After much deliberation, I’ve decided on selling my ULTRA4 4800-Class race rig. Looking back on things, it seems that building cars is something I enjoy far more than racing them. After spending the last year and a half, painstakingly restoring and rebuilding this truck I’ve settled on the difficult decision to let go and embark on new opportunities. Details on the truck are as follows:

General: Chassis is an Ultra4-tagged 2013 SXOR with mid-engine configuration. The cage is 2” x 0.120” tubing- gusseted thoroughly at all critical nodes and designed for maximum strength/safety. I’ve updated everything on the vehicle to ensure compliance with the latest ULTRA4 tech standards and bulletins- having raced ULTRA4 alongside my dad since 2020, I’m all too familiar with the rules/stipulations and built this car accordingly. PLEASE NOTE- while this is a very large car, the interior has been custom configured for a 5’ 7” driver (140 lbs). The passenger compartment was designed to fit a bit larger occupant- with minor fabrication experience and larger seats, I’m confident someone much larger could fit. As it currently sits, this is not a one-size-fits-all vehicle. I have all CNC profiles for the interior paneling so reconfiguring for driver fitment is not terribly difficult.

Powertrain: Mid-engine orientation 6.0L LQ9 w/ 4l80 Transmission. I’ve not had the engine and transmission apart to confirm specifics but my understanding is that the 4l80 was extensively prepped for severe racing applications with billet internals, full manual valve body, etc by a previous owner. The transmission is plumbed to two huge external CBR coolers, each with 12” SPAL fans, which are then ducted fresh air-pass from the roof scoop. Having raced this car at the YORR Big Sky 200 last year, the transmission runs exceptionally cool with peak temps, as measured from the test port, south of 180 and average at about 165. Engine output is estimated around 500 - 520 horsepower on 91-octane pump gas with mild upgrades (camshaft, intake, etc.). Engine intake air is filtered through a massive UMP ‘Super Filter’. The engine runs exceptionally smooth and maintains stable 210 temperatures, as designed. Radiator was replaced last year with a nice Griffin unit.

Drive: The front is a fabricated housing for a FORD 9” with REID D60 knuckles and RCV Dana 60 35-spline axle shafts. The differential is a YUKON Race Grizzly locker. The rear is a flipped & shaved GM 14-Bolt- full spool and RCV axles to suit. Gearing is 5.38/5.43. The transfer case is a custom-built Land Rover LT-230 with 1.4:1 in high gear and 3:1 in low gear: it’s unique, leaks a little, and possibly not quite ideal for extreme racing applications but does work and has been raced on extensively to prove. If keeping this car, my intention was/will be to swap with a straight-through SCS and Magnum Box (for low-range). For the time being, the LT gets the job done and does take a beating.

Suspension: KING 2.5” (16” travel) internal bypasses w/ finned reservoirs upfront, FOX 3.0” (16” travel) internal bypasses in the rear. Bump stops are all KING. My goal was to replace all the KING equipment with FOX, hence the mismatch, because I prefer the adjustability of the FOX internal bypass system.

I’m happy to discuss any/all additional details with those interested and can discuss thoroughly on every system throughout the car. I’ll consider selling the car a few different ways (without tires/wheels, without shocks, without seats) depending on buyer preference and intention (racing/rock crawling). Many spare parts will come with the sale, please PM for additional information and I’m happy to elaborate further. For now, I’m looking to step back from racing, rebuild relationships, explore new things in life, and eventually get back to building cool ass cars.