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FAQ

  • 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. William Yokley is a 5 time GNCC XC1 Pro champion. 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.

  • XP1 Spring Rate Explanation

    The medium kit which will work well for anyone not looking for maximum ground clearance and isn't running a lot of weight in the rear. This will NOT be good for anyone running a bumper mounted spare tire.This WILL be the best option for anyone running revalved shocks from Yokley Racing (William 270-734-4548).

    The "heavy" rate is for anyone running some cargo weight or needing max ground clearance. Also if they are running a "desert car WITH revalved shocks from Yokley.

    The "desert heavy" kit (DHVY), if for extremely heavy cars with cages, doors, fuel cans, spare tires, etc. who don't want to get the shocks revalved. This will ride pretty harsh when unloaded.

  • What Lift kit do I need to order for my RZR 800?

    RZR 08-11' WITH Front Sway Bars
    Order this kit if you have a RZR within these years and want to utilize the front sway bar.

    RZR 2011 Walker Evans Edition WITH Front Sway Bars
    This kit uses custom length sway bar links for the front sway bar to clear the reservoirs of the Walker Evans Shocks. (Note: ONLY for 2011) If you have a 2012 or newer WE Edition you can not use your front sway bars with this kit and you need to order the last option "RZR All Years W/O Sway Bar Links".

    RZR 2012+ WITH Front Sway Bars
    Order this kit if you have a 2012+ 50" Standard RZR and want to retain the use of the front sway bar.

    RZR All Years WITHOUT Sway Bar Links
    This kit will work on all model 50" RZR's from 2008 and up . This kit is the same as the other standard kits except it doesn't include any sway bar links or spacers. This option is for all 50" RZR owners who do not want to run their front sway bars.

  • How do the medium spring rates compare to stock springs?

    Generally our medium spring rate are comparable to stock springs at slow speeds. As you drive faster the ride will firm up, which is a welcomed change for most customers.

  • Can I buy parts with a custom color?

    All of the colors that we offer are listed under the color tab on the product listing. You can then select the custom color option and list the color you are looking for the comment box when checking out.

    Click to review the custom color options and instructions.

  • Do you ship to Canada?

    We do ship to Canada using both UPS and USPS.

  • How do I get a shipping quote?

    Our website can be used to receive a shipping quote. Add the item you are looking to purchase to your cart. Then go to view your cart. Under you item lines in your cart will be a box that you can select your location and shipping method. This will then generate a shipping quote before you start the check out process.

  • Will your lift kit damage my CV joints?

    No, our kits are specifically designed not to put a bind on the CV joint at full droop.

  • Where on my machine do I measure when I’m adjusting my springs for height?

    Up front you can measure in the center of the machine right behind where the rear A arms mount. In the rear you can measure in the center of the machine right below the differential.

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