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FAQ

  • What if I want to switch spring rates?

    We understand one size doesn't always fit all even though our Spring Rate Calculator is 98% accurate.

    We have a spring swap program here where we swap out springs for $70 (per 2 springs) + shipping both ways. Most kits only need 2-4 springs to swap between Standard or Heavy Duty. There’s also a $70 refundable core charge (per two springs) if you want the new springs shipped before you return the ones you have and we will send a return label with the new ones so all you need to do for the return is stick the label on the box and drop off at a UPS location. The return label cost is deducted from the $70 refundable core charge for which the balance is refunded when we get the original springs get back here.

    This is our way of taking care of our customers the best we can. The fee we charge is typically less than the springs even costs us but it's worth it to us to have the best service in the business. If you are ever interested in a spring swap just call our main line at 517-278-7768 to obtain an RMA# and get the process going.

  • How to Determine Your Spring Rates

    At RT Pro, we want to make it easy for you to get yourself set up with the best product for YOU. We've took over a decade of experience with development and customer feedback and crammed it in to a simple form for anyone to use.  It's pretty complex on our side, but a simple formula on the customer end. We (including Andy) wrote it so you can trust it. It's been proven over 20k uses to be 95% accurate. Click HERE to fill this form out and submit for instant results and a link to the kit you will need for your model. For inquiring minds, read on to learn how it works.

    Continue reading

  • 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.

  • 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 (RTP5101215)
    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 (RTP5101215)
    This model uses the same length sway bar links as standard 08-11' RZR 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 (RTP5101216)
    Order this kit if you have a 2012+ 50" Standard RZR and want to retain the use of the front sway bar. Kit includes spacers for front sway bar.

    RZR All Years WITHOUT Sway Bar Links (RTP5101216)
    The RTP5101216 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 includes 2012+ front sway bar spacers which you won't use if eliminating the front sway bar. This option is for all 50" RZR owners who do not want to run their front sway bars.

    RZR 800 S All Years (RTP5101214)
    This kit fits ALL YEAR 800 S models with any shock option.

    RZR 4 800 All Years (RTP5101214)
    This kit fits ALL YEAR RZR 4 seat 800 models with any shock option. This includes the "Robby Gordon Edition".

  • Will the RZR 800 Lift Kit fit with "Brand X" Exhaust?

    Pretty much every kit can be made to work with our lift kit. Usually the mounts for the mufflers can be adjusted in some way or our brackets can be modified a little to fit piggyback reservoirs spun around to the inside. A good way to check is to jack the machine up so the tires are just touching the ground at full droop then remove the upper shock mount bolts and swing the shock out 3" from center to center of the bolt hole. That's about exactly where the shock will be with our kit. We can't guarantee any fitments, but over many years and kits sold we can say it seems like everyone figures out a way to make it work. Just make sure to hold up a plate carefully to check this out when you get the kit if you have concerns about it because you can't return previously installed parts! You CAN return resellable kits without any marks on them for a 10-20% rebox/restock fee.

  • 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?

    We are currently not offering custom colors for any of our products. All steel products are sold with a semi-gloss black, single stage, powdercoat on them unless otherwise noted. You can powdercoat over top of our finish with another SINGLE stage color without needing to have the supplied parts stripped. If you are going to use a multiple stage finish like a translucent or candy finish we recommend stripping the supplied parts first. Custom powdercoating on our steel products does not void applicable warranties.

    All springs are shipped with our standard "sparkle silver" single-stage powdercoat finish applied at our spring manufacturer. We do not offer custom colors on springs. The same single phase recoating rules apply as above but we DO NOT warranty re-coated springs. If you choose to have your springs coated a custom color we can not warranty them for sagging, cracking, etc due to variables in the baking process when it is removed from our control. If you must have your springs a custom color, we recommend painting over the silver finish or asking your powdercoater to not heat them over 400 degrees when processing. Most powdercoaters know this but not all and this is why we have a strict no-warranty policy on recoated springs.

  • Do you ship to Canada?

    We do ship to Canada using both UPS and USPS.

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