LONESTAR RACING MAVERICK X3 X RC

Last updated Sep 28, 2018

— Building a fast, but bulletproof race machine —

Needing a lightweight “Monster Maverick” for the one-off King of the Hammers and UTV World Championship short-course races, Marc Burnett called on LoneStar Racing (LSR) to build a Can-Am Maverick X3 X rc race car. Unlike most of Burnett’s Monster Mavericks, this car wouldn’t get the usual Pyrotect under-seat, 32-gallon fuel cell (starting at $3850). The BITD UTV Worlds and KOH don’t require a special fuel tank, so the OEM Can-Am 10.5-gallon tank went into this Maverick X3 X rc with Smart-Lok front diff. LSR also built this Monster Mav to be as light and low as possible while still retaining racing armor and safety features, except this race build would also keep working doors. We got a chance to get our hands on the X3 X rc Monster Maverick and strap in for a wild ride.

LSR STS suspension works with Fox Factory Race Series RC2 IBP shocks and massive preload, and the LSR X3 flies straight and drifts into turns like it’s on rails. Taller people hit the top cage bars on jumps and bigger bumps, though, with the shorter Razorback cage.

LONESTAR RACING STS SUSPENSION

LSR’s STS suspension kit is a direct bolt-on for X3 X rs and X rc models, and it can convert an X ds to a 72-inch width with a shock upgrade. The $5750 STS kit includes high-clearance front A-arms, high-clearance trailing arms, heavy-duty radius rods and tie-rods, radius-rod double-sheer gussets and plate, rear mud flaps, front and rear sway-bar links and all necessary hardware. The 4130 chromoly-tube trailing arms are much stronger than the stamped-steel OEM trailing arms and use factory pivot hardware with 3/4-inch rod ends. The A-arms have 7/8-inch Uniballs with 300M pins for strength, and the radius- and tie-rods have 5/8-inch heavy-duty rod ends.
The STS kit tubular arms also save weight over boxed arms, and the Octane Blue LSR powdercoat finish is an extra $300.

Simpson harnesses work well with the stock X3 seats, which are mounted as low as possible for low CG. Door and cage tubes are cushioned, and the doors have tethers to keep them closed with the OEM latches.

The LSR STS kit works with Fox Factory Race Series IBP RC2 2.5 piggyback front and 3.0 remote-reservoir rear shocks, which are both speed- and position-sensitive with high-flow pistons and dual-speed compression adjustments in addition to rebound, cross-over position and preload. The Fox Factory Race Series shocks are $4999 for all four and have new aluminum inner and outer bodies with Kashima coating for a 20-pound weight savings and smooth action.

Tubular LSR trailing arms save 20 pounds of sprung weight, and 32x10R15 ITP Ultracross R-Spec tires on all four corners maximize ground clearance and traction. Rear mud flaps keep front-tire roost from damaging the rear hubs and brakes.

While travel isn’t increased over stock, with 22 inches up front and 24 inches in back, the Race Series shocks with custom valving and spring rates are a huge improvement over stock Podium RC2 shocks. We had to recalibrate our mindset and drive the Monster Maverick much harder than we thought possible, and we still didn’t find the limits of the suspension. For added armor, the Monster Mav got Summers Brothers axles and OMF 15×6 Type R billet-center wheels with Super Light Drain beadlock rings shod with ITP Ultra-Cross R-Spec 32x10R15 tires on all four corners. These wheels add 3/8-inch offset, and the wheel/tire/suspension combination makes the Monster Maverick drift perfectly into corners and instill confidence in the pilot.

Burnett puts massive stresses on the brakes and rear hubs, and his brake pedal was heavily modified with extra bracing and an extended pedal with expanded diamond-plate grip. There is also a plate behind the throttle for true pedal-to-the-metal acceleration from the Evolution Powersports Stage 3 tune.

RACE TRIM AND ARMOR

Evolution Powersports upgrades X3 power with its X3 Stage 3RWi ECU re-flash and full exhaust; the Stage 3RWi uses 18 pounds of boost and at least 100-octane race fuel, and it includes big injectors and a waste gate actuator for $1099. Evo’s 2018 X3 ECU programming removes low-range torque limits, high-range speed and torque limits, and the need to press the brake to push-button start the engine. It also sets fan activation at 165 degrees and the high-range rev limit to 9000 rpm. The throttle map is more linear, eliminating “lazy pedal.” Best yet, it boosts horsepower to 200-plus!

The D-shaped X3 wheel was drilled for the PCI push-to-talk button, and the Fouwerx carbon fiber dash houses the accessory switches and Razorback 3.0 Infrared CVT-Belt temperature sensor (see “New UTV Products” in this issue).

To deal with the added horsepower and torque, Airdam modifies the factory BRP clutches. The secondary is modified to close more, which squeezes the belt and pushes it higher for more low-end hit and a tighter grip on the belt for durability. Lower gearing turns the taller 32-inch ITPs quicker, and machined sheave angles quicken upshifts and increase top speeds. Between the Evo Powersports Turbo and Airdam clutch upgrades, the Monster Maverick rips, yet the suspension, wheels and tires keep it hooked up and hauling.

LSR relocated the radiator to the back, which forced removal of the bed; it was replaced with a spare-tire mount and extended rear bumper. Length is more than 12 feet, but wheelbase remains stock. Marc uses a PCI clean-air pump and intercom.

LSR also fabricated the Razorback low-profile cage, front “push-bar” bumper, rear bolt-on spare tire mount and bed delete, radiator relocate bracket, doors and frames, and Lowrance GPS mounts. Burnett replaced the LSR radius rods with Zollinger Racing Products (ZRP) high-clearance billet radius rods ($850) for further strength and lightness. Fourwerx makes a custom carbon-fiber X3 dash that houses the PCI Comlink X Elite intercom, Kenwood radio, OEM toggle switches and switch panel for the Rigid LED lights, clean-air pumper, horn, radio and more. Joe’s Racing was called on for the battery on-off switch, and the OEM DESS key fob was moved to under the dash so it couldn’t be accidentally knocked off. Also, for safety, a Safecraft UTV fire-suppression system attaches to the cage in front of the navigator.

Marc Burnett’s Monster Maverick X3 X rc Turbo R was fabricated, wired and suspended by LoneStar Racing, and the 2017 SCORE Forced-Induction UTV champion drove it to an impressive sixth-place finish at his first King of the Hammers.

Add all this up, and you get an ultra-fast X3 X rc that handles great and tackles obstacles with incredible speed and durability. In 2017 SCORE Turbo UTV champion Burnett’s first attempt at the King of the Hammers, he and the Monster Mav X rc finished sixth out of 12 finishers, yet it can still be enjoyed and driven by us lesser-skilled UTV enthusiasts. Best yet, anyone could put together the same build, except for the Monster Energy and Can-Am X-Team sponsorships.