By Jon Crowley
I am much more of an enthusiast than a racer, but there is something about King of the Hammers that always draws me in. 2017 is the 9th time that King of the Hammers has included UTVs and it is my 8th time participating – either as driver or co-dog. From 2009 to 2012, the UTVs raced a much easier 40 – 60 mile course consisting of mostly desert and a few minor rock trails. Then in 2013 all hell broke loose when Dave Cole at Ultra4 Racing decided to put the UTVs into the big leagues. That year I raced a Polaris RZR XP 900 and pulled off a 2nd place, losing to Mitch Guthrie by just 16 seconds after eight hours on the course (see 2013 King of the Hammers UTV Race Recap). In 2014 I switched to the co-dog seat to compete with Blake Van de Loo and we got a 5th after many setbacks during the race (see 2014 King of the Hammers UTV Race Recap). Then in 2015 I raced a RZR S 900 to a third place finish (see 2015 King of the Hammers UTV Race Recap). After the 2015 race I swore that I was done and hung up my race helmet. Amazingly enough I stuck to that during the 2016 race and sat out. It was super relaxing to be at the race as a media guy, but it also had me itching to get back.
I love to rock crawl and building a vehicle that can survive 100 plus miles of extreme rock trails and brutally rough desert at race speed is something that intrigues me. I have learned over the years, especially as the vehicles have become more capable that it is best to not over-engineer the buildup – “keep it simple stupid” definitely applies to this race.
While almost all of the top competitors chose to race Polaris’ new 168HP RZR XP Turbo, I decided on a 110HP naturally aspirated RZR XP1000 (see 2017 King of the Hammers Buildup for full details). There are a few reasons that I made this choice. First off, the desert part of the course is incredibly rough. The whoops, g-outs and other gotcha’s don’t allow you to use all your power. What makes you fast is a light car with excellent shock setup. Secondly, Polaris introduced a special edition RZR XP 1000 with a low range that was 55% lower than normal (see 2017 Polaris RZR XP 1000 Gold Matte Metallic LE). This low-geared transmission is absolutely dope in the rocks.
After proving out the car on the Rubicon, I set about building it up for the race. The RZR XP1000 already came with a winch, high clearance radius links, front bumper, axles and an HMW skid that I decided were up to the task of racing at KOH. Then there are some safety items that must be added – Assault fire extinguishers, Simpson suspension seats, 5-point Simpson SFI rated harnesses, full Cognito Motorsports doors and rear KC amber light. Although the stock RZR cage with a roof is race legal, I decided to add a Cognito Motorsports cage for an additional level of safety and good looks. The rock crawling sections of the course are especially tough on the front suspension, so I beefed that up with aftermarket Cognito Motorsports arms and tie rods. I decided the stock trailing arms were up to the task, but to help protect them, I wrapped them with Factory UTV UHMW. I also beefed up the skid plate area below the doors with Factory UTV UHMW rock sliders. To keep us in contact with each other in the car, and with the pits, we added a Rugged Radios intercom and radio. And the course markers alone aren’t enough to find your way, so we added our trusty old Baja 540C GPS. Fresh clean air in our helmets was provided by Rugged Radios.
Next we looked at what we needed to do to make the car fast and reliable. I have learned from past mistakes and put that knowledge into this car. The engine, clutch, CVT belt, intake, exhaust and ECU are all completely stock. The secret to our speed in the desert came from our 2.5″ Walker Evans Racing Velocity Series shocks. These shocks offer higher resistance to bottoming out while allowing for a smoother, more compliant ride in the whoops. I also added a set of Walker Links in place of the factory sway bar links. These links allow more articulation in the rocks, and give the shocks a chance to work independently in the desert.
I knew I wanted the advantage of 32-inch tires in the rocks, but the extra weight of wasn’t going to help us in the desert. We chose Arisun Aftershock XD tires because they perform well, but also save over 5lbs. per corner. To back the tires up we went with 14×6 Walker Evans Racing wheels. Then to shave off a few more pounds on each corner, we swapped out the factory hubs for billet aluminum hubs with HD wheel studs from UTV Inc. In the past, I have run with Tire Blocks and skipped the spare, but I decided I wanted to keep the rotating mass lower and instead put the extra weight into the bed with a spare mounted on our Cognito Motorsports spare tire carrier.
I tested the car at several stages during the build and had absolutely zero issues with it. Before leaving for the lakebed, I swapped in a fresh set of factory axles. Many people questioned why I would run with factory axles and a few things helped me make that decision. First off, this special edition comes with upgraded front shafts. Next, the car is a RZR XP1000 with 110 HP versus a turbo with 168 HP so we were much less likely to break with less power. Plus the low-range helps get you through the rocks without as many cowboy maneuvers.
Qualifying was on Saturday and my goal was to first and foremost not break my car, and then to get somewhere mid-pack. There were a bunch of great racers that had turbos that were sure to leave me in the dust. I didn’t do as well as I had hoped, but ended up 24th and that would have to do. If you truly are competing for first place, I think you need to be up in the top ten at the start.
This year’s course had added in something UTVs have never done before – going down Resolution and Back Door twice, each time at the end of the loop. The other tough trail was Sledge Hammer and were going to head down that trail as well. It was a bit disappointing that the course wasn’t harder. I thought that Dave Cole would make the course tougher for 2017 after the first UTVs crossed the line before 1PM at the 2016 King of the Hammers UTV Race.
After qualifying, we had another four days until the race, and I spent those days pre-running in our 2017 Polaris RZR XP Turbo. Unlike most of the other teams, my race car was ready and stuffed away in the enclosed trailer. I did break it out on Monday and drove the start of the second lap for about 15 miles, then brought back to camp swapped in a fresh belt and put it back in the trailer until tech on Tuesday.
Tech went fairly smooth for me except they made me put slightly larger volume fire extinguishers on the car. During tech, they did weigh each car which was interesting. No real reason for it, but we all had to do it. My car came in at 1831 lbs with fuel, parts, tools, helmets, fire suits and the spare tire. It was one of the lightest as no one got below 1800 lbs. Closest turbo to me that I heard of was Mitch Guthrie Jr. at 1915 lbs and he wasn’t running a spare.
The race started on Wednesday at 8AM and we had to be in line by 7AM. My co-driver for the race was Reid Nordin from Walker Evans Racing. We have raced together before many years back when both of us ran in a Kawasaki Teryx. I specifically said “co-driver” because our intent was for Reid to drive the first desert leg, and then we would switch and have me drive in the rocks. I had several reasons for working with Reid in this fashion. First and foremost, Reid is a great friend with tons of desert and rock experience. Next, having him committed meant my shocks would work very well which was paramount to my entire program this year. And Reid fits much better than I do into the light and nimble theory for the car. Yep, every pound matters, LOL.
As I mentioned before, we started 24th and we left the line two-by-two every 30 seconds. We beat the guy next to us and were on a Maverick X3 turbo before the first hill climb right before race mile 2. We got past him and the Teryx Girls a mile or so later in a tight, technical run that lasted for two more miles. We also saw Branden Sims and Paul Hart broken. By remote pit 1 at mile 13, we were running physically in 10th place and I was thrilled. The RZR was running smooth and Reid was doing an awesome job balancing between going fast and saving the car.
By the time we had returned to remote pit 1 at race mile 47, we were physically in 6th as Mitch Guthrie Jr., Tyler Greeves and a few others had mechanical issues. We didn’t stop at either pit because the car was doing well and we felt it was important to get to the first rock section as quickly as possible to avoid any log jams. From pit 1 to Resolution was another 13 miles and we made great time.
We took a nice little side hill bypass on Resolution then made it down to Back Door. Back Door is famous for its’ steep ledge that most people climb. We were going downhill and with the shootout they had there a few nights before, there was an even bigger hole at the bottom. We decided to play it safe and I jumped out of the car and with the help of a large rock, I helped slow the decent of the RZR and kept it from tipping over as it does a hand stand at the bottom.
We intended to take fuel at the Jagged X pit and switch places at that time, but we hit the main pit in 5th place with two cars breathing down our necks. I made the call that Reid should stay in the driver’s seat and get us back into the desert instead. Reid took it all in stride and we passed Erik Miller in the desert a few miles later. Dang we were physically in 4th place and doing well. At about race mile 82 we hit Emerson Lake. This is the fastest part of the course and it is two miles long. Erik Miller wasn’t far behind us but Reid pushed down on the throttle and we hit 77 MPH on the GPS as we crossed the smooth, dry lake bed! Not bad for a bone stock engine and clutch with 32-inch tires.
After a few miles of slower terrain we hit the first uphill rock valley of the day, Aftershock. Reid and I had pre-run this trail and it wasn’t too hard then, but Reid doesn’t have much rock crawling seat time in this RZR with the lower gearing. Along with the lower gearing, the ECU is mapped to give you only about 50% of the throttle through about 75% of the pedal throw. This makes driving in rocks very smooth and predictable, but it also takes a while to get dialed in.
We made it up Aftershock easily and found ourselves coming into pit 2A. In what played out in my head, I figured we would probably stop at the pit for something and at that point we would switch seats for the remainder of the race. The car was doing great and we could easily make it to the finish without any more fuel, plus we were in 4th place physically so why stop? We rolled up to the pit and the course takes a hard left and heads to Fissure Mountain. Two years ago when I raced, I took that left before reaching the pit area. This year, they made us roll all the way through the pits before doing a u-turn to roll back through the pits. Still don’t understand what that was all about, but the good news is we passed Bailey Campbell there and we were now in 3rd place physically with Mitch Guthrie and Shannon Campbell in front of us. Both of Campbell and Guthrie started well towards the front and I started playing the games in my head about us finishing close enough behind that we could get a second or even a first.
We headed up into Fissure Mountain with Reid still behind the wheel. We made quick time down Fissure to the start of Sledgehammer. Sledgehammer is no joke at all, but the good news was we were going downhill. We dropped over the first few sections, and we came upon Guthrie. He was having issues with his 4-wheel-drive engagement and was right in the only decent line. I hopped out of the RZR and we made the decision to try to get through right next to him. I knew we would have to winch and tried to get setup while Reid inched forward. Right about then Bailey Campbell came into the picture and all hell broke loose.
While I was trying to find something to winch to that wouldn’t drag us into Mitch, Bailey took a line to our right and got seriously jammed up against a rock that made her 32-inch tires look very small. Now all three of us were winching forward and we were getting pinched in the middle. Not good!
I had pre-run Sledgehammer twice and it is really hard to plan for this type of situation and the stress levels involved. We were in a throw down battle with Bailey for second place and Mitch was trying his best to get out of the way. If I decide to race again, remind me to spend time practicing winch techniques in non ideal situations because where you expect you might winch isn’t always where you think that could happen. Finding an anchor that drags you in the right direction can be very tough.
At one point, Mitch’s co-dog found a decent rock to winch to, and both of us had connected our winch lines to Mitch’s car. This all pulled us closer together with us in the middle. We had moved forward just enough so that Mitch’s 32-inch ITP Blackwater tire rested on our driver’s side door. As he winched he gave it some gas and his tire sounded like a rototiller on our door. Meanwhile, Bailey’s driver/front tire was in contact with our passenger side door. Holy crap what a shit show and there weren’t any media around to capture the most epic battle in the race. By this time, Erik Miller and Wayland Campbell had caught us and Shannon Campbell was long gone.
Mitch finally got far enough forward for us to move and we were on our way. Apparently Wayland stopped to winch his sister back out of the bad spot she was in and Miller got through after us. We were now in second place with Wayland and Miller not far behind and then Bailey behind them. Mitch was out of the race.
Somewhere in the winch-fest on Sledgehammer, Reid’s intercom line had been unplugged. I tried to get it reattached, but it was really hard to do while trying to navigate and bouncing all over. We gave up on it.
We hit Chocolate Thunder where hundreds had gathered to spectate. Chocolate Thunder changes continually because of its popularity. Lately the line is to the left, but there are two other lines to the right. No one was in our way and we headed left. I had pre-run this trail a dozen times over the last few months and had it fairly dialed, but Reid had never run it behind the wheel. Before we hit the tougher section up high, I saw there were some large boulders in our normal line. Without ability to talk freely, I was using hand signals and barking out short phrases. I told Reid “right, right” and he stayed left. This is where that special edition throttle mapping came into play. Reid wasn’t quite into the throttle enough so we weren’t carrying enough momentum and high centered on one of the boulders. Crap! Crap! Crap!
I jumped out and tried to close my door, but Bailey’s tire and bent it and the latch wouldn’t engage properly. OMG, really?! In front of all these people! I gave up on the door and tried to shove the car back off the rock. Nothing. Time to winch. Crap there aren’t any good anchor points nearby. Reid and I had only winched once in practice with him behind the wheel and me outside the car and it was showing. I tried a few hundred pound rock nearby but it moved too much. I stood on the rock in a futile attempt to just give us enough to get off the rock. No go, and to make matters worse, Miller and Wayland Campbell came up and around us. My world started to spin out of control. It is amazing how stress alters your perception of what is happening. I felt like I was in a tunnel and just needed helping hand to see the big picture.
At that point, in all the chaos I heard one word from someone in the crowd – “Strap!” Crap, I had run out of winch line and my strap was all the way back to the car. I ran back to the RZR to unlock the winch and pulled to another rock farther away. It was another loose rock that was far from ideal, but this one finally worked. I jumped back in the RZR, and buckled up while holding the door closed and Reid made quick work of the rest of Chocolate Thunder. While Reid drove on, I grabbed a big zip tie from the glove compartment and got the door fixed shut.
From there, it was up Lower and Upper Big Johnson and down to pit 2B. We did not stop at the pit and headed back into the desert with nine miles to get to the finish line. Miller was in front of us and Wayland in front of that. At one point I saw two trails of dust several miles ahead of us and knew we needed to get within a few minutes of them to get on the podium.
As we blasted through the desert at around race mile 110, one of the helicopters flew right over us for several miles filming. These pilots are amazing flying sideways just feet off the ground while the video guy hangs off the skids. At one point they were throwing sand at us so much that I almost waved them off. I hope they got some good footage!
We headed up and into Resolution and there were several lap 1 cars ahead blocking the way. One waved us to the upper bypass we took on lap 1 and off we went. The bypass felt even more sketchy on the passenger side this time around, but we made it down without issue.
At Backdoor, we decided that we needed to risk the waterfall without the strap to save time. We slid down the rocks, hit the bottom with a little handstand and raced to the finish line!
We arrived at the podium area and Erik Miller and Wayland Campbell were right in front of us. Race officials were calculating elapsed time and I figured we had enough time on Miller to edge him off the podium, but Wayland I wasn’t sure of. After we drove up to the podium, we heard that we got 3rd place. We beat Miller by a little over 3 minutes and we were behind Wayland Campbell by just under 4 minutes. And almost 20 minutes behind Shannon Campbell.
Looking back on the race there are always things you would change, but I am damn proud that we made it on the podium with such a high level of competition this year. Our Polaris RZR XP1000 (#CrowleyEdition) ran perfect. Although it lacked the power of the turbos, we still laid down the 3rd fastest lap 1 in the race. Our goal of keeping the build light and simple worked well and we proved that shocks, not horsepower make you fast at King of the Hammers.
I would like to give Jagged X a big thanks for pitting for us once again. They had two other cars to pit for and adding my RZR to the mix added a few challenges, but they never wavered. Super thrilled that we only used them once in the main pit and that was just to fuel. Pretty dang impressive car I built and great driving by my good friend Reid Nordin. Thoroughly enjoyed racing with Reid, even though he wouldn’t give up the driver’s seat.
And another big thanks to Rugged Radios for their title sponsorship of our #RuggedRZR and quality communication equipment.
And I can’t forget my buddy Dave who always pulls through with great dinners for the week, and a few Captain & Cokes to help keep me stress free!
In all 75 UTV raced and 38 got an official finish. Contrast that to last year when 60 started and 22 finished, and 2015 when 34 started and 4 finished and you can see the trend. In my opinion the course desperately needed a few more rock trails. UTVs are capable of much more and to have 4 cars finish before noon is kind of sad. Great feeling to be done so early, but not up to the name “King of the Hammers, hardest one day race on the planet.”
The course on Friday ran up Wrecking Ball and down Full of Hate. Simply adding those two trails would have made the course spot on in my opinion. It wasn’t but 5 years ago that Dave Cole commented that the ideal course would see 3 finishers. I talked to him at the end of the race and mentioned that and he didn’t seem to mind the abundance of finishers.
So thrilled that @reidnordin and I were able to #podium at #KOH2017 in the #crowleyedition #RuggedRZR – Big thanks to @polarisrzr @ruggedradios @cognitomotorsports @walkerevansracing @assaultutv @simpsonseats @arisuntires @utvinc @kchilites @factory_utv @jaggedxracing @diamondwrapfactory @utvguide #utvguide
- Polaris – 2017 Polaris RZR XP1000 (#CrowleyEdition), Rear bumper, RIDE COMMAND (polaris.com)
- Rugged Radios – 60W Radio, RRP 6100 Intercom, Bluetooth Wireless, Helmet air pumper (ruggedradios.com)
- Walker Evans Racing – 2.5″ Velocity Shocks, Walker Links, 14×6 Walker Evans Beadlock Wheels (walkerevansracing.com)
- Cognito Motorsports – OEM Replacement A-Arms, Tie Rods, Spare Tire Carrier, Cage, Doors (cognitomotorsports.com)
- Assault Industries UTV – B2 Bomber Side Mirrors, Fire Extinguishers and mounts, Steering Wheel (assaultind.com)
- Factory UTV – UHMW Rock Sliders and Trailing Arm Guards (factoryutv.net)
- Simpson Seats – Seats and Harnesses (simpsonraceproducts.com)
- KC HiLiTES – Rear amber lights (kchilites.com)
- Arisun – 32-inch Arisun After Shock XD (arisuntiresusa.com)
- UTV Inc. – Billet Hubs with Heavy Duty Studs (utvinc.com)
- Diamond Wrap Factory – Wrap (diamondwrapfactory.com)
- Jagged X – Pit Support at 2017 King of the Hammers UTV Race (jaggedx.com)
Photos by Troy Tokarczyk, Brad Goodfellow, Rusty Baptist and Rugged Radios
Additional Coverage of our Race:
UTV Planet Magazine
UTV Off-Road Magazine
2017 Can-Am King Of The Hammers UTV Race Presented by RCV Performance Results
ORDER | CAR # | NAME | START | LAP1 | TIME LAP1 | ELAPSED LAP2 | TIME LAP2 | ELAPSED | TOTAL ELAPSED
1 UTV 5 SHANNON CAMPBELL 8:09:30 9:53:43 1:44:13 11:43:14 1:49:31 3:33:44
2 UTV 3 WAYLAND CAMPBELL 8:11:00 10:01:56 1:50:56 11:59:37 1:57:41 3:48:37
3 UTV 1965 JON CROWLEY 8:14:30 10:00:24 1:45:54 12:07:01 2:06:37 3:52:31
4 UTV 921 ERIK MILLER 8:09:00 9:57:50 1:48:50 12:04:53 2:07:03 3:55:53
5 UTV 2 CASEY CURRIE 8:23:00 10:15:01 1:52:01 12:36:45 2:21:44 4:13:45
6 UTV 395 BRIAN KING 8:17:00 10:15:29 1:58:29 12:36:22 2:20:53 4:19:22
7 UTV 21 PHIL CAGLIERO 8:10:00 10:02:13 1:52:13 12:30:26 2:28:13 4:20:26
8 UTV 1910 JASON WELLER 8:12:00 10:17:30 2:05:30 12:34:06 2:16:36 4:22:06
9 UTV 1295 CHAD HUGHES 8:14:00 10:14:06 2:00:06 12:36:40 2:22:34 4:22:40
10 UTV 4975 ALAN CLARK 8:25:30 10:24:59 1:59:29 13:01:09 2:36:10 4:35:39
11 UTV 1929 LANSE CHOURNOS 8:19:30 10:28:33 2:09:03 12:56:13 2:27:40 4:36:43
12 UTV 1947 JESSE JOHNSON 8:22:00 10:34:16 2:12:16 13:00:50 2:26:34 4:38:50
13 UTV 485 JAMI PELLEGRINO 8:21:00 10:40:52 2:19:52 13:02:07 2:21:15 4:41:07
14 UTV 1914 GARISON CALLAWAY 8:19:30 10:41:35 2:22:05 13:02:37 2:21:02 4:43:07
15 UTV 35 BAILEY CAMPBELL 8:10:00 9:55:14 1:45:14 12:55:14 3:00:00 4:45:14
16 UTV 1905 SEAN HALUCH 8:13:30 10:19:14 2:05:44 13:03:25 2:44:11 4:49:55
17 UTV 90 DARIAN GOMEZ 8:11:30 10:15:29 2:03:59 13:02:01 2:46:32 4:50:31
18 UTV 123 SARA PRICE 8:13:30 10:34:07 2:20:37 13:07:29 2:33:22 4:53:59
19 UTV 1944 GREG UFFENS 8:14:30 10:44:30 2:30:00 13:20:51 2:36:21 5:06:21
20 UTV 933 STEVE SCHNEIDER 8:15:30 10:13:16 1:57:46 13:28:53 3:15:37 5:13:23
21 UTV 1481 CHAYSE CAPRARA 8:22:30 10:40:34 2:18:04 13:40:34 3:00:00 5:18:04
22 UTV 82 JP GOMEZ 8:11:30 10:15:23 2:03:53 13:36:47 3:21:24 5:25:17
23 UTV 1930 KYLE ANDERSON 8:15:30 10:41:17 2:25:47 13:45:46 3:04:29 5:30:16
24 UTV 4919 TYLER GREVES 8:09:30 10:30:15 2:20:45 13:41:26 3:11:11 5:31:56
25 UTV 1903 MATTHEW WILSON 8:20:30 10:38:16 2:17:46 13:54:14 3:15:58 5:33:44
26 UTV 1921 DAVID UPTAIN 8:16:00 10:48:21 2:32:21 13:58:52 3:10:31 5:42:52
27 UTV 1948 PAUL WADLINGTON 8:24:30 11:17:41 2:53:11 14:41:42 3:24:01 6:17:12
28 UTV 31 BRENT ZIMMERMAN 8:21:00 11:30:09 3:09:09 14:40:58 3:10:49 6:19:58
29 UTV 1931 JEFF PALHEGYI 8:13:00 10:41:32 2:28:32 14:35:57 3:54:25 6:22:57
30 UTV 913 BRANDEN SIMS 8:10:30 11:47:50 3:37:20 14:41:19 2:53:29 6:30:49
31 UTV 1950 LOGAN GOODALL 8:27:00 10:50:53 2:23:53 15:01:00 4:10:07 6:34:00
32 UTV 22 CODY CURRIE 8:23:00 12:13:31 3:50:31 15:02:44 2:49:13 6:39:44
33 UTV 4959 RICKY FARMER 8:25:30 10:29:12 2:03:42 15:06:07 4:36:55 6:40:37
34 UTV 1908 CRAIG HONNOLL 8:21:30 11:00:24 2:38:54 15:03:39 4:03:15 6:42:09
35 UTV 191 AARON BURTON 8:22:30 11:03:34 2:41:04 15:08:15 4:04:41 6:45:45
36 UTV 4911 RON SCHAEFER 8:11:00 10:43:45 2:32:45 15:05:11 4:21:26 6:54:11
37 UTV 1975 CHASE BRIDGMON 8:20:00 11:50:47 3:30:47 15:36:52 3:46:05 7:16:52
38 UTV 777 RICK MARKLEY 8:15:00 12:20:19 4:05:19 15:55:49 3:35:30 7:40:49
39 UTV 6 MITCH GUTHRIE 8:10:30 9:57:55 1:47:25 DNF DNF DNF
40 UTV 1919 BLAKE VAN DE LOO 8:12:30 10:01:09 1:48:39 DNF DNF DNF
41 UTV 1933 RYAN BERGAMINI 8:24:30 10:40:42 2:16:12 DNF DNF DNF
42 UTV 1907 DANIEL PARKER 8:26:30 10:44:16 2:17:46 DNF DNF DNF
43 UTV 1852 HARRIS WELLS 8:27:30 10:46:47 2:19:17 DNF DNF DNF
44 UTV 994 DUSTIN NELSON 8:19:00 10:39:29 2:20:29 DNF DNF DNF
45 UTV 1009 AARON CLARK 8:16:30 10:39:50 2:23:20 DNF DNF DNF
46 UTV 1904 TONY COSTA 8:18:00 10:44:45 2:26:45 DNF DNF DNF
47 UTV 7 WESLEY GRYNER 8:14:00 10:45:57 2:31:57 DNF DNF DNF
48 UTV 4927 AUSTIN WEILAND 8:23:30 11:01:14 2:37:44 DNF DNF DNF
49 UTV 1966 GEORGE LISENBERY 8:17:00 11:04:54 2:47:54 DNF DNF DNF
50 UTV 407 PETER BASLER 8:26:30 11:16:16 2:49:46 DNF DNF DNF
51 UTV 79 CASEY SCHERER 8:15:00 11:41:35 3:26:35 DNF DNF DNF
52 UTV 1028 SEAN STROUD 8:18:30 11:46:01 3:27:31 DNF DNF DNF
53 UTV 2007 AARON WEDEKING 8:27:00 12:05:04 3:38:04 DNF DNF DNF
54 UTV 4991 ANDREW WALKER 8:18:30 12:00:55 3:42:25 DNF DNF DNF
55 UTV 1964 CARSON KUCHTA 8:23:30 12:06:01 3:42:31 DNF DNF DNF
56 UTV 727 CLINT SCRUGGS 8:21:30 12:07:06 3:45:36 DNF DNF DNF
57 UTV 1998 ETHAN OSBORNE 8:19:00 14:58:54 6:39:54 DNF DNF DNF
58 UTV 209 AARON HENRY 8:16:30 15:35:49 7:19:19 DNF DNF DNF
59 UTV 9 MITCH GUTHRIE JR 8:09:00 DNF DNF DNF DNF DNF
60 UTV 706 CHRIS ARMSTRONG 8:25:00 DNF DNF DNF DNF DNF
61 UTV 808 ROSANNA DUPRAU 8:17:30 DNF DNF DNF DNF DNF
62 UTV 1609 LABRONN OSBORNE 8:24:00 DNF DNF DNF DNF DNF
63 UTV 1911 PAULY HART 8:12:00 DNF DNF DNF DNF DNF
64 UTV 1920 JOHN DUCKWORTH 8:16:00 DNF DNF DNF DNF DNF
65 UTV 1961 CHRIS BARNETT 8:25:00 DNF DNF DNF DNF DNF
66 UTV 1991 EVAN ENGELHARDT 8:13:00 DNF DNF DNF DNF DNF
67 UTV 1999 ROB FRYREAR 8:20:00 DNF DNF DNF DNF DNF
68 UTV 2506 ANTHONY YOUNT 8:12:30 DNF DNF DNF DNF DNF
69 UTV 4904 NICK NELSON 8:22:00 DNF DNF DNF DNF DNF
70 UTV 4906 CONNOR FULTS 8:17:30 DNF DNF DNF DNF DNF
71 UTV 4925 BILL KREIG 8:26:00 DNF DNF DNF DNF DNF
72 UTV 4951 HARLEY WADE 8:26:00 DNF DNF DNF DNF DNF
73 UTV 4969 JEREMY BERZINSKI 8:18:00 DNF DNF DNF DNF DNF
74 UTV 7075 COLTIN HOBACK 8:20:30 DNF DNF DNF DNF DNF
75 UTV 5585 DAVID MIZE 6:00:00 DNS DNS DNS DNS DNS