UTV Off-Road Magazine Volume 77

KING OF THE HAMMERS FROM THE CO-DOG SEAT ISSUE 77 MARCH/APRIL 2019

TALON R TALON X HONDA

&

REVIEW

WHICH TALON IS FOR

YOU?

GDP Portal Gear Lifts by SuperATV

Industry leader in aftermarket UTV/ATV parts and accessories 855.743.3427

Madison, IN

24 TALON 1000R & 1000X REVIEW We test the Honda Talon 1000R & 1000X. Which one is right for you?

52

PRODUCT REVIEWS

We test Koplin's Guardian storage box and Assault Industries Sidewinder convex side mirrors

56 KOH FROM THE CO-DOG SEAT King of the Hammers 1st place UTV Co-Dog Jon Crowley recounts his story leading up to the

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toughest race in the USA. M THE HAMMERS FRO KING OF THE

T CO-DOG SEA ISSUE 77

MARCH/APRIL 2019

10 INDUSTRY NEWS 14 RACING NEWS

ON THE COVER

75 OFF-ROAD PRODUCTS 84 SCHEDULE

R TALOLN O TA N X A HOND

87 ADVERTISERS INDEX

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WARNING: Certain action photographs depicted in this magazine are potentially dangerous. The drivers and vehicle occupants seen in our photos are experienced professionals.

Do not attempt to duplicate any stunts. Wear a helmet and safety restraints while operating a Side-by-Side/UTV, and never drive beyond your capabilities.

We test the all-new Honda Talon 1000R starting on page 24.

&

REVIEW

YOU? N IS FOR

WHICH TALO

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56

LOOKING FORWARD

It's a thing of beauty...the future, that is. It's where great things are yet to come and it's hard not to get excited about the possibilities in the UTV industry.

If we rewind back to the Yamaha Rhino days, we weren't just excited for new vehicles to come out, we were looking for the next great suspension to come out.

We could choose from mid-travel kits and long travel kits. They would range from +3" A-Arms per side to +6" per side and they could be swept 1" forward in the front and 2" back at the rear. There were extended shock towers in the front for longer shock lengths, and even up to +10" per side resulting in a 72" width car like today's modern Can-Ams and RZRs. Then the RZRs came out and the excitement of turning an RZR (50-inch) into a 60-inch long travel UTV was all the buzz.

Years later Polaris unveiled the RZR S that was a factory 60" UTV and is still an option today. The RZR S was the ultimate dune and desert machine. If we look at today's 60" UTVs, they are marketed as trail machines for tighter trails outside of the 50" trail units.

Most recently, we still look forward, depending on where you live and what trails

you like to ride, to manufacturers coming out with 50" trail units, 60" sport units, and then mixed units all the way up to 72" machines.

Most recently, Honda came out with the TalonX which they refer to as a maneuverable unit that I would guess falls around the 60" machines but is 4" wider. The TalonR comes in around 68" wide and fits into the class of everything else above 60".

So, as the industry grows we look toward the future to see what the manufacturers will come up with next. There are so many different models from the manufacturers that it should be easy to find a unit that fits you best. Suspension and vehicle width is only one part of the puzzle you need to concern yourself with, I haven't even mentioned turbo or non-turbo machines or transmission differences. As the industry continues to grow, it will only get more convoluted for you to choose, but I look forward to every piece of technology that is yet to be added to future UTVs. Troy Merrifield Editor-in-Chief troy@utvoffroadmag.com

UTV Off-Road Magazine // Issue 77// March/April 2019

Publisher: Troy and Don Merrifield Editor-in-Chief: Troy Merrifield - troy@utvoffroadmag.com

Advertising Exec: Don Merrifield - don@utvoffroadmag.com 602-319-1343

Advertising Exec: Tracey Waslefsky - tracey@utvoffroadmag.com

Finance: Amy Smith - amy@utvoffroadmag.com

Contributing Editors: Derrek Sigler, Jon Crowley, Cody Hooper C ontributing Photographers: Derrek Sigler, Jon Crowley, Cody Hooper

UTV OFF-ROAD MAGAZINE® is published bi-monthly (6 times a year) by Open Matrix Group, LLC. Reprinting in whole or by any means- electronic, graphic or mechanical, including photocopying or information storage and retrieval systems is forbidden without written permission from the publisher.

Editorial contributions are welcomed, but editors recommend that contributors contact us first. Contribution must be accompanied by return postage, and we assume no responsibility for damage or loss of material. Manuscripts must be typewritten, and all photos have to have captions. Photo model releases of all people in photos must accompany manuscript. UTV OFF-ROAD MAGAZINE reserves the right to use material, and we reserve the right to edit material to meet publication requirements. E-mail contributions or inquiries to: troy@utvoffroadmag.com.

WARNING: Certain action photographs depicted in this magazine are potentially dangerous. The drivers and vehicle occupants seen in our photos are experienced professionals. Do not attempt to duplicate any stunts. Wear a helmet and safety restraints while operating a Side-by-Side/UTV, and never drive beyond your capabilities. Do not drink and drive while operating a UTV. We also encourage you to “Tread Lightly” while respecting the outdoors and other outdoor enthusiasts.

Use your head and enjoy the ride. ©2019 Open Matrix Group, LLC

Stay connected with UTV Off-Road Magazine

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LATEST UTV & SIDE-BY-SIDE

INDUSTRYNEWS POLARIS RANGER EXPANDS INDUSTRYLEADING 2019 RANGER XP 1000 LINEUP RANGER CREW® XP 1000 EPS adds Ride Command® and NorthStar Edition colors to elevate the off-road experience, and the new Back Country Edition takes hunters into uncharted territory.

Polaris RANGER, the industry’s No.1-selling utility side-by-side vehicle, today introduced new limited-edition models and additional upgrade options to further expand its industry-best RANGER XP® 1000 lineup. The introduction features the RANGER XP® 1000 EPS Back Country Edition available in 3 and 6-seat models. RANGER also announced availability of its factory-installed Ride Command® Package on the RANGER CREW XP 1000 EPS and the popular RANGER CREW XP 1000 EPS NorthStar Edition, which adds two exterior color options for the mid-year release.

“We’re excited to expand our industry-leading lineup of premium utility side-by-sides for 2019,” said Chris Musso, President of Off-Road Vehicles, Polaris. “Our new Back Country Edition is the ultimate vehicle for hunters looking to raise their game, and we continue to elevate the offroad experience by bringing our innovative Ride Command technology and more color choices to RANGER CREW XP 1000.”

2019 RANGER XP® 1000 EPS Back Country Edition – $19,899 US MSRP 2019 RANGER CREW® XP 1000 EPS Back Country Edition – $21,099 US MSRP For the past two decades, Polaris RANGER has been the trusted partner in helping hunters reach remote locations, haul gear and transport their trophy back to camp. The new RANGER XP 1000 EPS Back Country Edition, available in 3 and 6-seat models, is purpose-built for hunters operating in extreme riding conditions – from rocky mountain trails to the marsh. Available in exclusive Polaris Pursuit® Camo, these limited-edition models are factory-equipped with features hunters need and demand.

To power through the elements, the 82 horsepower ProStar® 1000 engine is paired with a reduced gear ratio transmission that includes a geared reverse for increased durability and strength for the toughest environments. The class-leading 13-inches of ground clearance is maximized with 10 UTVOFFROADMAG.COM

arched A-arms to devour unforgiving terrain, while high-mount air intakes ensure clean air reaches the engine and clutches when navigating water crossings or wet terrain. A Polaris Pro 4,500 LB HD winch mounted to the industry’s largest stock front bumper provides big pulling power and the confidence to be ready for anything.

2019 RANGER CREW® XP 1000 EPS – Starting at $16,999 US MSRP 2019 RANGER CREW® XP 1000 EPS NorthStar Edition – Starting at $27,299 US MSRP For an upgraded, premium riding experience, Polaris now offers its innovative Ride Command technology as a factory-installed package on RANGER CREW XP 1000 EPS and RANGER CREW XP 1000 EPS NorthStar Edition. Riders can stay connected with an integrated 7-inch, glove-touch display featuring built-in GPS navigation, vehicle diagnostic information, an AM/FM radio tuner and Bluetooth® smartphone connectivity. Audio is transmitted through included in-dash speakers, while front and rear-mounted cameras provide added visibility when backing up or navigating tight spaces.

The RANGER CREW XP 1000 EPS NorthStar Edition also adds two exterior color options for the mid-year release. This popular model is now available in Sunset Red Metallic, Pearl White and Polaris Pursuit Camo, providing more options for riders that demand the industry’s best in-cab experience. A premium RANGER Pro Shield™ cab system keeps the elements out, and factoryinstalled heat and air conditioning with front and rear ventilation keep riders comfortable no matter the conditions.

Available Exclusively from these Distributors for 2019:

Evolution Power Sports Dealer Network — evopowersports.com

GBoost Dealer Network — GBoostTechnology.com

Trinity Racing Dealer Network — trinityracing.com

GBoost Technology | 218.454.4584 | GBoostTechnology.com

LATEST UTV & SIDE-BY-SIDE

INDUSTRYNEWS

SSV WORKS FIRST TO MARKET WITH RIDE COMMAND AUDIO INTEGRATION KITS FOR 2019 POLARIS RZRS Once again, SSV Works (www.ssvworks.com), • Non-Ride Command kit: SSV Works Bluethe market leader in off-road audio systems tooth, AUX & AM/FM receiver with direct-fit and accessories, is first to market. dash kit • Starting at $669.95 SSV Works is proud to announce the launch of Powersports audio integration kits for all “Included is everything you need, such as 2019 Ride Command-equipped Polaris RZR the vehicle-specific Plug & Play wiring harXP 1000 and XP Turbo S models, as well as ness kits for the Polaris RZR, meaning there is all 2019 Polaris RZR XP 1000 models without no soldering, cutting, or crimping required,” Ride Command. The kits are now available Kaplan added. “All components are weatherand shipping. proof for whatever kind of terrain you ride.

We couldn’t have made it any easier. And the “We now offer the first true Plug & Play audio result is a great sound system for wherever upgrade for the 2019 Polaris Ride Command your ride takes you.” system that produces the high quality audio demanded by today’s off-road enthusiast,” For more information, please visit www. explained Trevor Kaplan, SSV Works CEO. SSVWorks.com, call 818-991-1SSV (1778), or “Now you can easily expand the Ride Comemail sales@SSVworks.com. mand system to add an amp, subwoofer and additional speakers. You can also control your music from the factory touch-panel display without experiencing the quality loss of universal add-ons.”

SSV Works Ride Command Kits features and specifications include: • Weatherproof components • Polaris Ride Command integration harness • SSV Works front kick panel pods with 6.5-inch powersports speakers (120 Watt/60 Watt RMS) • SSV Works patented glove box enclosure with powered 10-inch powersports subwoofer (600 Watt/300 Watt RMS)* • SSV Works cage mount pods with 6.5inch powersports speakers (120 Watt/60 Watt RMS) (five speaker kit only) • Direct-fit amp mounting system with 300 Watt amplifier. Three and five speaker kits feature a total of 800 Watts.

• Plug & Play cables and wiring • All kits can also be loaded with Kicker speakers 12 UTVOFFROADMAG.COM

ALL-NEW

RZR XP® 4 TURBO S

Unrelenting performance without boundaries, Polaris® RZR ® stands alone. Our passion for the off-road is only surpassed by our pursuit for the ultimate riding experience. RZR ® is a driving force, always on the throttle, and recognized as the world’s undisputed leader for extreme-terrain performance and off-road adrenaline.

See your local dealer or visit RZR.POLARIS.COM for more information.

WARNING: The Polaris ® RZR ® can be hazardous to operate and is not intended for on-road use. Driver must be at least 16 years old with a valid driver’s license to operate.Passengers must be at least 12 years old. Drivers and passengers should always wear helmets, eye protection, and seat belts. Always use cab nets or doors (as equipped). Never engage in stunt driving, and avoid excessive speeds and sharp turns. Riding and alcohol/drugs don’t mix. All drivers should take a safet y training course. Call 800-342 -3764 for additional information. Check local laws before riding on trails. Polaris ® is a registered trademark of Polaris

VISIT RZR.POLARIS.COM

LATEST UTV & SIDE-BY-SIDE

RACINGNEWS SUPERATV RHINO 2.0’S FINISH 1st AT 2019 KING OF THE HAMMERS

Once again, SuperATV Rhino 2.0 Axles finish on top. Back to back winner Mitch Guthrie Jr. took the podium at the 2019 Can-Am UTV King of the Hammers. This is the 8th King of the Hammers race the Guthries have won, with Mitch Guthrie Sr. taking 6 of those titles. Guthrie Jr. says, “When racing the toughest and most brutal race in the US, I trust SuperATV Axles to get me to the finish first. My SuperATV Rhino 2.0’s took a beating out there and never let me down, leading me to a win 2 years in a row!” As another racer trusting Rhino 2.0’s as their go-to axles, Michael Lee finished in 19th place after 7 hours of racing, an impressive finish for such a gruesome course. Sara Price, another SuperATV sponsored racer running Rhino 2.0 Axles, had an impressive run on Saturday before the race, qualifying 7th out of over 100 racers. As the only all-female team racing, Price and co-driver Erika Sacks, were able to get an unofficial finish after toughing through a course where only 28 UTVs finished out of 112.

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MINT 400 RACERS BEAT THE ODDS WITH RHINO 2.0 AXLES Deemed the toughest off-road race in North America since 1968, the Mint 400 is not one to miss, especially if you’re trying to earn some bragging rights. As a racer, you better expect to be ripping through the desert course for upward of 6 hours.

SuperATV racers Mitch Guthrie Jr. and Seth Quintero didn’t let that stop them from bringing home the W at this year’s race. Guthrie started in 18th place in the UTV Turbo class but by lap 3, he was up to 3rd on the course and had the lead by corrected time. Halfway through the last lap, he was able to make a pass for the lead, finishing the race in 6 hours and 24 minutes, 3 minutes ahead of the rest.

Guthrie’s final thoughts include, “Winning the Mint 400 is big for me, especially with how grueling the course is. Having a car that can handle the conditions that this course throws at you is a must and that is why I choose SuperATV Rhino 2.0 Axles.”

Celebrating his second anniversary at the Mint, Quintero was itching to win this year after placing second in 2018. After snagging the holeshot, Quintero led every lap of the 400-mile UTV P desert race, but not without a fight. Rocks were becoming more of a frequent challenge as the race went on and the runner-up was hanging on right behind. Luckily, with some help from co-pilot Colby Wemple, he was able to come out on top.

LATEST UTV & SIDE-BY-SIDE

RACINGNEWS BRING ON THE ROCKS! NEARLY STOCK CAN-AM MAVERICK SPORT X RC 1000R EASILY CONQUERS THE 2019 KOH RACE COURSE

Can-Am pilot, Chad Hughes, passed more than 60 other vehicles on his way to a finishing the 2019 Can-Am UTV King of the Hammers race.

While his 21st place finish may not sound spectacular on paper, you must remember finishing the race in the allotted 9-hour time limit is often viewed a significant accomplishment. Finishing the challenging course, while passing roughly half the field along the way, is statement maker, especially when you add to that his Can-Am Maverick Sport X rc 1000R was nearly stock in a field full of high-horsepower, turbocharged side-by-side vehicles with long travel suspensions. While he didn’t win the race, he did showcase to the spectators, fellow racers, course officials and even the winch-assist vehicle operator, that his Maverick Sport rock crawler is the real deal.

“I was of course very proud to be representing Can-Am in an all-new machine targeted specifically for rock crawling,” stated Hughes, who started racing side-by-side vehicles in 2011.

“The car did not disappoint, it absolutely rules the rocks. As expected, it gives up quite a bit of ground to the Maverick X3 vehicles in the des16 UTVOFFROADMAG.COM

ert, but we started 84th and eventually passed 63 cars to end up 21st as we crossed the finish line in 7:33. That was well under the nine hours allotted finish time.”

Hughes, 54, resides in St. George, Utah, where he works at Moto Zoo Powersports and also runs his own adventure and fabrication shop called Offroad 365, the latter of which is a name fitting of his lifestyle. Hughes, who also is the local high school’s mountain bike racing team coach, said he was disappointed when he learned a technical, rock-wall climb, he felt confident in scaling with the Maverick Sport X rc, was removed from qualifying. And the new qualifying run setup was more of a shortcourse, desert loop that favored all-out speed.

Despite the challenging starting spot, Hughes knew he would have to shine in the rocks to gain ground, while also holding his own in the desert sections.

“As soon as we hit the first [rock] canyon, we started passing cars like crazy...eight cars here, six cars there, and it went on and on,” said Hughes, who’s off-road resume includes motocross and mountain biking, among other activities. “And we managed to hit 78mph on the lake beds running 33-inch tires.”

ization having built one-off rock buggies and JEEPs, swapped the stock Maverick X rc ROPS for a 6-point DOM safety cage with a nearly 2-inch diameter, added the necessary harness system, safety nets, fire extinguishers, flashing race light and, of course, the mandatory properly placed race numbers. To customize the Can-Am Maverick Sport X rc to his liking for the KOH rocks, Hughes went with an STI tire-and-wheel kit. The 3-in. larger tires and offset wheels added a little more ride height, clearance and width.

(From left) Tracon Kirk, co-pilot and Chad Hughes, celebrate with François-Charles Dumas, Michael Tissier and Jean-Luc Savard after the racing tandem finished the 2019 Can-Am UTV KOH race in his nearly stock Maverick Sport X rc side-by-side vehicle.

Hughes said the Maverick Sport X rc 1000R side-by-side vehicle had zero mechanical issues during the race and only took some minimal damage to the bottom skid plate and perhaps a small scratch to the side. “Don’t blame me or the X rc, blame the rocks,” he said.

One of the most impressive capability statements about the Maverick Sport X rc for Hughes was that he didn’t require the use of his onboard winch the entire KOH race. “The only time we used our winch was when my co-pilot Tracon Kirk got out of the Can-Am to help move a stuck competitor out of the way who was blocking the trail,” he explained. “True story, just ask the guys running the JEEP winch on Outer Limits who watched us and later said to us ‘Damn, that things works pretty good’.”

“The car passed tech with flying colors,” he stated. “Our only re-work was to make the roof numbers larger. Everything else was stock. We ran a stock drivetrain, stock suspension, stock brakes, stock steering, stock A-arms and all! It’s almost unbelievable really, but I'm super impressed with the little car and, to me, it’s mission accomplished for Can-Am.”

Making it ULTRA4 and KOH-ready After the race, Hughes shared with us that his Can-Am was nearly 90 percent stock and that he just fabricated and installed a few accessories and those mandated by Ultra4 Racing. His modifications list is not a lengthy one like you’d read on many of the other vehicles competing in the Can-Am UTV King of the Hammer racing event. Hughes, who has a history with customUTV OFF-ROAD MAGAZINE 17

LATEST UTV & SIDE-BY-SIDE

RACINGNEWS POLARIS RZR FACTORY RACING TEAM SWEEPS PRO STOCK CLASS PODIUM AT WORCS SEASON OPENER POLARIS FACTORY DRIVER RONNIE ANDERSON WINS PRO STOCK AND PRO TURBO CLASSES PILOTING RZR® RS1 Polaris RZR® Factory Racing continued its momentum, as the premier off-road race team secured two wins and five podiums at the WORCS season opener in Primm, Nevada amongst a WORCS-record 540 race entries. Polaris Factory driver Ronnie Anderson outperformed the competition in the RZR® RS1 and RZR XP® Turbo S, securing the title in the Pro Stock and Pro Turbo classes, respectively.

Anderson led the Pro Stock pack in the single-seat RZR RS1, while teammates Matthew Hancock and Beau Baron finished second and third, respectively, in their RS1’s.

“I knew Ronnie was going to be fast and the field was stacked today,” said Hancock. “I was nervous because the first time I really drove the RS1 was in practice yesterday, but the car was dialed when we got here. Three of us are up here with no testing, so it just shows how good these RS1s are right out of the box.”

Anderson’s success didn’t end with the Pro Stock class win, as he edged to the top of the podium in the Pro Turbo class. Polaris Factory teammate Cody Bradbury finished third.

“It feels great to put a Polaris RZR on top in both classes today,” said Anderson.

“It was a hard-fought battle 18 UTVOFFROADMAG.COM

today. I was trying to conserve fuel the whole time. I was running P2 or P3 and I just barely made it across the finish line on fuel.”

“WORCS is a great series with tough competition, and to start the series with this success at the season opener sets the tone for what we believe will be another incredible season,” said Kyle Duea, Vice President of ORV Marketing at Polaris Industries.

Coming off a record-setting 2018 season that saw 50 wins and 118 podiums and an unmatched start to the 2019 season, the Polaris RZR® Factory Racing Team will look to continue its drive at Parker 425 and King of The Hammers in Parker, Arizona, and Johnson Valley, California, respectively.

More information about Polaris Off-Road Vehicles can be found at RZR.Polaris.com.

Also visit us and join the conversation on Facebook, Instagram and Twitter.

UTV OFF-ROAD MAGAZINE 19

LATEST UTV & SIDE-BY-SIDE

RACINGNEWS

DESERT TOYZ 2019 MINT 400 RACE REPORT Running backwards this year does not make this race any easier. We started 46th off the grid, next to the 813 car, and were pretty even through two jumps. But after the first turn we were able to pull away from the pack.

We pretty quickly caught the next car on the fast roller section at about RM 6 and the next victim at about RM 8. The Elka shocks were soaking up the bumps really well, and the new EVO tune added some nice acceleration to the Can-Am X3, CST, Cognito Motorsports, Desert Toyz Built Machine. We hit the speed zone at the bridge with a nice gap in front of us, and with all the rain the dust was going to be minimal. The 904 Can�Am cleared the speed zone and the chase was on.

We reached the dry lake bed just a few hundred feet behind our next victim. The dry lake bed is a flat out drag race, and the new EVO Tune allowed us to reach a speed of 99.9 mph while we cruised by two more racers. We had discussed running the first lap at a conservative pace and felt like we were doing that well. The Mint 400 is one of

20 UTVOFFROADMAG.COM

the rockier races, and just one foot off course can get you in trouble.

We cruised through Pit A with no issues, running well. Right after Pit A is the Fox proving ground, and some big rollers exist at this section. We were following the 908 car and watched them nose it in and end up on their roof. Man, that can happen so fast to anyone.

Well, we passed by the 908 car and quickly caught and passed the 915 car. We continued on a good pace, passing some of the slower competition. We hit the asphalt section and were able to get the car up to 100 mph. Wow, just four years ago we were excited to get to 85mph. We continued the pursuit and rolled safely through Pit B, again no problems. The Joshua Tree Forest is such a pretty section, but don’t get out of line -- lots of rocks. As we cruised into the main pit we had made up ground and were the leader on corrected time. That was a great lap and a whole lot of fun. As we set out on Lap 2 we were running strong, but as Lady Luck would have it, we had a belt failure at RM 11. After changing that, we were back underway.

As the field spread out we saw less com-

petitors, but Lady Luck was not on our side and a rock wedged itself between the wheel and the caliper. This ground the rim until it cut the rim in half. Now we had to change a flat tire. Once the tire was changed we were back to it and completed Lap 2 without incident. The team was quick to fuel, get us a new spare and change the belt (precautionary) at what should be our final pit stop. Off we went on Lap 3.

With the down time we need to make up ground, and the 904 Can�Am X3 was still running really well. We pushed hard to the finish and ran a clean Lap 3, coming into the finish line we were told we were 9th. That is a great finish with the problems we encountered, and we would like to thank our crew and the S3 crew that helped at the pits, as well as Can�Am, CST tires, Elka Suspension, Congnito Motorsports, Douglas Wheels, Foddrill Motorsports, Monster Seal, Tiger Lights, EVO, Shorai Battery, UTV Wolfpack, Triple X Seats, and UTV Off-Road Magazine.

UTV OFF-ROAD MAGAZINE 21

Low Country Riders Providence, NC. -- My friends and I took a trip to WV on the weekend.

We are weekend warriors who enjoy riding our side-by-sides. On this trip we were staying at a new place to us. We arrived at Eva’s house in Gray, WV ,that Friday. It was cold and raining that day. So we got unloaded and ready to go check out the Warrior Trail System for the first time. Then what happen really was special to us. Three or four SUVs pulled in and several people got out of the cars. At first we thought they were just coming to stay at Eva’s house for the weekend. It’s a wonderful B&B. After a few minutes we saw the people that just got there were unloading food from their cars, and I mean food floor to ceiling back to front of the SUVs. At this point my friends and I were amazed at all the food. So we asked if we could help unload and they were very thankful also because it was pouring now. After all was unloaded we had to ask what’s all the food for? Turns out that the owners and operators of Eva house are missionaries and had arranged to pack up about or over 500 food bags for the kids in and around the area. To make sure the kids had a meal to eat on the weekends.

The bags had to be something that kids could open and eat with no cooking required. The number of people and number of food bags was unreal. The love of God was very clearly seen in the people filling the bags of food. These are pictures from that weekend at Wilmore Dam, McDowell County, WV. We had a blast riding the warrior trial system, and staying at Eva’s house. I would recommend doing both!

FIRST DRIVE

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HONDA TALON 1000R & 1000X

HONDA

TAL0N 1000R & 1000X I

n the world of UTVs, the most popular manufacturers have released a sport UTV to their line-up except for two. One of the most anticipated units comes from Honda as they released their latest 2019 Honda Talon 1000R and the Talon 1000X. Both units share 85% of their parts, including the entire 999cc parallel-twin engine and one-piece frame, but have wheelbases and suspension configurations that are designed to specialize in different applications -- more on this

UTV OFF-ROAD MAGAZINE 25

FIRST DRIVE

later. We had the opportunity to drive both machines for one day each in southern Utah in two completely different terrains.

INTERIOR STUFF Starting off with the interior of the Talon, it has an automotive-like fit and finish quality. The center instrument panel is the same as the Honda Pioneer. While it’s not large, it has everything you need to know while operating your Talon. Just under the instrument panel is a small storage compartment that will probably be used as a switch panel as you add accessories to the Talon. An accessory port is below on the right and the ignition switch is to the left.

Below is what makes the Talon unique to any other competitors on the market today. The first button is the Honda’s I-4WD, introduced on the Pioneer 1000 LE, is the powersports industry’s first and only off-road brake 26 UTVOFFROADMAG.COM

traction control system (BTCS), and it has been specifically adapted to sport side-byside use for the Talon. The system manages the amount of slip between left and right front wheels, applying torque to the wheel with greater grip. The result is excellent traction and tracking performance in tough off-road conditions, with reduced steer effort and kickback compared to a standard differential lock.

The system also incorporates an Electronic Brakeforce Distribution system (EBD), which strategically applies braking force to optimize stability under braking; minimizing rear-chassis lift when in twowheel drive.

Moving to the right, the center button is the Hill Start Assist (HAS). To simplify restarting after stop on ascents, the driver has the option of pressing a Hill Start Assist button on the dash, thereby temporarily

HONDA TALON 1000R & 1000X

UTV OFF-ROAD MAGAZINE 27

FIRST DRIVE

holding the vehicle in place without needing to apply pressure on the brake pedal. As a result, more mental bandwidth can be dedicated to effectively modulating the throttle to resume motion. As a separate feature, when the driver brakes aggressively, the vehicle holds gears longer for real engine braking.

The right side button is where all the magic happens. Starting with the AT (Automatic Transmission) button, this is 28 UTVOFFROADMAG.COM

perfect for easy trail riding where the shift points are mild. If you select the Sport mode button while in AT mode, it holds the shifts longer and downshifts sooner. If you ever feel that you need to upshift or downshift, you can with the column-mounted paddle shifters. Then there is the MT (Manual Transmission) button. This allows you to have total control over the shifts through all six gears, which is a total blast. If for whatever reason the driver has to come to

HONDA TALON 1000R & 1000X

an immediate stop, the system automatically downshifts to first gear so you don’t have to.

On the driver side we mentioned the column-mounted paddle shifters. The right paddle is for upshifting and the left is for downshifting. Below is the throttle and brake pedal which are separated more than most.

This is perfect for those two-footed drivers.

We did hear a few comments from onefooted drivers that the pedals were separated too much for them. We tried both ways and

it was not an issue for us. On the passenger side there is a grab handle that is infinitely adjustable and locks down tight without any rattling -- none whatsoever. Below the grab handle is a good-sized glove box for personal items, gear or extra tools.

The doors on the Talon are built solid with automotive-style latches. We wish the doors were full half doors rather than the open lower quarter. When asked, Honda said it was for airflow. The door nets are actually

FIRST DRIVE

HONDA TALON 1000R & 1000X

really nice and give you a level of confidence knowing that they are there. Overall the doors do not rattle. The seats have perfect side bolstering to keep you positioned in the center while cornering and are ready to accept 4-point harnesses. The seats are comfortable but only the driver’s seat is adjustable and not meant to be swapped side-to-side. Between the two seats there are two cup holders that can securely hold 16oz water bottles all the way up to large 30oz tumblers, and the rubber flaps keep them

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secure.

WHAT MAKES IT GO? As we mentioned earlier, both Talon versions share the same 999cc fourvalve Unicam parallel-twin engine. This is a performance-tuned version of the platform from the durable Pioneer 1000 multipurpose side-by- side and CRF1000L Africa Twin adventure motorcycle. Boreand-stroke specifications are an oversquare 92 x 75.2mm, and the water-cooled

WE’RE BUILT FOR THIS WHAT SOME PEOPLE CALL AN ADVENTURE IS REALLY JUST A WALK IN THE PARK. BUT NOT YOU. THAT’S WHY WE’VE ENGINEERED THE CAN-AM MAVERICK TM TRAIL TO MAKE GOING THE EXTRA MILE EASIER THAN EVER.

®

©2018 Bombardier Recreational Products Inc. (BRP). All rights reserved. , TM and the BRP logo are trademarks of BRP or its affiliates. In the U.S.A., products are distributed by BRP US Inc. BRP reserves the right, at any time, to discontinue or change specifications, prices, designs, features, models or equipment without incurring obligation. Some models depicted may include optional equipment. BRP highly recommends that all ATV drivers take a training course. For safety and training information, see your dealer or call the ATV Safety Institute at 1-800-887-2887. ATVs can be hazardous to operate. Never carry passengers on any ATV not specifically designed by the manufacturer for such use. All adult model Can-Am ATVs are Category G ATVs (General Use Models) intended for recreational and/or utility use by an operator age 16 or older. For side-by-side vehicles (SxS): Read the BRP side-by-side Operator’s Guide and watch the Safety DVD before driving. Fasten lateral net and seat belt at all times. Operator must be at least 16 years old. Passenger must be at least 12 years old and able to hold handgrips and plant feet while seated against the backrest. ATVs and SxS are for off-road use only; never ride on paved surfaces or public roads. For your safety, the operator and passenger must wear a helmet, eye protection and other protective clothing. Always remember that riding and alcohol/drugs don’t mix. Never engage in stunt driving. Avoid excessive speed and be particularly careful on difficult terrain. Always ride responsibly and safely.

UTV OFF-ROAD MAGAZINE 31

FIRST DRIVE

HONDA TALON 1000R & 1000X

engine features a 270 degree cross- plane crankshaft.

Honda worked hard to optimize the Talon’s engine sporty power delivery with an emphasis on strong low to midrange horsepower and torque. The engine is mounted longitudinally in the frame, eliminating unnecessary right angles in the driveline so that an efficient transfer of power to the rear wheels is possible, resulting in strong acceleration. Unlike most UTVs, the Talon can be switched between two-wheel-drive or four-wheel-drive on the fly, and even during situations of wheel spin, via a dash-mounted switch. Four rubber mounts attached to the frame and to the

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engine reduces engine vibration transmitted to the chassis. The claimed 104 horsepower Talon is electronically controlled and tops out at 74 mph.

In low gear, the speeds are 40-percent lower through all the gears.

Honda increased the fuel-injection nozzles to each flow 18% more fuel, as well as a throttle body bore that is 9% larger over the Honda Pioneer.

The engine intake is positioned high behind the passenger door, which reduces the dust reaching the air filter. This allows for stronger performance, reduced maintenance and improved durability.

FIRST DRIVE

WHAT? NO BELT? That’s right. If you don’t already know, the Honda Talon has a Dual Clutch Transmission (DCT) similar to high-performance sport cars. The DCT uses two clutches, as the name suggests. One clutch, which rides on a hollow outer shaft, controls odd-numbered gear sets (1, 3, 5); the other clutch rides on an inner shaft and controls even-numbered gear sets (2, 4, 6). Multiple gears are engaged simultaneously so that the transmission is constantly prepared for the next shift.

SUSPENSION What differentiates the Honda Talon 1000R vs. the Talon 1000X comes down to suspension. Both units have front doublewishbone design but the 1000X has 14.6 inches of front-wheel travel with Fox Podium 2.0 Quick Switch 3 shocks while the 1000R provides 17.7 inches of travel utilizing Fox

Talon 1000R

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Podium 2.5 Quick Switch 3 shocks. In the rear is where all the differences are. On the 1000X is Honda’s 3 Link rear system has a highpositioned trailing arm for improved ground clearance which provides 15.1 inches of travel. On the 1000R is a 4+ Link suspension design that limits toe change to only 0.3 degrees through the entire 20.1 inches of stroke, for excellent alignment control.

Honda’s shock adjustment is as easy as it gets, and the QS3 adjustment provides toolless selection between three significantly different damping settings (comfort, sport, and aggressive/loaded).

After fooling around with the three settings during our ride on the first day, we ended up keeping it on the number 2 setting (sport) that allowed the most comfort during the day without bottoming out or hard jarring. We did feel that the shocks were not plush while going through choppy

Talon 1000X

HONDA TALON 1000R & 1000X

2019 HONDA TALON SPECIFICATIONS TALON 1000R ENGINE & DRIVETRAIN ENGINE TYPE BORE X STROKE COMPRESSION RATIO INDUCTION DRIVELINE TRANSMISSION CLUTCH SUSPENSION FRONT REAR BRAKES FRONT REAR TIRES FRONT REARS DIMENSIONS OVERALL L x W x H SEAT HEIGHT CURB WEIGHT WHEELBASE FUEL CAPACITY GROUND CLEARANCE CARGO BED CAPACITY CURB WEIGHT OTHER COLORS

TALON 1000X

999cc liquid-cooled Unicam® OHC longitudinally mounted parallel-twin four-stroke; four valves per cylinder 92.0mm x 75.15mm 10.0:1 Fuel injection, 46mm throttle bodies Direct front and rear driveshafts Six-speed automatic DCT + reverse and high/low sub-transmisson 2-Multiplate Wet Double wishbone; 17.7 in. travel, Fox Podium 2.5 with Quick Switch 3 4+ Link trailing arm; 20.1 in. travel, Fox Podium 2.5 with Quick Switch 3

Double wishbone; 14.6 in. travel, Fox Podium 2.0 with Quick Switch 3 3 Link trailing arm; 15.1 in. travel, Fox Podium 2. with Quick Switch 3

Hydraulic w/ two 250mm discs; Electronic Brakeforce Distribution (EBD) system Hydraulic w/ two 250mm discs; Electronic Brakeforce Distribution (EBD) system 28x9x15 28x11x15 123.9 in. x 68.4 in. x 75.6 in.

123.9 in. x 64.0 in. x 75.3 in.

28.3 in.

1,545 lbs. (1,548 lbs. CA) 92.7 in.

7.3 gal., including 1.1 gal. reserve 13 in 299 LBS 1,545 lbs. (1,548 lbs. CA) 1,490 lbs. (1,492 lbs. CA) Pearl Red; Pearl Green

Pearl Red/Metallic Grey; Metallic Grey/Metalic Blue UTV OFF-ROAD MAGAZINE 35

FIRST DRIVE

washboard sections. It chattered way too much for our liking. We are not sure if it was the shocks, or the tires’ air pressure that caused discomfort in those sections. The front tires are 28x 9-15 while the rear tires are 28x11-15 Maxxis. We liked the Maxxis tires in every instance we tried. In the rocks, they grabbed sandstone rocks without the feeling of needing another tires choice. In the sand, while paddles would be nice, the Maxxis tires did well, similar to the Maxxis Bighorns. Since both Talons come with 28 x 15 tires it leaves very little sidewall making for a harsher ride than need be. If we had our choice, we prefer the same size tires on all fours with a minimum size of 30-inches like most modern UTVs coming to the market. This makes rotating tires a possibility and if you carry a spare there is no need to carry two tires (front and rear).

IT’S ALL GOOD While there are a few negatives to the

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Talon, let’s be clear. Honda has brought to the market a few fun units that can fit into a large variety of consumers. They have Honda quality that shines through both units and did not rush them to market. The DCT transmission, with all of its options, is as cool as it gets. It has a mode for everyone, want to drive aggressive? It has that. Want to drive and explore at slower speeds? It has that.

HONDA TALON 1000R & 1000X

UTV OFF-ROAD MAGAZINE 37

FIRST DRIVE

HONDA TALON 1000R & 1000X

And there are no belts to worry about while out exploring.

Everything in the cab is well laid out and has the typical high-end fit and finish that Honda is known for. While taller drivers would like more legroom it was adequate enough for two days worth of driving without feeling too cramped. We actually liked the window nets for spirited driving, and they seem to disappear the more you drive it. Seats are comfortable with enough side bolstering to keep you centered while carving through corners. They have slots for aftermarket 4-point harnesses, which is a plus. There is no rattling coming from the passenger grab bar, doors or the driver’s adjustable seats.

While the Honda is not a turbo, the Talon produces similar power to other naturally aspirated sport UTVs. In the whole scheme of things the Talon may be underpowered for

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Duners where power is everything. Will the Talon dune? Yes. It just won’t keep up with your friend’s turbo UTV. Both units’ suspension is outstanding, but it’s hard telling which one we liked better since we drove in two completely opposite types of terrain. Of course, the Talon 1000R should be the best of both units with more wheel travel, but they each have their place.

The Talon 1000X is meant to be in tighter trails and the 1000R is more of a wide-open type of terrain like Sand Hallow and the desert.

We congratulate Honda for bringing out two capable machines. While some say that they are a little late coming to market, we say “better late than never”. They took their time to come out and play, and there are a huge number of Honda fans that will jump ship to get Honda quality and reliability.

FIRST DRIVE

INTERVIEW WITH DREY DIRCKS Manager, Chief Engineer, Honda R&D America

A former professional motocross and off-road motorcycle racer, Drey Dircks has worked with Honda R&D America for 25 years. Based in Honda’s Marysville, Ohio, facility, he leads projects to assure powersports products meet North American market requirements HOW DID HONDA R&D AMERICA WORK ON THE TALON? We designed them from the ground up at this office. We set concept targets, and then from the overall concept it was broken down into function-group targets. You have handling, stability, noise/vibration, braking, power performance—a lot of different groups that all set individual function targets to achieve a concept target. There’s a whole process that we go through, and my role as one of the evaluators is to understand if

that’s enough to meet our concept targets through the entire development. Setting the targets happens before the project is kicked off, and then the kickoff gives everybody focus and direction.

WHAT WAS THE BIGGEST CHALLENGE DURING THE DEVELOPMENT PROCESS? All the function groups are interrelated, so one affects the other. We have really aggressive handling stability targets because that was one of the highest priorities of the

HONDA TALON 1000R & 1000X vehicle for this concept; we wanted good, predictable, confidence-inspiring handling.

At the same time, that could impact top performance, noise/vibration, braking, things like that. Achieving our handling stability targets was very challenging. We went from 10 inches of travel on the Pioneer 1000 to 18 and over 20 inches of travel on the Talon models. We had ambitious targets, and we were able to achieve them. I believe that’s down to technical knowhow and attention to detail.

WHAT WAS THE BIGGEST SURPRISE IN TESTING THE PROTOTYPES? I mentioned the challenge of achieving our handing stability targets, but it was surprising how well it worked when we got a handle on that. We made great strides, and when people drive this vehicle initially, they notice the predictable, confidence-inspiring handling.

WHAT CAN YOU SAY ABOUT THE TESTING PROCESS? I can say that Honda’s standards are the highest in the industry. Our durability standards are the most grueling and aggressive, and the results demonstrate that in comparison tests. We create worst-case conditions, and we do that for a very long time to ensure that quality is achieved.

ARE THE TESTING DAYS EVER CHALLENGING FOR THE TEST DRIVERS? You know, there are quite a few of those actually! [Laughs] We want to take the vehicle to the limit, so some of our test modes are to go to the hottest place and do X amount of time in sand dunes, wide-open throttle, things like that, to really take the vehicle to

the limits so there are no quality issues for the customers.

DO YOU DO ANY TESTING THAT IS TOO DANGEROUS TO EVEN HAVE A PERSON IN THE VEHICLE? Yes we do, and then for high-potential-risk items, we have high-level drivers to what we call limit testing.

WHAT HAPPENS TO THE PROTOTYPES? All prototypes are crushed when we’re finished. They’re hand-modified, things like that, so because we can’t guarantee safety or quality of prototypes, they’re all destroyed.

Twenty years ago, I used to feel bad to watch them go, but now it doesn’t faze me. It can be hard for the engineers who put their lives and souls into the prototype, but that sad feeling all goes away when you see a new, mass-production unit on the showroom floor.

I think that the Honda philosophy of the Joy of Creating and the Joy of Selling is why everybody in this office is doing what we do.

That high passion is probably the biggest strength for Honda in North America, for Powersports. The engineers are enthusiasts and want to build a good product for the customer. There’s a lot of hard work and long hours these engineers have into it, and I think they’re really excited to see it out in the market and show off everything they’ve been working on.

HOW DOES THIS PROJECT COMPARE TO OTHERS YOU’VE DONE AT HONDA? The Talon was a new segment, pushing the boundaries of suspension and geometry to a very high level, so I would say it’s the most challenging project we’ve done in this office.

FIRST DRIVE

INTERVIEW WITH JEREMY MCGUIRE Chief Engineer of Development Planning, Honda R&D America Since 2005, Jeremy McGuire has served in a number of roles at Honda R&D America’s Marysville, Ohio, facility, and he currently develops strategies based on market needs while aligning with business objectives. As the Large Project Leader for the Talon, he was responsible for directing and managing the vehicle’s overall development.

WHAT WAS THE STARTING POINT FOR THE DEVELOPMENT OF THE TALON? This project was centered around the development of the 1,000cc engine with a DCT transmission that’s in the Pioneer 1000.

The plan was that this project would follow after the development of the Pioneer 1000, in order to enter the Sport side-by-side segment. We knew we’d be producing it at

our Honda of South Carolina manufacturing facility, which would be going through an expansion for this vehicle, because we were developing a one-piece frame that would require some changes to the production line.

WHAT WERE THE PERFORMANCE GOALS FOR THE ENGINE WHEN APPLYING IT TO THE SPORT MODEL?

HONDA TALON 1000R & 1000X One thing we focused on when we started this was acceleration performance, and not just what it feels like when you accelerate, but also the actual dynamic time itself, from zero to 200 meters. We set that as a key performance target that we always balanced throughout the development.

HOW DID YOU DO THAT? By ensuring that we were optimizing the design, saving weight where we could, to be sure we were going to achieve that performance for acceleration, but also making sure we met the strength requirements of the drivetrain. You want performance, but you don't want your driveshaft to break when you’re 20 miles from camp.

WHAT IS THE PROCESS OF GOING FROM CONCEPT TO A PRODUCTION? We had already done a lot of research with respect to the multipurpose customer, who we knew very well, but we knew we couldn’t just rest on that. We had to go out and investigate and understand how the customers were using Sport side-by-sides, but also learn where there were voids in what they were being offered. We boiled that down into the concept of creating these two distinct Sport vehicles for those unique usages. Once we developed that core concept, we had our styling team in L.A. create a styling concept based on that, for performance and packaging. From there, we started to develop specific targets across what we call the function groups, to break down subsequent targets of performance and spec achievement in order to meet that higher overall concept. Based on those targets, the design engineers go to work and

figure out where to put the seats, the engine, the center of gravity, the wheelbase—all those kinds of packaging elements. We ultimately arrive at the design that we prototype for the first time, and then we get to test our theory with an actual real-world vehicle. That iteration happens a couple times, until we refine it sufficiently to the point that we can hand those specifications and drawings off to the factory, and that’s where Honda of South Carolina takes it over for production.

WHAT AREA WAS THE MOST CHALLENGING? Frame rigidity was a challenge in the beginning, and we had to go back to the drawing board and make some radical changes right out of the gate to achieve our targets. We build prototypes in batches because we have eight to 12 function groups that have to do their respective confirmations to make sure it meets Honda’s requirements.

HOW DO YOU MEASURE FRAME RIGIDITY? That was one of the unique aspects of this process. Ultimately we ended up leveraging our auto synergy by being next door to Honda Auto. We were able to utilize their chassis fixtures to determine the rigidity of the frame by isolating the suspension system from it. After that we could focus on tuning the suspension. By going through that testing, we identified an improvement in our development process. We didn’t want to put this out quick and let the customer in the market figure it out. We wanted to make sure it met our standards—including some standards that we didn’t have before this project, which we had to develop.

FIRST DRIVE

INTERVIEW WITH ERIK DUNSHEE Senior Designer, Honda R&D America A veteran transportation designer with a degree from the Savannah College of Art and Design, Erik Dunshee has been with Honda R&D America since 2009, and is based in the Torrance, California, office. As the Senior Designer for the Talon models, he was responsible for developing the product’s look.

WHAT WORD WOULD YOU USE TO DESCRIBE WHAT YOU WERE GOING FOR WITH THE TALON’S LOOK? “Capable.” When you looked at this vehicle, we wanted you to know that it’s able to take any terrain. Mud, trail, open—the actual capabilities of it were really what we wanted to emphasize. You look at this vehicle, and you know it can go anywhere.

WHERE DID YOU DRAW YOUR INSPIRATION FOR THE TALON? Honda has so much experience and so much success on our off-road dirt bikes, the CRF line, and that’s a highly capable, performance-based vehicle. We wondered what it would it look like if you took something as nimble and capable as the CRF and applied the visual elements to something like a four-wheel Sport side-byside product.

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IN WHAT WAYS DID THE CRF LINE INFORM THE DESIGN? The Talon’s high bodyline, from a visual standpoint on the exterior, is to create a continuous, cohesive body side from front to rear. Without that, a vehicle can appear kind of primitive and broken, so we wanted a front-to-rear communication in this vehicle— one gesture. That high-bodyline exterior was inspired by the CRF, that top line of the motorcycle and that visual dynamic that it conveys. The interior also becomes more secure feeling for the driver and passenger, so that high bodyline is something that’s functional as well as visually impactful.

HOW DID THE DESIGN EVOLVE? Initially, we research the product, then it goes to sketching, and that sketching is reviewed by multiple disciplines to understand feasibility, cost, outlooks, those types of things. Once a certain overall image is

HONDA TALON 1000R & 1000X selected—that’s an internal, global effort to reach that consensus as to a fixed 2D image of what we’re going to achieve—then we move to 3D, and that 3D process includes clay, previsualization in CAD, and from there we move forward. The final output is CAD, and we work from there.

IS DESIGNING A SPORT SIDE-BY-SIDE PARTICULARLY EXCITING? For sure there’s excitement from the design side in dealing with the sport/performance category, but at the same time we’re trying to field a family image based on representing Honda’s durability, quality and reliability.

We push to achieve something that’s a coherent part of the product family. I think it’s pretty clear that Honda vehicles are class leading when it comes to reliability and dependability, and I constantly have to support that. We go through immense amounts of testing and back-and-forth to ensure the quality of the product.

HOW DID THE DESIGN OBJECTIVES ADJUST AS THE PROJECT PROGRESSED? The objective never changed, but of course there’s an incredible amount of maturing that takes place when you’re dealing with a ground-up build like this. I’m constantly addressing that and basically adapting that initial design to how the project continually grows.

WERE THERE ANY NOTABLE DESIGN DEPARTURES THAT MADE IT INTO THE FINAL VERSION? One thing that we really wanted to address was efficient cooling, and we put in motorcycle-inspired shrouds, as well as side vents. Those are unique to our side-by-side vehicles, to ensure proper cooling.

In what ways did you try to facilitate the visceral experience through the design?

We definitely want to capture that emotion, and we spent quite a bit of time on the interior to facilitate a great experience for the

driver and passenger. We wanted to make sure to go after those human factors that will help support the customers’ emotional experience—the enclosed, safe feeling, and more of an advanced look.

DID YOU GET TO DRIVE THE PROTOTYPES? Even at the beginning of the project, before pen was put to paper, we’re experiencing these vehicles. Once we start working with actual test vehicles, I’m supporting those teams at all times, so I’m in the vehicle. I get to feel it, understand what we’re trying to achieve and if we’re successful or not from a design point of view.

WERE THERE ANY “AHA” MOMENTS? Other than the shrouds and the body side venting, another kind of aha moment was when we were completing the roof. We wanted to incorporate some downforce on the roof, because it’s surprising how air becomes an element of performance.

However, we knew that the vehicle was going to get trailered—possibly while facing backward—so we had to create a roof that would be fine for that. We were innovative in the sense that we were able to achieve the spoiler but with a rearward flow-through, in case it was ever to be trailered facing backward.

WHAT WAS CONSIDERED IN THE COLORSELECTION PROCESS? I think we all felt that there was a need for something a little bit more impactful than a multipurpose side-by-side. Again we’re coming to market with our first Sport sideby-side, so we wanted to make a statement.

HOW DO YOU FEEL ABOUT THE FINISHED PRODUCT? I’m 100% confident that we went after this project and this platform in an aggressive manner, and I think we’re all really proud of the end result.

UTV OFF-ROAD MAGAZINE 45

FIRST DRIVE

BEHIND THE S

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HONDA TALON 1000R & 1000X

SCENES

UTV OFF-ROAD MAGAZINE 47

don Simsbo n a r B : R E N r ifield OW8 Polaris RZR XP Tu r r e M y o r APHER: T CLE: 201 PHOTOGR : Glamis, CA VEHI LOCATION

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UTV OFF-ROAD MAGAZINE 49

rowley Jrl.on 1000R C n o J : r e v ld Dri : 2018 Honda Ta e fi i r r e M LE oy APHER: Tr tah VEHIC PHOTOGRN: Sand Hallow, U LOCATIO

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and ammy trail aatTaS lon S le b u o D n o g kin ond Jon CrowleytaJrh. ta ewly released H n e th h it w Hallow in U 1000R. UTV OFF-ROAD MAGAZINE 51

LATEST UTV & SIDE-BY-SIDE

PRODUCTREVIEW

KOPLIN

GUARDIAN STORAGE BOX - 80L

www.koplin.com PRICE: $129.99

Storage, it's something we all need while out on the trail, and it can be challenging to find the right one with the many options available.

We recently got our hands on Koplin's 80L (aprox 21gallons) guardian storage box that fit perfectly in the bed of our CanAm X3 Max X XRS Turbo. The box will fit comfortably in a varity of UTVs with a full box bed. If you are looking for one to fit in a Polaris RZR bed, you will have to opt for the smaller 40L Guardian Storage Box (27-1/2” L x 11” W x 8-1/2” H) or other storage boxes from Koplin.

The box ships flat so there is some assembly time that is simple enough. Once 52 UTVOFFROADMAG.COM

assembled, the box is ridged from the zippered in plastic panels that make up the walls of the box and the moveable interior divider. Interior room is big enough for a backpack and a 6-pak cooler or even a few tool bags. On the interior lid there are three zippered pockets and one weather-proof zippered front pocket.

On the bottom of the box there are six sewn-in metal D-rings on the perimeter for various mounting options with six supplied quick-release buckle mounting straps.

Securing the box to the bed on our unit was easy with the amount of given mounting points on the bottom of the box.

Once secured, we hit the trails for a full

day of driving to ensure that it would stay in place over rough terrain, and we were happy to see that the strap kept the box in its place.

It's nice to have storage for all of our trail essentials rather than having them loose at the bottom of the floorboards and also to keep the outside elements off our bags.

FEATURES • Semi-rigid internal core construction with zipperless design • Water-resistant ballistic fabrics • (6) Quick-release buckle mounting straps for universal fitment to all ATVs and UTVs • (6) Metal D-ring tie-downs on perimeter for various mounting options

• Integrated dust and water seal • Storage capacity: 80L • Additional main compartment divider • Zippered exterior pocket • 3-pocket lid organizer • Dimensions: 33” L x 14” W x 12” H • Color: Black UTV OFF-ROAD MAGAZINE 53

LATEST UTV & SIDE-BY-SIDE

PRODUCTREVIEW

ASSAULT INDUSTRIES SIDEWINDER CONVEX SIDE MIRRORS

www.assaultind.com PRICE: $299.99

The Assault Industries Sidewinder convex side mirrors are a great new addition to their complete line-up of popular UTV/SXS bolton side-view mirror kits. The new Sidewinder mirrors feature an ultra-thin, light weight and low profile design.

Constructed from 6061-T6 Aluminum and stainless steel, the Sidewinder mirrors' black anodized angular detailing and chamfered edges add a visually interesting and well-engineered aesthetic. The front bezel and rear logo insert are available in a variety of popular colors!

The Sidewinder convex mirrors can be rebuilt if damaged or broken and include Assault Industries rugged cage clamps for mounting to 1.5”, 1.75” and 2” cages. They are easily adjustable without the need to mechanically loosen and tighten due to their breakaway design.

Installation is a breeze, and only requires a 5mm Allen and a 17mm open-end wrench.

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The mounting clamps can be positioned thin side out, or thin side in. We mounted ours thin side out in case we add a windshield in the future.

Then with the two 5mm Allen bolts the clamp is mounted to the cage and a beauty plate, with the Assault logo, clamps over the twin bolts. Next we threaded the Sidewinders on to the clamp and tightened with 17mm open-end wrench. Then we snugged the two inner bolts facing the A-piller just enough for a little movement by hand.

With the mirrors being convex, showing a wide view, it is easy to align them up quickly with only one person, and the view from the mirrors allows you to see more rather than your standard mirror with limited views.

The Sidewinder convex side mirrors come with a limited lifetime guarantee and retail for $299.99.

UTV OFF-ROAD MAGAZINE 55

2019 King of the Hammers from the co-dog seat

BY JON CROWLEY

I have a serious love-hate relationship with King of the Hammers UTV race. I love to build something to conquer the desert and survive the rocks, but it takes a ton of time to do it like I want to. Since the first race in 2009, I have attended every King of the Hammers UTV race. Most times I have built cars and raced, but two years I have sat out and focused on the media side of it. 2019 was supposed to be another sit-out-and-domedia-stuff year, but one week before the race it got all turned upside-down for me‌.

From 2009 through 2012, the UTV race was mostly a desert sprint with a few easy rock sections sprinkled in. So from my 56 UTVOFFROADMAG.COM

perspective, things got serious in 2013 and on when Hammerking promoter Dave Cole decided UTVs weren’t just glorified golf carts anymore. That year, the course had three finishers, about 10% of the starting field.

Mitch Guthrie and his son Mitch Guthrie Jr. took first place. I finished 16 seconds behind him after almost 8 hours on the course.

In 2014, I jumped in the co-dog seat with Blake van de Loo, and we got 5th place after many different issues tested us and our Jagged X pit crew to the limits.

In 2015, I was crazy enough to think that racing an underpowered RZR S 900 with less suspension travel was a good idea. Even with

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the toughest course to date, I was able to pull off a third-place finish.

In 2016, I sat the race out and focused on the media side of the race. But then again in 2017, I was back at it. While most competitors were racing a turbo RZR, I focused in on a Rock & Trails Edition RZR XP 1000. I teamed up with Reid Nordin, and we pulled off a third-place finish.

In 2018, I sat the race out and focused hard on pre-running and race coverage.

For the 2019 King of the Hammers UTV race, I had planned on doing extensive media coverage with several of the top teams, from different manufacturers. I had three trips to Johnson Valley under my belt by the middle of January and was getting some great video content for different teams and manufacturers, including the Guthries’ (Polaris), Ronnie Anderson (Polaris), Jason Weller (Yamaha), Phil Blurton (Can-Am).

I was gearing up for race week when I got the call from Mitch Guthrie Jr. asking if I’d be interested in being his co-dog. Well, that certainly wasn’t part of my plan for KOH week, but when the current King wants your help, it is hard to say no. Even so, I took a few days to think about this. I had some media obligations, plus I take this race very seriously and wanted to make sure that I could give the Guthries 100%.

After some serious contemplation I made the decision to go for it. This type of opportunity doesn’t come around every day, and I felt I was the right guy for the job.

After filming in Johnson Valley so much, I was confident that no other co-dog had spent anywhere near the amount of hours on the ground running up and down the rocks at the Hammers. I checked over my gear, and my firesuit, gloves and hans were all good to go, but my helmet was out of date. I made a call to Rugged Radios and got that figured out quickly.

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RACE WEEK – DOING HOMEWORK Race week arrived in a matter of days and I loaded up my RZR XP Turbo S so I could do my own pre-running as well. This year’s UTV race had moved due to the addition of a trophy truck race. That meant the UTV race was moved up to Sunday instead of Wednesday. Qualifying was to be on Saturday and the course wasn’t going to be out until noon on Thursday. That left very little time to pre-run with the actual course on a GPS. This was going to take some serious effort.

We discussed a plan to get there Monday and hit the ground running on Tuesday. Even without the course on GPS, you can wander the desert until you find course markers. The course markers explain some things, but leave the whole picture obscured until the course is officially out.

We already knew the desert lap would be 90+ miles and most likely would not have much in terms of rock trails. Although it was super important to pre-run the desert, it was more important to figure out what rock trails we were going to hit. I arrived on Monday afternoon and headed over towards Chocolate Thunder, knowing that it would be part of the course and I could pick up some course clues from there.

The big surprise I found was that the course apparently went down Chocolate Thunder instead of up. We’ve never done that before! From there, it looked like we went on a new trail called Her Problem, then up Jack North and then probably down Jack. Someone was going to go up Sledge Hammer, and I hoped this was for 4400 class only.

From there I went to see where the course came from before heading into Chocolate Thunder. Looked like it came down Wrecking Ball. I was running out of daylight, so I ran over to check out Back Door and Resolution. Course markers for

KOH

lap 1 looked like they went around these trails, but there were arrows at the bottom of Back Door that looked like an option.

Maybe up on Lap 2? Or maybe just for the 4400 course? Sending UTVs up Back Door at the beginning of Lap 2 would be tough, and, in my opinion, would turn into a cluster.

I don’t mind winching up Back Door, but a must-winch obstacle like that needs to be well into the rock trails to thin out the racers or it will be a bottleneck. I was hopeful that Dave Cole wouldn’t make that mistake. But if Back Door and Resolution weren’t part of the course, what did he have planned to make the course as hard as last year?

I didn’t explore further, but I surmised that Boulderdash, Upper Big Johnson and Claw Hammer were going to be before Wrecking Ball. After Jack/Sledge, the course headed over towards Highway 19/20 and Aftershock. We’d have to explore further the next day.

I met up with the Guthries that night as they were setting up, and we went over what I had learned. Our plan was to hit the

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rock trails first thing the next morning and see if the rock part of the course started at Boulderdash.

PRE-RUNNERS & RACECARS Before I go any further, let me describe the Guthries’ setup. In my opinion, you need two vehicles to properly race King of the Hammers. A pre-runner that can get beat up while testing different lines in the rocks, and a race car that is tested just enough to make sure it is solid. Pre-running in your racecar is risky and can ruin your race before it begins.

If you are going to pre-run all the rock trails in your race car, you better be a good mechanic with a lot of spare parts and plan to wrench on your race car quite a bit.

For pre-running, they both had RZR XP Turbo S machines that were very stock.

Factory UTV UHMW skid plates, Rugged Radios, BFG KR2 tires on KMC beadlocks.

These are the RZRs we used to pre-run before New Year’s. With just enough modifications to keep them from getting too beat up, plus communications so you can discuss things

KOH with your co-dog and the other car on the fly.

The Guthries’ race cars were both brand new RZR XP Turbo S Velocity. These RZRs are a bit more simple that the normal Turbo S with no Ride Command and no Live Valve shocks. The RZR Velocity comes with Walker Evans Velocity shocks, and this is what the Guthries run so the fit seemed natural. These are 72-inch-wide RZRs, and would be the first time that the Guthries had raced a long travel at King of the Hammers. I was lucky enough to get my hands on one of these before the race so I knew what they could do stock.

Right out of the box, the RZR XP Turbo S Velocity handles the rough desert better than any that Mitch Jr. or I have ever raced before at KOH. With a little bit of fine tuning from Walker Evans Racing for the specific terrain, race pace and how the vehicle was equipped, and I knew we were going to be set.

The good news for me is the Guthries and I completely agree on build styles for King of the Hammers. I’ve seen so many people 62 UTVOFFROADMAG.COM

over-engineer their race cars, and most of the time, the added complexity causes an issue on race day or during pre-running.

Keep it simple stupid definitely applies here.

Strengthen only what you need to, then add necessary safety equipment and leave the engine and clutch as stock as possible.

What I learned in 2017 holds true in Johnson Valley – shocks make you fast, so there really isn’t a need for bigger turbos or reflashed ECUs. The desert in Johnson Valley is rough and doesn’t allow for many opportunities at speeds over 80 MPH. That’s my two cents, and the Guthries are on board with this theory, as well.

RACE WEEK – MORE PRE-RUNNING On Tuesday, we found course markers out

by Pit 2 that appeared to have come through the desert for about 10-15 miles from main pit at the end of Lap 1. We followed those and they went up Boulderdash, then down Upper Big Johnson and headed over to

KOH Claw Hammer. As we were heading up Claw Hammer, that is where we found an either/or line. One continued up Claw Hammer, and the other line went up Full of Hate.

In my opinion, this either/or was a great course addition. In 2018, the course was backed up in Claw Hammer and if you had any issues getting there quickly, your chances of getting on the podium greatly diminished.

Having the alternate line gave everyone another option, and also added some strategy to the race.

From there, the course hit Wrecking Ball, Chocolate Thunder, Her Problem, Jack North, and Jack Hammer. After that, I guessed that only 4400 class would go up Sledge Hammer.

This jived a bit with some course markers we saw, but we wouldn’t know for sure until the course came out on Thursday afternoon. We had looked hard at the possibility of going up Sledge Hammer in a UTV, and it would 64 UTVOFFROADMAG.COM

be extremely difficult with at least two mustwinch points. It would be another bottleneck if it were part of the course.

We followed the course around the hill and went up Highway 19/20 and into Pit 2B, and then down Aftershock over the hill and onto the dry lakebed next to the Marine base.

From there, purple arrows (UTVs) went up Outer Limits and blue arrows (EMC) skipped.

It was getting late, so we would need to hit Outer Limits another day, but our guess was up Outer Limits, hit Pit 2A or 2B, then down Spooners just like 2018. Then out through the desert for another 20 miles and back to Hammertown.

At this point from what we knew and with a few educated guesses, I was figuring that the course would be easier than 2018.

The rest of the week was a blur. Shock tuning with Walker Evans Racing, running the desert loop as well as Cougar Buttes,

KOH

and then fine tuning some lines in the rocks.

Plus we had to tech the cars and our safety equipment and find the course map for our GPS. All these little pieces take way more time than you’d think, and that eats into any spare moments that you think you have for pre-running. It really helped that Mitch Jr. and I could go accomplish multiple tasks without each other when necessary. For example, he was learning the qualifying track, which he would run solo plus testing the racecar, and I was out on a rock trail checking details.

One last critical item I accomplished was running up Highway 19/20 with Reid Nordin on Friday. Reid had the course from CartoTracks on his iPad, and there were some DQ lines on this trail. Highway 19/20 used to be super tough from 2013 – 2015, but over the years, bypasses cut around many of the obstacles making it truly a highway. With DQ lines added in, the dynamics of this trail completely change. I wanted to know for sure where we had to stay in the true canyon.

DAY BEFORE THE RACE – QUALIFYING The weather was looking like it would play a big role in qualifying. 25MPH – 50MPH winds and 1/2-inch of rain were forecasted.

And most of the rain was scheduled for later in the afternoon, about the time “Power Hour” was underway when both Guthries would run. Perfect.

Before qualifying kicked off, we had the driver’s meeting. Most notable from the meeting was the discussion about DQ lines.

Ultra4 Racing had set up VCPs (Virtual Check Points) that we had to pass within 50 feet of. These were set up in a few key canyons to eliminate some bypasses – among them at the bottom of Jack North, in Highway 19/20 and a few in Spooners. Dave Cole said they would have people on the ground monitoring these DQ lines on race day and they would result in disqualification if 66 UTVOFFROADMAG.COM

we deviated from the course. Jack North and Spooners were easy to figure out, but Highway 19/20 wasn’t quite as easy, so I was happy to have had the opportunity to do the homework I did the day before.

Almost 100 racers were set to qualify, and Mitch and Mitch Jr. were in the Power Hour at the end of the day. To be competitive for the podium, I felt a top-15 spot was needed.

If you get too far back in the pack, one little bottleneck in a rock section can cause serious problems for your podium effort.

Kyle Chaney, Ronnie Anderson and Jason Weller all went fairly early on and set some fast lap times that were holding. The course was deteriorating, rain was starting and some fast racers were still in line. I was a nervous wreck. Mitch Jr. is fast, but it seemed like things were stacked against us. I was praying a little mistake didn’t make us start last on race day. I figured a top-10 would be incredible and we could still do it with a top15.

So far, a few of the Power Hour racers had breached the top-10, but no one had unseated Kyle Chaney and Ronnie Anderson.

Mitch Jr. was actually last off the line, and although the rain had been pretty steady for the last hour, it actually slowed up some right before Mitch Jr. lined up.

Mitch blasted through the course and ended up with the fastest qualifying lap, beating Kyle Chaney by less than a second.

After a quick celebration, we had work to do still. It was 5PM the day before the race and Hammertown was covered in a layer of mud from the rain. Plus more rain was coming over the next few hours. Race day could get interesting.

RACE DA –“JUST GET ME TO THE ROCKS” Race day finally arrived. Mitch Jr. and I had done our homework. We were starting on the pole position, knew the course as well

Mitch Jr. and Jon jumping over the saddle-back around race mile 1. as anyone, and we had a solid race car. But this is King of the Hammers, and even the best prepared team can get knocked out by a fluke.

Although I had pre-run the entire desert section with Mitch Jr., I had never been in the race car with him at a race pace. I am not a great passenger, so I was a bit concerned he was going to push it a bit too hard early on with Kyle Chaney next to us and Phil Blurton right behind us. At King of the Hammers, the saying goes “you lose in the desert and win in the rocks.” It is amazing how many racers take themselves out of the race early in the desert trying to make that one pass. It is a long race, and you have to take care of the race car. My mantra since 2013 has been “just get me to the rocks,” and I shared this with Mitch Jr. on race day several times.

Once on the starting line, we sat idling for an extra 15 minutes waiting for the go sign from Ultra4 Racing. They must have been sorting out trackers or timing because we didn’t get the green flag until about 8:15.

The wait was agonizing, but Mitch Jr. seemed relaxed enough. The green flag dropped and Kyle Chaney jumped out front. I was proud of Mitch Jr. because he let him go. It is a long

race…. just get me to the rocks.

As we rounded the corner towards Back Door, Chaney took the wrong turn and headed up Short Bus like in the qualifying course. We were back in the lead! We headed over the hill and down towards the “dry” lake bed in the lead. Once we hit the lakebed, Chaney came up on us and made a move to pass, then showered us with fresh mud as he passed us. We frantically worked on cleaning the mud off our visors and then got our groove back. Again Mitch showed great composure and settled into our race while Chaney inched away.

A few miles later, we saw Phil Blurton in our mirror. He started 30 seconds behind us, and is super fast in the desert. In my opinion Blurton was our biggest threat. He is the 2017 and 2018 Best in the Desert champion, plus he had made as many trips to Johnson Valley to pre-run the rock trails as I had before the race. I didn’t want him to get too far in front of us.

Pressuring someone from behind in the rocks can be an advantage.

We hit Pit 1A with Blurton not far in front of us, and Chaney still in view as well. The next 20 miles is really rough desert. Not just UTV OFF-ROAD MAGAZINE 67

KOH big whoops, but nasty g-outs and washes with rocks on the sides just waiting to slice a tire. Go too fast here, and you break your car.

Mitch set a great pace and neither Can-Am in front of us left us behind.

Then we came around a corner and Chaney was stopped. Driver and co-dog were out of the car so it must have been serious. I was just happy to get by them.

Then the terrain opened up a bit more and the gap between us and Blurton increased.

Mitch still stayed with the program and never overdrove the terrain. The kid is smart beyond his years.

We hit Cougar Buttes and the first rock section. Pre-running this section is key and we greased right through it with no sign of Blurton. From there, we made our way over towards Fry Mountain and I caught sight of Blurton. He was maybe 60-90 seconds ahead of us physically. We followed Blurton 68 UTVOFFROADMAG.COM

into Pit 1B and stopped for a few gallons of fuel and Blurton was already there getting fuel as well. We were out of the pits first and made it another 15-20 miles back to main pit in Hammertown without seeing Blurton in our rearview. We topped off with fuel and headed back out for Lap 2. We were doing great and almost to Pit 2A when some big G-out-type whoops snuck up on us. Mitch hit the brakes hard and the rear tires skipped off the top of one and hit the next. The shock load was too much for the belt. We jumped out and Mitch had the belt changed quickly. He decided to just leave the cover off since we were heading into the rocks and it wouldn’t really be necessary.

While changing the belt, Blurton passed us. Crap! In our rush to get going again, we forgot to latch the spare tire carrier. We stopped in the pits to toss the CVT cover and blasted up the sand hill towards Boulderdash

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KOH

knowing that a simple mistake could have just cost us the race. We cruised through Boulderdash and then down Upper Big Johnson without seeing Blurton. Next up was Claw Hammer and we hoped this would be our opportunity if we took Full of Hate and Blurton chose Claw Hammer. We made our way through the rocks in lower Claw Hammer and got to the either/or line at Full of Hate. We saw Blurton in the distance on Claw Hammer as we took the right on Full of Hate.

During our pre-running, we knew that Full of Hate was several minutes faster, IF you could make a smooth accent. It came with more risk, but we had pre-run it many times and felt confidant. Everything worked well and we blasted to the top towards Wrecking Ball without seeing Blurton. Our fingers were crossed hoping that he was behind us as we dropped into Wrecking Ball. The downhill on Wrecking Ball isn’t that difficult, but going

too fast on some of these downhills can really beat you and the race car up. Mitch set a great pace and 3/4 of the way down, we came upon Troy from UTV Off-Road Magazine and asked him if we were the first through. His answer was yes!

We were elated at that point knowing we were back in front physically and finished up Wrecking Ball. Somewhere before Chocolate Thunder we realized that our spare tire carrier was loose. The tire banged back and forth and we talked about whether we should stop and strap it down or continue on.

We continued on knowing that the next pit stop would be Pit 2B after Highway 19/20 and some rough desert and several other rock trails before that. We went through Her Problem, then up Jack North. I filmed in Jack North during 2018 KOH and knew that many racers had a hard time there. Mitch hit it with just the right amount of “cowboy” and we were through without issue. At the top of

Mitch Jr. and Jon in 1st place running through Wreaking Ball.

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Jack North, we headed down Jack Hammer.

This is a super tough canyon to climb, but going down isn’t too bad as long as you pick the right lines and keep the right pace.

We made it down to the bottom of Jack Hammer, collected another checkpoint sticker and were on our way around the mountain. The desert here was easy enough, but Mitch was trying to take it easy so the tire banging up and down wouldn’t cause any damage. Somewhere before Highway 19/20 we came upon a checkpoint at an intersection that did not have anyone manning it. We waited for a few seconds, then decided to keep on moving and hope for the best. Inside I was a little panicked that we would be penalized for not having a sticker, but Mitch said they would just have to check our tracker. I wasn’t so believing in the system and mentioned this to at least four other checkpoints that we hit, hoping they would relay the info to race ops.

We hit the bottom of Highway 19/20 and this is where the tough VCPs were. From prerunning this canyon, I knew where the hard spot was at the waterfall, but the other DQ lines were a little tougher. We stayed in the canyon probably more than necessary and I had the GPS zoomed in quite a bit and it was still hard to make sure you were doing it right under the pressure of a race. Plus, there were no course marshalls like Dave Cole had mentioned. We continued through, skipping bypasses until after we hit the waterfall.

On our pre-run, we figured this would be a winch spot so I was ready to jump out. Mitch got set up and banged it right up without hardly slowing down. Nice!!

The rest of Highway 19/20 was a breeze and we made it up to Pit 2B. We got another splash of fuel and had them strap the tire down. Then we were off to Aftershock. There were no DQ lines in Aftershock so we took the bypass to the right and then made quick

work of the rest of the trail. We headed over to the dry lake by the boundary of the Marine Base and it was a straight shot at high speed for a few miles. The lake bed wasn’t so dry and I could feel the RZR working harder and asked Mitch to back off just a little. No reason to blow a belt just to save a few seconds going 85 MPH… We turned left and headed up into Outer Limits, which is definitely the hardest part of the course. When we pre-ran this trail, we figured winching was the smart thing to do, so I was gearing up mentally to be out of the car working. We got to a pretty tough little section about 1/2 way up the canyon that we breezed through when pre-running and got stuck. We were bound up and I didn’t want to break anything so I jumped out and got Mitch back on steady ground.

Stacked a few rocks and after a few tries we got up. I continued to run outside the RZR figuring we would need more help soon enough. In a matter of a hundred yards I was huffing pretty hard and Mitch was making quick work of things so I jumped back in. It is amazing how different it is running up these canyons with a two-layer fire suit, helmet and helmet skirt.

Then we got stuck again so I jumped out and assisted. We were close enough to the top where I thought we’d have to winch, so I stayed out. It always amazes me how you get tunnel vision in these situations. The pressure to keep moving and not make a mistake is incredible, and it seems like you miss a lot of what is happening around you.

This situation is magnified if you are in traffic, as well, so I was thankful we had a nice lead.

I guided Mitch up to the first winch spot and there were more rocks at the bottom than before, so he gave it a try and made it right up! I guided him through to the second spot and it also had more rocks stacked. We had bluetooth on my helmet so we could UTV OFF-ROAD MAGAZINE 71

KOH

talk all the time. This is a huge benefit. Mitch hit it once and he was up. Now for the last climb. Mitch lined up and gave it just the right amount of throttle and popped right through. Woo hoo!

From there, we cruised a few miles to Pit 2A again. We got another splash of fuel just to make sure we had plenty and then headed on our way. The last rock trail was Spooners, which is super long but downhill. The bypass was blocked off with a VCP, but if you pay attention and take it at the right pace, it isn’t that difficult. “Just save the car” was said more than once by both of us. We made it down with no issues, and hit the desert. I am always a bit leery hitting high speeds in the desert after the abuse we put the car through in the rocks, but Mitch dialed it back just a notch as I continually searched the rearview mirror for anyone approaching.

We cruised through the rough desert at a decent clip and reached Hammertown and the finish line about 1PM, just a bit under 5 hours on the course for 165 miles. They took our “yellow brick” tracker and made sure we hit all the VCPs properly. We explained once

72 UTVOFFROADMAG.COM

more that there wasn’t anyone at one of the check points, but Dave Cole didn’t seem concerned. As we waited for the all-ok on our tracker, I heard the announcer say that we were about 30 minutes ahead of the next racer.

After a few long minutes, they let us roll onto the podium and we were declared the winner of the 2019 King of the Hammers UTV race! I finally got my first place, just not in the left seat.

We saw Mitch Guthrie Sr. on the podium as well, and it took a few seconds for my brain to comprehend that he shouldn’t be there. He filled us in about his crazy crash that took him out of the race before Cougar Buttes. Even six-time kings get bit sometimes. That is KOH for you.

Dave Cole asked me on the podium what I thought of the course. I told him it was too easy. He gave me that Dave Cole look, and I responded that it was 1PM and we were already at the finish line. Wasn’t that your sign? So, I am sorry to everyone who wants to finish King of the Hammers in the future, but I still remember Dave telling us in

2013 that if 3 out of the 35 UTVs that started finished the course in time, his job was done.

That is what actually happened that year.

About a 10% finish rate is appropriate if you are to hang your hat on King of the Hammers being “the world’s toughest one-day off-road race.”

In the end, 28 UTVs would finish the course in the allotted time. Eleven got penalties for missing VCPs. Dave Cole felt it wasn’t fair to DQ someone for missing a VCP since he said he would have course marshals on the ground, but he didn’t. So instead, Ultra4 Racing handed out time penalties.

That is a tough call since I know some racers actually broke in Highway 19/20 while avoiding bypasses so they could hit a VCP. In the future, I’d like to see more bypasses blocked to bring back the flavor of some of these famous trails. But I hope course marking will be clear while pre-running and on race day so anyone taking a bypass is actually DQ’d.

2019 King of the Hammers was an incredible adventure for me and I’d like to thank the Guthries for believing in me

enough to put me in the right seat. I live for this race and the strategy involved with surviving the rocks in Johnson Valley. Mitch Jr. and I absolutely killed it this year, and I could not be more proud of our effort.

Mitch’s new Polaris RZR XP Turbo S Velocity was perfectly set up. The RZR Velocity is a long travel, 72-inch-wide RZR with 168HP and is a great platform from the factory for racing King of the Hammers. Other than the blown CVT belt -- which was our fault -- and the loose spare tire carrier, the RZR ran all day without any issues.

Mitch outfitted the RZR with a Cognito Motorsports cage, spare tire carrier, doors, window net frame and tire carrier; Walker Evans Velocity shocks; Factory UTV UHMW skid plate, rock sliders and arm guards; Rugged Radios intercom and radio; PRP seats and harnesses; Hostyle window nets and door bags; Super ATV Rhino 2.0 axles, 32-inch BFG KR2 tires mounted on KMC wheels, plus a Warn 9.0RC winch up front. In addition, Mitch Jr. is sponsored by 4WP, Cooper Standard, VP Fuels and Makita Tools.

See ya on the lake bed next year!

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FACTORY UTV SPARE TIRE MOUNT

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APACHE X FRONT BUMPER FOR CAN AM MAVERICK X3

The Assault Industries Apache X front bumper for Can Am Maverick X3 caries the same great design language as the Apache series bumpers for Polaris series vehicles and brings a low profile, yet aggressive look to the front nose of the X3.

The bumper features a mandrel bent steel tubular design, Assault Industries logo plate and smooth plastic end caps, powder coated. The Apache X bumper mounts with a U-bracket to the bumper support and 4 nuts and bolts.

This bumper is fully compatible with the Assault Industries front structural reinforcement kit.

Go to: www.assaultutv.com or Call: 714.799.6711

ASSAULT INDUSTRIES 350R 350MM STEERING WHEEL

The Assault Industries 350R steering wheels are 20mm larger than the Tomahawk and Ballistic D wheels and has a depth of 60mm.

The steering wheel features a thicker, more robust grip and is contoured for comfort.

The 2-toned 350R steering wheel is crafted with black and gray genuine leather, with gray stitching.

An Assault Industries logo is embroidered in the leather with the same gray stitching. The aluminum center plate features an aluminum laser cut base that offsets the black top plate from the black steering wheel frame and black leather.

These steering wheels have superior rigidity and strength compared to the stock wheels.

These wheels are currently in stock and retail for $174.99.

Go to: www.assaultutv.com or Call: 714.799.6711 80 UTVOFFROADMAG.COM

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LATEST UTV & SIDE-BY-SIDE

OFF-ROADPRODUCTS ASSAULT INDUSTRIES 550 PARACORD GRAB STRAP

The Assault Industries 550 paracord grab strap can be mounted anywhere on the vehicle using the 2 included Assault Industries clamps. If it’s good enough for our Airborne troops and Astronauts, its good enough to use on your ride! The inner strap is made from a woven nylon wrapped with a woven 550 mil-spec grade nylon paracord! The straps come in 3 great colors - graphite, red and blue.

The 550 paracord grab strap is available now with a retail price of $64.99. .

Go to: www.assaultutv.com or Call: 714.799.6711

ASSAULT INDUSTRIES

HEAVY DUTY REAR CHASSIS BRACE WITH TOW HITCH

The Assault Industries heavy duty rear chassis brace for Can Am Maverick X3 is designed and manufactured right here in America. The brace places the upper and lower radius rod mounting points in double shear, increasing rigidity and improving handling feel. This new and improved design features integrated reverse-inset tow hitch. This design makes it so the tow receiver doesn't protrude so much from the rear of the vehicle which we think looks much cleaner!

The brace is a direct bolt-on upgrade and requires no drilling or modification to install. The rear brace is engineered to be compatible with OEM and aftermarket radius rods. Available in Black finish, the brace looks awesome, improves performance and installs easily with basic tools!

The chassis brace is available now with a retail price of $194.99.

Go to: www.assaultutv.com or Call: 714.799.6711 82 UTVOFFROADMAG.COM

UTV & SIDE-BY-SIDE

SCHEDULE&EVENTS 2019 RACE SCHEDULE

AZOP RACING

www.azopracingcom Todd Peterson’s Vulture Mine Hare Scrambles Jan 19-20; Wickenburg, AZ Blythe Grand Prix Feb 9-10; Blythe, CA Lake Powell Grand Prix Morch 30; Page, AZ Lake Powell Hare Scrambles March 31; Page, AZ Payson Grand Prix April 20-21; Payson, AZ Prescott Valley Grand Prix Moy 25-26; Prescott Volley, AZ Mormon Lake Grand Prix July 13-14; Mormon Lake, AZ Cinder Mountain Hare Scrambles July 27-28; Flagstaff, AZ Red Rock Hare Scrambles and Grand Prix Aug 24-25; Gallup, NM White Mountain UTV Jamboree Sept 19-23; Eagar, AZ Payson Grand Prix Oct 5-6; Payson, AZ Vulture Mine Off-Road Challenge Oct 19-20; Wickenburg, AZ Shorty’s Grand Prix & Team Races Nov 2-3; Blythe, CA Lake Havasu Grand Prix Nov 16-17; Lake Havasu City, AZ Gila Bend Grand Prix Dec 7-8; Gila Bend, AZ Canyon Xmas Grand Prix and Team Race Dec 21; Peoria, AZ 84 UTVOFFROADMAG.COM

BEST IN THE DESERT

www.bitd.com GMZ UTV Winter Nationals Casey Folks Parker 250 Jan 11-12 - Parker, AZ BFGoodrich Tires Mint 400 Mar 6-10 - Las Vegas, NV Polaris RZR UTV World Champ Apr 5-7 - Laughlin, NV VT Construction Silver State 300 May 2-5 -Alamo, NV General Tire Vegas to Reno presented by FOX Aug 14-17 - Las Vegas, NV Method Race Wheels Laughlin Desert Classic presented by Polaris Oct 10-13- Laughlin, NV

PURE UTV SERIES www.averacing.com

(All Races take place in Col City, CA)

PURE UTV Dezert Off Road #1-PURE 150 - Jan 26 #2-PURE 150 - Feb 16 #3-PURE 150 - Mar 23 #4 PURE 150 & 111 PURE 200 May18 #5 PURE 150 & 112 PURE 200 Twilight - Jun 22 #6 PURE 150 & 113 PURE 200 Dark 20 - Aug 31 #7 PURE 300 Final - Oct 26 PURE UTV Dezert Super -X #1-Apr 20 #2 - Jul 27 #3- Sept 28

SCORE INTERNATIONAL

www.score-international.com 33rd Annual San Felipe 250 April 5-8 - San Felipe, Baja California, Mexico 51st Annual Baja 500 May 29 - Jun 2 - Ensenada, Baja California, Mexico Lucerna Baja 400 Sept 18-22 - Ensenada, Baja California, Mexico 52nd Annual SCORE Baja 1000 Nov 19-24 - Ensenada, Baja California, Mexico

LOORRS RACING

www.lucasoiloffroad.com SoCal Shootout at Glen Helen Raceway Mor 16; Devore, CA Duel in the Desert at Wild Horse Pass Motorsports Park Apr 13; Chandler, AZ Battle South of the Border at Estero Beach Resort Moy 18-19; Ensenodo, Mexico Off-Road Shootout at Lucas Oil Speedway Jun 29-30; Wheatland, MO Silver State Showdown at Wild West Motorsports Park Jul 27; Wheatland, MO Golden State Off Road Nats at Glen Helen Raceway Oct 5; Devore, CA Off Road Nats / Challenge Cup at Wild Horse Pass Motorsports Park Oct 26; Chandler, AZ

(NRRA) NATIONAL ROCK RACING ASSOCIATION

www.southernrockracing.com Winter Track Series Memphis Intl Raceway, Millington, TN Round 4 - Jon 12 KMC Wheels CRRS Event 1 Northwest OHV Park Feb 22-23; Bridgeport, TX GoForth Tire SRRS Event 1 Windrock ORV Mar 8-9; Oliver Springs, TN Nitro Gear NRRS Event 1 Wildcat Offroad Mar 29-30; East Bernstodt, KY Holley EFI SRRS Event 2 Bikini Bottoms Apr 12-13; Dyersburg, TN SCS GearBox NRRS Event 2 DTOR Apr 26-27;Bedford, KY RCV Performance CRRS Event 2 - Flat Nasty Jul 12-13; Jadwin, MO SRRS Event 3 - Hawk Pride ORV Aug 2-3; Tuscumbia, AL NRRS Event 3 - Blue Holler Off Road Aug 23-24; Morehead, KY CRRS Event 3 - Rush Springs Off Road Sept 20-21; Pineville, MO Nat. Championship/ Icelandic Formula Offroad - Bikini Bottoms Oct 3-6; Dyersburg, TN

THE DIRT SERIES

www.dirtseriesracing.com #1 Glen Helen Raceway Feb 10; Devore, CA #2 Fox Raceway Mar 10; Palo, CA #3 333 Motocross Park (Track) Apr 14; Victorville, CA #4 Cal City MX Park May 12; California City, CA #5 Glen Helen Raceway Jun 30; Devore, CA #6 Glen Helen Raceway Jul 20; Devore, CA #7 Fox Raceway Aug 10-11; Palo, CA #8 Cahuilla Creek Motocross Sept; Anzo, CA #9 Fox Raceway Oct 19-20; Palo, CA

WORCSUTV

www.worcsracing.com WORCS - “State Line Slam” Round 1 at Primm Jan 18-20; Buffalo Bills Primm, NV WORCS - “River Rampage” Round 2 at Lake Havasu Feb 22-24 Lake Havasu City, AZ WORCS - “Cactus Carnage” Round 3 at Peoria Mor 15-17 Canyon Mx Peoria, AZ WORCS - “Sin City Showdown” Round 4 at Las Vegas Apr 12-14 Orleans Arena, Los Vegas, NV WORCS - “Fires in the Sky”

Round 5 at Mesquite May 17-19 Mesquite Mx, Mesquite, NV WORCS - “Bud’s Creek” Round 6 at Devore Sept 13-15; Glen Helen, Devore, CA WORCS - “ATV/SXS World Finals” Round 7 at Primm Nov 15-17; Buffalo Bills Primm, NV

EXPOS/RALLIES

Legends Rally: Madera Y Arena Jan 19-2 Baja California Intl Off-Road & UTV Expo Jan 25-26; Mexicali, Baja CA BFG Unlimited Off-Road Show Apr 6-7 Fort Worth, TX Unlimited Off-Road Show May 3-4; Nashville, TN Discount Tire Rally on the Rocks May 14-19; Moab, UT UTV Takeover Jun 26-30; Coos Bay, OR Dune Fest Jul 24 - 28; Winchester Bay, OR UTV Takeover Aug 8-12; McColl, ID Haydays Grass Drags Sept 7-8; North Branch, MN Sand Sports Super Show Sept 13-15; Costa Mesa, CA UTV Takeover Oct 3-7; Waynoka, OK SEMAShow Nov 5-8; Las Vegas, NV Unlimited Off-Road Show Winter Wonderland Dec 7-8; Cumming, GA UTV OFF-ROAD MAGAZINE 85

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ADVERTISERINDEX ADVERTISER

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ADVERTISER

PAGE#

AO Coolers

75

OMF Performance

81

Can-Am

31

Polaris

13

Cub Cadet

57

Proline Wraps

83

Desert Toyz

87

Race Tech

81

EPI Performance

77

ROXOR

59

Extreme Metal Products

19

Rugged Radios

9

Factory UTV

39

Shock Therapy

65

Fuel Off Road

5/61

Super ATV

IC/3

GBC Motorsports

BC

Trail Armor

33

G Boost Technology

11

Triple X Industries

75

ICON Vehicle Dynamics

15

Walker Evans Racing

83

Odyssey Batteries

69

ZBroz Racing

63

UTV OFF-ROAD MAGAZINE 87