#ev vehicles

Bum Motorsports TrophyKart during off-road testing

Publisher: 10FoldMoto • Author/Writer: Robert Couture

Excerpt: Bum Motorsports’ TrophyKart is one of the coolest mini off-road truck builds online right now. What starts as a tiny race-style truck with real suspension turns into a chaotic supercharger experiment, rough off-road test session, and eventually a far more serious dual-motor electric project. Small scale, real fabrication, and huge trophy truck energy make this one worth watching.

Brief Summary / Teaser: The Bum Motorsports TrophyKart build is one of the most interesting mini off road truck projects online right now. It starts as a professionally built small-scale race truck with real suspension hardware, then gets pushed through backyard testing, janky supercharger experiments, and a full electric dual-motor transformation. It’s small, but it carries real trophy truck attitude.

Why the Bum Motorsports TrophyKart stands out

Some builds are fun because they’re polished. This one is fun because it’s not pretending to be.

The Bum Motorsports TrophyKart video shows a machine that’s tiny in scale but serious in layout. It uses proper fabrication, race-style geometry, quality shocks, and a chassis that looks more like a scaled desert racer than a toy. That’s what makes it interesting.

This isn’t just a mini truck with oversized tires and a cool name. It’s built like a real machine, then treated like one.

What a TrophyKart actually is

A TrophyKart is basically a junior or scaled-down off road truck built to mimic the feel, suspension movement, and racing attitude of a full-size trophy truck. In this case, the Bum Motorsports machine looks like the smallest trophy truck you could reasonably buy, but it still has the details that matter.

Real suspension and race-style construction

According to the transcript, this little truck came with Bilstein shocks, a properly welded chassis, upgraded steering, and a compact single-cylinder engine package. That matters because the whole appeal of a mini off road truck is whether it actually behaves like a race truck, not whether it just looks like one.

And from the way it’s described and tested, this one does.

The stock setup was cool, but underpowered

The original engine setup gave the truck character, but not much urgency.

Bum Motorsports describes the 301 as basically a lawn mower engine with a proper exhaust. That’s part of the charm, honestly. It sounds better than it has any right to, and it fits the rough, mechanical feel of the project. But once they started actually driving it, the limits showed up fast.

Where the stock setup struggled

The stock powertrain looked weak in a few key areas:

Low torque and slow acceleration

Even with their supercharger experiment, the truck still felt lazy. It had that familiar small-engine problem where it eventually gets moving, but getting there takes too long.

CVT and belt stress

Once boost and extra load entered the picture, the CVT became a problem. The added pulley setup and belt load pushed the system harder than it really wanted.

Tight packaging

The truck was cramped before modification, and the supercharger setup made that worse. Seat position, clearance, and packaging all became part of the problem.

That’s a good reminder for any mini off road truck build. Packaging matters just as much as power.

The Amazon supercharger experiment was chaotic, but interesting

This was easily one of the most entertaining parts of the build.

They mounted a tiny Amazon supercharger onto the little 301 setup, fabricated brackets, reworked the intake path, experimented with push-through versus draw-through carb placement, changed jets, swapped carburetors, and kept pushing until the thing finally ran. It was messy, improvised, and exactly the kind of garage engineering people actually watch for.

Why this part of the project worked as content

It worked because it showed real problem-solving instead of pretending the first idea was correct.

They had to:

remove chassis pieces for space

build a pulley system off the CVT

fabricate custom mounts

revise the intake routing

change from a push-through system to a draw-through setup

rejet and eventually switch to a larger carburetor

verify boost with a gauge

That’s real builder content. Not polished. Not fake. Just trying things until the machine responds.

Note: The supercharger setup reportedly made around 10 psi of boost during testing, but the packaging and CVT load made it a poor long-term solution for this chassis.

The best part was seeing the truck actually driven off road

A lot of projects look good in the shop and fall apart in the dirt. This one at least made it into the real world.

Once Bum Motorsports took the truck out for testing, the suspension looked like the real highlight. The truck handled whoops, survived jump attempts, and genuinely looked planted for something this small. Even when the powertrain felt underwhelming, the chassis and suspension still gave the machine credibility.

Why that matters

That’s the difference between a novelty build and a platform worth developing.

A weak engine can be replaced. A bad chassis usually isn’t worth saving.

Here, the opposite happened. The chassis looked worth keeping, which is probably why the project evolved instead of dying.

Then the project got way more serious

The biggest pivot is what makes this build worth following.

After realizing the gas engine setup was too slow and too fragile for the goals of the project, Bum Motorsports moved toward a dual-motor electric setup. That changes everything.

Instead of trying to squeeze more life out of a small gas engine and stressed CVT, they started building what sounds like a serious electric mini trophy truck with custom hubs, sprocket adapters, a fabricated rear axle, dual motors, dual controllers, and a much more intentional powertrain layout.

Why the electric version makes more sense

For a mini off road truck, electric can solve a lot of the exact issues the gas setup struggled with.

Better low-speed torque

This is probably the biggest advantage. Small off road trucks need immediate punch more than they need highway speed.

Simpler tuning path

Instead of dealing with jets, carb behavior, boost plumbing, and belt compromise, electric lets them focus more on gearing, controller setup, traction, and chassis behavior.

Packaging upside

Electric swaps are never easy, but if done right, they can remove some of the awkward compromises that came from trying to supercharge a tiny industrial engine inside a cramped cabin.

Guesstimating the performance potential

This is where things get fun.

I’m guesstimating here, but a lightweight dual-motor electric TrophyKart could become a genuinely violent little machine if the gearing, battery output, and traction all line up. Depending on the exact motor and controller specs, it could easily move from “fun novelty” into “seriously fast” territory.

Rough guesstimation

Based on the direction of the build, I’d guesstimate this thing could eventually land somewhere in the range of:

20 to 40+ kW

27 to 54+ hp

massive low-end wheel torque relative to size

That’s the kind of setup that can make a mini off road truck feel way faster than the numbers suggest. Lightweight electric builds tend to hit hard, and in something this small, even modest power can feel absurd.

For anyone interested in how power, voltage, and output interact on EV builds, the 10FoldMoto EV Motorcycle DC Power Calculator is useful for understanding the numbers before parts start flying around the shop.

Why people care about mini off road trucks like this

Because they compress the best parts of build culture into a smaller, cheaper, weirder package.

You still get:

suspension development

drivetrain experimentation

fabrication work

off-road testing

real problem-solving

a machine that looks cool even when it fails

That combination is hard to fake. It’s why the Bum Motorsports TrophyKart content works. It has the same emotional pull as full-size off road builds, just in a more compact and slightly more ridiculous form.

And that’s a compliment.

Final thoughts on Bum Motorsports’ TrophyKart

The best part of this project is that it didn’t stop at “good enough.”

The stock mini truck was already cool. The supercharger phase was entertaining. But the electric transformation is the part that could turn this from a funny mini off road truck into a genuinely impressive machine.

That’s where this project gets interesting.

It stopped being just a tiny trophy truck and started becoming a real engineering story. That’s the kind of thing we pay attention to at 10FoldMoto.

We make powerful things understandable, and make understanding empowering.

If you like weird fabrication, off-road machines, and builder-first content that actually shows the messy middle, this is one worth following.

Follow 10FoldMoto and keep up with us on YouTube, Instagram, X, and Bluesky for more build culture, EV tech, and off-road project coverage.

Posted Date: 3, 30, 2026.

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Here’s the uncomfortable truth: people don’t refuse to buy an EV because it’s bad. They refuse because they’re scared — of range, of charging, of being the first one in their colony to switch. So if your ads keep shouting “Book Now! 300 km range!”, you’re only talking to the 5% who were already going to buy. The other 95% scroll right past. At Shivoham Shiv Digital, the best digital marketing agency for results-driven campaigns, we’ve learned exactly what flips a petrol buyer into an EV buyer: psychology plus math.

First, the number that wins every argument. In India in 2026, a petrol car costs ₹6–7 per km to run; a home-charged EV costs ₹1–1.5 per km — five to seven times cheaper. For someone driving ~1,200 km a month, that’s nearly ₹90,000 saved a year, and ₹4–5 lakh over five years. Your hook isn’t “save the planet.” It’s “save ₹90,000 a year.”

1. The “Petrol Bill” Retargeting Ad. Lead with their pain, not your car: “You spent ₹6,800 on petrol last month. An EV would’ve cost ₹1,200 — that’s ₹67,000 back in your pocket this year.” Loss-aversion is the strongest trigger in advertising. In one campaign on this angle, our cost-per-lead dropped from ₹420 to ₹190 in 6 weeks (replace with your data).

2. The “Range Anxiety Killer” Video. Attack the #1 objection head-on. Show a real person doing a full day — office, school run, market, evening outing — ending with 40% battery left, charging overnight at home. Honesty disarms skepticism faster than hype. Our explainer video hit a 3.1% CTR against a 1% norm (replace with your data).

3. The “EMI vs. Petrol Bill” Calculator Ad. Petrol buyers think EVs are “too expensive.” Offer a free calculator: “Tell us how much you drive, we’ll show your exact cost on petrol vs. EV.” The result usually reveals the EV is break-even or cheaper monthly — and you capture a high-intent lead. Our calculator lead magnet pulled leads at 1/3rd the usual cost (replace with your data).

4. The “Local Proof” Social Ad. Nobody wants to be the first to switch. Run geo-targeted ads with real owners from the same city: “14,000 km driven. Saved ₹70,000. Wish I’d switched sooner.” Social proof from “someone like me, near me” beats any brand claim — huge in Tier-2 and Tier-3 markets.

5. The “Switch Offer” Urgency Ad. Even a convinced buyer delays. Give a real deadline plus a real add-on: exchange bonus, free home charger, limited subsidy. Make the cost of waiting visible: “Every month you wait = ₹5,500 burned. Switch before [date] and we’ll cover your home charger.” Our 15-day switch campaign drove most conversions in the final 72 hours (replace with your data).

The thread tying all five together: none of these ads brag about the car. Each starts with the buyer’s world — their bill, their fear, their neighbour, their money. The vehicle shows up as the solution, never the headline. Petrol-to-EV advertising isn’t about selling electric — it’s about making staying on petrol feel like the expensive, outdated choice.

Let’s be honest. A few years ago, if you said a Chinese car brand would outsell Tesla in the UK, people would have laughed. Nobody’s laughing now. In early 2026, BYD became the best-selling electric vehicle brand in Britain — overtaking Tesla, Kia, BMW, and Volkswagen — with over 12,754 units sold and 7% market share. Without a single government grant helping it get there.

So what exactly is going on? And more importantly — what does it mean for you?

The Numbers Don’t Lie

China’s EV companies aren’t just competing.

They’re setting the pace.

BYD alone holds 17.1% of the global plugin vehicle market as of March 2026. Geely — which owns Volvo, Polestar, and Lynk & Co — sits at 9.2%. Together, two Chinese

OEMs control more than a quarter of every electric vehicle sold on the planet.

Meanwhile, BEV sales globally grew 12% year over year in March 2026. The EV revolution has a Chinese engine — and it’s running hot. 3 Reasons Chinese EV Companies Are Winning :-

While Western brands are still negotiating battery supply deals, BYD manufactures its own batteries — the proprietary Blade Battery — in-house. That means lower costs, faster innovation, and zero dependency on outside suppliers. One of my previous clients in automotive media covered this angle alone and generated over 40,000 page views in a single month. It’s that big a deal.

2. Their prices are genuinely competitive — not cheap –

Forget the old “Chinese cars are low quality” narrative. The BYD SEAL does 0–100 km/h in 3.8 seconds with a 700 km range. The BYD ATTO 3 is a premium SUV built on a Born EV Platform. These aren’t budget knockoffs. They’re products designed to beat German engineering at half the price — and they’re doing it.

3. They moved faster than anyone expected –

Western automakers spent years debating whether the EV transition was real. Chinese companies assumed it was and built accordingly. BYD invested in battery technology as far back as 1995. By the time legacy brands started converting factories, Chinese OEMs already had mature platforms, multiple models, and a distribution network spanning six continents. What’s Changing Right Now?

The EV market in 2026 is not the same game it was in 2023. The US federal EV tax credit expired in September 2025. New EV sales in America dropped 28% in Q1 2026. Dealerships are sitting on 130 days of inventory. Prices are falling. But globally? Plugin vehicle share hit 20% in early 2026 — up from 17% at the end of last year. Pure battery electric vehicles now make up 72% of all plugin sales worldwide. The story isn’t slowing down. It’s shifting geography. Chinese brands are pouring into Europe, Southeast Asia, Latin America, and the Middle East — markets where price sensitivity is high and brand loyalty to Western automakers is weak. BYD’s global expansion isn’t a side project. It’s the main event.

What It Means for You?

If you’re a consumer: Chinese EVs are now a legitimate first choice — not a compromise. Research BYD, Geely, and MG before you default to Tesla. You may be surprised by what your money gets you.

Kathmandu, Apr. 19: A 16-year-old internal combustion engine (ICE) vehicle owned by Sajha Yatayat was successfully converted into an electric vehicle (EV) two years ago. This was the recent case in Nepal where an ICE vehicle was converted into an EV, despite the absence of a relevant policy. However, the Cabinet decision on April 5, 2026, has marked a major development for ICE vehicle owners…

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