LOL that's what I was getting at in the post I just made.

These are the stock 27 inch tires that come with the ranger. Honestly not even sure the brand. I will look tomorrow though.

Slightly stiffer, but a big HOWEVER, it's not bad at all. In fact I like it because I always have 3 or 4 people or a load of corn or something. Keeps it from squatting. And everyone that rides in it is like "dang this thing is smooth!"

When I got my 2019 xp 900 the previous owner had the springs all the way down and it had the front end all messed up. Right front was toe’d way in and the left front was toe’d out a bit. When I raised the springs all the way up it straightened out the front end after two or three longer rides. The ride is stiffer but still not bad at all. I’ve seen it work on other Ranger XP’s also. Just an FYI.

Okay so you lifted it up off the ground take the tires off stiffened the write-up that's what those notches are for my question is after you drove it around a little bit what was the right height cuz it has to sell back down

A slight bit, but people still think the ranger rides like butter

100% 30s would work. The Northstar comes with 29s.

It is much much easier to adjust the springs with them off.

Yes, I bet it will.

Great you had the best upgrade videos on KZfaq for Polaris.Thanks Keep up the good work

It might raise the ground clearance but you're totally changing the suspension geometry which means you're totally changing the handling which means you may run into a tree at some point in time. Those adjustments are generally for large changes in vehicle weight not for people to say hey look I can get over a log before, but now I can get over a log with a stick sitting on top of it! You have to think about the entire physics that are occurring when you must drive over an object. Just because the vehicle sits higher doesn't mean it will maintain the same traction amount and that means you may actually get over less obstacles instead of more because you won't have proper traction to bite and pull you over them the same way. Notice there are two things going on if you look at a Polaris RZR and I use that as an example because the suspension travel is often more than the ground clearance. Long travel allows the wheels to drop when the vehicle is in the air and when it comes down to land the shocks start working sooner to slow the compression of the landing and apply it over a greater length of shock movement. This is also an effect of preload adjustment.

I had tried it on mine and the rear stabilizer bar broke at the bracket. It puts a lot of angle on the connector rod. I thought it was much stiffer. @@Marshall1174

I had tried it on mine and the rear stabilizer bar broke at the bracket. It puts a lot of angle on the connector rod. I thought it was much stiffer. @@Marshall1174

It's a bit stiffer but it rides great overall.

Slightly stiffer but everyone that rides in it thinks it's smooth.

I don't know the model/specs. Let me get back to you.

@@worldsokayesthunter it’s been a year….did you find out?

@@ay-ay-ron8895 I have no idea

@@worldsokayesthunter ok I’ll see you in a year😀

@ay-ay-ron8895 been going strong for 2.5 years.

Absolutely

@@worldsokayesthunter But I don’t have your contact information, can you share your facebook or email address？

@@summerlee5605 what is the best way to share? Another option is that I purchase the product. What product is it?

@@worldsokayesthunter Do you have other contact methods? For example, facebook, ins or email, we can discuss this matter further.

No, you have to get the tire off. You need to space to turn the adjuster.

Yes you can.

All I did was Jack it up and turned them with channel locks. You don’t need to take the wheels off.

@@tobypuffer3377 makes sense. Never tried it that way.

It rides just fine. I get compliments all the time(admittedly mostly from people who ride 4wheelers). Haha

Most weeks we are hauling 300-1000 lbs of feed in the bed, plus passengers. The adjustments have helped keep a proper axle angle when doing so. I've seen others who load up their machines and have negative axle angles and no ground clearance. I know the video has a "free lift" twist on it but I do like the way it improves the stance and it does have legitimate application for my use haluing feed.

@@worldsokayesthunter I wasn't trying to sound so harsh on you, I know you're just trying to do your best--it's just that suspension is a really intricate topic that owners of expensive machines should take the time to learn and understand, IMO. I get that it's not an F1 car and you're not racing, but preload is simply another word for suspension sag. Preload does NOT change spring rate. The moment you hit a bump, the preload ceases to even exist as it's traveled right through anything preload can accomplish. So even though you might be loading the suspension with a lot of weight, preload isn't the answer to that change--spring rate is. Preload doesn't change spring rates. If you put 1000lbs in the center between the seats for example, yes the vehicle will sag, and you can gain a tiny bit of compression at the start of travel to make it look better when sitting still. The problem is that due to the factory soft spring rates, the added weight will travel right through the springs and the vehicle will still bottom out and not suspend well. When you increase average vehicle weight, then you must increase spring rate, and that's done with different springs that are physically stiffer. Since they are stiffer, when sitting, the vehicle will ride too high. So the preload allows you to lower the static (low speed) height. Think of it like a way to move the spring around, but not a way to change how the springs interact with the ground. If your average vehicle weight is say always +600lbs, you should consider researching new springs that will make the vehicle feel, to an extent, similar to the factory feel. It's not easy I know, when weight is always changing, there's no perfect answer to that. It should be setup for the weight bias that is experienced most often, and only you will know that answer. If the weight is due to trailer towing, of course it won't be over the vehicle. In that scenario the rear acts more like the pivot point of the weight and it is constantly transferring that pivot forward and backward on and off of the front tires, yet it still does load the rear tires more of course. It's tricky, I'm not going to claim it's easy to figure for constant changes, but I would at least like to introduce the starting ideas involved in that process. And I haven't even talked about damping, a whole other can of worms to open. Chances are, you're fine and won't suffer any major problems that you can notice; if you happen to have a team of mechanics sitting nearby they could quickly change the suspension around and demonstrate what could be gained or lost. At that point you would begin to recognize a lot more about how the suspension reacts to things under various conditions--but it's very rare for any of us to have a team of mechanics sitting around waiting to tune the suspension optimally for every situation lol. So yeah it is much easier said than done!

It worked for me. Atleast a little. :)

Barely noticeable