How fast can trophy trucks go

There are plently or race teams that have been putting in the time and working hard at RACING that would love to have the Martelli Bros waste film on them. Of course the forum police like Klaus are gonna try to defend his rich buddies. They are Bush league and they will be until they put in some time and start to win races Liked your comment.

For clarification 1. Its mainly characters trades that determine my friendships. We put things on the homepage we find to be interesting, news worthy or our own produced content. In the case of this story its all three. You and everyone commenting on it is proof that it is interesting. Its newsworthy because there is no official land speed record attempt on film. Our media partner MadMedia produced it.

I know Jay Reichert for many years and he is one of the good guys out there. We at RDC challenge anyone to produce their own documentation of beating this official speed record. One more from roby Cuz they did This is a joke. It's amazing what money will buy you. Well, "the fastest trophy truck" event coming soon!! Gotta agree with all the naysayers. Watched a video last year that recorded a speed of from the Intellidash on another trophy truck.

Perhaps with Guiness folks there, this one counts more than the rest of the TTs. But, with bikes and quads capable of over , I think the TT bar has got to be higher than Why is everybody so negative. Come on let people live their dream and stop hating. Me personally dream about someday having a class 11 bug. I don't think it is the fastest TT out there, just check the Tracker during race time there has been other TT's faster than that, and in tougher terrain!!

Do mph throuht the whoops and I might get excited. Non-Modified Trophy Truck AH HA Must be a Stock raptor! You just have to recalibrate what the vehicle is capable of before you can drive it properly, and, after about an hour, it becomes clear that this is a vehicle that requires a very special set of skills and experience to drive effectively. Neither of which I have. Still, BJ isn't screaming or crying, so I soldier on for the next hour, building a bit of speed, running the car to the maximum across the salt, boinging over four-or five-foot-high sets of whoops dusty bumps and doing small jumps.

The truck absorbs the abuse, revels in it. For once, there are no caveats, no disappointments. Trophy Trucks are The Law. It is at this point I get cocky, and things start to unravel. I've driven a section of whoops a couple of times now, and I have their measure.

Hit them at mph, and Fedor follows the line of the ground, pitching and heaving, feeling slightly vomity. Hit them above mph, like BJ does, and the speed allows the truck to deploy all that suspension travel, clipping the tops of the bumps instead of drowning in them, pattering across the tops, cab level and suspension firing like pistons in an engine.

BJ seems happy, and is making encouraging grunty noises. Though the radio seems to be cutting out, so he could well be telling me to slow down. I'm not sure. So I speed up. This is a mistake. The first 10 bumps go exactly according to plan, and I start to get a feeling for what it must be like when BJ drives these courses for long hours.

Experience and confidence is the key - hit these things properly, use the truck's ability, read the ground well ahead, and a Trophy Truck covers rough ground like nothing else. But it's a false sense of security. I hit one very slightly off-camber bump, and Fedor moves - very slightly - to the left. Unthinkingly, and used to something conventional, I correct the incipient oversteer just as we hit the next bump.

Which sends Fedor slightly further to the right. Within three bumps, I'm applying half a turn of lock per bump, the truck is slewing alarmingly, and we're doing over a ton. We are, by all accounts, in the shit. I've never been in a situation like this, in a vehicle like this, on terrain like this. I'm not sure what to do. The blare of an all-but-unsilenced V8 changes pitch as I try to ease the throttle back out with as much delicacy as I can muster while jouncing across four-foot-high berms, and the monstrous, mph tankslapper I've just initiated peters out in an unwinding of the latent energy of the accident we were about to have.

After all, if I'd gone much further sideways and clipped a bush or a rock with lock applied, disintegration would have ensued. We're talking barrel rolls. In the multiple. And the roof doesn't have suspension. After that little incident, we pause, and BJ finally gets into the driver's seat and shows me what Fedor is capable of.

Two things are immediately apparent. One, his body position is relaxed, confident, more aware of the vehicle's limitations or lack of them. Two, he's looking hundreds of yards further away, head lifted, scanning endlessly for the upcoming terrain.

The next 40 minutes is vividly, splendidly deranged. We move across the desert at a preposterous pace, outrunning the chopper we've hired to take photos. I'll just say that again - outrunning the helicopter.

And we're on terrain that makes the moon look like a bowling green. It's a furious, glorious, insane blur. And it makes me want to race one. But, all too soon, we have to pack up and head back. I'm knackered from adrenaline hangover, and the fact that my body has sweated 5kg of mass into the race suit. I come away thinner, filled with respect for off-road racers and shocked at their skill. But, most of all, I come away with one strident, all-encompassing thought: I want another go.

And I want it now. Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Your information will be used in accordance with our privacy policy. It would make the car like an Indy car. You could roll down the road much more safely. It was basically adding tons of low-speed compression. Like the Mint just gets atrocious on the last lap. It makes the ride better, especially as the course gets beat up.

SCS Gearbox of Bellevue, Ohio, cut its teeth pun intended building bulletproof gearboxes and transfer cases for mud-bog, tractor-pull, and monster-truck racers. These boxes feature quick-change gears that enable racers to tailor gear ratios to track length and conditions.

Recently, SCS has applied the same technology to build transfer cases for Ultra 4, rock-bouncing, and other smaller, off-road race vehicles. The stress in the driveline is mostly out there at the wheel. Evolution Powersports evopowersports. Kawasaki Motors Corp. Magnitude Performance magnitudeperformance. Mason Motorsports masonmotorsports. Mast Motorsports mastmotorsports. Maverick Performance Products maverickoil. VP Racing Fuels vpracingfuels. Weddle Industries weddleindustries.

Following are a handful of the component areas that stand out for their popularity and sales potential. PCI Race Radios makes kits that easily adapt to UTV installation, he said, and the systems include both a radio for car-to-car communication and an intercom for in-car conversations.

Factories mount UTV radiators right up front for airflow, but that makes them vulnerable to rocks and other on-course hazards. Figspeed covers fuel system upgrades as well. They range from Aeromotive or Holley in-tank fuel pumps with external regulators to a complete system relocation or replacement, including the addition of a fuel cell.

With the engines making more horsepower, the fuel demands are much different, so the fuel cell is a big advantage. Racers are getting probably three or four times the mileage out of them than what they were getting beforehand.

They pretty much all use the CVT, so it will be interesting to see what comes out in six months and see where these vehicles go. Jones has heard similar rumors. And power may be changing. These engines are making about horsepower now. We will probably see cars being pushed to the horsepower mark, with more reliable belt systems.

Jones sees a new player entering the field, too. He will be a force to be reckoned with. Next year may be a big year for UTVs. But even when you take that into consideration, the figures are still remarkable. While standard dirt biking equipment is ideal—think a moto-style helmet and gloves, goggles, and a breathable long-sleeve shirt—we ended up using a closed-faced auto racing helmet with a visor, along with a simple button-down and a pair of basic gloves.

Head protection is, of course, the top priority here, followed by visibility and comfort; keeping dust out of your eyes and line of vision are important considerations out on the trail, too—especially during the drier months. The service guide for the Teryx KRX recommends inspecting the belt for wear every 1, miles or hours of operation, though driving style and the resulting heat generated can have a significant impact on belt life.