If your Full-Size Polaris Ranger XP 1000 is a bit jerky when taking off, if the shifting on your Full-Size Ranger 900 is slow, or if your stock Full-Size 900 clutch just isn’t cutting it with your large, aftermarket tires, an aftermarket clutch could be in order to boost your rig’s performance. Gillomen, Duraclutch, RVS Performance, and SuperATV all make different types of aftermarket clutches for the Full-Size Polaris Ranger, and the STM Billet clutch is a good one as well. These clutches will help with low- and mid-range power and allow for smoother engagements -- and make a huge difference if you run heavy aftermarket tires.


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Even if you’re running a completely stock machine, clutch components can still break down and wear out. Instead of getting a completely new UTV clutch, there are many companies that make rebuild kits for Polaris Ranger clutches. Furthermore, you may just need to replace one part of the clutch like a spring, spool, or ring & pinion gear set. Regarding the former, the process for replacement is not hard, and you don’t even have to remove the primary clutch from the machine to do so. Simply take the primary bolt out, then loosen the other bolts on the face of the primary clutch while applying enough pressure to compress the spring -- which can be done by hand if you’re strong enough. Take out old clutch spring, get a new one in there, then put the clutch back together.

If you’re having problems with your driveshaft running into the frame of your Full-Size Ranger, a clutch spacing tool can help with that, but only if your Ranger is older than 2013 -- newer models only need a regular ratchet or wrench tool due to the redesigned transmission connection points. If all eight motor-to-transmission bolts are lined up then you should be good to go. But if the output shaft going to the drive shaft is pointing too far down and causing your driveshaft to rub the frame, a clutch distance tool may be in order. To fix this issue, you use an alignment tool while your motor and transmission mounts are loose. Then align the bracket bolts that hold the motor to the transmission and tighten the motor and transmission mounts. On Full-Size models older than 2014 there are less positive connections/plates/brackets at the merry point. Over time Polaris found that it was a step that could be designed out using critical dimension casting and machining, saving factory assembly techs time as well, as they too would need to align during assembly. If alignment is off +\-.015”, belt life is jeopardized as well as eccentric loading on bearings/helix/sheeves etc. If you’re interested in learning more about design changes to the Full-Size Polaris Ranger or want further information about Polaris Ranger clutches and clutch components, gives us a call or send over an email, we’re happy to help in any way we can!

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