In April 2011, we took our Polaris RZR XP 900 and Can-Am Commander 1000 XT to Sand Mountain, Nevada, for a father-and-son dune trip. It also gave us an opportunity to compare two different STU Sand Blaster paddle-tire setups on relatively stock UTVs.
The trip demonstrated why more paddle is not always better. The lighter-biting 60/40 staggered setup allowed the RZR XP 900 to keep its tires spinning more easily, while the larger full-width paddles provided additional flotation and ground clearance but required more power to turn effectively.
Two Different Paddle-Tire Setups
Both UTVs were equipped with sand tires assembled by Fullerton Sand Sports, but the rear paddle configurations were different:
- Polaris RZR XP 900: Comp Cut 60/40 staggered STU Sand Blasters on black DWT wheels, paired with DWT Doonz front tires.
- Can-Am Commander 1000 XT: Larger Play Cut STU Sand Blasters with full-width paddles on OMF billet-center wheels, paired with buffed front tires.
I had previously used the Play Cut setup on my Commander, Kawasaki Teryx and RZR XP. I liked the tires’ overall size and appearance, as well as the additional flotation and ground clearance they provided.
Dave at Fullerton Sand Sports also explained that STU Sand Blasters are not necessarily identical in measured size. Because the shop handles so many tires, it could select and match front and rear tires to create a properly balanced package.
Full-Width vs. 60/40 Staggered Paddles
The larger Play Cut tires looked great, but their full-width paddles delivered more bite than a stock RZR XP 900 or Commander 1000 really needed. Both machines could turn them, but our comparison showed that the 60/40 staggered paddles were a better match for their available power.
A 60/40 staggered paddle removes a portion of every alternating paddle. That reduces bite and makes it easier for the engine to maintain wheel speed in the sand. On the RZR XP 900, climbing performance in two-wheel drive felt nearly as strong as it did in all-wheel drive. That was not the case with the larger full-width paddles.
For a relatively stock UTV, maintaining tire speed can be more useful than fitting the most aggressive paddle available. A heavily modified or turbocharged machine may have enough power to take advantage of a full-width paddle, but the reduced bite of the 60/40 setup worked better for these two UTVs.
What Comp Cutting Changes
Fullerton Sand Sports could also Comp Cut the tires by removing additional rubber from the carcass and paddle area. Reducing rotating mass can improve acceleration and help the drivetrain spin the tires more easily.
The tradeoff is durability. Removing material leaves less protection against rocks, sticks, pavement and other hard surfaces. That became painfully clear during this trip.
The camping area at Sand Mountain had plenty of exposed rocks, so I was careful when driving between camp and the dunes. On Saturday evening, however, a windstorm reduced visibility as my son and I returned from watching the sunset near the top of the mountain.
There was one isolated rock on the face of the dune, and I managed to hit it directly.
The incident illustrated the primary drawback of an aggressively lightened paddle tire. Comp cutting can produce a worthwhile performance gain in clean sand, but the additional cost and reduced durability make it a poor choice anywhere the tires may encounter rocks, sticks or asphalt.
Our Preferred Paddle Setup
After comparing the two combinations, I preferred the 60/40 staggered paddle for both the RZR XP 900 and Commander 1000. The smaller amount of paddle allowed the engines to stay in their power more effectively without giving up much climbing ability.
The larger full-width Play Cut paddles would make more sense with significant engine work or forced induction. They had also worked well on my race Kawasaki Teryx, which was powered by a 999cc Muzzys engine.
The front-tire differences were less dramatic. I could steer adequately with completely buffed front tires, although the ribs on the DWT Doonz helped the RZR’s front end track and turn more positively.
Matching the height of the front and rear tires was more important. The larger Sand Blasters were too tall to pair properly with the smaller ribbed front tires, which was another reason to have an experienced sand-tire shop assemble the complete package.
Testing the Commander Long-Travel Suspension
This was also my first full dune trip after installing a four-inch-per-side TCB long-travel suspension kit on the Can-Am Commander 1000.
The added width created a noticeably more stable platform for aggressive dune driving while also increasing suspension travel. The kit was paired with Elka Stage 4 shocks offering high- and low-speed compression adjustment along with adjustable rebound.
Because I used the Commander in several different types of terrain, the ability to tune the shocks for the conditions and driving style was especially valuable.
Progressive-Rate Springs
I also installed progressive-rate King Springs on the Elka shocks. The rear springs were slightly longer than ideal for this application, but I wanted to evaluate how the progressive design worked on the Commander.
Unlike a conventional straight-rate spring, a progressive spring becomes increasingly resistant as it compresses. The initial portion of the travel could absorb smaller chop while the rising rate provided more support deeper in the stroke.
I had used these springs on another project and was impressed with the improvement in ride quality. At the time, they offered some of the advantages of a dual-rate arrangement in a compact single-spring package.
More Photos from Sand Mountain
Can-Am Commander 1000 XT
Polaris RZR XP 900
Other Accessories Tested
Pro Armor Commander Doors
The Commander was fitted with Pro Armor rear-hinged aluminum doors. Their lightweight construction included automotive-style slam latches.
