Over the course of his on-going racing career, Robby Gordon has competed and won just about everywhere. His résumé includes stints in NASCAR, IndyCar, and IMSA, along with top-tier off-road series like the Mickey Thompson Off-Road Championship Gran Prix and NORRA.

These days Gordon competes in the SCORE series as well as Stadium Super Trucks, the latter of which is a series that he founded in back 2013, and he also stays busy with the various business ventures that he has under the Speed banner. We recently got a chance to chat with him about his latest endeavors both on-track and off, and it’s pretty clear that this dude doesn’t plan to slow down any time soon.

ML: Bring us up to date on your latest endeavors – got any new projects that you’re working on?

RG: So back in 2003, I designed a vehicle that eventually became the Polaris RZR. RZR actually stood for Robby’s Ride. And after working with them for a while, I designed another side by side – the Arctic Cat Wildcat XX – which was named UTV of the Year in 2018 by UTV Action and UTV Illustrated. Those projects were really cool, but eventually we wanted to engineer and produce a car of our own.

So for the past couple of years we’ve been developing the SpeedUTV, along with all of the components that go with it – the engine, gearbox, hubs, chassis, suspension – all of it. It’s a huge undertaking, and that’s been a big focus for us these past two years.

RG: As far as racing goes, Stadium Super Trucks has been my primary focus lately, along with the SCORE championship, which we run with "The Unicorn", our four-wheel-drive trophy truck.

ML: OK – with a name like "The Unicorn", you’ve got to tell us a bit more about that thing.

RG: That truck is a beast. It’s a portal drive front A-arm assembly that has 26 inches of wheel travel in the front and 38 inches of wheel travel in the rear. Oh, and it’s also got a thousand horsepower and revs to 11,000 RPM.

Known as The Unicorn, Gordon’s trophy truck is a thousand horsepower monster with 26 inches of wheel travel in the front and 38 inches of wheel travel in the rear. The naturally aspirated 355ci V8 was originally developed by GM for use in NASCAR and revs to 11,000 RPM.

ML: That engine sounds wild? Can you fill us in on it?

RG: So it’s a 355 cubic-inch naturally aspirated V8 that GM proposed for NASCAR back in the day. Unfortunately it never got approved for that series, but we were able to get a hold of it. And that engine is hooked up to a paddle-shifted sequential gearbox. That truck is just crazy – it’s a lot of fun. I mean, the wheels and tires are about 150lbs a piece and it’ll run 165 MPH in the dirt.

We raced the Baja 500 with it back in June, and we’ll be running the Baja 400 with it in September as well as the Baja 1000 in November. We’ve had a few teething problems with it, but I think we’ve gotten those sorted out and it’s ready to rock ‘n roll now.

ML: And what’s new on the Stadium Super Trucks front?

RG: The biggest news is the Australian series – we’ve got a fleet of trucks over there that run with V8 Supercars. We’ve got a fleet of trucks over here in the U.S. as well, which run with IndyCar and NASCAR, and we also do our own events, too.

We’ve also got a bunch of rock star drivers that should be on fans’ radar – guys like Greg Biffle, Ricky Johnson, Jeff Ward, Matt Brabham, and Sheldon Creed. They’re getting these trucks figured out and they’re producing really good races.

ML: How have these trucks evolved over the past few seasons?

RG: Most of the focus there has been on safety stuff, but of course we’ve been fine tuning them across all aspects. We’re at a point now where the trucks are very reliable, and because all of the trucks are prepared in one position and they all travel out from the same shop, we’re really putting it in the hands of the drivers.

ML: Considering the kind of abuse that these trucks see, are there unique factors that contribute to their reliability?

RG: With high horsepower cars, if you suck air or lose fuel pressure at full throttle, you’ll absolutely detonate a piston and burn a cylinder. And that’s why we use [Holley] HydraMat in all of our trucks. This thing allows for a much more consistent flow of fuel, and with Stadium Super Trucks in particular, it’s a must. They have to deal with stuff that no one else really has to prep for in motorsports. Those trucks will see three seconds of vertical G after they hit that ramp, and without that HydraMat, the fuel will actually go to the top of the tank while that engine is still sitting there at 6 or 7000 RPM. Before we started using that system, we were blowing up engines and losing all kinds of stuff, but this resolved the issue. It’s honestly an amazing invention.

ML: Where are you headed to next? Any goals you’d like to hit for this season or beyond?

RG: We’re running with IndyCar on the streets of Nashville this coming weekend, and our next event after that is at the Long Beach Grand Prix in September.

In terms of goals, I’d like to eventually get these things running with all of the premiere motorsports in the world. We’re currently running with IndyCar, NASCAR, and V8 Supercar – I’d love to race alongside Formula One someday. I think we would really surprise people with what these things can do.