If you’re looking at HCR’s mid-travel and long-travel kits and wondering what the heck the difference is, you’re not alone.
A lot of manufacturers don’t differentiate between mid- and long-travel kits (including SuperATV), but they do have meaningful differences, and it’s probably not what you think.
It might sound funny, but HCR’s mid-travel kits can be just as wide as long-travel kits.
So, of HCR’s current offering, their long-travel kits are both narrower than their mid-travel kits and wider than their mid-travel kits. That’s because you can make mid-travel and long-travel kits at virtually any width.
HCR has more long-travel kits for more makes and models, which explains why the overall width range is wider for long-travel kits. There’s a good reason why there are more too, but we’ll get into that later.
The real difference between mid-travel and long-travel kits is how they deal with shocks.
Mid-travel kits do not use shock brackets and do not use longer shocks.
They use factory shocks (or upgraded factory-shock-length equivalents) with wider suspension and axles.
The result is a wider machine, increased suspension travel, and axles that operate at factory angles. Mid-travel kits are easier on axles, so they’re less likely to bind or overheat from extreme angles.
The catch is that not every UTV can take a mid-travel kit. Whether or not a machine can take a mid-travel kit instead of a long-travel kit depends on that machine’s specific suspension geometry.
The main problem comes from the extra suspension travel. If the stock shock geometry will bottom out too early or cause shocks to rub against some other component, like the axle, during compression, then the shocks need to be modified in some way.
That’s where long-travel kits come in.
Long-travel kits use shock brackets or longer shocks in their construction.
Shock brackets readjust the top mounting point of shocks to make them stand up a little straighter and push the suspension down farther. It’s basically the same effect you’d get from adding a longer shock.
With this approach, you can make a long-travel kit for any machine. If the shock doesn’t quite fit, just move it a little until it does. That’s why HCR has more long-travel kit options than mid-travel kit options.
This has a few downsides, however.
First—long-travel kits tend to cost a little more. Extra hardware = extra dollars.
Second—when you change the shock position, it changes the way the suspension travels and can make it feel stiffer—you might feel like bumps hit harder. HCR (and SuperATV for that matter) are very careful to minimize this problem. So they still feel great, but they just operate a little differently.
Third—longer or repositioned shocks push the suspension down. That means the axles will naturally operate at harsher angles, run hotter, and bind in very extreme circumstances. Heat can lead to premature axle failure over time. Axles only bind in specific instances, like when your suspension is at full droop and your front wheels are fully turned left or right—when it binds, it can break in an instant. Keep in mind that HCR long-travel kits come with better axles built to handle those higher angles.
Mid-travel is the cleanest way to add width and travel while keeping factory ride quality intact.
The bottom line: mid-travel kits are the best option for a wider stance, if they exist for your make and model.
Long-travel kits don’t have the platform limitations mid-travel kits do. HCR’s kits are robust and expertly designed to minimize the downsides.
The bottom line: long-travel kits are a great choice for most riders, and HCR’s dedication to quality ensures they’ll stand up to crazy rides.
HCR is the premier UTV suspension company. Everything they make is hand-welded by experts right here in the United States.
If you want to get a world-class mid-travel or long-travel kit for your UTV, head over to HCR Racing. Check out their newest mid-travel kit for the Can-Am Defender HD11 too. There’s nothing like running suspension that outclasses everything else.
