ATV Mud Tires

ATV Illustrated Magazine

• RZR Report Card - Passed!

  2011 Polaris RZR 4 LE Long Term ReviewWritten By: Wayne DavisThe RZR 4 is one of the most fun, all-purpose side by side vehicles we have ever driven.  When given the chance to put some miles on it and really see what the RZR 4 LE is capable of, we couldn’t get it on the trail fast enough.  With just over 4000 trouble free miles logged on our 2011 RZR 4 LE, you can bet we had a chance to ride in many different conditions, and it met or exceeded our expectations every time. The RZR still runs perfectly and operates as smoothly as the day we got it thanks to a well thought out vehicle and Polaris durability.  As with anything mechanical, it does require a regular maintenance schedule to keep you on the trails.  This is what we’ve found with our RZR 4 800 as we’ve put it to the test: Engine:  After a break-in oil change, we did our next oil change at 600 miles, then every 500 to 1000 miles after that as it calls for in the manual.  You might need to change a little more often if you are constantly riding in dust or somehow end up in deep water, but we always check our oil before every trail ride to make sure it is still clean and full.  That’s super important!  At 4100 miles, it doesn’t burn any oil and appears clean every time it is checked.  Use good oil and keep it clean!  We used Polaris PURE factory oil as recommended in the manual, but we’ve also used MOBIL-1 fully synthetic in the past with excellent results as well.  Air Filter:  This could possibly be the most important one!!!  Depending on the conditions, this could be cleaned every time you ride.  We often drove the RZR 4 LE without other vehicles around which limited dust, but in total we installed four new air filters and checked it many times between changes. Suspension:  We were sure to grease all fittings on a regular basis.  Usually every couple hundred miles we would give each grease fitting a couple pumps with the grease gun.  Use a high quality, lithium based grease.  We also used some good penetrating oil on the shock bushings to keep from squeaking and prevent wear.   Drivetrain:  At 2600 miles we decided to inspect the drive belt.  We weren’t even having a hint of a problem, but we wanted to see what it looked like.  The belt had very little wear and would have lasted for many more miles, but since we already had the cover off and a new belt handy, we decided to change it.  Both clutches showed no wear but we made sure to blow the dust out thoroughly with compressed air, and to check for any other signs of wear.  No problems! New CV Boots:  We installed a new CV boot on the right side.  The plastic guards on the front drive shafts will bend, allowing them to rub on the boots.   When that happens, your boot will be history, which is what happened to us.  There are many different aftermarket guards available that could help prevent that problem from happening, but we didn’t have one installed when we had our little problem.   New Muffler Hang Sleeve:  Polaris likes to hang the muffler on a couple rods that are inserted through a rubber grommet in the frame.  This allows for easy alignment during installation and prevents vibration from causing cracks in the metal, but we’ve noticed on a couple RZR’s that the grommet works its way out of the hole.  When that happens the muffler moves a little too freely, and in a short while the cone shaped, composite metal flange seal between the muffler and the exhaust system will crumble.  Then it gets loud.  Our solution to the grommets that wanted to walk out of the holes was to install a rubber hose over the rod welded to the muffler itself.  We slid a piece of 3/8” high temp hose over the muffler mount rods and had no problem.  Use a high temp hose if possible, but we know thick 3/8” fuel line works also.    The new hose is thick enough to prevent vibration and metal to metal contact, and the muffler hangs exactly where it is supposed to.  Grease Front Drive Shaft Bearing:  Some bearing suppliers are stingy with the grease they install with new bearings.  The front drive shaft carrier bearing on the RZR4 is a sealed bearing with no way to grease it, but unfortunately it began to squeak a little.  We could feel no play in the bearing when we tried to wiggle it; it was just dry.  A grease needle is made to slip under the lip of a seal and shoot grease into bearings, which is exactly what we did.  Problem solved and the bearing is still working perfectly. Stop Suspension Leaks:  Like a lot of off-road vehicles, eventually the rubber shock bushings started to squeak.  On the RZR4, it was the lower shock bushings where they attach to the A-arm.  All the A-arm pivots had grease fittings which we regularly freshened up with new grease, but the only way to make the shock bushing stop squeaking was to douse it in a good penetrating oil or WD-40.  We sprayed oil onto both the upper and lower shock bushings, and eventually it worked its way into the crevices and the annoying squeaks went away. Conditions of Use Our 2011 RZR4 800 was used for ordinary trail riding, in sand, mud, and snow.  Typical operation was at varied RPM ranges, and riders ranged from intermediate to expert, both male and female.    OIL USED POLARIS spec  OIL FILTER Stock Polaris, then K & N with nut welded on end AIR FILTER USED Stock Polaris – pleated  Engine & Drivetrain VALVE / HEAD No appreciable or noticeable loss of power, compression, or valve noise COOLING SYSTEM   No leaks.  Maintains coolant level SHAFT DRIVE   No joint failures or excessive backlash  CVT CLUTCHES & BELT   Minimal belt wear, but we changed belt once anyway.  Clutch still operating smoothly 4WD SYSTEM   No failures in 4wd system to front end REAR DIFFERENTIAL Maintaining recommended oil level with no leaks EFI MAPPING Excellent starts at all temperatures, no backfire, no hesitation under acceleration. ENGINE NOISE No noticeable increase in engine noise EXHAUST Exhaust system flange seal failed due to muffler misalignment.  This was caused by mounting grommet failure.  No cracks in muffler or exhaust pipes, and only normal discoloration.  Negligible corrosion.  Sound level slightly higher than new.  BATTERY Battery still holding charge and cranking cold engine quickly.  SHIFTING Gear changes generally easy Bodywork & Controls CONTROL LAYOUT Good Control layout INSTRUMENTATION Very good.  Easy to read and use but would be even better if numbers were a little larger. LEVERS / THROTTLE / SWITCHES / SHIFTER High Quality controls.  4wd button easy to use.  Shift lever has positive engagement. SEAT COVER & SEAT FOAM Seat has smooth surface and shows no signs of wear.  Foam is thick enough to provide support and comfort, and has not broken down or taken on moisture. BODYWORK Excellent, high quality plastic is pliable and durable.  Resists scratches and can take an impact.  Shows no signs of wear, discoloration, or fading. SPLASH PROTECTION Good protection from both front and rear fenders.   LIGHTS Good illumination and spread from both front lights which point to where vehicle is headed, but not necessarily into turns.  Maintenance  OIL FILTER Good access.  Standard Polaris filter works well, but K & N is much easier to install and remove thanks to welded on nut. AIR FILTER   Excellent access, easy to remove.  Large surface area for long service life.    COOLANT RESERVOIR Good access.  Easy to check coolant level. CVT & CVT COVER Can be difficult to access and remove ELECTRICAL Excellent access to battery under seat Suspension SHOCKS Good for most trail riding and aggressive riding.  Will resist bottoming but it is possible.  Good adjustment capability.  Body roll not significant.  Shocks will begin to fade and require service depending on use, terrain, and load, but are rebuildable.   A-ARMS Good durability both on A-Arms and low maintenance pivot bushings.  Pivots can be greased. STEERING Very good in standard model.  Excellent and smooth with Electronic Power Steering.  Calibration of EPS excellent at all speeds.  Large turning radius due to long wheelbase.   TIRES Respond well in mud, sand, and snow with good traction.  Also clean out well in mud.  Tires will show cuts, but resist punctures in most cases.    WHEELS Cast aluminum.  Light weight, tough, and no leaks around bead unless bead is damaged by impacts with rocks. LUG NUTS Threads can be stripped easily.   BRAKES Adequate at both ends, but not overly aggressive.  Chassis FRAME Frame does flex but also holds up.  FASTENERS High quality, but plastic push-pin fasteners will become loose after a few in/out cycles. PAINT & PLATING Good corrosion protection on frame thanks to powder coat.  Zinc plating on all fasteners and some steel parts TOWING Standard hitch at rear. STORAGE         Limited cargo deck, but works adequately for hauling a cooler, camping gear, extra tires, etc.  Dash box with cover works well.  Front hood compartment works well and is covered. Passing Grades The overall performance of the RZR 4 800 has been great.  It handles like a slot car at any speed, thanks to the factory equipped, FOX reservoir shocks and power steering.  We have only made minor suspension adjustments and were surprised to see that there are very little limitations to the four seater.  Turning around in extremely tight trails could be a problem, though, but on very narrow trails, there are few Side x Sides that can make it anyway.  We also really appreciate the rear engine design which creates less heat and a quieter ride, allowing you to have a conversation between riders. Overall engine performance and reliability was very good.  It runs smoothly, and we even averaged about 20mpg on fuel.  The Polaris RZR 4 800 would make a great vehicle for getting you and three of your friends down the trail and back without any worries.  It easily passed our long term test! Tags: Polaris RZRSide-x-SidesOrganization: Polaris - 6 hours ago

• Arizona Sunrise - Sand to Snow Adventure Ride

  Kawasaki's Off Road Adventure Anyone Can DoWritten By: John Arens  Every ATV & Side x Side rider has a little bit of explorer blood coursing through their veins.  A century or two ago, the riders of today would have no doubt been the ones to turn their horse West and venture out into unknown territory as the fur trappers, mountain men, scouts, and pioneers of the time.  It would have been the chance to live on one’s own terms, to explore mountains, prairie, rivers and plains, and with a little luck, to possibly even strike the mother lode.  Although homesteading, hunting, and trading, like the original explorers, may have passed into history, there is still a way you can experience many of the same thrills, and you’ve already got the best tool for the job.     The Perfect Vehicle There are plenty of vehicles that can carry you far from the beaten path, but most have significant limitations as well.  A Jeep is great, but maneuverability can be a problem.  A motorcycle definitely excels at maneuverability, but is almost useless for hauling much gear.  That leaves an ATV or Side x Side which are by far the best exploring vehicles of all time.  Only the horse rivals an ATV or Side x Side for back country exploration and while a horse will get you where you want to go, albeit at a slower pace, they’re impractical for all but a few.  It takes a lot of time, energy, and money to just keep a horse upright, much less to load them up for a back country adventure.   Your trusty ATV or UTV, though, is already supremely prepared for exploring just about any type of terrain and all they require is some easy mechanical care every now and then.   Arizona Outback - A Trip You Can Do Kawasaki likes to plan ride adventures the average person and their friends and family can do, and when Kawasaki’s Jon Rall called about a possible ride through Arizona, it didn’t take us long to volunteer.  We love checking out any new territory and the terrain in Arizona can change from desert floor to winding mountain trail quickly which makes it especially great for ATV and Side x Side riders.  Like so many Spring Breakers, our adventure would start out in Lake Havasu! Lake Havasu is home to seemingly half of all decadent “Spring Break” videos, but they’ve got something better going as well.  With a state license, it’s legal to ride ATVs and UTVs on local roads and streets to gain trail access!  Our journey started on the edge of town and it was typical desert riding with the sun rising over the distant mountains.   It didn’t take long to once again become comfortable in the Kawasaki Teryx4 750 4x4, and its sporty power and supple suspension was well suited to the rocky, winding trail.  An evening rain insured a dust free ride and as we wound higher, we came to a crest overlooking the valley and city below.  The now placid Lake Havasu shimmered in the morning light, not a boat, gyrating spring breaker, or ongoing party in sight.  After a couple photos, I climbed back into the Teryx4 and turned it towards the mountains far in the distance.  There would be endless rocks, desert trails, and mountain terrain to conquer before we would reach our destination that night, seemingly a world away from Havasu in every respect. Cowboy Trail Open stretches of desert always present stark, natural beauty, and with the 750cc Teryx4 engine humming along smoothly, we were counting down the miles in a hurry.  It was fun blasting across the desert, occasionally dodging rocks, a surprised cow or two, and endless sage brush.  With every mile the mountains loomed larger, the trail became narrower, and our progress slowed as we crept between boulders and around corners.   Here the Teryx4 was perfectly at home.  Its ground clearance was helping us clear obstacles that even surprised me at times, and its relatively short, four seat wheelbase made it amazingly maneuverable.  Countless rocks presented a danger to our wheels and tires, but thanks to its quick handling, we managed to avoid clipping all but a few.  From the driver’s seat (or any of the seats actually) the Kawasaki Teryx4 is supremely comfortable.  The seats are firm and plush, the three point belts resist digging into your shoulders, and the steering wheel and controls are placed exactly where needed.  We couldn’t help but think this must be what it had been like for earlier explorers, both thankful for the country they were now experiencing first hand, and for having a fine horse under them. Adventures like these are always full of surprises.  I was busy thinking about the early inhabitants and cowboys that once roamed the area when we wandered onto a lonely desert two-track with a new road sign; we were at the corner of John Wayne and Gabby Hayes roads somewhere in the outback of Arizona.     Mountain Expedition  Shortly after we ambled down John Wayne Road, the trail turned into a canyon and between the peaks above we could see storm clouds dumping moisture at higher elevations.  As we wound up the mountain, we managed to avoid most of the rain, but there was no way around the accumulating snow.  Higher and higher we climbed as we worked our way through the mountains.  To one side of the trail was a ledge that we hugged at every turn, and on the opposite side was a drop that ranged from bad news to never coming back vertical.  It was a LONG way to the bottom and getting longer with every turn.  Thankfully, the deepening snow was covering up most of the rocks, but it also had the unhappy side effect of making the climb extra slippery and downright difficult at times. More than once our lead vehicle had to back up and ram through drifts.  The snow was also blocking a clear GPS signal and we found ourselves relying on trail markers and a good-old-fashioned map for directions.  No matter: we were still enjoying the adventure and we even stopped at a high mountain forest clearing for lunch.  With the snow coming down, we didn’t linger long, however. It was important we find our way across the top soon.  One thing we noticed despite the nearly 7000’ elevation is that the 750cc Teryx4 engine ran perfectly regardless of the weather, temperature, or elevation.  Thanks to EFI, it purred along without so much as a hiccup, never running out of power.  Finally we crossed over the ridge and began to descend towards the mountain village of Hualapai, (pronounced Wal-lah-pie) an Indian name meaning “People of the Tall Pines.”  As with most Native American names, the description fits perfectly.  Before long we had reached our snowy destination, the comfortable and inviting Hualapai Mountain Resort.  Thankfully, they had a nice restaurant, an inviting bar to relax in, and clean, comfortable, and very cozy rooms.  After a day out in the snow, it was like a little slice of heaven under the towering pines, and a world away from the rocky, desert world of Havasu City.  It was the perfect place to grab some wings in the bar, a relaxing drink, and then settle into a big, soft bed for an awesome night’s sleep. A Second Time Across the Divide Morning arrived with the Teryx4 covered in a thick blanket of fresh snow.  The trail would be even more challenging today, but I strapped my gear into the back seat and warmed up the engine.  We began to make our way back through the mountains, this time by a slightly different route.  With snow well up to the doors and deeper in many places, it was no easy task.  Thankfully, the Kawasaki Teryx4 has an easy to engage front differential lock that gets both front wheels clawing at the ground equally, and we needed it.  More than once we stared wide-eyed at the steep climb ahead and with a grip on our St. Christopher medal (The patron Saint of Travelers) and the throttle pinned, we clawed our way skyward.  One by one our intrepid caravan snaked their way along the edges, around corners, and even crossed paths with Mule Deer a couple times.  It was a thrill to peer over the edge on the trail that was in some places only a little wider than the Teryx4 itself.  Finally, we again crested the top and were treated to an awesome view with only mountains, distant canyons, and vast, open terrain in the distance.  It would be a long way back to Havasu, but even now the goal was within reach. Our trek back took us on a slightly different desert route but along the way we stopped for more photos and generally had a great time.  Eventually we crawled out of the canyons and could see Havasu far below but still many miles away.  I was a little sad to see our journey end.   Adventure Made Easy The great thing about almost every ride we do is you can do them too!  Your ATV or Side x Side is a very capable vehicle and the best tool for the job.  All you need is a little planning and sense of adventure.  If you follow our path, we can make it easy for you since we’ve pre-run the route and even checked out the accommodations, and you’ll know exactly what to expect along the way and at the end of the day.  You can even use a trusty guide like Wally at Side x Side Outfitterz who we’ve come to know.   It also certainly doesn’t hurt if you’re driving a super tough Side x Side like the Kawasaki Teryx or Teryx4.   Once again this trip through the desert reaffirmed our belief that they can take a beating like nothing else.  As usual not a single rider in our group had a mechanical breakdown, and despite all the rocks, we only suffered one flat tire.  At the end of our two day ride from sandy beach to mountain snow, the Kawasaki Teryx4 750 4x4 was still running perfectly and ready for more action on the next ride.  So was I.    The Adventure Checklist Whether you’re riding across open desert or heading to the North woods, for any riding adventure there are a few things you should bring along.    PLENTY OF WATER and SNACKS BASIC MEDICAL KIT.  Should also include snake bite and bee sting supplies. Without that, you’ll wish you had a pistol! LIGHTER or MATCHES.  For small night fire, not for taking up old smoking habit again TIRE REPAIR KITS and WAY TO INFLATE THEM   SPARE TIRES IF POSSIBLE.   (For a UTV you will probably need a jack also)  TIP:  If you can only carry one tire, bring a front tire which can usually be used on the back in a pinch. BASIC TOOLS, DUCT TAPE, ZIP TIES, TOW STRAP.  A Leatherman tool has a little of everything and is easy to stow. EXTRA GOGGLES   WRAP EVERYTHING IN TRASH BAGS TO KEEP OUT DUST EXTRA FUEL – Depending on length of trip CELL PHONE.  Usually drops call from across street despite what that “Can you hear me now?” Jack--s says, but sometimes will work at higher elevations.  INFORM OTHERS WHERE YOU’RE HEADED.  They might not be able to see the buzzards. MAP, GPS, and BE PREPARED.  Make sure you AND your machines are prepared for the trip. Looking for a Desert Adventure of your Own? SIDE x SIDE OUTFITTERZ 760-949-1220 www.sidexsideoutfitterz.com Our man Wally can get you there and back!       Organization: Kawasaki - 3 days ago

• Ride Tested - Polaris RZR 800 Suspension Upgrade

  We Install a Set of Walker Evans Shocks on our RZR 800Written By: Pete BengelSXS vehicles are like dandelions… new models are popping up all over the place.  Almost every major manufacturer now has at least one model on the market, each with its own design, style, features, and level of performance.  But even bigger than the explosion of SXS vehicles into the off-road market is the explosion of OEM and aftermarket performance parts and accessories.  From the off-road parks to the trails or the sand dunes, it’s hard to find a SXS out there that hasn’t been modified in some way.   Clutch kits, exhaust systems, power programmers, and even turbochargers are common performance parts that can be found on many vehicles, but one of the most significant performance gains for your SXS can come from an area that many people overlook - suspension!  Any horsepower increase can quickly be negated if your skid plates are in the dirt or your tires aren’t planted on the ground.  In fact, even an un-modified engine can perform much better if your suspension is under control. Recently, we upgraded our Polaris RZR 800 suspension with a set of high performance, Walker Evans Racing, 2.0 coil over shocks.  These shocks feature high volume 2” bodies, large 5/8” shafts, remote or piggyback reservoirs with 16 clicks of compression adjustment, and are fully rebuildable and revalveable so they can be tuned for any condition.   They also use spherical bearings on each mount for bind free performance at the pivot points.  The Walker Evans shocks are extremely well built (in the USA, we might add!), and bolt right in to the stock mounting points with no modifications.  Armed with only a floor jack and a couple of wrenches, we had our OEM shocks removed and the Walker Evans shocks installed in well under an hour and were ready to ride! The first thing we noticed with our Walker Evans shocks was that the RZR 800 now had a very solid feel to it.   Steering was much more responsive and the RZR would follow a line much better without the tendency to roll to the outside and push through the corners.  Every turn of the steering wheel was more precise and we felt as if it took much less effort from our hands to control the front wheels.  In stock form, the RZR is a little bit tough to slide, but the firmer Walker Evans shocks keep the body roll to a minimum and it’s actually much easier to do a little drifting with the 50” RZR.  Out back, our shocks really cut down on the amount of bucking and hopping that we had accepted as a norm on our RZR, especially once the stock shocks got hot.  The Walker Evans 2.0’s larger volume really helps to keep the oil temperature under control and do a much better job at dampening impacts from the start of the day all the way through the last bump, no matter how many you find.   As much fun as it is to get a little air with a SXS, doing it with low end shocks is a bad idea and will usually lead you to a large repair bill and an appointment with a chiropractor.  Getting your SXS airborne isn’t so hard, but the landing usually sounds like a bucket of quarters being dropped on concrete.   We managed to find a little bit of airtime with our Walker Evans equipped RZR 800, and it was surprising how much easier the landings were.  Right out of the box, our compression adjustable shocks did a much better job at absorbing the impact than our stock shocks.  We did manage to bottom a little bit, but a couple of clicks on the compression adjusters had our landings back under control with no more SLAM at the end.   The Walker Evans shocks have brought our RZR’s handling to a new level and have also helped to maximize the gain from other modifications.  We are always happy to install parts that give us more comfort and control because it equates to more ride time.  At $443.99 each, our Walker Evans shocks were money well spent!      Tags: Polaris RZRSide-x-SidesAccessories and Bolt-onsOrganization: Polaris - 4 days ago

eBay Listings

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• TIRE WHEEL KIT 25" ITP MUD LITE on ITP SS112 Chrome

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