GMZ Sand Stripper XL Tire Review: 30-Inch Paddles in the Dunes

Posted on February 17, 2016
1:30 pm

By Jon Crowley

We tested the 30-inch GMZ Sand Stripper XL paddle tires on our FOX Edition Polaris RZR XP 1000 at Sand Mountain, Nevada, then ran them on a RZR XP Turbo in Idaho and Glamis. The wider footprint and three-rib fronts gave the RZR an aggressive stance and decisive steering. The trade-off was a heavier wheel-and-tire package than the smaller STU Sand Blaster setup we brought for comparison.

GMZ Sand Stripper XL paddle tires on Casino beadlock wheels — 30-inch GMZ Sand Stripper XL tires on GMZ Casino beadlock wheels.

GMZ Sand Stripper XL tire specs

The six-ply radial Sand Stripper XL front is marked 30x13x15, with three steering ribs. GMZ listed its weight at 24 pounds and measured overall height at 31 inches. The 30x15x15 rear has ten paddles, each approximately 7/8 inch tall; GMZ listed it at 30 pounds and 32.5 inches overall. Those dimensions and weights reflect the product information at the time of this test, so check fitment and current specifications before ordering.

GMZ Sand Stripper XL tires mounted on the FOX Edition RZR XP 1000 — The tire and wheel package on our FOX Edition RZR XP 1000.

Size, paddle design and weight

Next to our 28-inch STU Sand Blasters, the GMZ fronts looked noticeably taller and wider. Our STU rear tires had 16 paddles, while the GMZ rears had ten with a broader shoulder. Paddle count alone does not settle how a tire will perform: footprint, paddle shape, sand conditions, vehicle power and clutch setup all matter.

28-inch STU front tire beside 30-inch GMZ Sand Stripper XL front — 28-inch STU front (left) and 30-inch GMZ front (right).

28-inch STU rear paddle tire beside 30-inch GMZ Sand Stripper XL rear — 28-inch STU rear (left) and 30-inch GMZ rear (right).

Close-up of GMZ Sand Stripper XL rear paddle — The GMZ rear paddle has a broad shoulder.

We weighed complete mounted assemblies, so these figures include the wheels and are distinct from the tire-only specifications above:

Position	28-inch STU Sand Blaster on HiPer beadlock	30-inch GMZ Sand Stripper XL on Casino beadlock
Front	30.6 lb	40.8 lb
Rear	41.8 lb	49.6 lb

The GMZ package added 10.2 pounds per front corner and 7.8 pounds per rear corner in this comparison. Its larger diameter and greater rotating mass can affect acceleration and clutch behavior, although our two wheel designs also differed.

Testing at Sand Mountain, Nevada

We ran the GMZ-equipped FOX Edition XP 1000 alongside our long-travel RZR XP 1000 on STUs and HiPer wheels. This was an informal comparison, not a controlled tire test: the long-travel car carried extra suspension and stereo weight, while the FOX Edition had a Muzzys exhaust. Rain also left roughly the top three inches of sand wet on our test day.

Long-travel RZR XP 1000 with STU Sand Blaster tires at Sand Mountain — Our long-travel XP 1000 on 28-inch STU Sand Blasters.

RZR XP 1000 on GMZ Sand Stripper XL paddle tires at Sand Mountain — The larger GMZ tires fill the XP 1000’s wheel openings.

Steering, landings and slides

The three-rib front delivered strong steering bite. Riders who prefer a smooth front sand tire may find it more assertive, but I liked how precisely it pointed the RZR through bowls and transitions. At 10 psi, the tires and beadlock wheels handled our jumps and landings without trouble. The fronts came close to the body at full compression, but we did not observe rubbing on this car. Check clearance on your own setup.

RZR XP 1000 jumping at Sand Mountain on GMZ paddle tires — Jumping the RZR in the dunes.

RZR XP 1000 landing at full bump on GMZ Sand Stripper XL tires — A full-bump landing during the test.

The XP 1000 had enough torque to spin the ten-paddle rears, and slides felt predictable. The ribbed fronts helped keep the car pointed through the turn.

RZR XP 1000 power sliding on GMZ Sand Stripper XL tires — Power slides were easy to control.

Comp Hill and clutch behavior

From a dead stop at Comp Hill, the STU-equipped car pulled about one car length ahead and maintained it to the top. Because the vehicles and sand conditions differed, that result cannot isolate the tires’ contribution. Both cars retained stock clutches, and we saw engine speeds in the 7,300–8,000 rpm range. Clutch tuning could change the outcome, especially with a larger, heavier tire.

GMZ Sand Stripper XL rear paddles throwing sand at Sand Mountain — The GMZ rears throw a healthy roost.

FOX Edition RZR XP 1000 on GMZ paddle tires at Sand Mountain

At the time, our GMZ tire-and-wheel package had a stated retail price of $1,713.60. That is a historical figure from the original test, not a current price.

Less front-end bite in Glamis

We also tried mounting the front tires with the ribs toward the inside to soften their cornering hook. The change made the front less aggressive in our Glamis driving. Follow the tire maker’s mounting guidance and confirm the direction and fitment of any setup before riding.

GMZ Sand Stripper XL tires on RZR at Glamis

RZR power sliding through a Glamis bowl on GMZ tires — Power sliding around a bowl in Glamis.

Polaris RZR XP 1000 turning at Glamis with GMZ front tires — The front tires cut less aggressively in this configuration.

Reverse-mounted GMZ Sand Stripper XL front tires

GMZ Sand Stripper XL on the RZR XP Turbo

We subsequently ran the tires on our RZR XP Turbo at the Idaho UTV Invasion in the St. Anthony dunes and at Camp RZR in Glamis. The additional outings reinforced our impressions of the tires’ strong steering response and large-tire stance.

RZR XP Turbo on GMZ paddle tires at St. Anthony dunes — The ribs biting into the sand at St. Anthony.

Polaris RZR XP Turbo cornering in Idaho dunes on GMZ Sand Stripper XL tires — A hard corner in Idaho.

RZR XP Turbo duning at Camp RZR Glamis — Running at Camp RZR in Glamis.

RZR XP Turbo wheelie in Glamis on GMZ Sand Stripper XL tires — A RZR XP Turbo wheelie at Glamis.

Verdict

The Sand Stripper XL gave our RZR XP 1000 a planted, responsive feel and a look I preferred to the smaller paddles. Its three-rib front suits riders who want positive steering, while the ten-paddle rear made controlled slides easy. The complete GMZ assemblies were heavier than our STU/HiPer comparison set, and the STU-equipped car led our informal wet-sand hill run. For riders weighing the same choice today, tire clearance, clutch calibration, sand conditions and current product availability deserve as much attention as paddle count.

See GMZ Race Products for current product details and GMZ on Facebook.