Trophy Truck With A Twist

Trophy Truck With A Twist Agm Truck Sliding

All German Motorsports (AGM) has run a desert race team for a number of years, campaigning several Class 1 buggies in Southwestern U.S. and Mexico desert races. For the 2012 season, the team set out to design and race a trophy truck class entry. However, in doing so, they chose to deviate from some of the present design philosophies and create a truck different from most in the current field.

Innovation drives advancement on and off racecourses, and it pushes teams to go faster. Team leader Martin Christensen and rally expert Armin Schwarz planned to create a truck from their own imaginations and innovation.

Trophy Truck With A Twist Agm Truck Jumping

Sure, they opted for a high-horsepower V-8 and turned to big-block Chevy power for that task. Danzio Performance created the 700-plus-horsepower powerplant and Meziere Enterprises went to work designing a super clean front belt system and chassis-to-engine mount plate.

Next, they needed to source a new chassis for their project. They approached Jimco Racing with their idea and a cooperative effort was born. They wanted to design an overall lighter and more nimble truck that they thought could win races against the current breed of trophy trucks. The result is the Jimco AGM X6 2012 chassis used in the truck you see on these pages. This just might be the next generation of trucks roosting dirt on a regular basis.

Trophy Truck With A Twist Agm Truck Rear Three Quarter

The wheelbase of the new chassis comes in at 128 inches, and total track width at the tires is right at 93 inches. The overall size of the AGM truck is a bit smaller and narrower than the average trophy truck. The chassis was designed all along the way with the goal of weight reduction, without compromising on strength or reliability with the drivetrain and race components they had in mind.

Trophy Truck With A Twist Rear Coilovers And Shocks

Fox shocks are used on the rear, as well. A 16-inch-travel 2.5-inch coilover is combined with an 18-inch-travel 3.0-inch bypass shock to control movement of the tail of the truck.

Fox shocks are used on the rear, as well. A 16-inch-travel 2.5-inch coilover is combined w

Tire size was selected to be 37 inches to lighten overall weight and allow use of lighter drivetrain and suspension components. They also chose to run only a single spare tire to further save weight. With the lighter weight of their truck, it stands to reason there is less pounding exerted on the tires. Overall weight in ready-to-race condition, less fuel, is a svelte 4,540 pounds.

The team has had some growing pains in their inaugural season of SCORE racing, but that’s not uncommon for racers fielding a new vehicle with new technology. The learning process is evolving, and they continue to dial in their truck and their race strategy. By the time you read this, the 2012 season will have closed and the team will be preparing for the 2013 races. Keep your eyes out for the big black X6 screaming across the desert.

The All German Motorsports team set out to design and build a trophy truck that used some of the proven ideas currently in use, but they adding some forward-thinking ideas of their own to come up with a lighter and more agile race truck. Their #15 Trophy Truck is the result of a yearlong effort by AGM and a number of industry partners.
The All German Motorsports team set out to design and build a trophy truck that used some
Under the hood, tucked behind tubing, a 7.4L Chevy LS-based engine rumbles. It’s built with a custom intake and operates using a Dailey Engineering dry sump system. Custom engine plates and the serpentine belt setup were machined by Meziere Enterprises. Behind the big-block is a Fortin Racing FRST4 four-speed sequential gearbox running a 1.2:1 reduction ratio. Unlike the typical GM TH400 with a 1:1 output gear, the Fortin allows the AGM team to run a taller rear-end gear ratio for greater pinion strength. The Fortin gearbox is driven by a torque converter tuned by Schaeffler Group, one of the team sponsors. Hot gases are dumped through custom Remus Performance exhaust on each side of the truck.
Under the hood, tucked behind tubing, a 7.4L Chevy LS-based engine rumbles. It’s built wit
Steering comes by way of a Howe Performance hydraulic power rack linked to the steering spindles via a custom slider and tie rod assemblies. Tire size is purposely small for trophy truck class and consists of 37x12.50R17LT BF Goodrich Baja T/A KR tires mounted on 17x9 Method Truck bead lock wheels. These are mounted on Meziere Enterprises hubs and spindles, and Alcon brakes do the stopping on the front end.
Steering comes by way of a Howe Performance hydraulic power rack linked to the steering sp

The rear axle is an ID Designs trussed housing stuffed with 10.5-inch components and hung from a four-link trailing suspension offering 32 inches of travel. Meziere Enterprises hubs and spindles are used here, as well, with 40-spline Fortin gun-drilled axleshafts transferring torque from the spooled third-member with 4.89:1 gearing. Out back is another pair of Alcon six-piston calipers clamping onto 14-inch rotors to slow the rotation of the 37-inch tires.
The rear axle is an ID Designs trussed housing stuffed with 10.5-inch components and hung
Front suspension travel is 25 inches at the tire. A pair of 14-inch-stroke Fox shocks is used at each corner. A 2.5-inch coilover is combined with a 3.0-inch bypass shock. They run both shocks at the same leverage point on the lower A-arm, instead of positioning the coilover further toward the centerline of the truck. This allows them to run a lighter set of coil springs and save a bit of weight.
Front suspension travel is 25 inches at the tire. A pair of 14-inch-stroke Fox shocks is u
All of the coilovers use Eibach springs. Under hard use, AGM found synthetic coil sliders would wear and allow the coil to sit unevenly on the shock, eventually causing coil bind. Aluminum sliders were rubbing on the shock body and causing shock body wear. Therefore, they designed their own slider that combines an anodized aluminum body with a proprietary synthetic sleeve inside to solve the wear and binding issues.
All of the coilovers use Eibach springs. Under hard use, AGM found synthetic coil sliders

Meziere Enterprises provided the sway bars at each end of the truck and the arms are machined from billet aluminum.
Meziere Enterprises provided the sway bars at each end of the truck and the arms are machi
The body was designed by John Tripp at RCP to resemble a BMW X6, but with inflated proportions. Then the composite material was molded by McGrath Fiberglass and painted by Collisions Plus. The center of the hood is exactly the same shape as that of the X6 production car hood.
The body was designed by John Tripp at RCP to resemble a BMW X6, but with inflated proport
AGM has designed an integrated vehicle jack system that utilizes the power steering pump to pressurize two hydraulic cylinders that extend under the truck to raise it to get unstuck or for tire changes. With this setup, the driver does not need to leave his seat should a flat occur. The co-driver exits the cab, while the driver actuates the vehicle-jacking system to raise one side of the truck. With a cordless impact gun, the co-driver can remove a flattened tire and do a complete tire change in less than 120 seconds. Not quite NASCAR tire-change speeds, but probably far faster than the typical change made by any other trophy truck team.
AGM has designed an integrated vehicle jack system that utilizes the power steering pump t

These knobs control the AGM onboard jack system, which is hydraulically powered from the power steering pump. When one knob is turned, it allows fluid to run the jack foot out and lift the truck. Disengaging the same knob and turning the second knob retracts the foot into its stored position.
These knobs control the AGM onboard jack system, which is hydraulically powered from the p
Under the single spare tire sits a 90-gallon Fuel Safe cell.
Engine management is performed using a Life Racing F-88 control unit, and power management is handled with a Life Racing PDU-32. Dual Motec race dashes with data logging are used to monitor performance vitals for the team. Inside, communications are handled with Avcomm/Kenwood components and the co-driver uses a Lowrance 9200c navigation unit to follow the racecourse.
Engine management is performed using a Life Racing F-88 control unit, and power management

A full complement of Baja Designs lighting components sits on tubular mounts tucked under removable body panels. One Stealth, a Fuego, and two Squadron lights lie in wait for darkness to fall.
A full complement of Baja Designs lighting components sits on tubular mounts tucked under
A C&R aluminum radiator is mounted behind the cab area and a pair of Setrab coolers for transmission and steering fluids resides down below it. Spare parts, tools, and Liqui Moly synthetic fluids are stowed in the back cage area, forward of the spare tire.
A C&R aluminum radiator is mounted behind the cab area and a pair of Setrab coolers for tr
All German Motorsports continues to field a Class 1 entry as well as their new trophy truck. Tony Miglini and Armin Kremer are the current drivers of the AGM Jimco buggy. They placed 5th in class at the SCORE San Felipe 250 and 6th in class in the Baja 500 for the 2012 season.
All German Motorsports continues to field a Class 1 entry as well as their new trophy truc

Inside the cockpit lies a set of Recaro Profi SPA seats. Occupants are strapped in using Schroth Racing five-point harnesses. The vehicle jack tubes are visible behind the seats.
Inside the cockpit lies a set of Recaro Profi SPA seats. Occupants are strapped in using S
We accompanied the AGM team down to San Felipe where they were doing some pre-race testing before the Baja 1000 race.
We accompanied the AGM team down to San Felipe where they were doing some pre-race testing
The AGM team has a similarly equipped four-seater buggy they use for prerunner duty.

Specs
VEHICLE: 2012 Jimco/AGM X6 Trophy Truck
OWNER/HOMETOWN: All German Motorsports/Escondido, CA
ENGINE: GM 7.4L V-8 with custom induction system
TRANSMISSION/TRANSFER CASE: Fortin Racing FRST4 four-speed sequential
FRONT AXLES: Meziere Enterprises hubs and spindles, Alcon six-piston calipers, 14-inch rotors
REAR AXLE: ID Designs trussed housing, 4.89 gears, spool, Fortin 40-spline shafts, Meziere Enterprises hubs and spindles, Alcon six-piston calipers, 14-inch rotors
FRONT SUSPENSION: Fox 14-inch-travel 2.5-inch coilover, Fox 14-inch-travel 3.0-inch bypass, Eibach springs, Meziere Enterprises sway bar
REAR SUSPENSION: Fox 16-inch-travel 2.5-inch coilover, Fox 18-inch-travel 3.0-inch bypass, Eibach springs, Meziere Enterprises sway bar
STEERING: Howe Performance hydraulic rack, custom slider assembly and tie rods
TIRES/WHEELS: 37x12.50R17LT BF Goodrich Baja T/A KR/17x9 Method Truck bead locks
INTERIOR: Recaro Profi SPA seats, Schroth Racing five-point harnesses