Drove The RTV400ci Today

[Misfire]

I crossed it off my list after the first couple of hundred feet. The bad vibration reports are accurate. I don't see how time or break-in will make any difference. It's not just rough at idle, the machine flat out vibrates unacceptably at all speeds. Even the seat back vibrates. It does smooth out a little bit at top speed, but that's it.

The Yamaha SR500 500cc thumper that I rode thousands of miles wasn't nearly as bad. Clearly, Kubota engineering missed the mark on this one.

 

[Storm56]

I just went through the UTV/MUV thing. I bought a Honda Big Red. Smooth, QUIET, NO BELT, better ride than Kubota, typical Honda quality. I did not need as much utility as an RTV offers and wanted better ride quality.

 

[PapaPerk]

I crossed it off my list after the first couple of hundred feet. The bad vibration reports are accurate. I don't see how time or break-in will make any difference. It's not just rough at idle, the machine flat out vibrates unacceptably at all speeds. Even the seat back vibrates. It does smooth out a little bit at top speed, but that's it.

The Yamaha SR500 500cc thumper that I rode thousands of miles wasn't nearly as bad. Clearly, Kubota engineering missed the mark on this one.

Thanks for the feedback! I'm not gonna even bother looking at it. Kubota needs to improve the RTVs in my opinion... especially in the suspension department. Right now a Polaris Ranger 400 is at the top of my list for bang vs bucks.

 

[Misfire]

Thanks for the feedback! I'm not gonna even bother looking at it. Kubota needs to improve the RTVs in my opinion... especially in the suspension department. Right now a Polaris Ranger 400 is at the top of my list for bang vs bucks.

Have you checked out the engine braking on the Ranger? I know it is excellent on the RTV500, but not so good on the Mules. The RTV400 was better than that of the Mule 610, but not in a league with the RTV500. The RTV400 was also quite a bit louder than the RTV500, which is pretty darn quiet.

I wanted to look at the EV electric version of the Ranger, but they seem to be out of stock everywhere. One dealer told me they are shy about ordering more than a single unit at a time, as they have low demand. According to that Polaris dealer, the official model year change over is August 1st. On that date, he said, all the dealers get their inbound shipment info for the 2013s.

 

[PapaPerk]

Have you checked out the engine braking on the Ranger? I know it is excellent on the RTV500, but not so good on the Mules. The RTV400 was better than that of the Mule 610, but not in a league with the RTV500. The RTV400 was also quite a bit louder than the RTV500, which is pretty darn quiet.

I wanted to look at the EV electric version of the Ranger, but they seem to be out of stock everywhere. One dealer told me they are shy about ordering more than a single unit at a time, as they have low demand. According to that Polaris dealer, the official model year change over is August 1st. On that date, he said, all the dealers get their inbound shipment info for the 2013s.

I don't think the Ranger has engine braking. But does have hydraulic disc brakes. Personally I would steer clear of the EV Ranger. I think it maybe more hassle than it's worth. Only thing electric I would consider is an EZ-GO. They have a lot of experience making battery powered vehicles. :thumbsup:

 

[amirm]

I don't think the Ranger has engine braking. But does have hydraulic disc brakes. Personally I would steer clear of the EV Ranger. I think it maybe more hassle than it's worth. Only thing electric I would consider is an EZ-GO. They have a lot of experience making battery powered vehicles. :thumbsup:

The EV has excellent "engine" braking. In Low setting it will literally come to stop, essentially as good as my Kubota BX-24. What is nice is that there are three settings there: L, M and H each with different amount of torque and hence engine braking. I modulate my speed almost completely by toggling the button. The suspension is wonderful for our rough pasture. The power incredible even in H setting. Really, other than high cost there is just nothing wrong with it . I drove everything else and ultimately like OP I wanted something quiet and smooth. None of the others with the engine under you are going to be remotely this quiet or smooth. I highly suggest test driving it. I had driven everything else and I was sold in the first 10 seconds . The EV also needs very little maintenance or warm up time which were essential for our intermittent use and brief trips up and down our hill.

 

[Misfire]

The EV has excellent "engine" braking. In Low setting it will literally come to stop, essentially as good as my Kubota BX-24. What is nice is that there are three settings there: L, M and H each with different amount of torque and hence engine braking. I modulate my speed almost completely by toggling the button. .

I have been unable to locate a dealer with an EV in stock, so my evaluation has been limited to what I can find on line and in the Owner's Manual, which I downloaded from the Polaris web site. I don't like their AWD/differential lock setup, which seems to be common to all their machines, one bit. From reading the manual and talking to a dealer, it is not possible to operate in 4WD without a locked rear differential. Nor is it possible to descend a hill with the 4WD engaged. Add that to the fact that wheel spin has to occur before 4WD drive engages and it makes the entire line unacceptable to me.

These are my drive train requirements.

Manually selectable four wheel drive

Lockable open rear differential, lock independently selectable

At least two ranges

After looking at how the various makes handle 4WD, differentials, and differential locks, I determined that Kubota, Kawasaki, Kioti, and Cub Cadet have acceptable arrangements. Yamaha, Honda, Club Car (including their rebadged alter egos), Polaris, Arctic Cat, and Can-Am don't. I am not sure if JD does or not. I do know that JD diesels are way out of my budget and the gassers are much too thirsty, so I haven't looked beyond that.

Other factors eliminate most models from my list of acceptable drive arrangement brands, leaving me with a small group of models to select from.

Misfire

 

[PapaPerk]

I have been unable to locate a dealer with an EV in stock, so my evaluation has been limited to what I can find on line and in the Owner's Manual, which I downloaded from the Polaris web site. I don't like their AWD/differential lock setup, which seems to be common to all their machines, one bit. From reading the manual and talking to a dealer, it is not possible to operate in 4WD without a locked rear differential. Nor is it possible to descend a hill with the 4WD engaged. Add that to the fact that wheel spin has to occur before 4WD drive engages and it makes the entire line unacceptable to me.

These are my drive train requirements.

Manually selectable four wheel drive

Lockable open rear differential, lock independently selectable

At least two ranges

After looking at how the various makes handle 4WD, differentials, and differential locks, I determined that Kubota, Kawasaki, Kioti, and Cub Cadet have acceptable arrangements. Yamaha, Honda, Club Car (including their rebadged alter egos), Polaris, Arctic Cat, and Can-Am don't. I am not sure if JD does or not. I do know that JD diesels are way out of my budget and the gassers are much too thirsty, so I haven't looked beyond that.

Other factors eliminate most models from my list of acceptable drive arrangement brands, leaving me with a small group of models to select from.

Misfire

Why are u opposed to lock rear diff in 4wd? Once in 4wd there's tire scrub no matter what.

 

[Misfire]

Why are u opposed to lock rear diff in 4wd? Once in 4wd there's tire scrub no matter what.

True, there is a small amount because of front wheel lead in 4WD tractors, for example, which causes scrub, and some but a very negligible amount in road vehicles when in 4WD. But a locked rear most always tears or ruts the surface in turns. I have three long, steep gravel drives on my property. I have to use 4WD in my truck on all of them. When I am working with power equipment on the steep part of the drives, I always park it across the drive for safety reasons, which means a very tight turn. I want to stay in 4WD on the drives (and trails), but don't want to rut them with a locked rear axle in the turns.

I look at the rear differential lock as something held in reserve for getting out of sticky situations, not as something for routine use.

Misfire

 

[BleedGreen]

You can run the HPX & XUV Gator models in "1" wheel drive (manual locking rear diff not engaged, electric 4WD not engaged) "2" wheel drive (manual locking rear diff engaged, electric 4WD not engaged) "2-3" wheel drive (manual locking rear diff not engaged, electric 4WD engaged - one front wheel pulling until slip detected then electrically locks both front wheels) or "3-4" wheel drive (manual locking rear diff engaged, electric 4WD engaged)

I look at the rear differential lock as something held in reserve for getting out of sticky situations, not as something for routine use.

Most of my customers say they run with nothing engaged most of the time, with 4WD (front axle) engaged sometimes and with the rear diff locked very infrequently.