ATVConnection.com

As far as we can tell, there are two types of people in the world: UTV racing addicts and those who haven’t tried it yet. There is just something about the combination of open-air competition reminiscent of ATV racing coupled to the interior security associated with auto racing that makes taking a side-by-side to the track absolutely infectious.

We wanted to assemble a little guide to make your first UTV race the start of something very special. The trouble is UTVs come from the factory in many shapes, sizes and styles and lately you can add “many different states of tune” to that list as well. In other words, while our guide offers some generalized modifications you may wish to target to maximize your UTV’s performance potential, realize that some editions of popular models actually come stock with more than what you would need to get underway. Use your own judgment on which, if any, mods apply to you.

1) Exhaust

We almost always begin with exhaust when looking for performance gains. Why? Well a few reasons. First of all most factory stuff is restricted to meet stringent sound requirements. A choked up exhaust robs an engine of performance by restricting its ability to breathe. Additionally OEMs have to try to meet a price point when selecting materials with which to build components. You can often save precious pounds by simply switching to an aluminum or carbon exhaust. It is not uncommon to gain an additional 5-horsepower and a speed advantage of 4mph just by going with a slip-on system.

2) Intake

Just like with the exhaust side of things, gains that can be made by simply allowing an engine to breathe more effectively are not to be taken lightly. If you can swing it, aftermarket intake/ airboxes are literally designed to flow more air. However, even in keeping a tight budget, simply tossing the stock air filter in favor for an aftermarket unit from the likes of K&N or Twin Air (to mention a few) can often yield healthy power gains while cutting down on servicing in the process. Combine this mod with an aftermarket exhaust for maximum performance potential.

3) Shock Treatment

Fortunately these days more and more UTVs are wisely coming from the dealer with quality suspension from the likes of Fox and Ohlins. However, this wasn’t always the case and there are many that still use generic coil-overs. Performance riding/ track use can find the limitations of such shocks real quick! Fortunately the aftermarket UTV suspension scene is alive and well. Fully adjustable units from companies like Elka allow you to dial in the performance you seek for the individual track conditions in question.

4) Clutching

Getting off the line is a very important factor in all racing and in the case of an automatic UTV, a clutch kit can be invaluable. It can also be crucial in keeping your engine from staying buried in the rev limiter especially after having made other modifications.

5) Gearing

Unless you’re doing some wide-open desert racing, you may find it very beneficial to gear down your UTV. Just how does one gear down an automatic CVT transmission? The easiest way is to run slightly smaller tires believe it or not. However, since some tracks require more ground clearance than others, you may want to mount smaller tires on a spare set of rims so that swapping to meet race-conditions is a possibility.

6) Beadlocks

If you’re considering doing any sort of tire/ wheel modification, beadlocks are a good place to start. Not only are they better able to withstand harsher impacts, they offer protection against pinch-flatting while allowing you to run tire pressures way lower than normal.

7) Safety Bits

This one has all to do with the requirements of the sanctioning body in question and how your machine came set up from the dealer but fire extinguishers, 5-point harnesses, reinforced roll cages: check out your race organization’s requirements for participation.

The warm weather’s here, riding areas are opening by the day and your dedicated ATV Connection editors are still scouring SprocketList for good deals on used machinery looking to be adopted.

That said, this week’s ad takes us to a place called Ripon, WI.

According to the listing, this is a 2004 Kawasaki KFX-700 V-Force said to be a very nice 1st year example. It boasts such goodies as a 2nd air intake, jet kit, Muzzy’s exhaust, DG nerf bars and front bumper, DPI pink spring and clutch weight set, and a billet clutch cover.

The seller is looking for $2600/ best offer and is not currently seeking trades.

Dear ATVC:

In my mechanics class we were discussing fluid shear brake systems. Can you explain how these work and have they ever come on an ATV?

A “traditional” braking system works by turning friction into heat energy- in the case of your average ATV, a disc rotating with the wheel stores the energy of motion, pads (being squeezed by a caliper) make contact with the disc and hence introduce resistance (friction) which transfers kinetic energy into heat.

Fluid shear is quite a different principle whereby the torque generated by shearing fluid between multiple friction discs absorbs the heat of engagement and dissipates it through a housing where it cools and is recirculated.

The recirculating of this fluid minimizes wear to all of the components involved and on a physical level, oil shear braking is typically smoother, quieter and more cushioned than what we experience with dry friction.

Indeed Kawasaki (with the Prairie) was the first ATV to come equipped with a fluid shear braking system (commonly called a “wet brake”) though the system has yet to gain mass appeal presumably due to the commonality of dry braking system components.

Got questions for us? Ask them here!

Old man winter’s grip is finally loosening up for much of the land but that doesn’t mean we’re giving up the hunt on SprocketList for nice used ATVs just looking for a good home.

This week we happened upon an ad that brings us to a place called Glasgow, KY.

According to the listing, we have a 2008 Kawasaki KFX450 sporting Metal Mulisha graphics treatment. Other odds and ends include Nerf bars, Pro Circuit T4 pipe, 13-tooth sprocket, new aftermarket clutch and an LED rear light.

Machine is said to ride GREAT/ very fast.

The seller is looking for $3800 but says he’ll trade it up or down depending on what you have and is interested in a Polaris RZR or a Mustang.

It was just before five PM on highway 17 in Logan West Virginia. I had the throttle pinned on Kawasaki’s 750 Brute Force quad, the speedo was flipping between 69 and 71, and there was a cop behind me. Fortunately, the policeman was there to escort all the riders on Kawasaki’s press junket and not to throw me in the slammer for ripping down the highway on a quad. I’d spent the day riding the Hatfield-McCoy trails, and let me tell you, it was some of the most fun I’d had all year.

There are 600 miles of trails on the Hatfield-McCoy system—making it one of the world’s largest—and West Virginia goes out of its way to make riders welcome. Logan is an ATV-friendly town, which means you can legally ride dirt bikes, quads, and UTVs on the city streets. I didn’t do it, but you can even hit up the drive through if you want! How cool is that? It makes sense for the cities to be so accommodating,  as the tourism provided by ATV riders is a huge boon to the local economies.

I’d never been to West Virginia before, and it’s probably the hilliest place I’ve ever seen. One of the guides working with our group mentioned that if you were to flatten the state out, it would be bigger than Texas. We were in the heart of coal mining country, and while we were driving to and from the trails, I saw a bunch of trucks catering to the guys who work down in the mines. In Los Angeles, these would be selling tacos, but there they stocked jump suits with reflective strips and miners lights. Since I find the idea of going down in a mine terrifying, I was pretty happy we were going to spend all of our time above ground.

While the weather had been wet in the days before my visit, the skies were clear when we hit the trails, and it couldn’t have made for better riding conditions. The rains kept the dust from being overwhelming, and there were still plenty of puddles to splash through. After all, what ATV rider doesn’t like playing in mud puddles? Earlier in the year, I’d gone on another trip with Kawasaki—this one up to Mount Shasta in California—where I’d gotten to experience the Teryx 4, but I was even more excited to get some seat time on the Brute Force quad, and the big Kawi didn’t disappoint.

The 750 V-Twin provides plenty of torque, and it comes on immediately. I’m a speed freak, and while we were bombing through the woods, I never felt that I needed more power—I was too concerned with keeping my ass out the rough off to the sides of the trail. My background comes from evaluating cars, and one of the things that’s been so impressive about the Kawasaki products I’ve experienced is how well the company has handled implementing technologies which automakers have generally missed on.

For example, most cars with CVTs— continuously variable transmissions—are horrible to drive. They always sound like they’re hunting for gears, and from a performance standpoint, generally feel like they’ve taken cars back 20 or 30 years. But just as it did in the Teryx, the unit in the Brute Force performed fantastically, never missing a beat despite the constantly changing terrain and my often erratic application of the throttle. And while assisted steering is another area where car makers often drop the ball, the machine’s electric power steering was excellent as well. While the 700 pound quad hardly felt like a paperclip, the EPS made it surprisingly easy to control, and let me focus on the trail and obstacles as opposed to aching shoulders.

If you haven’t been to the Hatfield-McCoy trail system, you should definitely schedule a trip down to experience the gorgeous trails and Southern hospitality. Thanks so much to Kawasaki to letting me experience this amazing adventure! Check out some more pics below!