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Monthly Archives: June 2015

  • RT Pro Racers Dust the Competition at John Penton GNCC

    RT Pro John Penton GNCC SxS / ACE Race Report

    RT Pro drivers take several wins and podium finishes at the John Penton GNCC this weekend in Ohio. Both Sean Bogdan, XC2 Pro Sport, and Sam Yokley, Single Seat, claimed class wins, and Mouse Pratt claimed the second spot on the SxS XC1 Pro class podium to top off great weekend of GNCC racing for RT Pro at Sunday Creek Raceway.

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    In the XC2 Pro Sport class, Sean Bogdan navigated through low visibility to take the win in the XC2 SxS Pro Sport class. “It was really dusty and hard to see; visibility was low,” said Bogdan, who started fourth. “I got as low as I could until we hit the woods. I saw a line, I grabbed it and I started picking off some cars here and there. I came up on (points leader) Joe (Krcelich) as he high centered in the mud. I got around him and it was smooth sailing from there.”

    Bogdan credited the RT Pro gear on his UTV for the victory. “The bumpers and the nerf bars are stout,” said Bogdan of his RT Pro equipment. “With all the dust, I definitely hit some things I shouldn’t have hit, but the car held together great.”

    Joe Krcelich didn’t have the best of luck this weekend, but despite finishing a season low 12th place, he still remains the point’s leader in the XC2 Pro Sports championship race. “We got hooked together with a broken car, and we tried to salvage what we could,” said Krcelich. “It seems like everyone up front had trouble here, so I still have the three-point lead (in points).”

    Mouse Pratt finished a GNCC season best, second place, after battling with the winner for most of the race in the XC1 SxS Pro class. “Kyle and I were running out there, he got bottlenecked and I got around him,” said Pratt. “We battled it out for a while there. He dug through that dust and got past me. It’s nice to be back on the podium again. I haven’t seen it in a while!”

    Pratt gives credit to his RT Pro components for making his podium finish possible. “The clearance my RT Pro A-arms gave me was awesome,” said Pratt. “We got into some ruts out there and it was no problem. Everything they’ve done so far is top notch. We physically abused it; it was rough out there and they took it.”

    Sam Yokley won his second Polaris ACE single seat class race of the season after an intense battle for the win, which keeps him in the hunt for the class championship. “The ACE ran great today,” said Yokley. “Doug passed me there. I just took my time and ran behind him until I got the spot back. The RT Pro A-arms were great. They cleared everything no problem.”

    Jesi Stracham took the holeshot in her second race after being paralyzed from the waist down in a motorcycle accident. Stracham uses RT Pro’s hand controls and custom fabricated braces to hold her legs in the car, and she was running great before getting off track, which sent her back a few spot. “It was awesome,” said Stracham on grabbing the holeshot. “I don’t have the advantage of being able to walk the track, and I blew the first turn into the woods, but I gave it everything today.”

    RT Pro owner Andrew Prins praised his ACE UTV drivers and the class itself. “To see these things come together as a race class; it’s just another avenue that GNCC can use to bring in racers,” said Prins. “Polaris has a great vehicle that we can do a ton with. To get a win today was huge. Sam is a great driver, and he has huge potential in GNCC racing.”

    Prins said he’s humbled working with Stracham. “Jesi was amazing today,” explained Prins. “She was on point with that car all day. For her second time running that car, it was incredible. She’s only going to get better from here. She’s a strong runner and a fighter.“

    After an exciting start to the season for the RT Pro Drivers, GNCC SXS Racing enters a long summer break, and the next round of racing for SXS racers is Powerline Park in St Clairsville, Ohio for round twelve of the 2015 GNCC season, and RT Pro team will be going for the top of the podium.

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  • Do I need to revalve my shocks?

    It depends how serious you are. Our springs are really designed to be optimal for stock valved shocks. There's a HUGE market out there of guys who really don't want to mess w/ shipping their shocks away and getting them revalved. They ultimately just want something that doesn't sag and improves the ride and handling and reduces bucking. We still believe this makes up 80% of the market. We don't mess with valving here for several reasons and don't think we ever will on a commercial level. All the other guys are going to try to sell you on "needing" revalving work to get the "most" of your suspension and their springs. While this may be true remember this; These other guys make their living off the revalving labor, we don't. We don’t want your revalving business so we've put in tons of extra work to try and make sure it's not needed!

    This may not fit for everyone and we completely respect that! Some guys just want to play around with the suspension and fine tune it to there liking. This can certainly be done with our spring kits and valving as well. But if you're the type who wants the most out of your suspension and you're getting in to racing or extremely aggressive driving, do yourself a favor and just buy some good aftermarket shocks. We have worked with Elka for years and in our educated opinion are convinced you will never get the same performance out of an OEM shock no matter what you do to it. If you want the most suspension performance from your UTV we recommend checking out these products from Elka:

    There is certainly still a market for the customers who want to rework their OEM shocks w/ springs and valving as well. We also don't think there's anything wrong with this, it's just not our thing. If you want to go this route we recommend you have the same guy do springs and valving. Or work with a company who knows our springs kits. We recommend contacting Yokley Racing at 270-734-4548. William Yokley is a 5 time GNCC XC1 Pro champion and has also won a WORCS national title. He's been working with shocks for over 20 years and has perfected the art of shock setups. He knows our springs well and is now offering shock services to end-users. He has other sources of income so you can trust he will only sell you what you actually need. Contact our office to get in touch with him directly.

  • Are RT Pro Springs "True Dual Rates"?

    Absolutely. There seems to be a group of people drinking some bad Kool-Aid lately. Some of our competitors don't exactly explain all the facts. Something to consider is this information is all coming from someone who clearly has a bit invested in producing and selling these "required" crossover rings... One competitor even has a "patent pending".

    Coming from a suspension engineers perspective, this whole debate is kind of silly.. Even the detractors actually explain the truth while they try to take away from the design... How can you have two different spring rates and NOT have dual rates? The exact intent of the design is to fully compress the short spring. This does the exact same thing as the crossover rings do. Our design is what we've coined as a "top heavy" dual rate and the large majority of all racers on the east coast are using this same concept now. Even the aftermarket companies are starting to embrace it. Crossover rings are nice for fine tuning and we've said it before, WE USE cross over rings on our race cars and when we're testing new kits! We have nothing against them. However, once we figure out where the "shift point" should be for a production kit, we start to design a custom spring to bottom out at the same time. This does two things; 1. Eliminates the need for crossover rings and the extra cost. 2. Produces a much smoother transition. The result is a less expensive kit with less messing around for the end user and a smoother ride with better handling and less requirement for internal rework (when done properly). We learned this out of necessity way back in 2007 when we first started playing with spring kits for our RZ3 mid travel kit for the RZR 800. There were no threaded bodies on the OEM shocks to utilize a crossover ring but the suspension geometry was asking for more than a linear rate design. So we HAD to come up with something outside the box. Once we figured it out, it turned out to have a lot of other applications and here we are today.

    By fully compressing the short spring you gain a few advantages. 1. You get more travel out of your spring stack. 2. The formula to get proper shift points and initial rates results in a less drastic transition from combined rate to final rate. 3. The transition is much smoother due to the use of the full cycle of the tender spring. It acts much more "progressive" which most recreational drivers appreciate.

    Through the years we've learned a TON about this design and how it functions and works best on a case by case basis. We've found some cars like to shift pretty far in to the stroke and some like it right away. It all depends on the car and the application. We've done our best to narrow options down and offer kits to fit the masses. We don't release our short springs rates because we've got a lot of work in to them. We know it's not impossible to figure it out though. Ironically, most of the info we've seen posted is wrong. Our detractors might say our short springs are improperly designed but they obviously don't know what we know so don't bother taking this stuff too seriously. If you like our springs, and lots of people do, then there's not much left to think about! That's one of the best things about the RT spring kits; They are designed to throw on and go. Most people never need anything else.

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