Who is Reid Johnson? AKA badassmav

NIKAL · Apr 15, 2014

Who is Reid Johnson? On here you know him as "badassmav"

From just reading is posts on UTVUG you would think he is a bit arrogant? Maybe rough around the edges?

But I think he might be a bit misunderstood?

He has a racing history that I would like to see be told. I know of several quality off-road race teams Reid & his brother Rick have worked with. They have built, rebuilt or improved many race trucks & buggy's.

I have met both "Rick & Reid" when I was a young kid. They did some work on a race truck my family was part owners on.

Attached is a picture of a truck Rick & Reid converted into a legendary truck which changed the direction of a legendary family. They were a buggy family and continued to be up to a few years ago. But this truck was the first for them and now they are strictly a TT racing family now.

So Reid will you tell everyone your story?

badassmav · Apr 15, 2014

NIKAL said:
Who is Reid Johnson? On here you know him as "badassmav"

From just reading is posts on UTVUG you would think he is a bit arrogant? Maybe rough around the edges?

But I think he might be a bit misunderstood?

He has a racing history that I would like to see be told. I know of several quality off-road race teams Reid & his brother Rick have worked with. They have built, rebuilt or improved many race trucks & buggy's.

I have met both "Rick & Reid" when I was a young kid. They did some work on a race truck my family was part owners on.

Attached is a picture of a truck Rick & Reid converted into a legendary truck which changed the direction of a legendary family. They were a buggy family and continued to be up to a few years ago. But this truck was the first for them and now they are strictly a TT racing family now.

So Reid will you tell everyone your story?

I keep telling you guys it's the car that's badass!
O.k., so I know your name is Todd, and you have a couple of adolescents. You are a fabricator, and knew Rick and I back in the R&R days. Now, I know that we worked on a vehicle that you and your family had an interest in. Ever since you made me a few weeks back, I've been banging my head trying to place you. Before revealing who you are, give me another hint! Is your first name really Todd? The only Todd's my tattered mind recalls from those days was Anderson, Kirby, and BTI machine shop Todd.
I'm not much of a story teller any more, but thanks for posting the pic. It's worth a thousand words, and you all know me by now, I'd use up at least that many telling the story. Suffice to say that when technology blind sided class 8 desert trucks in the latter part of the 80's, My brother and I were right in the thick of it, and opportunities were abundant. Scott bought that truck from Dave Shoppe after Shoppe wont the 88' points championship with it. I believe he only paid 80 grand for it, with an extra Leon Patton engine to boot! At that time, we were in talks with Scott regarding a class 8 that he wanted built, and he wasn't sure if he wanted to start from scratch. What was known though, was that the truck we would deliver to him 6 months or so later, would be built with no reservations. He offered, and I think preferred for us to work under his roof and employment, but we just opened our new shop, and never really built a complete race car yet. We (or maybe just me) were brash, and wanted to go it on our own instead. So, being green at thios, Scott decided to buy a race proven truck for us to modify. I remember his excitement when he called to tell us that he just bought Shoppe's yellow General Tire championship truck. When Scott's right hand man at that time, Bob Burnley brought it to our shop, we couldn't believe how hokie it was! He immediately wanted to get some seat time in it, so Rick and I prepped it for the San Felipe 250 a few weeks later. Man, that thing was broke in a thousand places when Dave turned it over to him. I remember he had to race class 2 because the firewall was modified to re-locate the motor (we caught Shoppe cheating on that one!) . A big no no in those days! So, forward to the 250. When Rick and I arrived, Lobster man Bob asked us if we brought a sticker for the door. Those guys left the entire door, on both sides blank for ouf moment, and we had nothing! So, at the finish line, Scott comes in somewhere in the top 10 overall, and rolling in about 5 minutes behind him, was Dave Shoppe, in his newly-built class 8 "trophy Truck" that he just paid umpteen dollars to have built! As he was scoping out his old ride, and I mean literally, over the top, underneath, side ways, and upside down, I walked up to him and said, "Not bad for a piece of junk, hey Dave!" Boy, did I get the stink eye! Ha heee!
So, after the 250, we put the truck up on stands and started cutting. All the way down to the frame, and threw all of the metal work, minus the frame, cab, and interior roll cage in the dumpster! Sorry, but I gotta go now. I'm really behind getting the Monster Mav ready for IV. If I find time, and enough members read the post, I'll finish the story of my glory days. I'll boast more later. I just couldn't resist. I'm pretty beat, but in reminiscing about that time, I've found my second wind! Thanks, Todd. Hey, what's the 1st letter of your last name?

crazywatson · Apr 15, 2014

I still think he's arrogant and rough around the edges. But that's what I like about him. Lol

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NIKAL · Apr 15, 2014

Reid my last name was in the PM! Cunningham. BTW I'm not a fabricator. I just grew up around the sport and some of who I consider friends are some of the best in the business. Mike Julson (Jimco) Tim Lawerance (TLR) John Cooley (Alumi Craft) John Vance (TSCO CC & former Jimco manager) Ive also been around guys like John Marking (Fox) Craig Stewert (Stewart Race Works) & Robby Gordon.

A friend & I built our own 5/16 team and were very successful right out of the box. Our little 5/16 team beat the best in the buisness when it came to the Pit Crew Competitions. Our team Nikal Motorsports is still asked to pit and crew for several teams. The last few years we have help my friend Justin Lofton (BITD Class 1) I've also got a BITD class 10 Championship racing with the Jimco "company" car.

So don't rack your brain trying to figure out who I am. If you saw me you would not recognize me.

As far as the Mazda 7s. Yep Terri & Nick! Good memory! Actually it was Terri & my grandfather Floyd who were the partners. Nick worked for Mazda and started helping & co-riding. Terri always like having his co riders be mechanics. What better then to have a dealership mechanic in the right seat! Due to some drama with the team my grandfather got out and Nick stepped up. I don't know if you knew or heard about the first Mazda truck that was built & raced. Mazda wanted an extra cab on the track, so to keep the deal a new truck had to be built. That is the truck you worked on. BTW even though Terri is my grandfathers friend, I still talk to him regularly. He wants me to do another Baja play trip in the coming months with him.

Ok so back to your story! BTW this reminds me of when I stumbled apone Johnny Johnson down in Baja. Now that's name I bet you have not heard in awhile! It was great catching up and finding out what & where he has been hiding.

For those who don't know it was Johnny who taught guys like Craig Stewart & Tim Lawerance back in the day.

badassmav · Apr 15, 2014

So, Scott wanted a truck like Robby's, the one that Russ Wernimont built. That truck was the second 1/4 elliptic designed truck to race SCORE, and I believe the same truck that Robby got the 1st ever overall win for a class 8 at the 1989 Parker 400 race. He wanted it reliable, and insisted every tube was .120" wall. He also encouraged us to take picks of Robby's truck. Copy it however closely we felt that we needed to, if that would help us produce a reliable and competitive truck. Once completed, the truck had 24" of travel front and rear, a 80 gallon fuel cell, a 4-link rear suspension to locate the rear axle, as the 1/4 elliptical spring boxes that picked up the rear of the frame housed the heaviest, and thickest stack of leaf springs that we ever saw. Ron at National Springs (at that time, off of prospect in Santee) made Robby's springs, and we were pretty tight with him, so he gave us pretty much the same spring that Robby was running at the time. The spring pack was clamped into position using billet 4140 plates, and had a solid 2" dia. 4340 bar that ran from outside spring box to outside spring box. It doubled as a pivot bar, and cross bar tying the 2 sides of the rear together. The rear kicker assy. came down from the rear of the cab, and tied i9nto the top of the spring boxes with a jacking plate that used a 1 1/2" acme screw to adjust the ride ht. I think 5 " was the range of adjustment. Where the spring terminated at the axle housing, we made an 3 position adjustable roller for the spring to gliode upon. We purposely had no mechanical attatchment from the spring to the axle, as to benefit the sprung/unsprung weight ratio. The roller the spring ran over also had 3 positions of adjustment, so you can change the beginning spring rate at a given ride ht. Up front, we ran stock f-250 camper special I-beams (the ones with the "hook" or drop in them) to keep the center of gravity down. We cut the stock bushings off of the ends, and welded in a 2" 4140 extension bar that accommodated a 1 1/4" NMB "art" series rod end for the pivots. The stock forged spindles we also used, but heavily modified them because they were a rear steer design, and I opted to I build a 3 link front steer to minimize the bump steer characteristics that the twin I-beam/drag link steering design suffered so badly from. Lee built us a bullet proof saginaw recirculating ball steering box, with a hydraulic assist ram attatched to the cross-over drag link. I custom built the radius arms fusing a .120" wall x 1 1/2" diametwer, twin tube design. The shocks were pretty special at the time. Lance at Kuster custom built some of the biggest and baddest, AND heaviest bypass shocks out there at that time. I remember when they came in. My god! Son of a guns were MASSIVE! I think Kuster eventually morphed into what you all know as King Shocks today. A buddy of ours, a rebellious recluse, and all around smart mo fo built us special bump shocks for both ends. Scott went with a similar motor that Shoppe ran. A 351 Windsor block built by Leon Patton, putting out around 650 hp and ft. lbs. of torque. Bob butler built the custom headers, and the best bargain guy in town, Jim Russell (R.I.P.) wired the complete truck, bumper to bumper, for his regular price of $300.00. That guy was as smart as he was humble. Courteous and quiet would be accurate.
Well, gotta get back to the golf cart. I'm trying to get the arms ready for welding. They are kicking my a$$! I'll see if I can locate some good close up pictures of the completed truck. I would like to thank Tom and Fran Wilson for having the confidence to convince Scott that we were the guys to build his first truck. We knew Tom from our drive way days. We did an F-150 pre-runner for him, and he was in tight with Scott and Family on the contracting side of things.

GOVACHO · Apr 16, 2014

Reid you can post all you want. Im in for the long haul and im waiting for your next post on the Mav project and the days of our lives...lol..

badassmav · Apr 16, 2014

crazywatson · Apr 16, 2014

I remember seeing those big Kuster shocks as a kid I think they we taller then I was and about 4" diameter. They seemed to work great!

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crazywatson · Apr 16, 2014

I remember all the McMillin cars well my aunt was a realtor and worked with them.

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Simi Dude · Apr 16, 2014

Wow! A blast from the past......1/4 elliptic's, Class 8, Twin I beam and Kuster shocks........All state-of-the-art at the time.

Great reading!!

JoeyD23 · Apr 16, 2014

awesome story!! Keep it going!

PickupTrucker · Apr 16, 2014

Yeah this is fun to read about!

Sent from a PRC-117 held together by boot bands and hopeful thinking

badassmav · Apr 16, 2014

The yellow paint pic is of Scott racing in the SF 250 about 1 month after acquiring the truck. I think he got a 3rd in class 2 (beat out by Corky and Brian Ewalt none the less!) and 8th overall. All Rick and I cared about was that he beat Dave Shoppe. Boy, did he sell Scott a heap. It was the last time any heap won any championship in SCORE. The pic with Mc M livery is the first SCORE race for the truck, the Parker 400. He got a 3rd in class 8, about 15 minutes or so behind Robby Gordon and Dave shoppe!
The pic of it flying level is the first test for the truck at Plaster City. Scott was having a ball, laughing over the radio every time he plowed into something big!
After winning it's first race out overall, it got a lot of media attention. The truck was billed as being built in the Mc Millin shops. Kinda bugged on us a little at first, but everyone knew who built it, so it was "all good". I'll add some verbage and cleaner suspension pics tonite. Back to the grind for now!

badassmav · Apr 17, 2014

Here's some higher quality suspension pics to feast your eyes on.
So, the first race after the truck was finished was to be the Baja 1000. We were working bufoo hours for the final 2 weeks leading up to the race, and we were pretty beat. At this point, we allowed 3 of Scott's employess (his crew chief Marty Stuhler, his GM Bill Anderhalt, and a lead mechanic, "Big Jim" Stuhler) to join in at our shop and help finish the final prep as my brother and I were wrapping up the loose ends. I clashed big time with one of the three whose name will remain anonymous because we both thought we knew everything. The difference was that he didn't, and I did

! He questioned everything that we were doing, and had a comment about everything that we had done. Dude was hard on tools, too!
Forward to early morning Thursday, the day before the race. Scott whad gone to ensenada earlier that week for pre running, and was waiting for the truck to be delivered. After an all-nighter for a second brutal night, I was welding tabs on the radius arm to clamp the custom steel braided brake lines in place. This midnight fabricator forgot to relocate the welding ground clamp from the frame to the radius arm. The teflon-lined rod ends are pretty good insulators, but the special order, steel braided brake lines were not

! Puppy's were glowing bright red, as was I from embarassment! I screwed up big time, and now the truck wouldn't make the race.
Overall, Scott was pretty understanding. I just felt so awful, and there was nothing anyone could do about it. We still had so many loose ends, and I don't think we wwould have finishes in time anyway. The mistake gave us time to properly assess the final touches, and complete the build to our satisfaction.
While testing in Plaster City late November, Scott was gracious enough to take my moms boy friend, a lead mechanic for American Ailines, on a ride in the truck. He was really nice for doing that for him.
Testing went well, so a decision was made to shake the truck down at the New Years Fud race, The Dunaway Dash. A 150 mile, 3 loop sprint race. The truck had not yet been painted (no wraps back then!), and again Scott offered us the the blank door panels to raise our flag. This time, we had signage ready, and for its first race, the truck sported "R&R Engineering and Development" livery, along with a Mc M logo across the back bedside. That was the funnest race that Rick and I ever watched. We weren't sure what to expect, but clearly we had hit a home run. Scott picked off guys with ease, and had made enough time on the field to let Mark or Corky have some fun as well. (I don't remember which one finished). Rick and I were out on the course when the truck came through on its final lap, with an 8 or 10 minute lead on the field. The final margin was around 5 minutes faster than any one else out there. Not a bad outing for Mc Millin's inaugaration into the dynamic classs 8 category, as well as the two new celebrities who built it! We hustled back to the start/finish line but couldn't make it in time to see the win. When we arrived at the Mc Millin main pits, there was Scott, sitting in a fold up beach chair with a huge grin on his face and reminiscing with his family about the race. Shortly after the win, we began talking with Scott about starting a second truck, and what changes, if any, we felt we would make. I remember he had Andy (he called him "Bee-boo then) with him. He must have been around 2 years old. Busy little sucker he was, playing with all of our race car models on the office desk! Funny that the one he gravitated to was Robby Gordon and Derrick Walker's, Valvoline Indycar! Scott pushed hard for us to join the Mc Millin team, but our minds were set on independence, and riding the wave that was about to hit for as long as we could. I'm guessing Corky wanted Mc Millin Racing to keep the work in-house to control costs, so the short-lived occupation of "Celebrity Fabricator" was over. In the end, the cost to build the truck, including the acquisition price, was right around 220k. Our labor ended up being a scant $35,000 of that total cost.
In the months following, Scott & co. referred some quality work to us, and we treated it well. Worked on a pretty unique pre runner for Scott's friend, Ron Stacy. It was a '70 or '71 F-100 that got the makeover that all pre runners hoped for back then. It was nearly a sister truck to the class 8 that we built, 1/4 elliptical springs and all.! It was the baddest-aSS pre-runner that I ever built for sure. We leased the space next to ours, and invested in more equipment.
It was amazing that we stumbled across such success so quickly after starting our business, but in hind sight, the results were indicative of our efforts. I had been reading books about race car engineering for a year or so leading up to the build, and dove in head over heels during the build, just saturating my brain with technology that was rather new to Off-road racing. It was hard to diffrentiate what was relevant, and what was not when crossing over road racing technology to desert cars. I began writing a "how-to" book on modern day tecnology, and how it applies to the sport of off-road racing. It's around somewhere, and I was thinking of breaking it out and finishing it. The fundamental design and manufacturing disciplines that we followed, beginning with proper suspension geometry and weight transfer, all the way down to how to properly stressrelieve a 4130 weldment, in addition to a customer willing to open his check book to back the project at any cost, was instrumental in the success of our first truck, and Scotts first truck race. Successfully working with alloy and high strength materials is nothing natural. It was an easy result for us at the time, because people then were still adding more shocks per wheel, and more tons of steel, in search of search for success in the desert. Some day, thanks to modern technologhy, race cars will all be proper, and the ease at which one can find victory, will be a thing of the past.

Johnny · Apr 17, 2014

Oh Man I love it and your other threads .. so much knowledge in one guys head. Thanks so much for taking them time to share it !

NIKAL · Apr 17, 2014

Thanks Reid for telling the story of how R&R came about and the McMillin race truck. I knew people would love it when they heard your story. That's why I felt I had to start the thread "Who is Reid Johnson"

So can you tell us more about what you have been doing since the R&R days? Why did R&R close up? Have you continued to Fab on your own or did you go into another profession until now and the "Bad Ass Mav"

Also is there any truth to the rumor that you & your brother were working to make a composite or some other material leaf spring stack to make them lighter, then the huge/heavy 1/4 elliptical stacks that were the forefront of the technology back then? This is a rumor I had heard way, way back and never knew if it was true or not.

BTW for those who wonder why they did not just coil over the rear of the truck. Back then class 8 was required to still run leaf springs. Also I dont know if the shock technology back then was ready to handle the travel & weight of these trucks.

BTW Reid do you remember Rick Haslow (sp?) Shock Tech? He like Kuster were on the for front of shock technology back then.

mearsman · Apr 17, 2014

This is a great thread, keep it going

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badassmav · Apr 17, 2014

NIKAL said:
Thanks Reid for telling the story of how R&R came about and the McMillin race truck. I knew people would love it when they heard your story. That's why I felt I had to start the thread "Who is Reid Johnson"

So can you tell us more about what you have been doing since the R&R days? Mostly industrial manufacturing. I had a shop between 1998 and 2001 that did very high end commercial and residential, architectural based design and manufacturing. .Why did R&R close up? As I touched upon in the last post, right after the ntruck was finished, the Gulf War was reaching impacting heights on th US economy. People with money, like the Mc Millins were cutting back on racing, while the lower class guys who didn't know any better, kept on going. Probnlem with that, is they want to spend 1/4 as much as Scott did, and receive the same product. The overhead killed us. We closed down about a year later. Ironically, Rick and I bothe got married within a year or so after that.Have you continued to Fab on your own or did you go into another profession until now and the "Bad Ass Mav" I have done nothing but grow my wealth in manufacturing and design savvy since the R&R days. I had 2 different jobs, and 1 business that focused on "creative engineering"

Also is there any truth to the rumor that you & your brother were working to make a composite or some other material leaf spring stack to make them lighter, then the huge/heavy 1/4 elliptical stacks that were the forefront of the technology back then? This is a rumor I had heard way, way back and never knew if it was true or not. I tried to convince Scott to allow us some freedom in that area, based on the corvette's success with composite leafs. He didn't want to delve into any areas of uncertainty so we stayed with spring steel. Composites are notch sensitive any way, so it was probably good to avoid it.

BTW for those who wonder why they did not just coil over the rear of the truck. Back then class 8 was required to still run leaf springs. Also I dont know if the shock technology back then was ready to handle the travel & weight of these trucks. Yeah, that was a transitional time in the shock absorber area. When Shoppe won the championship in that truckl, it was running 4 twin-tube, freon cell based emulsion shock absorbers! A stock Rancho shock on steroids. Want to handle the rough? Just add shocks was the answer back then! With out the gnarly Kusters, and additional hydraulic bump stops, the truck would not have been able to do the things it did.

BTW Reid do you remember Rick Haslow (sp?) Shock Tech? He like Kuster were on the for front of shock technology back then.

Hasselow was eccentric, and went against the grain. Kinda like I am now. Not much faith in things that he personally could not quantify. "Gecko the Techo" was his companies "mascot"! Cool dude, but sarcastic as all hell, and usually for good reasons. He saw thing back then that I am only realizing now.
<hr style="color:#191919; background-color:#191919" size="1"> Thanks Reid for telling the story of how R&R came about and the McMillin race truck. I knew people would love it when they heard your story. That's why I felt I had to start the thread "Who is Reid Johnson" You know I enjoy boasting and blowing so, no problem!

BiggJim · Apr 17, 2014

Man you old school'ers are really making me feel like yesterday was my first day.

I wish I have been involved 20 years ago.

NIKAL · Apr 17, 2014

Not to change the subject away from Reid, But since we are talking old school and racing history, I though I would put this out there, since I would assume most in the UTV world would not know the history of the modern day shock.

Here is what I know, I'm sure I am wrong on a few things, and I'm sure I have forgot, or do not know a few things. Maybe Reid can correct me or fill in some blanks.

As mentioned in Reids story about the McMillin truck. Kuster race shocks were at the fore front of technology. Prior to Kuster the top shock was Bilstein and some were using Fox, but even then Fox was not widely used like today. If you were serious about racing you ran Bisteins. So I'm guessing some of you are wondering who or what a Kuster shock is? Well here is what I know.

I dont know the exact year, but Walker Evans (Yes the same Walker Evens we all know about today, and who's company is building UTV shocks.) went to a guy (Dont remember his first name) Kuster (who was in the oil drilling business and made oil well drilling equipment) to make some shocks for him. I dont know how Walker came across Kuster or if Kuster was playing with shocks prior to meeting Walker Evans? No idea?

Basically Walker was looking for a larger version of a Fox or Bilstein. From what I was told the shocks Kuster made actually had Walkers name on them, but later he changed them to Kuster Shocks. Some things that made the Kusters different was he was the first to thread the inside of the shock body (Cans) and use threaded aluminum end caps. The other guys were welding the tops & welding eyelets. The bottom used snap rings to hold them into place. I dont know the history of the bypass tube, but I believe they were developed in this era too.

Lance King was hired to headed the shock program at Kuster. His son Brett also got a job there building shocks. Kuster made 2.0 and 3.0 coil over and external bypass shocks & air bump stops. At some point Kuster had some financial issues and decided to sell Kuster shocks. Sway-A-Way bought Kuster Shocks even though they had already been building and learning shock technology with Bob Gordon.

I think Lance knew S-A-W was going to buy Kuster and he probably figured he would be out of a job. So Lance & Brett King decided to start King shocks. Lance was basically building Kuster's but putting his name on them and trying to get as many Kuster customers as he could. S-A-W had to sue Lance King to get all the drawings and engineering info back from Lance, and to keep him from using those designs. Even though Lance helped design the newer Kuster shocks, all the drawings specs belonged to Kuster now S-A-W, as he was employed by Kuster at the time. S-A-W continued to make the Kuster shock but added a 2.5. If I remember right the 2.0 shock that S-A-W was making with Bob Gordon stayed and they dropped the Kuster 2.0 design? To be honest I would have no idea what was different bewteen the two. I've just heard people say the S-A-W 2.0 was different and Kuster's parts would not work in them.

King redesigned the Kuster 3.0 shock slightly to keep from being sued and designed a new 2.0 and 2.5 shock. When S-A-W manufacturing was not keeping to Kuster's standards many left and called King, as King shocks were better quality, more hand built to the customers spec's. Over the next few years King became the Shock to have as well as Fox. To this day S-A-W is still selling shocks and still builds the 3.0 to Kuster's specs, but they never have gained the market share that Kuster once had. <!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:TrackMoves/> <w:TrackFormatting/> <w

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Another guy that was in the mix, but was very much a "One Off Shock" guy was Rick Hassellow of Shock Tech. He was building bypass tubes, Machining grooves in the cans for cooling and some other tricks before they were common place. He could have been so much more, but other things controlled his life and his business went under. I still have several Shock Tech shocks sitting on the rack.

Who is Reid Johnson? AKA badassmav

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