 4 Turbo EPS boasts the most precisely-tuned suspension due to the vehicle’s exclusive FOX Podium® Internal Bypass Shocks. The shocks offer the plushest ride and best handling on a side-by-side to conquer the harshest trails and terrain. Paired with a long wheel base, dual A-arm front suspension with 16 in/40.6 cm of front travel and race-inspired, 3-Link trailing arm rear suspension with an incredible 18 in/45.7 cm of rear travel, RZR XP 4 Turbo EPS occupants will experience one of the smoothest rides in a side-by-side whether riding alone or with up to three passengers.

The RZR XP 4 Turbo EPS also provides unmatched agility in every condition. The vehicle’s front sway bar dramatically decreases body roll in cornering for a more confidence-inspiring ride while the vehicle’s durable High Performance True On-Demand All-Wheel-Drive system provides the ultimate in responsiveness to the terrain. The vehicle also offers industry-leading braking performance with upgraded brakes featuring triple piston front calipers, dual piston rear calipers and large 248mm ventilated stainless steel rotors on all four corners, for durable and highly-responsive braking power.

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RZR vehicles have been thoughtfully designed to provide occupants with the most exhilarating and comfortable ride on the market. From the exclusive, patented design that places the engine behind the seat to the placement of the occupants comfortably towards the middle of the vehicle, RZR’s design provides a low center of gravity for a more comfortable and stable ride. For driver and passenger comfort, the RZR XP 4 Turbo EPS offers adjustable seat sliders up front, adjustable seat belt heights for the rear occupants and a natural seat angle for enhanced comfort for a more enjoyable ride with friends and family.

RZR enthusiasts love to customize their vehicles and the RZR XP 4 Turbo EPS provides revolutionary accessory options with more than 110 exclusive accessories available. Polaris Engineered Accessories™ are designed with the vehicle to ensure the highest quality of design, integration and function. With integrated mounting points situated along the vehicle frame and pass-through areas for routing wires, accessories can be attached with minimal installation time. Additions, such as rock sliders and bumpers, easily attach and fit securely to the vehicle’s frame due to Polaris’ innovative Expanding Anchor technology; a revolutionary piece of hardware that expands as it is inserted into a mounting point. Lock & Ride® windshields, rear panels, roofs and doors work seamlessly with each other and install directly onto the vehicle frame’s designated mounting points, making installation simple, and providing superior fit and finish. Polaris Engineered Accessories™ come with a one-year factory warranty and do not jeopardize the vehicle warranty.

The RZR XP 4 Turbo EPS retails for retails for $27,499 U.S./$32,399 CAN, will be offered in Graphite Crystal and Spectra Orange, and will be available at Polaris dealerships in October.


If your friends and family prefer tackling the mud, the RZR XP 4 EPS High Lifter Edition provides performance-hungry, mud-thirsty, off-road enthusiasts an option to share their love of the mud with three other family members or friends.

“We needed to find more ways to get people dirty, and that’s exactly what we did with the new RZR XP 4 EPS High Lifter Edition,” said Scott Smith, owner and President of High Lifter Products, Inc. “Now, I can share my love of the mud with more of my family and friends.”

Similar to the RZR XP 1000 EPS High Lifter Edition, the RZR XP 4 EPS High Lifter Edition has a 110 horsepower ProStar® 1000 H.O. engine with mud-specific cooling and gearing. The high-mounted engine intakes, clutch intakes and exhaust keep the water out while providing an ample amount of fresh air. The vent lines are integrated into the cab frame to keep them free of debris for ultimate mud performance. To optimize power and torque for maneuvering through the mud, the vehicle offers reduced gearing for more torque and a larger reverse chain.

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Suspension is incredibly important when cruising muddy trails and the RZR XP 4 1000 EPS High Lifter Edition delivers a suspension to handle the thickest and nastiest mud. High-clearance lower A-Arms and rear radius rods max the vehicle out at 15 in/38.1 cm of ground clearance to keep the vehicle riding high above the sticky stuff. The vehicle’s new, stiffer springs fight back when the mud piles up by helping maintain ground clearance as mud collects on the vehicle and the overall weight increases.

To stay agile in the mud you need traction and the RZR XP 4 1000 EPS High Lifter Edition offers 29.5 in/74.93 cm High Lifter Outlaw 2 tires for exceptional handling and plenty of grip to plow through the mud. When things get sticky, the standard 4,500 lb/2041.17 kg winch, with integrated in-dash switches and synthetic rope for more durability, ensure you’ll get through the most challenging mud hole.

Powering through mud can be tiring but the RZR XP 4 1000 EPS High Lifter Edition ensures all occupants are having a comfortable mud-conquering experience. Dryseat technology on the seats and factory-installed half doors keep the mud where it belongs. The doors feature a secure latching system with sealed contact points around the rocker panel and front fender for a drier ride. Standard Electronic Power Steering (EPS) means less strain on the driver and the standard rear-view mirror helps with keeping an eye on the trail instead of turning around to check on rear occupants or people following. When the ride is over, the removable floor drains make washing out mud and debris quick and easy.


The RZR XP 4 1000 High Lifter Edition was designed in tandem with one of the leaders in mud riding, High Lifter Products, and offers premium mud features from the factory at a MSRP of $25,699 U.S./$30,199 CAN, so the vehicle can go from the showroom to that favorite mud hole in a matter of minutes. Polaris Engineered Accessories also has more than 110 accessories, including a wide variety of audio, lighting, and storage for the mud enthusiasts who love to customize their RZR to maximize their mud-riding experience.

The RZR XP 4 1000 High Lifter Edition will be available in dealerships in October.

For off-road enthusiasts looking for a value high performance or premium trail vehicle 2-seat model, Polaris also has added a RZR S 900 with Blue Fire premium paint without Electronic Power Steering (EPS), retailing at $15,499 U.S./$17,799 CAN. The vehicle will continue to offer a 75 horsepower, ProStar 900 engine; optimized 60 in/152.4 cm track width; dual A-Arm rear suspension with FOX Performance Series 2.0 Podium X Shocks; True On-Demand All-Wheel Drive; and enhanced accessory integration and customization with more than 90 Polaris Engineered Accessories available. The vehicle will be available in dealerships in October.

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Feature Vehicle: UTVUG / CageWRX RZR http://www.utvunderground.com/feature-vehicle-utvug-cagewrx-rzr-32256.html http://www.utvunderground.com/feature-vehicle-utvug-cagewrx-rzr-32256.html#comments Mon, 05 Oct 2015 12:00:00 +0000 http://www.utvunderground.com/?p=32256 2015-utvunderground-cagewrx-polaris-rzr-desert-race-utvunderground.com001

In the year 2000, a few buddies and myself loaded up our trucks and made the trek south to Baja for the epic Baja 2000 race. In that year the annual Baja 1000 actually ran south then back up to Ensenada making it the longest Baja race to date. It was there that I got to watch the legend, Larry Ragland, compete in person in his Duralast Trailblazer Trophy Truck. I was an instant fan and fell in love with his vehicle and history as a desert racer. From then on when people would ask whom my favorite desert racers were I would respond with “Ivan Stewart and Larry Ragland”. Never did I anticipate that one day I would have the opportunity to meet, ride with and race alongside the 5 time Baja 1000 overall winner.

As most of you know UTVUnderground.com has been heavily involved in UTV racing since the day we launched our site to the public in 2009. We had an immediate interest in the fast growing sport of UTV racing, mainly on the short course circuits in southern California. We admit, we didn’t pay much attention to the UTV desert racing segment until the 2008 Baja 1000 but from that race on we were avid promoters and had some level of involvement on the media side ever since that race. It was then that our dream as longtime desert racing fanatics had shifted to one day campaign our very own desert race UTV.

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Fast forward to 2012 where I had the opportunity to meet professional Trophy Truck driver and son to Larry Ragland, Chad Ragland. Chad and I hit it off and it wasn’t long after that I was introducing Chad to the fast growing sport of UTV. I brought Chad along on a few awesome trips and soon after had Chad competing in a Polaris RZR in the UTVUnderground.com sponsored RZR at the Terracross series. Chad then introduced the UTV sport to his father and the rest has sort of become history with Chad & Larry becoming avid UTV enthusiasts building and driving their very own Polaris RZR XP1000’s. Larry has even entered a few local Arizona races in his RZR and the pair have taken numerous adventure rides alongside other off-road legends such as Walker Evans and Parnelli & PJ Jones to name a few. Fast forward a couple of years and Chad now owns one of the premier aftermarket UTV companies called CageWRX which specializes in high quality roll cages, bumpers and suspension amongst other products. To say they are hooked is an understatement.

It is no secret that Polaris RZR is very good to UTVUnderground.com. While I have prided myself on “spreading the love” amongst all OEMs, Polaris has undoubtedly supported our ideas in ways that no other company has. Most know that we have done work for almost all major OEMs at some point and at some level, but no one has bought into our visions of the sport and supported those visions both financially and in partnership like Polaris has. This is no knock whatsoever on any other company or OEM, we truly feel like every OEM builds a product that has strong positives and together the OEMs have supported this sport driving its growth and we love participating with all OEMs at UTVUnderground.com.

In late 2014 I decided I was ready to compete at some level. Sure, I had driven UTVs in a couple of races and co-driven in a couple desert races but I wanted something more. I felt like we have done so much as promoters of the sport that it would lend us credibility to actually build a vehicle, a program and compete ourselves to help us further expand our experience and promote our site. In addition, I simply wanted to get off the sidelines and have some fun racing with the others in this sport, many of whom I call friends and support through UTVUG. With that idea in mind I made the call to Polaris and they responded with “where would you like the RZR to be shipped too”?


Now, to be clear I understand and fully embrace my role in this sport. A guy like me cannot race every round, we know all too well the commitment that takes and frankly I feel like we play an important role in UTV desert racing in promoting and covering the sport so there is no way I was going to let my desire to compete get in the way of that. At the same time, I didn’t want to build a machine and only get it out there a few times a year as that wouldn’t be cohesive with what sponsors would expect in sponsoring a race program. With that in mind I knew I would need to build a team and I would need to find a group of likeminded partners that would understand our vision and want to be a part of our team. It was then that I started to ponder on who would be the right partner for this program. I knew it needed to be a group with experience both racing wise and mechanically, it would also take a team willing to be part of the build process as there was no way I had the ability alone to assemble a vehicle to compete and a high level. Getting the RZR was the easy part, now I had to figure out who would be the right fit to helping make the vision come to life.

My first phone call was to Chad Ragland. Chad arguably has the most racing experience of anyone I am close with. Not to mention he is a hell of a driver and he has a business that could equally benefit from such an opportunity. I presented Chad with my idea and within minutes said he was in. The idea would be that he would oversee the build and I would help wrangle parts and partners. In addition, Chad would drive the bulk of the races and essentially head up the program not just from the build side but also from the program side. I then inquired if Larry (his father) would want to be involved and without hesitation Chad said he would want to race with us for sure. At that moment I gave myself a mental hi-five. It is often said that “it takes team work to make the dream work” and I just realized that we had the foundation for one awesome team.

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Now, there were many other details involved in the formation of how we would build and assemble this program. Chad quickly reached out to his close friend Steve to join the program. Steve would work closely with Chad on the build and would bring in assets as a team member to better help us compete, Steve also signed on as driver/co-driver for the program. Steve has years of desert experience and as a close friend to both Chad & Larry I knew he would be a solid fit for our team. Later in the development of the program I would reach out to close friend and experienced racer Reid Nordin formally of Team Green Kawasaki and now a manager at Walker Evans Racing. Reid will be a huge asset in logistics as well as a guy who will also share time inside the vehicle. Being that I will only be able to dedicate so much time to the team as a driver/co-driver it was essential to have guys like Steve & Reid on the team to assist Chad, Larry and myself with driving & co-driving duties.

With a team in place and the RZR torn down for build it was on me to help round up the important products it would take to build a competitive race vehicle. Chad and his company CageWRX would supply all fabricated items including cage, chassis, suspension, bumpers, and would also assemble the vehicle from the ground up. Chad, Larry & Steve’s extensive race vehicle knowledge was crucial in the assembly and in the detail portion of the build making sure not only the big things were done right but also the little details.


With the big details ironed out and being worked on I began working on the important parts we would need to make this program go. I reached out to my friend Randy Anderson, co-owner of Walker Evans Racing and they instantly signed up to provide us with both product and race support. We would be running their new 15” WER bead-lock wheels and their all-new 2.5” Velocity Series shocks. Randy and also Reid would be there to support us in not only setting the RZR up with their product but also making sure we had properly tuned shocks for our application. Their shocks would work perfectly with our CageWRX +2 long travel suspension and front & rear CageWRX sway bars. We are also running CageWRX front spindles with Assault UTV steering tie-rods.

With suspension ironed out I moved onto one of the most important parts of any desert race machine, the fuel cell. One call to Fuel Safe and they were in. I’d like to think that the fact UTVUG was involved sold them but the reality is that when I dropped that it wasn’t just us but also the legend Larry Ragland and his son Chad as part of the program they didn’t hesitate in helping our program and immediately began working chad on constructing a custom race fuel-cell for our RZR. Chad would design the shape of the cell and then send those dimensions to Fuel Safe where they would then construct a cell based off our shape to fit perfectly beneath the driver & passenger seats. The cell is 20 gallons in size, which will provide us the perfect amount of fuel storage for those longer desert races and will help in reducing fuel stops on during the shorter races. We can’t thank Fuel Safe enough for their support.

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You can’t go racing without communications and navigation. That’s where PCI Race Radios came in. PCI Race Radios are synonymous with off-road racing. Few companies in the sport do as much as they do not only from a product side but from a racing support side. Heck, Bob Steinberg, the Weather Man himself, owns the company. We have built a solid working relationship with PCI over the years and again, the combination of UTVUG and the Ragland’s was all they needed to know in supporting our venture into off-road racing. We are running PCI 50w Race Radio & their premier race intercom ensuring clear and concise communication between driver/co-driver and our team in the pits. In addition, we are running PCI’s race-air system which pumps fresh clean air into the helmets of the occupants. Race-Air is as important as any other part on the vehicle. Chad rounded up a Lowrance HDS10 GPS to handle the bulk of our course navigation duties, of course whatever that doesn’t show is up to the talented co-driver.

Desert racing might as well be called “destroy your hard work” because that’s what happens when you take your beautiful race machine into a desert race. To help add some protection to our vehicle we installed a full set of Factory UTV UHMW skid protection. Bob and his team at Factory UTV provided us their RZR XP1000 kit keeping our underbelly and important parts like front differential and rear mounted transmission protected from rocks and other course debris.

Chad has a solid working relationship with MOMO Motorsport and so when it came to seats and a quality steering wheel it was a no brainer to go with MOMO. They supplied us with some of their lightweight containment seats and wheel. We went with Impact 3” 5-Point ratcheting race harnesses to keep us in tight.


CRB Fab took on the aluminum work that included rear firewall, roof, CVT intake scoop, doorpanels and dash. The dash they build would house our GPS and our awesome RacePak RZR dash system. The new RacePak is a plug and play product that uses the factory gauge harness but gives you a much better look all while being able to track data. The dash also has all of our switches and resettable breakers for everything from lights to fan. Lastly, we fitted in the all-new Razorback Technology CVT Belt gauge that helps us monitor our belt temps. Crucial in desert racing for trying to reduce blown drive belts.

You can’t build a desert car and not have lights. We reached out to Baja Designs and they supplied us with the brightest lights on the market that included a 30” ONX light bar for the roof and Squadron LED’s for the bumper and in place of the factory headlights. We also used Baja Designs red, blue and amber lights for the rear wing.

Performance wise we are keeping it simple and reliable. Other than some tuning to the ECU we are running a factory clutch and factory XP1000 Pro-Star engine. We believe in keeping the machine reliable and we feel this will help us in not only finishing races consistently but also relieves us of stress in worrying about pushing the car too far beyond its limits. Polaris has perfected their vehicles and we plan to build around that and not change the heart of the machine.

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Lastly we needed rubber! The Ragland’s are longtime BFGoodrich racers and with the introduction of the new BFG KR2 UTV Tires we knew we wanted to get on their program and they obliged. Working with Jackson Motorsports Group we penned a deal that will make the #1999 one of only a few teams that are backed by BFGoodrich this season. We are thrilled to be running this awesome new tire!

When you look at the images you will see the many other fine details. We think we have built not only a clean and reliable machine but one that can be very competitive. We also built this machine on a tight budget and thankfully we have some fantastic sponsors that helped us keep the build tab under $30,000.00.

Our first race out will be at the 2015 BITD Bluewater Desert Challenge then we will run the Henderson 250 in December. We can’t wait to get out there and shake this new build down in preparation for the 2016 BITD season.
On behalf of the entire team UTVUnderground.com wants to thank all of our awesome sponsors for helping us build our first ever desert race UTV. Without the support from Polaris and each and every sponsor we have there is no way we would have been able to build such an awesome machine. I personally want to thank Chad, Steve, Larry and the other individuals who have wrenched on this build. The hard work is sure to pay off!!

See you all in Parker!

Joey D.

Photos by: Vincent Knakal // UTVUnderground.com



Vehicle: 2015 Polaris RZR XP1000
Chassis: CageWRX Race Cage
Engine: Factory Polaris
Clutch: Factory Polaris
Suspension: CageWRX +2 Long Travel System w/ Spindles and Front & Rear Sway Bars
Shocks: Walker Evans Racing 2.5″ Velocity Series Coil Overs (Fully Adjustable)
Wheels: Walker Evans Racing 15″ Bead Locks
Axles: Demon Powersport +2 Axles
Tires: BFGoodrich KR2 UTV Tires
Communications: PCI Race Radios Intercom & Race Radio
Safety: MOMO Motorsports / Impact
Skid Protection: Factory UTV
Graphics: SignArt
Fuel Cell: FuelSafe
Gauge: RacePak RZR Dash

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2015 SCORE Imperial Valley 250 http://www.utvunderground.com/2015-score-imperial-valley-250-32227.html http://www.utvunderground.com/2015-score-imperial-valley-250-32227.html#comments Wed, 30 Sep 2015 19:00:00 +0000 http://www.utvunderground.com/?p=32227 2015-score-imperial-valley-250-utvunderground.com001

It was a HOT weekend in the Imperial Valley of Southern California, for some it was too hot! 12 UTVs would take the start of the 2015 SCORE Imperial Valley 250 but it should have been 13.

Marc Burnett was all set for the weekend and was in the IV early to be part of the pre-run festivities but a few miles into his practice loop his Polaris RZR pre-runner would burst into flames and eventually burn to the ground. The already injured Burnett would have to scramble from his vehicle and watch it melt in front of his very eyes. Burnett suffered an injury a month or so ago which was forcing him to compete with a casted boot on his foot making driving painful and difficult so to see his pre-runner burn to the ground only added insult to injury. Frustrated but not discouraged Burnett headed back to his pit where he then pulled his race car out of the trailer to complete his pre-run. He would pick up where his pre-runner had burned to the ground. If I told you that his race-car would also burn to the ground only miles from the first fire you would tell me I am making this up, and I wish I was. Only a few miles from the first fire his race RZR would also catch fire forcing Burnett to once again scramble from his vehicle and literally crawl to safety. Painfully he would watch his hopes of competing and maybe even his season go up in flames. In a terrible turn of events, Burnett saw both his pre-runner and his race RZR burn to the ground in what was stated as a prep failure. Luckily for Marc and his co-driver, both would walk away unharmed but their spirits definitely deflated.

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“Today was one of the worst days of my life. I started my day off going down to the Score Imperial Valley 250 to Prerun the course. Everything was going great until mile marker 15 when our pre-runner caught fire! We jumped out of the car and tried putting it out with our fire extinguishers but that did not work. We had to sit there and watch the car burned to the ground. We then went back to the pits and got our race car out of the trailer to prerun the rest of the course. I started right where I left off at mile marker 15 everything was going great except my foot was in a lot of pain. We got to mile marker 37 and the car lost fuel pressure and died. My Copilot saw the flames in his rearview mirror first. He was screaming at me to get out of the car if you don’t know I have a huge boot on my foot from my injury and it is a task to get into the car and out of the car with this boot. But when he said the car was on fire I could not believe it, two cars in One Day! WTF!! I jumped out of the car so fast and I had to crawl on the ground to safety because I couldn’t walk. I realized today if I did not have bad Luck I would have No Luck at all. I’m just glad me and my copilot are safe and OK. I want to thank SCORE International and Crew for the rapid response to both of our car on fire. I also want to Thank Polaris RZR for all their support this year and sticking by me.” – Marc Burnett

fire burnett utvunderground.com

Unfortunately Burnett’s race was done before it even got started but there were 12 other competitors hoping to cross the finish line first in the 2nd running of the SCORE Imperial Valley 250. The heat and terrain would be too much for many, taking out over half the field. In the end, Wayne Matlock in his #1971 Terrabit Polaris RZR would take home the win finishing the race in 4 hours and 24 minutes, over a half hour in front of second place finisher Scott McFarland in the #1942 Highpoint Polaris RZR. Jason & Derek Murray in the #1971 Murray Motorsports Can-Am Maverick Turbo would round out the podium in 3rd.

Johnny Angal was once again the only Polaris RZR XP Turbo running having unveiled his new RZR XP Turbo at last months BITD Vegas To Reno. He would finish 4th and would do it after having crossed the finish line on the second lap and deciding to do a little front flip nearly wrecking his RZR in the process. Now of course, he didn’t really intend to do it and we like to give Johnny a hard time but we are glad he is safe and we know he learned a ton more about his new race machine!!

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“Ok so we are only about ten miles from finishing our first lap of two. The car is running great and the course is a little smoother so we are hauling ass! We get to the infield that has some huge jumps and whoop sections. I hit the first jump easy and I think to myself that was weak! So yes, you guessed it, I fly around the next corner and hit the next jump going even faster! I think ‘ah not bad, not bad.” I was trying to stop the little devil in my head saying ‘Don’t be a pussy Johnny, let’s get some air time! There are people watching!” I listen to him and I floor the car! The turbo winds up and we hit the lip of the jump and its straight up. We go sailing thru the air, my car is like an eagle flying thru the air. Then just as we start coming down all the parts and tools and junk that are littered in the car starts floating off the floor. Boner and I are experiencing near weightlessness as if we are in outer space. The front of the car starts nosing down to the ground I hear Boner start mumbling and cussing and I think to myself this is not go to turn out well. Maybe I should just call Weather Man right now on the radio and ask for help and rescue crews!

About that same time the front bumper of our car starts penetrating the compacted earth. I hear Boner cussing and I’m praying ‘Dear Lord etc. etc.’ this is going to hurt! As the car goes deeper into the dirt and then slides across the finish line on the front bumper with our rear tires up in the air! Yep, Boner is still taking shit as some miraculous force comes into play and the back of our car starts dropping back to the ground like it’s supposed to be. I think ‘Holy shit! Hhhhoooollllllllllllyyyyy shit, wow!” Boner starts saying “Holy shit, I smashed into this and that and this happened!” So I floor the car and take back off knowing full well I had just done a really stupid thing. It was one of those ‘hey buddy hold my beer and watch this’ moments but I hadn’t even been drinking! Anyway our pit was just about a mile up the road and we had to stop and get fuel for the second lap. As I pulled in my guys all had puzzled looks on their faces. We come to a stop and they ask what the hell happened to the front of the car? Now you have to understand Boner and I can’t see the front of the car so I just kind of shrugged it off. Boner was still mumbling and cussing as the guys tell me “You aren’t going anywhere! The whole front of the car is smashed and the radiator is smashed and leaking!” So I get out of the car and take a look. Holy shit everything is smashed, bent, tweaked and radiator fluid is pouring on the ground. The cooling fan is broken and one of the guys says something dumb like “this race is over”. I tell him get the Sawzall out and cut all that shit off, put in a new radiator and fan to finish the race. So we do just that. We cut everything off, fix the cooling system the best we can and I tell Boner he car drive the second lap with Craig as his co-driver because really I am thinking there is no way in hell this car is going to make it around for another 96 mile lap. Well, Boner and Craig made it to the finish line and still in 4th place. Not a bad finish for the day we had!” – Johnny Angal


Thank  you to everyone out in the heat of the Imperial Valley who represented UTVUnderground.com. We hope you know how much that means to us and how much it motivates us to keep doing a better job for all of you from the coverage side! Keep up the hard work and we will see you all in November down in Mexico for the SCORE Baja 1000!!


Joey D.


CLASS 19 (Limited, Stock 4-wheel Utility Vehicle) (2 Laps, 192.2 miles)

1. 1971 Wayne Matlock, El Cajon, Calif., Polaris RZR XP4 1000, 4:24:38 (43.58 mph);

2. 1942 Scott McFarland/Nick Oldham, Moab, Utah/Carson Fisher, Las Vegas, Polaris RZRXP1000, 4:57:32;

3. 1917 Derek Murray/Jason Murray, Eastvale, Calif., Can-Am Maverick Max, 5:01:22;

4.1921 John Angal, Mesa, Ariz./Branden Sims/Eric Ringler, Polaris RZR Turbo, 7:26:53;

5. 1904 Cory Sappington/Jason Flanders, Peoria, Ariz., Can-Am Maverick Max, 7:28:37;

6. 1932 Brandon Schueler, Phoenix, Blake Van de Loo, Polaris RZR XP1000, 7:42:50.

(12 Starters, 6 Finishers)

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Rugged Radios: Helmet Kit Install http://www.utvunderground.com/rugged-radios-helmet-kit-install-32221.html http://www.utvunderground.com/rugged-radios-helmet-kit-install-32221.html#comments Mon, 28 Sep 2015 16:23:00 +0000 http://www.utvunderground.com/?p=32221 A helmet kit is basically a set of speakers and a microphone that installs into your helmet. Helmets that are outfitted with helmet kits are referred to as “wired”. With a wired helmet plugged into an intercom or radio, you’re able to speak with other wired helmets without having to stop and remove your helmet.

There are a few different components that make up the helmet kit:

The speakers provide audio inside your helmet, and are able to stick into your helmet using an adhesive velcro pad. The velcro is also great for re-positioning the speakers for optimum placement.

Next is the microphone. Most helmet kits have a flexible microphone boom. The flex boom is great for positioning the microphone closer to your mouth when you put on your helmet. More on that later.
The next major component is the “offroad” plug. This is the Nexus jack that is used to connect your helmet to the communications device you are using. This jack is designed to quickly connect or disconnect when getting in or out of your vehicle. Our popular off road helmet kits feature a “Duralink” plug that basically sleeves over the jack it’s plugged into to seal out water and dust.

The last component is the 3.5mm jack. You can use that jack to plug a music device directly to your helmet and stream the music through your speakers. The jack can alternatively be used to connect ear buds if you need to eliminate excess sound.
We have helmet kits that include all of these components, as well as virtually any combination of components to suit your needs. For example, if you only wish to use earbuds with your helmet kit, the HK-OF-M only has a microphone, 3.5mm jack, and the Offroad plug.

One thing to address though is making sure that your helmet is capable of being wired. First you need to make sure the helmet covers your ears since this is where you are going to mount your speakers. Another thing to consider is if your helmet has a place to install a microphone so that it can be positioned directly in front of your mouth. If your helmet does not have a spot close enough to your jaw line to effectively secure a microphone boom in front of your mouth, you will not be able to clearly speak into the microphone.

This tutorial is going to show how to “wire” (or install a helmet kit into) a Pyrotect helmet using the HK-OFSP-3.5 helmet kit. If the helmet kit you are installing does not have one of the components, such as speakers, simply skip the steps that address those components.

There are many different style of helmets on the market, and it would be very difficult to address each and every one individually in these instructions. For that reason we are going to focus on helmets that are similar to Pyrotects. If your helmet padding does not work the same way as shown in the pictures, do not hesitate to ask me for advice on how to complete a step for your specific helmet.

-The first step is to gather your tools needed to do the install. You’re going to need a helmet kit, a helmet, a hot glue gun with a glue stick, a flat rounded tool that’s firm enough to push wires into the padding (we used the handle of a crescent wrench), a zip tie, and scissors to cut the excess zip tie off.

– Here we have our to-be-wired Pyrotect helmet. While not all of you will be wiring the same helmet shown here, a lot of the techniques work with other major helmets used by racers as well as recreational wheelers:

– Find some way of propping the helmet upside-down. The helmet will be like this throughout the install and propping it this way will stop it from rolling away while working on it:

– Some helmets, like this bisected Motocross style helmet below, have a little pocket for your ear that allows you to simply stick the velcro patch onto the shell, and apply the helmet speaker:

– That makes the install a little bit faster and easier but we’ll show you what to do here if you have a Pyrotect that doesn’t have that “pocket”. Start by removing the cheek pad that’s velcroed to the shell. We start with the one that’s not going to have the mic boom on that side:

– You’ll notice the hole where the chin strap goes through on the cheekpad. On the velcro side, you can access the inside of the cheekpad. Fold down the fabric as shown in the picture below, and work the speaker into the inside of the padding. Be sure to insert the speaker so that it’s facing the right direction, towards your ear. Notice on the picture how the foam is not between the speaker and where your ear will be:

– This picture simply shows me making sure the speaker is where the wearers ear will be inside the helmet. This would be a good time to put the helmet on see if the speaker needs to be adjusted. If everything checks out, reattach the cheek pad and you’re good to move on:

– The cable that goes from one speaker to the other will need to be secured somewhere in your helmet. The best place on this helmet is along the rear pad that runs along the back of your neck. Begin pushing the wire down between the padding and the shell of the helmet, just enough to get it started.

– Using something that will not damage the cable, such as the rounded handle of a crescent wrench seen here, carefully but firmly push the cable down between the back pad and the shell as shown, until you’ve reached the other cheek pad:

– Cable securely hidden:

-Repeat the same steps as before to secure the speaker into the cheek pad. The only difference is you will have an extra cable coming off the speaker that goes to the rest of the helmet kit:

– Before putting the cheek pad back on, we’re going to anchor the helmet kit cable junction to the helmet. This provides extra strength to the pigtails that will come out of the helmet, making it harder to mess the helmet kit up should they be pulled on or stressed while riding. There’s a little metal ring that attaches to the shell of the helmet, this is where the chin strap is attached, circled in the picture. Insert a zip tie into the ring and make a loop, being sure not to tighten the zip tie all the way. You’ll need to leave the loop large enough to fit the helmet kit cables into before tightening all the way:

– Insert the part of the helmet kit where all the cables join through the loop in the zip tie, once it’s through the loop, tighten the zip tie to secure the cables and remove the excess zip tie:

– Now that the cables are secured with the helmet, it’s time to figure out where you’re going to secure the flexible microphone boom. You want to position the microphone so that it will be directly in front of your mouth when you have the helmet on. keep in mind that you may need to bend the mic boom when you have the helmet on to position the mic close enough to your mouth. The microphone should intermittently touch your lips when you speak for optimum performance. What we do is line the mic up so that it is right in the center front of the helmet, then shift the mic and boom slightly towards the direction of the mic boom. This slight offset makes it so that when you bend the mic to be closer to your mouth, the microphone is flat against your mouth instead of angled a certain direction. It’s a small detail, but it’s an easy way to make sure you achieve the maximum potential of your helmet kit mic:

– Now that you know where you’re going to mount the mic boom, it’s time to secure it to the helmet. We strongly urge you to not modify, drill, or screw anything to your helmet. This can compromise the structural integrity and will void the warranty of the helmet. The best way we’ve found to secure the mic boom without modifying the helmet itself is to use hot glue. First apply a bead of hot glue along the helmet shell where the boom will attach. Apply the microphone boom to that bead, then carefully build up the glue around the mic boom to give it the best grip:

– You will need to hold the mic boom securely in place until the hot glue has cooled and cured. now that the mic boom isn’t going anywhere, you can reattach the cheek pad to the helmet over the mic boom. You may need to push the pad firmly against the shell to get the velcro to stick since the boom is between them now. The pad will contour itself around the boom, and will stay securely inside the helmet:

– As an optional step, you can secure the 3.5mm jack to the helmet to using a strip of velcro. This keeps the jack from hanging free when not in use

-You’re all set! If you prefer to have the pigtails on the other side of the helmet than we have pictured here, simply start with the other side of the helmet first, ending with the side that you want your pigtails to come out.

If you have any questions about helmet kit installation, feel free to ask away. If you have a helmet that is different than the Pyrotect, and these instructions don’t work for that helmet, definitely don’t hesitate to let me know and I’ll offer alternatives to what’s described in this write up.

Post your comments and questions HERE

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Feature Vehicle: Cody Waggoner’s RZR XP4 http://www.utvunderground.com/feature-vehicle-cody-waggoners-rzr-xp4-32203.html http://www.utvunderground.com/feature-vehicle-cody-waggoners-rzr-xp4-32203.html#comments Thu, 24 Sep 2015 15:00:09 +0000 http://www.utvunderground.com/?p=32203 2015-madigan-motorsports-feature-vehicle-rzr-xp4-utvunderground.com006

Cody Waggoner’s Madigan Motorsports’ built “Pre-Runner Edition” RZR is drawing lots of attention because of its clean design and and build out which was all done by Madigan Motorsports. “This car pretty much got every aftermarket part that Madigan makes,” Tom Madigan explained, “And Cody’s car didn’t start out as this grand ‘going to have everything’ project – it came in for a cage.”

The build grew quickly when Cody, whose business Lasernut.com is 80% after-market off-road cutting services, handed products back to Tom after cutting the brand new parts and designs. “As Cody’s build was going I was developing parts for other cars,” Tom says, “and he would see them and go, ‘I want that.’ Eventually he said hey make it with every badass part that you make – I want the baddest RZR I can get.” Last year, Cody and his dad raced RZR’s in King and Cody set-out looking for a great suspension and bigger tires to race the desert, funnel the rock sections, and take the thing out the Valle for jumps at higher speeds, to get in as much pre-running as possible.

People mostly notice the effect of the wide stance from the 32” tires, and a lot of racers gave the Pre-Runner edition a volume of attention– guys that race trophy-trucks and long cars, saying “If I bought a RZR- that’s what it would look like.” Tom Madigan said “ It’s cool hearing that from big time race guys. We called it ‘The Pre-Runner edition’ because that’s what I tried to base it around. I try to build around a desert type pre-runner style vehicle, it came along with our suspension layout and design and spindles, thinking like it was a 10-car has evolved our building process of the whole car, so when we design these parts we don’t think ‘it’s going on a UTV’ we’re thinking it’s a race part and we have people running them and testing them so we keep improving them and coming out with more stuff to make them stronger, find the next weak-link and design for that. Pretty soon they’re going to be ten-cars with RZR motors, when we’re done with them.”


Cody comes from a racing background but since it will never hit a pro class racetrack, (if anything it would be a sportsman), Madigan insisted on a front bulkhead instead of the race-legal, because the bulkhead kit by far is the strongest kit. “That’s what I designed it for the first time, to be the strongest. It just doesn’t fall under race-legal rules. So any chance I get I push the bulkhead kit” Tom said. The bulkhead moves the upper part of the rear arm forward, so it eliminates that bend up and over the tie-rod, so therefore gets rid of that weak-link when you stuff the car, and the second is you add that bulkhead that bridges the factory chassis and that strengthens the front of the car. “That tends to be the biggest problem with the factory suspension is that they land all of the weight on one tire, like a nose-dive, and it just buckles that front-arm right where the bend is, so that’s why I designed the bulkhead and I didn’t think it would be a race kit I just thought, ‘I’m going to make it the strongest, most affordable kit I can make.’ And I did, I came out with a 4130 bulkhead kit and not too many other builders liked that. The only time a customer gets a race kit is if they intentionally plan on running it in a racing series.”

This car is also one of the few vehicles to include Madigan’s skid plate package, which gives the vehicle a good look along the car and protects its arms. Tom knows that Cody races an Ultra 4 Rock Crawler and the Pre-Runner Edition RZR is going to be with him at a lot of these events. “You know he’s going to be playing up in the rocks because that’s who he is. The skid plates are going to protect the arms when he’s sliding up over the rocks. Then when it gets wasted he buys a new set of skid plates and it looks like new.”


There is also a pretty cool and unique set-up where the car can run with or without a windshield, which Cody likes a lot for when he’s taking out his family, and when it does run without the windshield, the design utilizes “hidden” tabs in the visors and uses lower valance zeuses and no one could tell it ever had a windshield in the first place.

Cody’s favorite part of the car, and Madigan’s most challenging, was the custom switch-panel.
“Cody was dead-set on the switch panel and I didn’t want to do it,” Tom said. “I didn’t know how this was going to look or how I was going to get the wires down, but he’s an Off-Road guy so running the wires on the outside of the tube was no problem. It ended up looking really clean.” Cody is stoked for the cool dash gauges, and with every single switch for the car overhead – about twenty switch – it’s easy to feel like he’s commanding a jet fighter plane.
“I think that happens every build!” Tom said. “I don’t think I’m going to like it then it turns out cool.”

The lightbar is mounted into the roof rack, a 30” Baja Designs ON-X with a 10” amber  ON-X on the front bumper. The rack on top is great for storing tools, ice-chest, first-aid kits and camping supplies, making it possible to do an overnight trip. Madigan is always a fan of Baja Designs, saying “you can’t get any better.” “The quality and craftsmanship of the Baja Designs light… you definitely get what you pay for, for sure.”


“Favorite part about the car? I guess everything. It’s all rounded it turned out great with the suspension, it’s going to perform well, and the Machine Metal Works is really nice.” Cody says.

“What’s my favorite part about the car?” We asked Madigan. “The whole damn thing, I wish it was mine. I keep saying that about each car because each car keeps getting these new, unique things. It’s like I’m building my dream car and then I get sad when they leave on the trailer. Simple, clean, and look at how much badass shit is on it. We’re not hiding our work underneath a wrap. And we use 100% DOM tubing in our cages- there’s no partial mild steel to save money, it’s 100% quality material – You’ve got your families in there- it has to be.”



Model: 2015 Polaris RZR XP1000-4
Chassis: Madigan Motorsports Cage w/ Front and Rear bulkhead’s, Roof Rack, Front Bumper w/ Warn Winch integration, Front Winshield, Rear Exhaust cover
Suspension: Madigan Motorsports +4 Long Travel Kit w/ double-sheared race spindle, inner uni-ball steering clevice, Madigan Motorsports sway bar links
Shocks: Factory Walker Evans Racing 2.5″ w/ Shock Therapy dual-rate coil-over upgrade kit
Axles: Summers Brothers
Engine: Factory Pro-Star XP1000
Lighting: Baja Designs
Wheels: OMF Performance 15″ NXG2 Bead Locks
Tires: GBC Mongrel 32″
Seats: PRP Seats
Safety: PRP Seats
Communications: PCI Race Radios
Navigation: Lowrance HDS7
Winch: WARN
Accessories: SXS Performance Switches w/ Madigan Motorsports Upper Switch Panel, Madigan Motorsports front grill,


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Baja – New Trails Traveled http://www.utvunderground.com/baja-new-trails-traveled-32195.html http://www.utvunderground.com/baja-new-trails-traveled-32195.html#comments Wed, 23 Sep 2015 15:45:00 +0000 http://www.utvunderground.com/?p=32195 Baja 2015 “New Trails Traveled”
By UTVUnderground.com Forum Member Todd Cunningham aka “NIKAL”
So last year we decided to take the UTV’s down to Baja. We have done many trips in Baja with buggy’s, but never with the UTV’s. The 2014 trip was a success so we thought we would do it again. If you have not read last year’s trip CLICK HERE.

This past year there have been several UTV Baja trips documented and told, which is great. Even Mad Media did a video docu-mercial trip for Polaris, and while they were all fun to see and read, ours are different. What makes ours different from some of the others you might have read about is we are 100% on our own. We don’t have any crews or chase truck support; we don’t trailer our UTV’s from location to location. We unload and for 3-4 days we are 100% dependent on our UTV’s & buggy’s. We need to carry what we think we will need on the trail, as we will not have a truck or crew on the Highway carrying spares.

Day 1

Once again we made Tecate our border crossing point and Rancho Santa Veronica in Tecate our starting point. We crossed the border on a Friday morning at 6:30am and were on the trail by 9am. Rancho Santa Veronica is a safe place to keep the trucks & trailers.

Rancho Santa Veronica



Leaving Rancho Santa Veronica we took the Compadre Trail which is just outside of the Ranch. The Compadre Trail takes you up through the pines and works its way towards Hwy 3, which was about 50 miles way. A few miles before the Compadre Trail ends at the black top Hwy 3, we turned South on a trail heading towards Santa Catarina.

Compadre Trail




On the trail to Santa Catarina we came across several gates, some gates were marked No Entry “Prohibida la Entrada”. It’s a shame as in the past you were welcome to open and close a gate, and continue on. But over the last few years we are seeing more locked gates & signs. We’ve been told it’s because the land owners no longer have a good relationship with the owners of Score International off-road series and some of the off-roaders. They have felt betrayed, as they have not been paid or given what was promised to them. So for this reason we are encountering more fences and marked gates. We have been told by some locals that if you open and close the gates and respect the owners land, they will still let you pass. We went through some gates, but we did not feel comfortable ignoring the signs that said “Prohibida la Entrada”. So because of this we had to turn back a few times and find alternate trails. Eventually we ended up taking a trail to the Hwy. We ran a few miles down the Hwy before we turned back into the dirt and found our way to Santa Catarina and eventually the Famous “GoatTrail”.

Small cactus along the road will destroy a tire.

Santa Catarina Mission

Part of the Score race course.


Starting to head down the Goat Trail. The valley you see below is Valle De Trinidad.
[​IMG]Once down the Goat Trail we took the Black Top Hwy to Valle De Trinidad (Valle T). This was a 125 miles traveled so far. We gassed up in Vella De Trinidad which only has Regular gas (Magna) no Premium. In town we stopped by a small school to donate some pencils and ate our lunch in the shade along the main drag. To most pencils, coloring books or stickers are no big deal, but in Mexico the children and parents are very grateful.This is why the Ranchers get upset when their gates are left open.
[​IMG]Gassing up in Valle De La Trinidad.

Behind the fence is the small elementary school.

From Valle T we took what is known as the Grape Vine crossover road which is 30 miles through the mountainside to Hwy 1. Once we reached Hwy 1 we had to run down the Hwy a few miles before we could turn off and run along the coast to Colonet. Once in Colonet we took another dirt road right down to the beach and headed South. When running the beaches in Baja you encounter all sorts of terrain, not just beach sand. You run on sand stone, cobble rock, red clay dirt and even silt. We put the GMZ Cutthroat tires through allot and they performed great. They were a huge improvement over last year’s tires.


Entering a small silt bed. There were several of these along the trail

Our next break was in Punta San Jacinto and the Shipwreck. From here we planned on running the beach and coastal trails until we got to San Quintin. Once again we have encountered more new fences, which we had to navigate around and at times had to drive inland to find our way around a new fence or farm. Due to this and a few other small detours during the day we were running a little behind schedule and the tide was coming in. We decided to not chance being on the last section of beach below the cliffs and possibly getting trapped by high tide. Plus we prefer to be at the hotel before the sun goes down and we were going to be cutting it close. So we headed inland toward Hwy 1 and took the Hwy for the last 10-12 miles into San Quintin.


A fisherman & his family’s home right on the beach.

Markings for future fences.

Sun is starting to go down.

We pulled into the Old Mill Hotel just before 7pm, and before the sun went down, perfect timing! Once again, Javier who runs the Old Mill greeted us with Cold Victoria Beer (Modelo brand) as we checked in.

Total mileage for Day 1 was 246 miles. [​IMG]
[​IMG]When originally putting this trip together we planned day 2 to head South from San Quintin towards El Rosario and Mama Espinoza’s place, and then make a loop back to San Quintin. But in Baja you have to expect those plans to change. In this case the change was a great one! We were talking to Tony who runs Don Eddie’s next door to the Old Mill. (Tony is Don’s son and he has been running the place since his father Don passed away a few years ago.) Tony suggested we go see the peninsula side of the San Quintin Bay. None of us had ever gone over there and after talking about it after dinner at the Old Mill’s Molino Viejo restaurant; we decided this is where we would spend day 2.[​IMG]

Day 2

Knowing this was going to be a short relaxing day, we took our time re-loading the UTV’s & buggy and had a nice breakfast at Don Eddie’s. First stop was back to town to gas up. But before we headed to the Peninsula we went south of town a few miles to run some amazing beaches which also had sand dunes on them.From the Old Mill, looking at the peninsula that we will be heading to shortly.
[​IMG]Running up & down miles of beach South of Town.
[​IMG]Once we got done playing on the beach we went back North through town to catch the only dirt road that will take you across the wetlands to the other side of the peninsula. This was one of the best parts of the trip if not the best part. This was a place we have never thought about or knew anything about. What we learned is there is a big Oyster Farm on this side of the bay. We were told there were only two small colonies of homes on this side of peninsula. Also this takes you out of the protected Bay and to a South facing beach with some big waves crashing ashore. Baja’s only volcano fields are located right on San Quintin’s peninsula with two or three cones on land and the rest are in the Bay and surrounding ocean waters. The last eruption was estimated at 3000 years ago. Much of the southern tip was all volcanic rock and sand. We never thought we would be driving on Baja’s volcanic rock!

Heading across to the other side.

It’s hard to see, but this is the Oyster farms. They have huge netted cages in the water.

Volcanic Beach.

This is the Volcano cone that made the beach we were standing on. It was estimated that it last erupted 3000 years ago.

[​IMG]Driving on sand covered volcanic rock. The GMZ Cutthroat tires did great.
[​IMG]Heading down to another beautiful beach.
[​IMG]Once we were done spending the day running around the peninsula and checking out the beautiful volcanic & sandy beaches. We headed back to town to top off with fuel for the big run home the next day. Before going back to the Hotel we stopped by Jardine’s Hotel & Restaurant to see what was on the menu (Catch of the Day) and to see what room rates were for maybe next time. Old Mill is great as its right on the water, but each place has its beauty. Jardine’s is about a 1 mile inland on the same road as the Old Mill, and is another great place to stay. The owners of Jardine’s are Retired Americans who have chosen to live out their days in Baja, and they built a beautiful place. So once back at the Old Mill we had logged another 80 miles for day 2. Compared to most days where we average 200+ miles, 80 miles was a very short day, but worth every mile not ran!
[​IMG]So the plan was to spend a few hours cleaning up, have a few drinks on the porch and just kick back talking about the trip so far. (The Old Mill, Don Eddies Jardine’s etc.. are all on well water and the water is Brackish, which means it still has a slight mix of salt water in the fresh water. So don’t plan on lathering up when showering as soap does not lather in salt water!) After getting cleaned up and having a few drinks on the porch, we headed back to Jardine’s to have dinner. The food was great!
[​IMG]Now this is some shrimp!

Day 3

This would be a another full day as we are going to run all the way back to Rancho Veronica. We ate breakfast at Don Eddie’s again. We asked the day before if they could have food ready for us by 6:45-7am, as we wanted to hit the road by 8am. Each day we had to load the UTV & buggy as we would pull all the gear & bags out every night and store them in our rooms. Another plus for using the Motopocket bags is they can be quickly removed as they are velcro’ed in. Awesome product! Also places like The Old Mill, Don Eddie’s & Jardine’s all have security at nights, so for the most part you can feel your stuff is safe. Plus you are several miles out of town and not likely to get unwanted traffic at night. Because we stay in the rooms out front of the old part of the Old Mill hotel, Javier also leashed up one of his dogs out by our rooms and buggy’s. If anyone came walking around the dog would bark alerting us and the security guard who might be taking a siesta in his car! LOL![​IMG]Some dirty gear bags. The Motopocket bags were another great addition this year. Easy in & out.
[​IMG]Don Eddies for breakfast.

Unlike Day 1 where we had to skip the last beach section due to high tide, we ran it back North. We again had to navigate some new fences along the route and try to skip some of the small silt beds we found on day 1, only to find a few more in other places. Like California, Baja has been in a drought so some of these silt beds are forming in places we have not seen before.


Large cobble rock. You don’t want this to get caught between your wheel & brake caliper. It will do some serious damage. They actually have camps along the beaches that bag up the rocks that get washed ashore. I bet this is the expensive rock we are buying at the Home Depots.

[​IMG]Once back to Pirates Cove we met up with our friend and retired Policia Chief, Oscar. A few months ago Oscar had to have eye surgery due to an on the job injury he suffered several years back. Oscar had to find an eye specialist to save him from being blind forever, as his eyes were getting worse. We were glad to see him up and around. We had some things for him & his family, but could not stay long as we still had a good 200 miles to go.
[​IMG]To save some time and to save finding our way around some of the new fences we worked our way up to San Telmo and jumped on Hwy 1 heading North back to the Grape Vine road. This would put us on the Hwy for about 18-20 miles, which is not what we like to do. This trip had more black top running then we normally do and we talked about this, but like I mentioned you have to be ready to have a change of plans in Baja. We also figured we could make it all the way back to Valle De Trinidad on fuel as we had 10 gal in the rack. Well wouldn’t you know it running 50-55 mph for that long of stretch on the black top Hwy, and with the warmer air temps the Orange UTV blew a belt about 5 miles short of our turn off. We run Polaris belts and this XP900 belt blew with 10miles short of 2,000 miles on it. (The Blue XP4 has the XP1000 belt PN# 3211180) This will be two Baja trips plus a desert season on it. It will be interesting to see how it looks when I pull the belt off.) Unlike the buggy’s you just can’t buzz these UTV’s up for that long of a stretch. I was just talking to my co-rider about this, as you could feel the heat increasing in the cab of the UTV. Garry who was driving the Orange XP4 made a comment on day 2 that he was hearing a noise like a rock or something hitting the driveshaft? We looked and could not find anything. He also felt maybe the belt had or was slipping a bit. I mentioned when at the hotel about pulling the cover and checking it out, but at the time he thought he was OK as it was not consistent. Now he knows that was probably what was happening, and now he knows that’s a good warning that he needs to inspect and maybe change the belt out before it breaks. (You’re always learning!) The good news is we could see a Pemex gas station to tow it to and give us a place to work. Bad news is it was a new station being built and the security guard told us his boss would not let us park there in the shade as he would get in trouble. He made a call to his boss and got the OK to let us park out front and use the shade from the sign.[​IMG]
[​IMG]This is Hwy 1, which is the main Hwy from the US Border to Cabo. Roads are narrow with not allot of places to pull off.

Towing up the road to a safer place to work. Lucky we actually had a shoulder as 98% of Hwy 1 does not.

Changing the belt took us about 45 minutes as I was the only one who knew much about changing belts, and I had never changed a broken belt in the field. Plus the clutch was damn hot! We did have a few cords wrapped up around the secondary, which took most of time to get out. Did I mention it was hot! Also in order to ensure we got all of the pieces out of the exhaust duct, we had to pull the rear seat rack to get the engine cover off. This was a great test to prove we built the racks right, as they are mounted using the stock seat bases. It took only a matter of minutes to unload and pull the racks. Very cool!


Once fixed and back on the road we got to the Grape Vine crossover road and made good time to Valle De Trinidad. Once again we fueled up the UTV’s & gas cans in Valle T and we were good to go all the way back toRancho Veronica. This was also a good place to take a quick break and snack. We pulled out of Valle T and ran Hwy 3 back up until we found a gate that we could open and cut back onto the dirt road heading towards Santa Catarina & eventually the Compadre Trail. Once off the Hwy and back on the dirt we ran a good pace with no issues all the way back to Rancho Veronica in Tecate. We pulled into the Rancho at about 6pm. Day 3 ended with running another 254 miles. This put the total trip at 580 miles. This made 2015’s trip 57 miles shorter than 2014’s. But that is really close considering our day 2 was only 80 miles as we stayed around San Quintin.


You never know what you will run up on. We have no idea what ranch this truck might have been going to or how long it had been sitting there? We never came across anyone.

A quick break and topping off the XP4’s with the gas cans before we make our turn onto the Compadre Trail back to the ranch.

The turn towards the Compadre Trail and the pine forest.

Back where we started!

We did it! Another 580 miles of beautiful Baja.

Crossing the border back into the Good O’l USA.

Overall this was a very fun & successful Baja trip and all the improvements like the GMZ Cutthroat tires & Motopocket bags, worked awesome. This year we also carried the Black Rhino power supply / jumper and the CV Saver CV boot, which neither was needed, and that’s the way you want it. But it was nice knowing we had those additions this year if needed. As soon as I open up the air filter I will share the results I find with the R2C filter. Same with the belt on the blue XP4. I would like to see what it looks like after two Baja trips and a desert season on it. I also want to thank Black Rhino & Alba as these are the shops I use to prepare for these Baja trips.

If you have any questions or comments please feel free to ask or share. I also answer PM’s but prefer you post your questions on this thread as it shares with everyone. I enjoyed answering everyone’s questions last year and possibly helping the next guy take on Baja. I believe the 2104 trip inspired 3 or 4 people to take the Baja challenge and they had an awesome time. Will you be the next?

Ask questions to the author and see his full thread in our forum by CLICKING HERE



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Wheel Offset and Suspension Performance http://www.utvunderground.com/wheel-offset-and-suspension-performance-32191.html http://www.utvunderground.com/wheel-offset-and-suspension-performance-32191.html#comments Tue, 22 Sep 2015 17:23:00 +0000 http://www.utvunderground.com/?p=32191 The Affects of Wheel Offset and Suspension Performance
By: Shock Therapy (www.ShockTherapyst.com)

Tuning off road suspension on a daily basis allows us to drive many vehicles with many set ups and different environments. UTV’s, sand cars, super lite, Pro 4 and Trophy Truck are just a few. So it may be safe to say that we haven’t quite seen it all but surely we are pretty close. With the increase in UTV traffic at the shop there is one thing that we see a lot that is a serious issue people should know about. Wheel offset and tire height.

For the purpose of this subject we are going to talk about a Polaris XP1000 but these things translate to all cars and trucks. They just may be different numbers.

One of the first accessories that people purchase for their new RZR or any UTV for that matter are wheels and tires. Better traction, taller tire, better ride, cooler wheels and wider wheels are just some of the reasons which are all good. But, if you choose the wrong wheel offset for the tire height you will get some serious negative issues that most people are not prepared for. Put simply, if the wheel is too wide or the wheel offset places the tire wider by too much, it will negatively affect the front suspension geometry and cause problems. Some of these issues are:

  • Excessive feed back into the steering wheel
  • Steering tracking with any line in the road or trail, wandering
  • Stiff steering feel, slow to respond
  • Overall stiff, rough ride over all obstacles
  • Premature wear on all front end and steering parts

How does this happen? Too much “scrub radius” in the front end geometry caused by wheel offset. What is “scrub radius”? Stand in front of your front tire and imagine a line running through the upper and lower ball joints of the spindle that continues to the ground. This imaginary line is called “king pin inclination”. This is also the line that your wheel and tire pivot on when you turn the wheel. Now imagine a line running through the centerline of the tire from top to bottom where the tire contacts the road. The distance between where these two lines where they contact the road is called “Scrub Radius”. We have made some CAD drawings of this to illustrate what we are talking about. These drawings show the 4130 boxed arms and spindle system on the Jagged X, SCORE and BITD car. Thanks to Cutting Edge for the boxed arm drawings. This is a completely STOCK geometry system depicted. In the first drawing we have a stock 5/1 wheel offset with a 28” tall tire. The scrub radius is shown at the bottom at .427”. This means there is less than half an inch between the king pin inclination line and the tire center line where the tire contacts the road. Shown here where the red and green lines end at the tire contact patch.


The smaller the scrub radius the less feedback to the wheel you get. The larger the scrub radius the more feedback and shock load you get. Some road feel in the steering wheel is a good thing. This can let your hands tell your mind what the car is doing. Too much scrub radius causes all of the problems I listed in the beginning.

How much scrub radius is just right and how much is too much? This is pretty tough to answer because every form of motorsport requires different amounts for each intended use. For instance, road racing, go carts or even the new Vette off the dealer lot use a lot of scrub. As much as 1.5” to 2.0”. This is fine if you don’t hit any rocks. Smooth road courses and lots of power steering and less than 3” of wheel travel can cover up the negatives and allow you to turn a bit better and feel more through the wheel in this situation. But, off road is a completely different animal. The last thing you want to do is feel a 6” rock or 10” ledge or 2 foot tall whoop every time you hit it and worry about losing a thumb to the steering wheel in the process. Additionally, taller, heavier wheels and tires used in off road for strength and for better ride quality place way more stress on the front end components and that stress needs to be managed. Too much scrub radius magnifies this stress exponentially. As the tire height and weight goes up, the scrub must go down. Industry norms are as follows:

  • Sand cars 1/2 to 1” of scrub radius
  • Class 1 off road, 1/2 to 3/4” of scrub radius
  • Trophy Truck 1/4 to1/2” of scrub radius

Only three things can change scrub radius. One, spindle design which also means new upper and lower arm design. Since most people are not going to design a whole new front end for their RZR, this option really isn’t an option.

Two, wheel offset. The wider the wheel is the more scrub radius you can get. More importantly, the more wheel offset you get (less to the inside and more to the outside) the more scrub radius you get. Stock RZR 1000 front wheels are 5” inside and 1” outside. This is measured from the hub mounting flange or where the wheel bolts to the car. A 4/3 wheel has 4” inside and 3” of wheel outside of the hub flange.

Three, tire height. The taller the tire gets on a given front end and wheel offset the less scrub radius you get because the two lines (tire center line and king pin inclination) have a longer distance to intersect as the tire gets taller. The CAD drawing below shows a stock wheel at 5/1 with a 30” tire on it. The scrub radius has gone down from .427” with a stock tire to .343” with a 30” tire. This set up would be very smooth feeling. It would have a very low stress level on the front end parts and would never add to a rough ride. Road feel is less but by such a small amount it would be hard to notice.


This brings up the question “what is the right amount of scrub radius for a UTV”? The answer is purely subjective and open to debate but if you want our opinion we would say that no less than 1/4” and no more than 1”. The reason we say this is because the wheel and tire package on most UTV’s are comparably lite. Between 28lbs and 65lbs and not that tall. The loads developed by these are way under a Class 10, Class 1 or Trophy Truck. You can get away with a little more scrub (1”) than these other cars can. We can also say this because we have driven UTV’s with scrub numbers in this range and we would say anything in this range is fine. This means that a 5/1 or 5/2 wheel offset is great for tires from 28″ to 31″ tall on an XP. Just remember that 1” of scrub radius has more road feel in the wheel and more force applied to the front end. 1/4” of scrub has less of both but may not have enough road feel for some people. Factory is just under 1/2” at .427.

Now let’s take a look at how bad the scrub can be with some of the popular wheel and tire combinations out there. Below is a CAD drawing of a 4/3 offset wheel with a 30” tire. It has a 1.843” scrub radius! Wow that is a lot. This is the wheel and tire combination that we see the most problems with.


Customers complain of rough ride, wandering steering, arm pump and worn out front ends. A lot of people bring their cars to us hoping that our suspension kits will fix their issues not knowing that it isn’t the suspension’s fault. But, sadly the answer is no, out kits won’t fix their geometry problems. The suspension will work better and feel smoother but the underlying issue is still there and will continue to create problems.

Some of you may already have a 4/3 offset or more and wonder if going taller with the tire will help you. The answer is yes, but, not nearly enough. If you jump up to a 32” tall tire you will only lose .083 of an inch of scrub. The scrub radius only dropped down to 1.760”. Still way too much. As a matter of fact, you would have to run about a 50” tall tire to get it under an inch of scrub and all the way up to a 63” tall tire to get it back to stock scrub radius. The drawing below shows a 63” tall tire and .423” of scrub radius. Ridiculous I know.


Here are some combinations that work just fine and drive great. Below is a 28” tall tire (stock) on a 5/2 wheel. .927” of scrub. This is pushing it a bit close to the 1” max but this ok.


This is a 30” tire on a 5/2 wheel. This has .843” of scrub. Better than the stock tire and well within the “happy” range.


This one shows a 32” tire on a 5/2 wheel. It has .760” scrub. Very good combination. Clearly you would be just fine with any of these.


You may wonder why, the wheel company’s offer a 4/3 or even bigger offset wheel if there are so many issues with it. After all, they should know all about scrub radius right? Well, the reason we have heard from some in the industry is that the 4/3 offset was perfect for the RZR 900 front spindle. When the 1000 came out with a wider axle length in order to get more travel, the extra width went into the spindle design and into the wheel offset of 5/1. Since the wheel companies already had the molds and tooling for the 4/3 offset they continued to sell them while they developed a 5/1 or 5/2 offset. Good or bad, that was it.

It is also good to note that if you are duning only, you can run more offset and scrub radius than in an off road scenario. The reason is the dunes are pretty smooth with the exception of around camp so the excess feed back from rocks or ruts doesn’t exist in the dunes. The extra scrub radius will help with turning a bit as well. Also, wider can be more stable in the dunes but when you hit the chop and whoops you will feel that extra scrub radius in the wheel for sure. A lot of personal preference in the dunes.

In conclusion, the reason we have listed all this information is to help inform and educate. Because if you know why something acts the way it does you can make better decisions and more informed purchases. Any wheel and tire combo will work and drive. Just understand the difference in drive-ability and longevity that come with those choices no matter which way you go.

We hope this helps,

– Shock Therapy

For more articles and videos on these and other subjects go to Shocktherapyst.com

Thank you to Cutting Edge for the boxed arm drawings.

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2015 RMURA Round 5 http://www.utvunderground.com/2015-rmura-round-5-32150.html http://www.utvunderground.com/2015-rmura-round-5-32150.html#comments Tue, 22 Sep 2015 15:34:00 +0000 http://www.utvunderground.com/?p=32150 2015-rocky-mountain-utv-racing-association-round-5-utvunderground.com010

Snemyr Wins in RMURA at Grand Junction Motor Speedway
Rocky Mountain UTV Racing Association Round 5 Report

The fifth round of the RMURA series made its return to Grand Junction Motor Speedway in Colorado, and Eric Snemyr won in his debut race in the Rocky Mountain UTV Racing Association Expert Class followed by Mike Schaad and Josh Tatman to round out the Expert UTV podium.

Expert SxS Points leader, Chris Deshon, led the field at the start, but bicycled his Polaris RZR into the first turn, handing the lead over Eric Snemyr. Deshon charged back through the field and was challenging Snemyr for the lead, which caused him to clog his radiator from the dust, which over heated his RZR and sent it into limp mode and out of the race, which allowed Snemyr to run away with the win.

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“Chris Deshon is a quick guy, but apparently I overheated him with the dust behind me,” said Snemyr. “The course was awesome. I’m invested in the series now. I definitely plan to run some more. I’m surprised at how well I did.

Mike Schaad ran his own race, running alone in second for much of the race. “I pulled the holeshot, gave it up and then took it back,” explained Schaad. “I broke away from the pack pretty quickly and then ran by myself. This is my fifth race this season. I love racing. The course was awesome. It was pretty brutal when the shocks faded, but it was gnarly and it was fun.”

Josh Tatman broke an A-Arm in practice and figured his weekend was over. That is until Deshon helped him get back on track. “He grabbed an A-Arm for me, and he even helped me put it on,” said Tatman. “Chris is a true competitor. It was pretty dusty and I got rear ended, but we’re happy with the podium. I waited until the end to put in my best lap times. I didn’t expect to be on the podium, and I can’t wait to do it again.”


Deshon leaves Round 5 with the championship lead, but it has gotten much tighter going into the season finale with a 44 point lead over Mike Schaad moving up into the second spot ahead of Kyle Raley

In the Women’s Powder Puff class, Chelsea Cisneros drove through the entire field to take the win race, ahead of Jenny Meeker and Rebecca Rector. “My engine died at the start and I had a time getting through the field,” said Cisneros. “Starting at the back seemed like a good idea today. This is my third race and my first win. This is awesome; just amazing. I loved the jumps here.”

In the Sportsman SxS 1000 class, Evan Gallegos finished first, followed by Chase Slaugh and Mike Slaugh. It marked his first RMURA victory. “We race Rocky Mountain UTV and this is part of the sport; we love it,” said Gallegos. “We get to see a lot of different tracks with jumps and obstacles. This is a great crowd. I came out of the holeshot and had to hold it out of the dust. We didn’t feel like eating anyone’s dust today.”

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In the Youth SxS class, Zavier Galaviz took his first win of the season. Conner Hughes took the holeshot, but faded on the first lap, handing the lead to Tanner Kammerdiener. Kammerdiener went off course on the tabletop handing the lead and eventual victory to Galaviz. Kammerdiener and Hughes finished second and third, respectively.

“I was dying to ride today,” said an exuberant Galaviz. “I gave it my all and did pretty well. It was super exciting to get this win.”

Round 6 and the season finale of the Rocky Mountain UTV Racing Association is scheduled for October 10 at IMI in Dacono, CO.



1 Expert 1000  #901   SNEMYR ERIC
2 Expert 1000  #923  SCHAAD MIKE
3 Expert 1000  #21     TATMAN JOSH
4 Expert 1000  #944  RALEY KYLE
5 Expert 1000  #621   RAY MITCH
6 Expert 1000  #970  FISHER BRIAN
7 Expert 1000  #951   DESHON CHRIS
8 Expert 1000  #037  HUGHES DWIGHT
9 Expert 1000  #808  GALAVIZ ERIC


1 Powderpuff    #13          CISEROS CHELSEA
2 Powderpuff   #959        MEEKER JENNY
3 Powderpuff   #1983      RECTOR REBECCA
4 Powderpuff   #01           PEIL JENNY

Photos & Story by: Harlen Foley

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2015 Sand Sports Super Show http://www.utvunderground.com/2016-sand-sports-super-show-31935.html http://www.utvunderground.com/2016-sand-sports-super-show-31935.html#comments Mon, 21 Sep 2015 17:00:00 +0000 http://www.utvunderground.com/?p=31935  


The 2015 Sand Sports Super Show (SSSS) has come and gone. Once again, UTVs dominated the show with the Polaris RZR certainly being the number 1 machine customized for display. But despite the RZRs popularity, the show buzz circulated around both the new Yamaha YXZ1000R and the Speed Energy/Robby Gordon lineup of Arctic Cat Wildcat’s. It was easy to see that Polaris has some competition rolling into the 2015/16 desert season and while they may have enjoyed the bulk of presence once again at the SSSS, it looks as if we may finally see some solid competition from the others by the time next years show rolls around.

There were only a few modified YXZ1000Rs on hand at the show but they all garnered some level of attention. Weller Racing and IMG Motorsports both brought out our 2 favorites while Alba displayed a turbo model they have been working on for the past week or so. Everyone wanted to climb in them, crawl over them and debate if it will in fact be the “Game Changer” so many claim it to be online. One things for sure, companies are not holding back on developing products for them. Already we are seeing suspension kits, wheel and tire packages, seats, and chassis mods being developed and we expect to only see more as we approach November.


Arctic Cat for the first time put their new Robby Gordon developed line of accessories on display for the public to see. From redesigned trailing arms to new body styling, these new Wildcat’s certainly garnered attention. But the real push for Arctic Cat wasn’t their booth (which to me always seems to be in obscure part of the show in between where you eat and where the kids play in the fountains) it was the Stadium Super Trucks races where Arctic Cat now enjoys participating as being one of the title sponsors. As part of the Robby Gordon deal to help develop products for Arctic Cat, they also sponsor his off-road stadium truck show which travels around to venues and race events and puts on an off-road show using a spec’d truck designed, built and even raced by Robby Gordon himself. Their biggest show is at the X-Games where some of action and motor sports biggest names participate. But something new is coming to SST and thats the inclusion of a UTV class which will utilize spec’d Arctic Cat Wildcat’s for competition. Its Polaris RZR Terracross meets Robby Gordon SST with Arctic Cat and its a great idea and one Robby has been working on for a long time. It seemed as if SST had struggled to find the right partner until now and its exciting to see Arctic Cat finally getting some good attention again from the off-road racing community. SST hosted races all 3 days at the SSSS and even gave yours truly an invite to drive one of the new SST Wildcat’s in a race during the weekend. Unfortunately my schedule didn’t allow for me to play but from what I heard the races were fun and exciting.

While many talked about the vehicles at the OEM level, people don’t come to the SSSS to look at stock machines, they come for customization and there was plenty of it! From the LS2 Powered RZR XP4 that TMW built to the full carbon fiber truck bodied RZR XP4 that SDR put together, the industries biggest builders definitely brought out all the stops to draw attention to their brands and show everything they were capable of producing. TMW & SDR weren’t the only companies snapping necks with jaw-dropping builds, companies like ProLineWraps, NextLevel Aluminum, Madigan Motorsports, Magnum Off-Road and Grounded 4 to name a few were certainly holding their own and showing the off-road world that there is a ton of variety when it comes to quality builds and selection.


The SSSS is known as the place for companies to introduce new products to the sport prior to the kick off of the west coast riding season. Some products really grabbed our attention like the new SB Filters “Particle Separator”. This device works in conjunction with your factory or aftermarket intake system and borrows technology from helicopters. Essentially as you ride into dusty, sandy or silty terrain, the SB Filters product will separate the debris from the clean air passing into your engines intake eliminating a ton of the power robbing debris entering your intake system and prolonging your filters life. It seemed as if everyone had something new to show whether it be a new roll cage design, suspension kit, seat or light. What makes this show so cool is all of the new and exciting stuff you see.

We were stoked to have a few machines on display around the show one of which was our brand new SDR Motorsports built 2016 Polaris RZR XP Turbo. Our Turbo featured many new products including the NEW SDR Hi-Bred +3 suspension system, NEW Walker Evans Racing 2.5″ Velocity Series Shocks, NEW WhipTech LED accent lighting and whips, NEW RacePak UTV dash, and NEW GMZ 30″ Sand Stripper Tires. Our blue and silver Turbo was a show hit and many wish it was for sale according to the guys at SDR! Sorry guys, this ones ours for now!!


In addition to our new Turbo on display in the SDR booth, we had a couple other awesome machines. Our 2015 Can-Am Maverick Max built by Madigan Motorsports that we call the ENZO was on display in Madigan’s booth. This desert themed pre-runner always gathers a ton of attention due to its totally unique and over the top look. Those who run the hard pack desert terrain can’t help but fall in love with this bad-ass build! In our very own UTVUnderground booth we had our brand new CageWRX built 2015 Polaris RZR XP1000 desert race machine on display. This was the first time anyone outside of our team got to lay eyes on our bad ass new race RZR.

We love to ask the question to people on what their favorite machine or product was at the show and we know its so hard to choose just one. Of course we love our new Turbo and to us that was our highlight vehicle. But outside of that to pick one machine would be very difficult. But if I have to select one I would say it would be a toss up between the new SDR RZR with Carbon Fiber GlazzKraft truck body or the TMW LS2 Powered RZR. I pick those two not to be trendy but because of their innovation and craftsmanship and while very few would ever spend the time or money to recreate these machines, its the cool factor of pushing the envelop of our sport that I think makes them the stars of the show. Now sure, there were a ton of insane machines and I could make a case for many other UTVs that were on display but these 2 vehicles gave us exactly what we expect from the SSSS!

Arctic Cat SSSS

Once again I would like to personally thank each and everyone of you who came by our booth, stopped by to say hello, purchased some merch and supported our growing site. We have come along way since our first SSSS in 2009 and its an event we look forward to attending each and every year. So thank  you very much to all of you for making this year one of the best yet!

I want to also thank the entire Sand Sports Super Show staff for making this the best year in terms of moving in and out and for organization. They did a fantastic job and this show is not just a fun one, but its important for our sport and continues to be a major part of our riding culture. So thank you to everyone who plays a roll in making this show the best off-road show in the world!

Now that the SSSS is over, its time to get those machines prepped and ready because Camp RZR Glamis is coming and we expect to see all of you displaying in the Show & Shine competition!!

See you in the dunes..

Joey D.


See more commentary from the SSSS in our forum by CLICKING HERE

Photos by: Rusty Baptist & Ernesto Araiza // UTVUnderground.com || Other images submitted from Web and taken from the Sand Sports Super Show Facebook Page


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2016 Can-Am Defender Lineup http://www.utvunderground.com/2016-can-am-defender-lineup-31837.html http://www.utvunderground.com/2016-can-am-defender-lineup-31837.html#comments Mon, 21 Sep 2015 14:00:34 +0000 http://www.utvunderground.com/?p=31837

All-New 2016 Can-Am Defender

Can-Am infuses its DNA to utility-recreational side-by-side vehicles by introducing the Defender. New from the ground up, this vehicle was designed and engineered to establish new standards in tough performance, industry-leading terrain capabilities and working proficiencies as well as clever versatility and functionality.

Can-Am Defender side-by-side vehicles are built to be tough with true, heavy-duty Rotax engines tuned for demanding work. Choose between a 72-hp Rotax HD10 and Rotax HD8 with 50 hp and high torque to get the job done. The rear-mounted engines are mated to a PRO-TORQ Transmission with the exclusive Quick Response System (QRS) that enhances low-speed riding, offers smooth engagement and better belt life with its optimized ventilation and electronic belt protection for true dependability. A high-precision chassis offers greater strength and rigidity infusing automotive technologies with off-road capabilities. An easy and cost effective maintenance system requires no break-in maintenance and lets owners spend more time getting jobs done.

The capable Defender provides exceptional performance with control and delivers to the operator the confidence to go almost anywhere. Each Defender features a Can-Am-exclusive TTA-HD rear suspension providing optimal comfort and drivability as well as long durability. The TTA-HD is borrowed from unique and proven Can-Am TTA rear suspension, but redesigned to handle heavier loads. The Defender is laden with unmatched terrain competencies with its versatile 4-mode traction system, three selectable engine operating modes, superb tight turning radius and available, specific-tuned Dynamic Power Steering (DPS) for enhanced maneuverability and comfortable suspension with 10 inches (25.4 cm) of travel.

When it comes to hard work, the Defender will impress with its class-leading towing, hauling and payload capabilities. All Defender vehicles are built with clever and adaptable solutions to work smarter. The versatile cargo box can haul up to 1,000 pounds (600 pounds in California model) and is easy to dump. Furthermore, it is LinQ quick-attach accessory compatible and is functionally designed for the workingman with multiple integrated recesses, cutouts, walls and tie-down points. The Defender family of vehicles offers exceptional comfort with optimized ergonomics to fit a wide assortment of users. The roomy and intuitive cockpit features tilt steering, an A-pillar that has been configured to improve entry / exit as well as visibility and a VERSA-PRO bench seat featuring a 40/20/40 profiled bench seat for three adults as well as plenty of modularity. The industry’s most versatile cockpit provides a high modular dash storage with an exclusive quick attach toolbox, available removable waterproof under seat storage, cup holders and more.

Ultimately, consumers can choose from several models and two different engines and then customize the vehicles to their own personal likes / needs. They can make it their own with numerous cabin options for work, recreational use and hunting, as well as a full line of factory-installed cabin accessories that mount flush on the profiled cage.

The Can-Am Defender side-by-side vehicles share the same proven heavy-duty Rotax engines, PRO-TORQ Transmission, high precision,
rigid chassis, TTA-HD rear suspension and easy serviceability and a three-year limited promotional warranty. Designed to be reliable and easy to service, the Can-Am Defender, available in four different packages (Standard, DPS, XT and XT Cab), has no break-in requirements and is maintenance free for the first year (1,865 miles / 3,000 km or 200 hours). When it comes to a dependable, rugged modern-day workhorse, nothing compares to the 2016 Can-Am Defender side-by-side vehicle, engineered to be tough, capable and adaptable for the end user.

Rotax V-Twin Engines
Can-Am engineers, pulling on many years of heavy usage in the field, took two heavy-duty, rear-mounted Rotax V-Twin engines and recalibrated them for true work use in the Defender side-by-side vehicles. Available with either a Rotax HD10 or Rotax HD8 engine, the Defender side-by-side vehicles offer two very capable work-focused powerplants. The 72-hp Rotax HD10 V-Twin is specifically tuned for serious work but also offers 61 lb-ft torque and peak torque at lower RPM for optimal delivery for recreational use. At 4,000 RPM, the HD10 offers 20% more torque than the top selling competitor of the segment. The work-focused Rotax HD8 V-Twin delivers 50 horsepower and 50 lb-ft torque for tough tasks. The V-Twin engines are located in the rear of the Defender chassis to reduce noise, cockpit heat, improve access, and reduce vibration.

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PRO-TORQ Transmission
The PRO-TORQ Transmission was specifically calibrated to meet the utilitarian demands of the Defender side-by-side vehicle. This new generation of transmission features a Quick Response System (QRS) that enhances low-speed riding, delivers smoother and more responsive power delivery and offer precise engagement. Larger CVT ratios with a work-specific low gear ensure optimal torque delivery for heavy loads. At low speeds, optimized ventilation improves belt durability and ensures more efficient power transfer. The Electronic Drive Belt Protection monitors the CVT belt to determine its condition and alerting the driver when necessary. This device offers belt-spotting protection for if a driver is in high gear, but should be in low gear. The vehicle will not move and a “LOW GEAR” message will appear on the gauge, alerting the driver. The Defender side-by-side vehicles come standard with Park, Reverse, Neutral, High and extra Low, the system offers smooth shifting. Integrated hill descent control supplied smooth, predictable deceleration. A helical gear transmission provides a quiet environment for the operator. The rear, maintenance-free differential gear-on-gear components are more efficient, responsive and also built to last.

Maintenance free for one year
With zero break-in maintenance required and a yearly maintenance schedule, the Defender side-by-side vehicles reduce total maintenance costs to the buyer. The yearly advised maintenance is 1,865 miles (3,000 km) or 200 hours. Along with reduced maintenance, the engine and transmission are more do-it-yourself service friendly, offering easier access to key maintenance items.

Easy access for serviceability
Can-Am engineers, gathering insights and feedback from end-users, created a convenient platform for service, improving access to
components with a special focus on Do-It-Yourself and ease of maintenance. A Service Center is located beneath the front hood with easy access to brake fluid container, toolkit, fuse box and diagnostic connector. At the rear-end, critical elements such as engine bay, oil dipstick, air filter, CVT, transmission and coolant are also easily reachable thanks to the wide opening-box possibility. Other critical parts such as the battery, bushings, drainage and cleaning holes and lighting bulbs have been also strategically positioned for a quick-access.

3-year limited promotional warranty
As a special launch promotion, the Defender side-by-side vehicles will also include a 3-year limited promotional warranty to give owner’s peace of mind knowing BRP stands behind the reliability and durability of its products.

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High rigidity chassis
The Defender is extremely capable off-road and a legitimate workhorse that uses an all-new, high-precision, laser-cut tongue-and groove chassis that automotive-like technology and fabrication tolerances that are in line with modern pick-up trucks — a powersports industry first. The High-Strength, Low-Alloy (HSLA) grade steel means a more rigid design for taking the strain of heavy-duty chores. Can-Am engineers put the Defender through the new rigorous Utility Test Cycle at the winter and summer testing grounds to ensure its toughness.

650W magneto
This package provides an extremely powerful magneto, a 650-W output, for handling high-powered lighting or other key accessories.

Integrated central front steel bumper
The front bumper offers protection for the front end, yet is minimalistic in its appearance.

Central skid plate
A full-length, central skid plate lines the underside on the Defender vehicles to protect your vehicle from the asperity of the ground.

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The Defender vehicles are engineered to offer versatile performance in varying terrain with control, whether it’s for serious work or recreational enjoyment. The Defender family is outfitted with a dependable and plush suspension, tight turning radius for unmatched terrain capabilities and maneuverability to supply drivers the confidence to go practically anywhere. The Defender lineup also features industry-leading towing, hauling and payload capacities.

True 4-mode traction system with Turf Mode and front auto-locking Visco-Lok
Defender offers a new 4-mode traction system providing choices for varying terrain or tasks. Users, via a separate front-and-rear toggle switches, can select between a 2×4 open rear differential for tight turning and turf protection, a 2×4 lockable rear for improved 2WD traction, a 4×4 open rear for more maneuverability in rugged terrain and a 4×4 locked rear for maximum traction. Regardless of mode, the Defender is designed to offer a tight turning radius for improved maneuvering in tight, technical terrain. The rear differential is gear-on-gear to the transmission for better response, no maintenance, better efficiency and fewer components. Lockable rear differential is part of the Convenience Package on HD8.

Double A-arm front suspension with twin tube gas charged shock (10-inch / 25.4 cm travel)
The Defender vehicles have a front double A-Arm suspension system designed to offer predictable handling and control even in difficult terrain. With 10 inches of travel, the ride is smooth in all situations, even when carrying heavy loads.

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TTA-HD rear suspensions with external sway bar and twin tube gas charged shock (10-inch / 25.4 cm travel)
The Torsional Trailing A-arms (TTA) rear suspension, which was designed specifically for a utility and recreational usage, offers a full 10 inches of travel to provide a smooth ride whatever the terrain. Its architecture offers optimal comfort and drivability in all conditions, thanks to no camber change. The Defender vehicle’s TTA-HD wears more bushings than some competitive units and are also larger and greaseable on both the chassis and knuckle, resulting in a more durable setup. In addition, the TTA-HD features a wear plate between the suspension and the chassis, preventing direct friction between those two. This all translates to a more controlled wheel movement when driving, and an increased longevity. The system also includes a removable external sway bar to enhance traction and the transfer of power to the ground when needed.

11-inch (28 cm) ground clearance
The Defender side-by-side vehicles offer 11 inches (28 cm) of ground clearance for maximum performance for conquering difficult
terrain or carrying a maximum load.

25-inch (63.5 cm) Maxxis tires
The front 25 x 8-12 and rear 25 x 10-12 Maxxis tires are mounted on 12-inch painted steel wheels.

12-inch (30.5 cm) steel wheels
The black painted steel wheels are a perfect fit on the utility-recreation focused Defender.

Four 220 mm disc brakes with hydraulic piston calipers
The Defender side-by-side vehicle uses twin piston calipers with two 220 mm discs up front and two 220 mm discs with a single piston caliper at the rear for superior stopping force when pulling heavy loads.

140-W lighting output and LED tail lights
For a superb wide-visibility, two 35-W reflectors on each side run at 140 watts on high beam to provide more than enough candlepower for early-morning scouting trips, trail rides or late-night farm chores. Tail lights are LED for enhanced visibility in all conditions and confer a new level of refinement.

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Tight turning radius
The Defender side-by-side vehicles have a tight 13.1 feet (399 cm) turning to allow for easy maneuverability in restricted work environments, hauling heavy loads and for recreational use. When turning a full circle, the vehicle has a 2-foot (60.9 cm) shorter diameter than the segment’s top-selling competitor.

Optimal weight distribution
The 42 / 58 weight distribution ensures a strong footing whatever the nature of the ride or the landscape.

Towing / Hauling / Payload
Handling serious chores is easy thanks to the Defender side-by-side vehicle’s strong Rotax V-Twin engines and exceptional towing, hauling and payload capacities. The Defender is rated to tow up to 2,000 pounds (907.2 kg), haul up to 1,000 pounds / 454 kg (600 pounds / 272.2 kg in California model) in its large cargo box and has a 1,500-pound (680 kg) payload.

2-inch rear hitch receiver
A 2-inch hitch receiver equipped all Defenders. Its standard size means a hitch can be transferred directly from a typical pick-up truck.

Fuel Tank
Combined with an industry-leading 10.6-gallon (40 L) fuel tank and excellent fuel efficiency, the Defender side-by-side vehicles provide maximum range for both serious work and recreation.

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The Defender family of utility side-by-side vehicles offers clever and meaningful solutions, enhancing ease of use and helping owners work smarter. Can-Am engineers and designers crafted the Can-Am Defender side-by-side vehicles’ ergonomics to accommodate a wide range of users while at the same time providing comfort, convenience and an unmatched fit-and-finish. Owners can make the vehicle their own by fully utilizing the cargo box’s versatility and taking full advantage of the adaptable storage areas.

Versatile, integrated Cargo box with sturdy tailgate
The highly durable Cargo box has a 1,000 pounds / 454 kg (600 pounds / 272.2 kg in California model) load capacity and has dump assist levers. It also features a versatile configuration that can create a customizable dual-level setup or completely separate compartments. Strategic features include 5-gallon (18.9 L) pail recesses, integrated anchors on the sidewalls and several tie-down points for added convenience. To fully optimize the sizeable cargo box, consumers can divide up the box using the integrated recesses. The box allows for both 1×3 (inch) and plywood separators and accepts bed extenders for refining the bed’s overall dimensions. The cargo box is adaptable to accept 14 LinQ quick-attach accessories for further customization. Complete with cable supports and metal bars, the reinforced tailgate can withstand ordinary farm use and serve as a seat during your lunch break (max weight: 250 pounds / 113.4 kg). For ease of usage, it can also be removed in seconds without tools.

Open dash with quick attach toolbox and under-dash storage
The open dash design features a handy water-resistant and quick attach 1.7 gal (6.3 L) toolbox, an industry exclusive, to allow users to carefully carry tools and supplies they need in an organized manner. The open dash configuration is designed to be more functional friendly with more open storage, reducing overall hood space for increased onboard, accessible storage. Perfect for stowing small essentials, the Defender models also include convenient 6-gallon (22.8 L) under-dash storage with an enclosed pocket. All in all, Defender proposes a total of 10.4 gallons (39.5L) of storage solutions. Under-dash storage, and waterproof and quick attach toolbox are part of the Convenience Package on HD8.

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VERSA-PRO Bench Seat
The VERSA-PRO Bench Seat is configured as a 40/20/40 bench seat, inspired by modern pick-up trucks. It can comfortably accommodate three adults and features “profiled” corners to improve entrance / exit of the cab as well as a sturdy vinyl cover for improved wear resistance. The passenger seats, complete with integrated hooks on their underside, also can be flipped up to improve onboard storage. Can-Am engineers also added a foldable central console and armrest with two cup holders to allow more space in the cab.

Roomy and intuitive cockpit
The Defender offers a spacious cockpit with unmatched fit-and-finish. Engineers optimized the interior ergonomics for a wide range of people. Tilt steering, improved sight lines, enhanced storage and overall cockpit volume improve comfort and convenience. The A-pillar was moved far forward to provide almost effortless ingress-egress and to enhance visibility for all the occupants. More interior cabin and dash space, rather than overall exterior hood size, creates a more spacious interior for the owner.

Tilt steering
The steering wheel was specifically designed for utility applications with a larger diameter for improved handling and control. The automotive-like tilt steering wheel lets drivers adjust (up to 25 degrees) it to their driving style and ergonomic preference. It offers also an easier maneuvering while entering/exiting the vehicle.

Multifunction digital gauge with open storage
The location of the gauge is strategically positioned in front of the driver to increase the readability of the information provided. The LCD gauge display key information; speedometer, tachometer, odometer, trip and hour meters, fuel, gear position, seat belt and 4×4 indicator, diagnostics, clock, auto shut off. A 0.7-gallon (2.6 L) compartment behind the gauge cluster offers an easy-access storage solution for the driver.

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Cup holders
The new Can-Am Defender has four, in-cab, easily accessible cup holders. Two are located in the dash area and two additional cup holders are located in the central armrest. Four cup recesses were also incorporated into the cargo box tailgate for added convenience.

Rugged ergonomically configured grab bar and three foot rests
The ergonomically placed grab bar and footrests allow for optimal occupant stability and comfort.

Profiled cage
The profiled cage means it provides a “flush fit” when quickly incorporating the extensive list of Can-Am cabin accessories. The sturdy Profile cage (steel) meets Roll-over Protective Structures (ROPS) industry standards and is certified ISO 3471 and OSHA. It is designed in tandem with the Can-Am Cabin and genuine accessories to ensure the best fit-and-finish and seamless integration in the industry.

Color option
Defender HD8 and HD10 are available in Green.

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The Can-Am line of high-quality accessories is unmatched in the industry when it comes innovation, fit-and-finish and seamless integration. Each is designed alongside the vehicle during development and testing. The Defender side-by-side family offers a bevy of choices to protect from the elements with the various cab options that neatly fit on the profiled cage. Many available Defender models include, key, factory installed accessories, but the owner can customize and add further versatility by using genuine Can-Am accessories.

Cab Items / Protection
Can-Am offers an affordable full soft cab or a customizable convenient modular system that allows a variety of seamless accessory configurations with doors, various windshield options, roofs, and rear windows. These cab accessories protect the rider from the elements and to create both added comfort and a tailored look. Protective elements for the unit include front and rear bumpers, body side and front corner protectors and fender flares.

The accessory list includes items to enhance the working experience. The Defender vehicles’ highly adaptable cargo box accepts the quick, tool-less Can-Am Bed Wall Extender to improve the box volume capacity. Two selectable heights (full or half) lets the user adapt the Bed Wall Extender to his or her needs. Removable, foldable topside panels create additional versatility. Rear doors can be latched open or easily removed for simpler access. A Can-Am Headache Rack (715002423) is required for installation.

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The Headache Rack protects passengers and cab components from the cargo load. The LinQ Tool Holder can be used on the cargo bed, the Headache Rack or the Bed Wall Extender. LinQ Adaptor (715003058) is required for installation on the Headache Rack (715002423) and on the Bed Wall Extender (715002421). It features a Swivel latch to install tools in any orientation and is sold in pairs. Winches, hitches, track system and plow can also be added as accessories to enhance the Defender side-by-side vehicles’ ability to work.

The hard-working Defender side-by-side vehicle family is exceptionally well adapted for hunting in standard form, but a Can-Am Gear Rail and Gun Boot will enhance its capabilities in the field. The Gear Rail, made from durable, heavy-duty 7-gauge anodized black aluminum, fits on the Headache Rack and accepts the Gun Boot. The Gun Boot 6.0 Impact by Kolpin includes a mounting kit and is engineered to protect the firearm on even the most rugged backwoods trails.

Defender electronic accessories make life easier. A Powered Tilt-Bed incorporates a strong actuator to tilt cargo box and includes a handy switch integrated in the unit’s dashboard. Lighting kits improve visibility in low-light situations.

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2016 Defender Base Model

• Two heavy-duty, high-torque engine choices: 72-hp Rotax HD10 V-Twin or 50-hp Rotax HD8 V-Twin
• PRO-TORQ transmission with Quick Response System, high airflow ventilation and Electronic Drive Belt Protection. Extra-L / H / N / R / P
• 1-year maintenance free (1,865 miles / 3,000 km or 200 hours)
• Easy access to key maintenance components
• High-precision, HSLA chassis
• 4-mode traction system including a Turf Mode (available with Convenience package on HD8)
• 11-inch (28 cm) ground clearance
• Double A-arm front suspension with twin tube gas charged shock (10-inch travel)
• TTA-HD rear suspension with external sway bar and twin tube gas charged shock (10-inch travel)
• 25-inch Maxxis tires on 12-inch steel wheels
• Four 220 mm brake discs
• 140-W lighting output and LED tail lights
• Tight turn radius
• Optimal (42/58) weight distribution
• 2,000-pound (907.2 kg) tow rating
• 1,000-pound (454 kg) cargo box load (600-pound in California)
• 1,500-pound (680 kg) payload
• 2-inch rear hitch receiver
• 650W magneto
• Lighter type DC outlet in console (20-A)
• 12-V (18 amp/h) battery
• Integrated front steel bumper
• Central skid plate
• Multifunction cargo box with sturdy tailgate10.4-gallon (39.5 L) of storage including a water-resistant and quick attach toolbox and under-dash compartments (available with Convenience package on HD8)
• VERSA-PRO bench seat
• Roomy and intuitive cockpit
• Adjustable tilt steering wheel
• Centrally-located multifunction digital gauge cluster with open storage area
• Optimized A-pillar placement for improved visibility
• 4 cup holders
• Rugged ergonomically configured grab bar and three foot rests
• Profiled cage for flush mount for available Can-Am cabin accessories
• Color: Green

2016 Defender HD8 Green_3-4 front-utvunderground 2016 Defender HD10 Green_3-4 back-utvunderground 2016 Defender HD10 Green_3-4 front-utvunderground 2016 Defender HD10 Green_back-utvunderground 2016 Defender HD10 Green_bottom-utvunderground 2016 Defender HD10 Green_front-utvunderground 2016 Defender HD10 Green_side-utvunderground 2016 Defender HD10 Green_top-utvunderground Defender base - dashboard 2-utvunderground Defender Base Green - Barley field 2-utvunderground Defender Base Green - Barley field-utvunderground Defender Base Green - Clay pigeons-utvunderground Defender Base Green - Farm 4-utvunderground Defender Base Green - Irrigation system-utvunderground Defender Base Green - Trail Riding-utvunderground Defender_3-4 rear_Sight thru-utvunderground Defender_Double A-arm front suspension-utvunderground Defender_Engine_right_view-utvunderground Defender_Engine-left_view-utvunderground Defender_Frame-utvunderground Defender_traction system-utvunderground Defender_TTA-HD rear suspension-utvunderground
Defender DPS Yellow - Horse stall-utvunderground

2016 Defender DPS

The DPS package has all the key Defender features, but also supplies consumers with upgrades like specific Dynamic Power Steering, Visco-Lok QE, 12-inch cast-aluminum wheels and more color choices.

Dynamic Power Steering
The specific DPS system is tuned for utility applications while also offering responsiveness for recreational usage. DPS improves steering feel in slow-speed working situations and in more technical terrain. It also is designed to offer less assistance at high speed and more assistance at low speed.

Auto-locking Visco-Lok QE front differential
The Visco-Lok Quick Engagement calibration supplies an even quicker engagement of the front differential, which can lock up to 100% with no rev or speed limiter.

12-inch cast-aluminum wheels
The DPS package includes 12-inch (30.5 cm) cast-aluminum wheels with 25-inch (63.5 cm) Maxxis tires. The Mossy Oak Break-Up Country Camo color includes 12-inch black aluminum wheels.

Color options
The Defender DPS HD8 and DPS HD10 are available in Green or Yellow, as well as the industry-exclusive Mossy Oak Break-Up Country Camo.

• Two heavy-duty, high-torque engine choices: 72-hp Rotax HD10 V-Twin or 50-hp Rotax HD8 V-Twin
• PRO-TORQ transmission with Quick Response System, high airflow ventilation and Electronic Drive Belt Protection. Extra-L / H / N / R / P
• 1-year maintenance free (1,865 miles / 3,000 km or 200 hours)
• Easy access to key maintenance components
• High-precision, HSLA chassis
• 4-mode traction system including a Turf Mode (available with Convenience package on HD8)
• 11-inch (28 cm) ground clearance
• Double A-arm front suspension with twin tube gas charged shock (10-inch travel)
• TTA-HD rear suspension with external sway bar and twin tube gas charged shock (10-inch travel)
• 25-inch Maxxis tires on 12-inch steel wheels
• Four 220 mm brake discs
• 140-W lighting output and LED tail lights
• Tight turn radius
• Optimal (42/58) weight distribution
• 2,000-pound (907.2 kg) tow rating
• 1,000-pound (454 kg) cargo box load (600-pound in California)
• 1,500-pound (680 kg) payload
• 2-inch rear hitch receiver
• 650W magneto
• Lighter type DC outlet in console (20-A)
• 12-V (18 amp/h) battery
• Integrated front steel bumper
• Central skid plate
• Multifunction cargo box with sturdy tailgate10.4-gallon (39.5 L) of storage including a water-resistant and quick attach toolbox and under-dash compartments (available with Convenience package on HD8)
• VERSA-PRO bench seat
• Roomy and intuitive cockpit
• Adjustable tilt steering wheel
• Centrally-located multifunction digital gauge cluster with open storage area
• Optimized A-pillar placement for improved visibility
• 4 cup holders
• Rugged ergonomically configured grab bar and three foot rests
• Profiled cage for flush mount for available Can-Am cabin accessories
• Dynamic Power Steering (DPS)
• Visco-Lok QE front differential
• 12-inch (30.5 cm) cast-aluminum wheel
• Colors: Green, Yellow, Mossy Oak Break-Up Country Camo

2016 Defender DPS HD8 Green_3-4 front-utvunderground 2016 Defender DPS HD8 Mossy Oak Break-Up Country Camo_3-4 front-utvunderground 2016 Defender DPS HD8 Yellow_3-4 front-utvunderground 2016 Defender DPS HD10 Green_3-4 front-utvunderground 2016 Defender DPS HD10 Mossy Oak Break-Up Country Camo_3-4 front-utvunderground 2016 Defender DPS HD10 Yellow_3-4 back-utvunderground 2016 Defender DPS HD10 Yellow_3-4 front-utvunderground 2016 Defender DPS HD10 Yellow_back-utvunderground 2016 Defender DPS HD10 Yellow_bottom-utvunderground 2016 Defender DPS HD10 Yellow_front-utvunderground 2016 Defender DPS HD10 Yellow_side-utvunderground 2016 Defender DPS HD10 Yellow_top (1)-utvunderground 2016 Defender DPS HD10 Yellow_top-utvunderground Defender DPS Yellow - Barn 2-utvunderground Defender DPS Yellow - Barn 3-utvunderground Defender DPS Yellow - Barn-utvunderground Defender DPS Yellow - Horse stall-utvunderground Defender DPS Yellow - Loading pivot tires-utvunderground Defender DPS Yellow - Pivot 4-utvunderground Defender DPS Yellow - Trail riding 2-utvunderground Defender DPS Yellow - trail riding-utvunderground Defender DPS Yellow - XT Magnesium 2-utvunderground Defender DPS Yellow - XT Magnesium-utvunderground Defender DPS_Power steering-utvunderground
Defender XT Intense red - horse saddle-utvunderground

2016 Defender XT

The Defender line of utility side-by-side vehicles is also available with the highly popular and value-added XT package,
which includes a winch, large cast-aluminum wheels, roof and more for a customized fit-and-finish.

4,500-pound (2,041 kg) Can-Am winch
The winch is designed to handle heavy-duty loads at the work site and on the trail, thanks to its 4,500-pound capacity and roller fairlead. A convenient button was also added to the console on the left side of the steering wheel for easy operation.

14-inch (35.6 cm) cast-aluminum wheels
Sturdy, lightweight, 14-inch cast-aluminum wheels with a unique painted black finish come standard.

27-inch (68.6 cm) Maxxis Bighorn 2.0 tires
Maxxis Bighorn 2.0 tires feature a rugged six-ply radial construction, yet are lightweight to cut down on unsprung weight. The non-directional tires are very capable of climbing and clawing across tough terrain and also absorb varying surfaces for a smooth ride and provide predictable cornering.

Full hard roof
A durable, heavy-duty plastic roof protects the occupants from elements while giving the Defender XT units a custom appearance.

Advanced VERSA-PRO Bench Seat
The VERSA-PRO bench seat offered on the XT package includes a reinforced seat cover. It uses a thicker vinyl and a special material finish to be more resistant and offer a premium look. The high-quality seat cover is designed to endure the everyday use on the farm, job site and trail. In addition, the XT VERSA-PRO bench seat comes with a 3-in (8 cm) adjustable driver’s seat (forward/rearward) for added comfort and better ingress/egress.

Enclosed under seat storage
The 5.6 gal (21 L) enclosed under seat storage beneath the passenger seat offers a large waterproof space for the most precious items, and is easily removable for the user’s convenience.

Multifunction analog/ digital gauge with enclosed storage
The analog / digital gauge package includes state-of-the-art instrumentation as well as an additional enclosed and water-resistant 0.9 gal (3.4 L) storage section to protect smaller items. This includes an analog tachometer and speedometer combined with an advanced digital information center.

Three driving modes
The driver can select between three different driving modes on the Can-Am Defender to adapt to both personal preference and the
riding conditions: Eco, Normal and Work. Normal mode has no speed or torque limitations and is optimized for recreational use with no load or a light workload. Work mode is calibrated for working with high loads in a smooth manner, offering a smooth power delivery, still with full power and torque. ECO mode limits both high-range speed and torque to produce moderate driving with regulated-but-smooth acceleration.

Full skid plate
The high-strength full skid plate (center and sides on XT) is made from proven materials and is designed for supreme protection and has the ability to slide over certain obstacles.

Premium color options
The Defender XT HD8 and XT HD10 vehicles are available with premium painted plastic or an exclusive water-dipped camouflage pattern, providing a first-class appearance. An all-new Intense Red finish as well as Pure Magnesium and dipped Mossy Oak Break-Up Country Camo are available.

• Two heavy-duty, high-torque engine choices: 72-hp Rotax HD10 V-Twin or 50-hp Rotax HD8 V-Twin
• PRO-TORQ transmission with Quick Response System, high airflow ventilation and Electronic Drive Belt Protection. Extra-L / H / N / R / P
• 1-year maintenance free (1,865 miles / 3,000 km or 200 hours)
• Easy access to key maintenance components
• High-precision, HSLA chassis
• 4-mode traction system including a Turf Mode (available with Convenience package on HD8)
• 11-inch (28 cm) ground clearance
• Double A-arm front suspension with twin tube gas charged shock (10-inch travel)
• TTA-HD rear suspension with external sway bar and twin tube gas charged shock (10-inch travel)
• 25-inch Maxxis tires on 12-inch steel wheels
• Four 220 mm brake discs
• 140-W lighting output and LED tail lights
• Tight turn radius
• Optimal (42/58) weight distribution
• 2,000-pound (907.2 kg) tow rating
• 1,000-pound (454 kg) cargo box load (600-pound in California)
• 1,500-pound (680 kg) payload
• 2-inch rear hitch receiver
• 650W magneto
• Lighter type DC outlet in console (20-A)
• 12-V (18 amp/h) battery
• Integrated front steel bumper
• Central skid plate
• Multifunction cargo box with sturdy tailgate10.4-gallon (39.5 L) of storage including a water-resistant and quick attach toolbox and under-dash compartments (available with Convenience package on HD8)
• VERSA-PRO bench seat
• Roomy and intuitive cockpit
• Adjustable tilt steering wheel
• Centrally-located multifunction digital gauge cluster with open storage area
• Optimized A-pillar placement for improved visibility
• 4 cup holders
• Rugged ergonomically configured grab bar and three foot rests
• Profiled cage for flush mount for available Can-Am cabin accessories
• 4,500-pound (1.81 kg) Can-Am winch
• 27-inch Maxxis Bighorn 2.0 tires
• 14-inch black cast-aluminum wheels
• Full hard roof
• Enhanced VERSA-PRO bench seat with reinforced seat skin and adjustable driver’s seat
• 16.2-gallon (61.3 L) of storage including a removable waterproof under seat storage
• Multifunction analog/ digital gauge cluster with enclosed storage
• 3-driving modes Eco / Work / Normal
• Full skid plate
• Colors: Painted Intense Red and Painted Pure Magnesium Metallic, Mossy Oak Break-Up Country Camo

2016 Defender XT HD8 Intense Red_3-4 front-utvunderground 2016 Defender XT HD8 Mossy Oak Break-Up Country Camo_3-4 front-utvunderground 2016 Defender XT HD8 Mossy Oak Break-Up Country Camo_front-utvunderground 2016 Defender XT HD8 Pure Magnesium Metallic_3-4 front-utvunderground 2016 Defender XT HD10 Intense Red_3-4 front-utvunderground 2016 Defender XT HD10 Mossy Oak Break-Up Country Camo_3-4 front-utvunderground 2016 Defender XT HD10 Mossy Oak Break-Up Country Camo_side-utvunderground 2016 Defender XT HD10 Pure Magnesium Metallic_3-4 back-utvunderground 2016 Defender XT HD10 Pure Magnesium Metallic_3-4 front-utvunderground 2016 Defender XT HD10 Pure Magnesium Metallic_front-utvunderground 2016 Defender XT HD10 Pure Magnesium Metallic_side-utvunderground 2016 Defender XT HD10 Pure Magnesium Metallic_top-utvunderground Defender XT Intense red - barn-utvunderground Defender XT Intense red - farm 2-utvunderground Defender XT Intense red - farm-utvunderground Defender XT Intense red - fencing-utvunderground Defender XT Intense red - horse saddle-utvunderground Defender XT Intense red - towing wood 2-utvunderground Defender XT Intense red - trail riding 2-utvunderground Defender XT Intense red - trail riding 3-utvunderground Defender XT Intense red - trail riding 4-utvunderground Defender XT Intense red - trail riding-utvunderground Defender XT Magnesium - barn-utvunderground Defender XT Magnesium - close-up-utvunderground Defender XT Magnesium - Defender Base Green-utvunderground Defender XT Magnesium - front view-utvunderground Defender XT_Adjustability_steering_seat-utvunderground Defender XT_Bench seat-utvunderground Defender XT_Gauge-utvunderground
Defender XT CAB Camo - Trail riding 2-utvunderground

2016 Defender XT w/ CAB

The XT Cab package, available only with the HD10 Rotax engine, takes consumers to a first-rate level of comfort in all conditions with a full cabin enclosure complete with a full-glass windshield, rear window, doors and a heater kit installed directly on the production line.

Full glass tilt up windshield with wiper and washer kit
The full, high-grade glass windshield is durable and highly scratch resistant. It also includes a wiper and washer kit with a 0.4 gal (1.9 L) reservoir for improved visibility in wet weather or muddy conditions. The windshield can also be tilted up (three positions) to increase airflow to the occupants during mild conditions.

Full doors with electric opening windows
The Can-am Defender XT Cab features full doors to enclose the occupants within the cab. The comfortable and spacious cabin also
offers the occupants protection from the elements an, with an integrated heater, warmth in cool regions. The durable doors have
electronic opening windows, much like a pick-up truck.

Rear glass with sliding opening
To complete the cabin enclosure, a rear glass window was added to the package. The sliding opening on the rear window lets air flow through the cab for warm days and to quickly access something you’ve placed in the cargo bed.

Integrated heater kit
Even when you’re working or hunting outside in colder climates, you can escape the bone-chilling temperatures by climbing into a warm cabin heated by the integrated heater.

Full hard roof with liner
A durable, heavy-duty plastic roof with an integrated liner protects the occupants from elements while giving the Defender XT Cab units a custom appearance and unbeatable fit-and-finish.

Premium color options
The Defender XT Cab HD10 vehicles are available in an all-new Intense Red finish as well as Pure Magnesium and water-dipped Mossy Oak Break-Up Country Camo.

• Two heavy-duty, high-torque engine choices: 72-hp Rotax HD10 V-Twin or 50-hp Rotax HD8 V-Twin
• PRO-TORQ transmission with Quick Response System, high airflow ventilation and Electronic Drive Belt Protection. Extra-L / H / N / R / P
• 1-year maintenance free (1,865 miles / 3,000 km or 200 hours)
• Easy access to key maintenance components
• High-precision, HSLA chassis
• 4-mode traction system including a Turf Mode (available with Convenience package on HD8)
• 11-inch (28 cm) ground clearance
• Double A-arm front suspension with twin tube gas charged shock (10-inch travel)
• TTA-HD rear suspension with external sway bar and twin tube gas charged shock (10-inch travel)
• 25-inch Maxxis tires on 12-inch steel wheels
• Four 220 mm brake discs
• 140-W lighting output and LED tail lights
• Tight turn radius
• Optimal (42/58) weight distribution
• 2,000-pound (907.2 kg) tow rating
• 1,000-pound (454 kg) cargo box load (600-pound in California)
• 1,500-pound (680 kg) payload
• 2-inch rear hitch receiver
• 650W magneto
• Lighter type DC outlet in console (20-A)
• 12-V (18 amp/h) battery
• Integrated front steel bumper
• Central skid plate
• Multifunction cargo box with sturdy tailgate10.4-gallon (39.5 L) of storage including a water-resistant and quick attach toolbox and under-dash compartments (available with Convenience package on HD8)
• VERSA-PRO bench seat
• Roomy and intuitive cockpit
• Adjustable tilt steering wheel
• Centrally-located multifunction digital gauge cluster with open storage area
• Optimized A-pillar placement for improved visibility
• 4 cup holders
• Rugged ergonomically configured grab bar and three foot rests
• Profiled cage for flush mount for available Can-Am cabin accessories
• Full hard roof with liner
• 3-position full glass tilt up windshield with wiper washer kit
• Full black doors with electric opening windows
• Rear glass with sliding opening
• Integrated heater kit with 10 adjustable vents
• Colors: Painted Intense Red and Painted Pure Magnesium Metallic, Mossy Oak Break-Up Country Camo

2016 Defender XT CAB HD10 Intense Red_3-4 back-utvunderground 2016 Defender XT CAB HD10 Intense Red_3-4 front-utvunderground 2016 Defender XT CAB HD10 Intense Red_back-utvunderground 2016 Defender XT CAB HD10 Intense Red_front-utvunderground 2016 Defender XT CAB HD10 Intense Red_side-utvunderground 2016 Defender XT CAB HD10 Mossy Oak Break-Up Country Camo_3-4 front-utvunderground 2016 Defender XT CAB HD10 Pure Magnesium Metallic_3-4 front-utvunderground Defender XT CAB - Commander Mossy Oak - Duck hunt-utvunderground Defender XT CAB - Dash-utvunderground Defender XT CAB - Outlander L Mossy Oak - Trail riding-utvunderground Defender XT CAB Camo - Dog-utvunderground Defender XT CAB Camo - Farm-utvunderground Defender XT CAB Camo - Hunting 5-utvunderground Defender XT CAB Camo - Trail riding 2-utvunderground Defender XT CAB Camo - Trail riding 3-utvunderground Defender XT CAB Camo - Trail riding 4-utvunderground Defender XT CAB Camo - Trail riding-utvunderground Defender XT CAB_Interior-utvunderground ]]>
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2015 Terracross Championship – Haydays http://www.utvunderground.com/2015-terracross-championship-haydays-31779.html http://www.utvunderground.com/2015-terracross-championship-haydays-31779.html#comments Tue, 15 Sep 2015 16:08:00 +0000 http://www.utvunderground.com/?p=31779 Haydays once again went off with the Terracross Championship being the highlight of the weekend! Racers from all over the United States headed back to Minnesota to battle it out on one of the harshest tracks they have ever seen!!

UTVUnderground.com wants to thank each and every racer out there running our colors and representing the #UTVUNDERGROUND on their RZRs!!

Learn more about the Terracross Championship by CLICKING HERE

Day 1 Final Results


Pro Terracross
1 37 RJ Anderson
2 1 Jason Luburgh
3 44 Mickey Thomas
4 881 Mike Johnsson
5 108 Levi LaVallee
6 16 Cody Rahders
7 13X Branden Sims
8 211 Chris Burandt
9 O8 Mike Gardner
10 91 James Hill
11 4 Andy Ives
12 615 Hubert Rowland
13 33 Dana Creech
14 23 Mitch Guthrie Jr
15 31 Colten Moore
16 21 Cole Cottew


Pro Women Terracross
1 91 Sarah Price
2 5 Shelby Anderson
3 72 Katie Vernola
4 15 Ami Houde
5 63 Jolene Van Vugt
DNS 8 Danielle Weatherly


Day 2 Final Results


Pro Terracross
1 33 Dana Creech
2 1 Jason Luburgh
3 37 RJ Anderson
4 16 Cody Rahders
5 108 Levi LaVallee
6 O8 Mike Gardner
7 4 Andy Ives
8 44 Mickey Thomas
9 23 Mitch Guthrie Jr
10 67 Daryl Rath
11 13X Branden Sims
12 91 James Hill
13 707 Louie Skebo
14 211 Chris Burandt
15 21 Cole Cottew
16 31 Colten Moore


Pro Women Terracross
1 91 Sarah Price
2 63 Jolene Van Vugt
3 5 Shelby Anderson
4 15 Ami Houde
5 72 Katie Vernola

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SR1Battle At RD6 – Lucas Oil So-Cal http://www.utvunderground.com/sr1battle-at-rd6-lucas-oil-so-cal-31776.html http://www.utvunderground.com/sr1battle-at-rd6-lucas-oil-so-cal-31776.html#comments Fri, 11 Sep 2015 16:40:00 +0000 http://www.utvunderground.com/?p=31776

When Weller Racing introduced the SR1 platform 4+ years ago, I don’t think anyone, including myself,  could predict just how popular the class would become. The SR1 was created out of a need and want to preserve the reliable yet aging Yamaha Rhino platform for short course off-road racing. At the time the Rhino was starting to quickly become obsolete against the then faster and more popular Kawasaki Teryx & Polaris RZR platforms. It was during this time that die hard Yamaha fan Jason Weller and his company at Weller Racing created the SR1 which paired the existing Lucas Oil Off-Road Racing Series certified Yamaha Rhino Pro UTV chassis with a newer and much more powerful 998cc, 150+ HP Yamaha YZF-R1 engine. The pairing created for an exciting new form of UTV racing and gave the old Rhino chassis a new heart which screamed at 10K RPMs and allowed racers to shift gears like the larger and faster short course off-road race classes.

Fast forward to today and the SR1 class has not only grown it has become a staple at the Lucas Oil Regional Race Series. While the SR1 has never found success in the desert as a race class it has however transitioned to the dunes as a fun play machine. But its home is on the off-road short course tracks and its here that the class is flourishing in both car count and talent. The class has become a place for seasoned pros to fine tune their skills in an affordable way. It has become the perfect entry class for athletes looking to move into short course off-road racing. And it has become, in our opinion, one of the main influencers in the development of the new 2016 Yamaha YXZ1000R UTV. No one can deny that the SR1 has made its mark on the sport and continues to attract people from all over the racing world.

– Joey D.

Check out Round 6 of the Lucas Oil Regional Series – So Cal as the SR1 class takes to the track with another HUGE field! 

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Why You NEED A Sway-Bar! http://www.utvunderground.com/why-you-need-a-sway-bar-31769.html http://www.utvunderground.com/why-you-need-a-sway-bar-31769.html#comments Thu, 10 Sep 2015 16:00:00 +0000 http://www.utvunderground.com/?p=31769

Ever been curious on exactly how a sway bar works and why you see so many enthusiasts and racers upgrading or adding sway bars to their UTVs? Well now you can see exactly how a sway bar works and improves stability by watching this sweet video by our friends at Shock Therapy.

In this video Shock Therapy takes a stock RZR 1000 to a slalom course to compare the stock RZR set up to their aftermarket Shock Therapy sway bar set ups. You can see in the video that as they increase the stiffness in the bar the stability also increases allowing them to traverse the slalom course faster and faster.

See more from Shock Therapy at www.ShockTherapyst.com

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Cognito Motorsports V2R Video http://www.utvunderground.com/cognito-motorsports-v2r-video-31749.html http://www.utvunderground.com/cognito-motorsports-v2r-video-31749.html#comments Thu, 10 Sep 2015 15:00:11 +0000 http://www.utvunderground.com/?p=31749

Polaris RZR #1918 Cognito Motorsports takes the win at the 2015 Vegas to Reno. Produced by Tuba Art Films.

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“ThirstCutter” Mad Max RZR http://www.utvunderground.com/thirstcutter-mad-max-rzr-31706.html http://www.utvunderground.com/thirstcutter-mad-max-rzr-31706.html#comments Wed, 09 Sep 2015 14:00:19 +0000 http://www.utvunderground.com/?p=31706


UTV WOLFPACK enters the post apocalyptic video game world of Mad Max to build a one of a kind machine based on the Rockstar Energy THIRSTCUTTER in-game vehicle.

The inspiration for the THIRSTCUTTER was born from evaluating real-world vehicles that could blast through harsh desert environments, while also offering athletic abilities to power away from game enemies.

WOLFPACK’S UTV racing experience and core knowledge of Polaris RZR’s helped guide Rockstar and WB Games to create a new vehicle type that would enter the Mad Max game.


“A one of a kind project that all boys dream about, we proud to bring this project from an idea to life.” – Jason Merrell

Working in collaboration with Engage In-Game Advertising and the affiliated partners of the project, WOLFPACK began translating the virtual characteristics of the THIRSTCUTTER, into physical elements, materials and fabrication tactics that would deliver the closest possible replication of the vehicle.

Wolfpack sent images of their current race RZR stripped down to Avalanche Studios. Within a short amount of time Avalanche Studios transformed the pictures into these 3D digital renderings.


“After receiving the renderings from Avalanche Studios, I thought what did I just get myself into. But was also excited to make it come to life” -Jason Merrell (UTV Wolfpack)

Wolfpack knew this was going to be a long time consuming project so they started building the cage right away.

“The kind of project every fabricator dreams about” -Ricky Silber

Several late nights, countless hours and tedious tasks were spent during the duration of the MAD MAX “Thirst Cutter” we couldn’t have done without the right equipment in our shop, Miller Welders, Makita Tools, Mittler Brothers Machine and Tool.

Several late nights, countless hours and tedious tasks were spent during the duration of the MAD MAX “Thirst Cutter” we couldn’t have done without the right equipment in our shop, Miller Welders, Makita Tools, Mittler Brothers Machine and Tool.


Rockstar Energy Drink & Mad Max

Watch the making of the “Thirstcutter” – a custom Polaris RZR inspired by Mad Max the game. Rockstar Energy Drink, WB Games, and UTV Wolfpack team up to build this wicked machine.

Part 1: Learn the Thirstcutter’s history and features. Join UTV Wolfpack as they hit the garage and begin fabricating and customizing this beast.

You could win the Thirstcutter and more! Collect codes under the tab of limited edition Rockstar Energy Drink & Mad Max cans – in stores now! More codes = More Chances To Win. Details at: www.Rockstarenergy.com/MadMax


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Team Blingstar Free Ride Video http://www.utvunderground.com/team-blingstar-free-ride-video-31702.html http://www.utvunderground.com/team-blingstar-free-ride-video-31702.html#comments Tue, 08 Sep 2015 20:00:00 +0000 http://www.utvunderground.com/?p=31702

Team Blingstar, Clint Roberts and Nick Nelson, come across a ghost town called Randsburg while free riding in the vast California Desert.

Videography by Blake Shipman
Edited by Blake Shipman

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2015 BITD Vegas To Reno VIDEO http://www.utvunderground.com/2015-bitd-vegas-to-reno-video-31697.html http://www.utvunderground.com/2015-bitd-vegas-to-reno-video-31697.html#comments Thu, 03 Sep 2015 15:00:50 +0000 http://www.utvunderground.com/?p=31697

The 2015 Best In The Desert Vegas To Reno was everything you would expect from the longest off-road race in the United States! 545miles of brutal heart-pounding action! Follow along as the Polaris Racing team takes on this epic race.

See more here: http://www.utvunderground.com/2015-bitd-vegas-to-reno-photos-results-story-31168.html

Be sure to subscribe to this channel and LIKE our Facebook page!

Instagram @ UTVUnderground


Adult models – 16 and older. Be sure to get safety training. The vehicle displayed in this video is not intended for on-road use. Driver must be 16 years old with a valid driver’s license. Passenger must be 12 years old, and tall enough to use hand holds and plant feet firmly on floor. Always use cab nets, wear seat belts, helmets, eye protection, and protective clothing. Do not operate on public roads. Avoid excessive speeds, sharp turns, and difficult terrain. Riding and alcohol/drugs don’t mix! Never carry more than the appropriate amount of passengers. Follow all warnings/instructions in owners manuals and on product. UTV Underground and their affiliates are not responsible for injuries that may occur from emulating or copying the riding, driving, or stunts performed in this video. Visit www.rohva.org for more information on safe operation off-road vehicles.

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XP1K Photos http://www.utvunderground.com/xp1k-photos-31532.html http://www.utvunderground.com/xp1k-photos-31532.html#comments Wed, 02 Sep 2015 12:00:58 +0000 http://www.utvunderground.com/?p=31532 xp1k3 xp1k3-rj-anderson-05 xp1k3-rj-anderson-02 xp1k3-rj-anderson-04 xp1k3-rj-anderson-01 ]]> http://www.utvunderground.com/xp1k-photos-31532.html/feed 0 RJ Anderson XP1K3 Is Coming This Fall http://www.utvunderground.com/utvunderground-com-to-release-rj-andersons-xp1k3-this-fall-31113.html http://www.utvunderground.com/utvunderground-com-to-release-rj-andersons-xp1k3-this-fall-31113.html#comments Wed, 02 Sep 2015 12:00:44 +0000 http://www.utvunderground.com/?p=31113

UTVUnderground.com to Release RJ Anderson’s “XP1K3” This Fall
Polaris RZR to Sponsor Part 3 of the Wildly-Successful Film Franchise

San Diego, CA – UTVUnderground.com today announced that the third installment of the Polaris branded viral film campaign dubbed “XP1K3” is currently in production. UTVUnderground has, once again, tapped motorsports directing heavyweights “The Martelli Brothers” and their production team Mad Media to produce the next barrage of content, due out this fall. Off-road racing champion RJ Anderson will return to the driver’s seat and once again show the world what is possible on the Polaris RZR platform.

The XP1K viral film series has accrued more than 16 Million aggregate video views across YouTube, Facebook and Instagram so far, and has been watched in more than 70 different countries. The adrenalized-branded video campaign has made hundreds of millions of impressions worldwide, redefining the sport Utility Vehicle (UTV) and Side-by-Side (SxS) market.


Anderson will pilot the all-new, UTVUnderground.com custom built “XP1K3 RZR” which is based on the new Polaris RZR XP® Turbo EPS platform, but has been heavily modified, especially to suit the demands of this daunting project. Mark Holz of Holz Racing Products has built and assembled two sister vehicles from top to bottom, which include a myriad of HRP parts such as a hand-made roll cage, chassis and suspension, and the all-new RacePak iQ3 data-logger dash cluster, made specifically for the RZR. The new engines will be modified by Muzzys Performance and K&T Performance who will work in collaboration to take the all-new Polaris Turbo engine well beyond its already impressive stock performance. Walker Evans Racing will return and provide their industry leading shock and wheel packages that have been so critical during the filming of the XP1K series. They also will provide mechanical support during production. Rigid Industries has joined the project, and will supply a host of LED lighting products including the new “Rigid Capture” which mounts a GoPro in the center of a dual row LED light bar. And BFGoodrich, the biggest name in off-road tires, has signed on as a major partner for XP1K3 as well. The XP1K3 RZRs will be outfitted with the all new “Baja T/A KR2” UTV Tires, which provide superior traction and unmatched durability.

“The Polaris RZR platform has, once again, surged to the head of the pack with the introduction of the new 144 horsepower Polaris RZR XP® Turbo EPS. We have followed suit with the most impressive RZR build to date. These vehicles are unmatched in both their design and performance and are the perfect tool for Anderson to push the boundaries of precision off-road driving for XP1K3. With The Martelli Brothers and Mad Media at the helm, we are ready to raise the bar yet again,” said Joey DiGiovanni, CEO of UTVUnderground.

xp1k3-rj-anderson-02 xp1k3-rj-anderson-04

The production powerhouse Mad Media has locked down a brand new location for the filming of XP1K3, this time taking the viewer into an industrial wasteland as the backdrop for the forthcoming film.

“Part of the fun of producing these films is conceptualizing where to take Anderson and these incredible machines and what stunts to execute when we shoot,” said Joshua Martelli, COO of Mad Media and the series co-director. “This time around we’ve found a spot that literally looks like the Earth a few thousand years from now, if it were reclaimed by Mother Nature. It’s the perfect backdrop for showing the scale and consequences of the stunts we have drawn up. The structures and landscape also allow us to showcase the capabilities of the RZR and Anderson’s skill and car control as a driver. It’s going to blow our fans away.”

The first teaser for XP1K3 was released today and shows Anderson wandering through an abandoned industrial complex while visualizing stunts, culminating with a Houdini style machine reveal.


“Anderson is one of the most talented drivers we have ever worked with. He has the perfect balance of raw talent and gut instinct that it takes to execute a project like this. My brother and I have been working on ideas for XP1K3 for more than three years, since we first created the project. We are excited to finally get into production and create another mind-bending film,” said Matt Martelli, CEO of Mad Media.

The full length XP1K3 video is set to debut in front of a live audience at the 2015 Camp RZR West event, this Halloween weekend in Glamis, Calif. From there, the video will launch worldwide on November 3, in conjunction with the opening day of SEMA. It also will appear in a special screening area within BFGoodrich Tire’s SEMA booth, alongside one of the custom built XP1K3 RZRs. Visitors to the BFGoodrich booth will have the opportunity to see the vehicle up close and photograph it.

To learn more about XP1K3 and see all of the videos and photos surrounding campaign visit: www.XP1K.comwww.XP1K2.com and www.XP1K3.com.

About UTVUnderground.com
UTVUnderground.com is the worlds fastest growing all-inclusive UTV website, that features content and articles by both enthusiasts and manufacturers alike. In a mere six years, it has become the go-to site for all the latest news and entertainment surrounding the UTV industry. Thousands of monthly visitors from over 100 different countries around the world go to UTVUnderground.com for their daily dose of UV news and information.

About Mad Media
Mad Media (www.madmedia.com) is a San Diego based marketing and creative agency, with in-house film and television production. We craft authentic, culturally engaging brand messages, and deliver them across print, web, photography, and film platforms. Mad Media has been leading the online content revolution since 1995 producing major commercial, television, online content and viral film projects such as The Gymkhana Series and XP1K Series.

About RJ Anderson
RJ Anderson is part of the new breed of off-road racers. Beginning his 4-wheel off-road racing career at the age of 14, RJ is well ahead of the curve. Fast-forward and now at age 22 RJ is a professional short-course racer, Pro UTV champion, Pro UTV Driver Of The Year, Pro UTV Baja 1000 race winner, Super-Lite Challenge Cup Winner, TORC series Rookie Of The Year, Pro-2 Rookie of the year and a Pro-Lite Champion. Racing is what RJ loves to do; working to be the best is a passion for him, and winning is his goal. There is no doubt that RJ Anderson is part of the bright future of off-road racing.

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