— How a top pro sets up his RZR to win —

Beau Baron has long been a top pro in the World Off-Road Championship Series (WORCS)—on four wheels and two. He regularly rides his dirt bike for training and for learning new courses, and he won both the SxS Pro and 450cc ATV Pro Championships in 2013 and 2014 2014; he missed a 2018 450 pro title by one point. The factory Polaris and CST racer added the 2017 SxS Pro Stock (Turbo) Championship to his long list of race and championship wins, and he repeated recently with the 2018 SxS Pro Stock championship. Along with his ATVs, he contests the SxS Pro Stock and SxS Pro classes in similarly prepared CST/HRP RZR XP Turbos and 1000s. Backing up his two Turbo titles, Baron finished fourth and fifth in the last two SxS Pro seasons. Few have amassed as many wins as Baron, much less scored back-to-back titles. Here is how he prepares his Holz Racing CST Factory RZR XPs.

Beau Baron successfully defended his 2017 WORCS Pro Stock (Turbo) title with six straight podiums and wins at the technical Lake Havasu and high-speed Cedar City rounds. His HRP/CST RZR XPs go through careful prep for every round, and here are some of his tricks and setups. He also repeated titles in 2013–2014.


Mark Holz of Holz Racing Products (HRP) builds Baron’s racing RZRs with HRP cages and roofs, and Holz removes the RZR XP Turbo and 1000 bed completely for lightness. HRP builds special rear panels between the cabin and engine with venting to keep the engine and CVT cooler. The passenger seat is also removed for lightness and airflow. The stock radiator and intercooler are relocated to the rear cage with a vented mount and air inlet. An HRP rear bumper protects the Sparks exhaust and holds the #1T plate, while a heavy-duty front bumper houses the front torsion bar behind the push bars and skid plate.

Baron’s RZR XPs have completely gutted cabins and only a minimalist dash plate for speedometer and switches; the lighter the car, the better the horsepower-to-weight ratio.

Baron depends on Holz Racing Products to strengthen, lengthen and lighten his RZR XP suspension, and he runs 2.5 front and 3.0 rear Elka Stage 5 shocks for more plushness and adjustability. With ride quality dialed, Beau runs HRP heavy-duty and adjustable 4130 Chromoly torsion bars front and rear to fight body roll and weight transfer for crisper handling under heavy steering, throttle and braking. He also runs HRP link plates and radius rods for durability, plus nerf bars, a billet motor-mount kit and heavy-duty wheel studs.

CST Stags have plenty of traction in loose sand, and Beau runs 29-inch tires at sand tracks for added ground clearance in deep sand whoops. He runs 28s on harder surfaces for acceleration.


Curtis Sparks tunes Beau’s engines for power and durability—since “to finish first, first you must finish.” Sparks also tunes the stock CVT clutches for quicker acceleration and gripping belts for durability. Beau manipulates the throttle to keep the belt hooked up entering and exiting turns, which extends belt life. He also runs a Sparks CVT duct with filter

Baron does extensive suspension and tire testing with Elka and CST before and between early-season WORCS rounds. He not only switches between tires from round to round but also tire sizes.

Being sponsored by CST, Baron tire-tests extensively. For loose tracks like Lake Havasu and Sand Hollow, he runs 29-inch CST Stags for traction and added ground clearance, while he runs 28-inch Dingos on harder courses like Glen Helen Raceway and Cedar City. Baron uses DWT Rok-n-Lok beadlock rims exclusively, as they’re lighter than DWT Sectors. He runs heavy-duty bead-lock rings and tire pressures of 10 psi with Tire Blocks to prevent DNFs from flats.

Mark Holz removes the passenger seat and bed and replaces the “fire wall” with a vented, lighter panel for lightness and airflow. Curtis Sparks reworks the engine, exhaust and CVT tuning, the latter from race to race.


Each RZR XP gets 20 hours of prep time per race, and Baron has learned a few tricks for added performance and reliability. He was warping front brake rotors on his XP 1000, so he upgraded to XP Turbo components. His CST/HRP 1000s get thicker Turbo rotors plus three-piston front calipers, front hubs, axles and front diffs. Essentially, his XP1K front ends are pure Turbo, and the new RS1s have the same Turbo front-end components.

Like NASCAR champ Joey Logano, Baron isn’t afraid to use the front bumper, which also protects the HRP front torsion bar and suspension arms.

Baron runs stock RZR XP axles, and he reminds us all to keep a close eye on them. It seems each year of each model has its own axle part numbers, so pay close attention. He changes rear axles for every race and gets two races out of front axles before replacing. After any sand or mud race, he changes all of the wheel and driveline bearings, rebuilds the CVT, and replaces the CVT belt. Also, Baron has had CV boot problems at high-speed courses like Cedar City, as heat expands and actually blows out the boot. Beau loosens the CV axle clamp and inserts a short piece of WD40 spray straw. That way, the CVs can bleed excess pressure to keep the boots intact.


Holz Racing Products

6226 Chasteen Road

Lynden, Washington 98264

(360) 398-7006

[email protected]


Deluxe Race Cage: $5,000

XP Trailing Arms: $1,200

Trailing-Arm Guards: $125

Race A-Arms: $1,499.99

H-D Tire-Rod Kit: $249.95

Rear Chassis Brace: $99.95

H-D Radius Rod Kit: $500

Front Sway-Bar Bumper: $749.95

Worcs Rear Bumper: $349.95

Nerf Bar Kit: $299.95

H-D Billet Motor-Mount Kit: $125

H-D Wheel Studs Kit: $159.80

Rzr Billet Shifter: $119.95

Quick-Release Steering Hub: $159.95

Joes 14-Inch Dished Steering Wheel: $79.95

Joes 1-Inch Steering-Wheel Extension: $20.95

Joes Steering Wheel Pad: $39.95

Sparco Evo Seat: $800

Master Craft 3-Inch Harness: $134.95

Yuasa Sealed Battery: $125.95

Base Race Model Total: $12,541.09

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