We know 2.68 inches of travel...
We know 2.68 inches of travel doesn't sound like much, well, that's because it isn't. And equipped with leaf springs such as the ones on your old Chevy pickup, the Mule will have you bouncing down the trail in no time.
Nuts and Bolts
It wasn't only the ripped top-end that made the Rhino invincible on the fun circuit. It was also admired for its aggressive suspension. It has the most travel, 7.3 inches all around, and the highest clearance, 12.1 inches. True, Polaris has updated the Ranger with an independent rear setup for 2005 and boosts travel for the new model that may outdo the Yamaha, but since the new version was not available at test time, we were riding one with a straight-axle rear. Only the Rhino has the fully independent rear suspension you'll want if you intend to joyride your side-by-side.
All of these machines are awesome crawlers and can climb hillsides and rock mounds you'd never believe they'd conquer. The turning radius is tighter than you'd guess by looking at the vehicles' length. Not surprisingly, the Rhino turns in the smallest space. The Ranger has the quickest steering and turns almost as neatly. Overall, steering feel varied dramatically; the Mule and XRT steered more heavily than the more sport-oriented units.
Driver feel is another element that differs greatly. For example, you sit "in" the Yamaha, rather than on it. When you drive the Club Car, it feels as if you're sitting on a giant choo-choo. Testers most often preferred the ergonomics and convenience features of the Polaris and Kawasaki, though the Ranger did receive comments that the emergency brake was a bitch to release. The easiest hand brake is found on the Rhino, which is a tiny lever next to the shifter.
The ranch we used for testing lies nestled in the rolling hills that blanket the High Sierras like a crumpled Christmas skirt. There was endless opportunity for steep vertical ascents ... and descents. When you're rolling downhill, these machines will accelerate frighteningly. Good thing they all have decent brakes. Stock engine-braking is best on the Rhino and XRT. Applying tiny blips of gas to keep the transmission engaged works only in some situations with the other vehicles, as it can also speed them up. The Mule was the biggest snowball in the bunch. The best stopping power was on the Rhino, followed by the Ranger. The Mule and XRT were close behind.
You can feel firmly attached...
You can feel firmly attached to the machine as you rocket away from mother earth
Oh, That's Nice
Convenience and functionality really show up in the everyday use of a machine, and that's where we discovered, one by one, the nuisances of these vehicles. Say you want to check the oil; you'll find it takes a textbook to get through the mechanics of the Rhino. You have to half-strip the thing just to check the oil. The Ranger has easier access since the bench seat pops off, but it takes two people to put the seat back on, which is annoying. The XRT has the easiest access, followed by the Mule.
The Rhino's controls (above)...
The Rhino's controls (above) should look familiar if you've ever ridden a Grizzly, with the same gear selector, indicators and differential control but no digital gauge.
The Kawasaki and Club Car have rear mud flaps. You'll appreciate that if you get stuck in the mud. The Mule's intake is found on the top of the roll bar, which is used for channeling air to the engine. What a great idea! It doesn't suck up as much dirt and makes water crossings carefree. The Kawasaki is the only one that came stock with a tach and speedo. The Club Car--by far--has the best fuel gauge, with an easy-to-read light bar right on the dash. The others feature fuel gauges on the tank, so you have to stand next to them to check the status. The Club Car also has the only adjustable steering wheel. A metal partition between the cargo area and cockpit is essential, yet only the Kawasaki comes stock with one.
The bed is on the lightweight...
The bed is on the lightweight side, not quite fitting even one bale of hay.
One of the few flaws we found with the Yamaha was an ill-designed fuel cap that was very difficult to thread and leaked if not sealed perfectly. We liked that the Yamaha hitch receiver is a real-world 2x2 inches (the '05 Polaris will also have that feature). This meant we could use the tow bar we already had in the garage and not have to buy a new one at the dealership. Haul and tow limits vary. The Kawasaki can carry the most: 1100 pounds. Compare that with the Rhino's 400-pound bed capacity. The Rhino and Mule can tow about 1200 pounds, while the Polaris can handle 1500. Standard trailers weigh as much, so you'll want one suitable for the rig. All these machines have plenty of accessories, though the Mule has the lion's share since it's been accumulating them the longest.
Yamaha's Rhino appeals to...
Yamaha's Rhino appeals to those who are a little less serious about their chores and far more serious about their fun. With shoulder belts and deep bucket seats.
Everything Is Beautiful ...
... in its own way. For the time being, the side-by-side market seems to have an option for everyone. Testers unanimously felt each of these machines had a very exact usage barometer and buyer.
The Rhino was every single rider's favorite for thigh-slapping fun. Its buyer wants to drive it hard, drift and jump, explore ... and scare the bejeezus out of its passengers. This buyer will use it for some chores, of course, since that was the excuse for buying it. The Polaris is made for the consumer who wants it all. This vehicle is the best balance of toy, adventure wagon and workhorse. You could do farm chores all morning, win a fun run at noon and then drive it out for a weeklong hunting trip that night. The only disadvantage of this machine--its gargantuan proportion--can also be viewed as an advantage, since you can bring along a friend and the extra couple hundred pounds of steak he'll eat.
Stomp the pedal and steer....
Stomp the pedal and steer. Club Car aimed at keeping its XRT simple and unintimidating. An aluminum chassis and on-demand differentials make the XRT surprisingly more capable than many suspected (left), and is available in a variety of configurations to suit all kinds of applications.
The Mule is a dedicated worker yet capable of veering off the road for that wild-hair moment. We found it comparable to the two Gators we borrowed from neighbors for reference. The Mule is perfect for your gentleman rancher or sportsman. It will kick butt at everyday chores and has a great history and track record for those no-nonsense buyers. The new player, Club Car, has 21 years of golf cart success to help it endorse its XRT, which is also a viable contender, especially for someone who wants to keep it simple. It's certainly not the most-affordable wagon at $10,300, but the folks at Club Car think the IntelliTrak fully-automatic, on-demand four-wheel-drive setup and certified rollover-protection system are worth the extra bucks.
The Polaris and Yamaha? We'd expect them to go for even more, especially the Polaris since it's the Hummer of side-by-sides. Not so. The Yamaha is a steal at only $8899, while the Polaris, in our opinion, is the best bargain of all at $8999. This, the 2005 price, will give you the independent rear suspension and a trick new bed with lock-down receivers to keep your gear and tools from knocking about as you gas the vehicle over the bumps for only $100 more than last year's version. The Yamaha has received a new door for its glove box.
So what's your pleasure? This new generation of side-by-sides could make even the most-mundane chore seem pleasant ... especially if you mix it up with a few whoops and hollers.
Who says work can't also be play?