If you've been looking into a polaris general long travel kit, you probably already know that while the stock suspension is pretty capable, it has some clear limits once you start pushing it. The Polaris General is the ultimate "in-between" machine—it's got the heart of a RZR but the work ethic of a Ranger. However, if you've ever tried to keep up with your buddies in their dedicated sport rigs through a nasty rock garden or a high-speed whoop section, you've likely felt that pucker factor when the suspension bottoms out or feels a bit too "tippy."
Upgrading to a long travel setup is arguably the biggest transformation you can give this machine. It's not just about looking aggressive—though it definitely does that—it's about changing the entire geometry of how the car handles the terrain.
What Does Long Travel Actually Do?
When people talk about a polaris general long travel system, they aren't just talking about a lift kit. There's a huge difference. A lift kit usually just arches your A-arms or spaces out your springs to give you more ground clearance, often at the expense of your CV axle angles. Long travel, on the other hand, makes the entire footprint of the vehicle wider.
Most kits will add about 3 to 5 inches of width per side. That might not sound like a lot on paper, but in the dirt, it's a night-and-day difference. By extending the A-arms further out, you're creating a much more stable base. It's like the difference between someone trying to push you over while your feet are together versus when you're standing with a wide, athletic stance.
Beyond just the width, you're gaining actual suspension travel. Instead of the wheels moving up and down in a short, tight arc, they have a much longer path to travel. This allows the shocks more time to do their job, soaking up the big hits without transferring that energy directly into your lower back.
Stability is the Name of the Game
One of the biggest complaints General owners have, especially those who transitioned from a RZR, is that the General feels a bit top-heavy. It has a higher seat height and a dump bed, which naturally raises the center of gravity. When you're side-hilling or taking a sharp corner at a decent clip, that "top-heavy" feeling can be a bit unnerving.
By installing a polaris general long travel kit, you're effectively lowering that perceived center of gravity by widening the track. Suddenly, those off-camber turns don't feel like a roll-over waiting to happen. You can carry way more speed through corners because the machine stays flat instead of diving onto the outside front tire. If you do a lot of desert riding or fast trail riding, this stability is worth every penny of the investment.
Dealing with the "Crossover" Identity
The General is a crossover, and that's why we love it. You can go get a load of firewood in the morning and hit the trails in the afternoon. But the stock suspension is a bit of a compromise to allow for that towing and hauling capacity. It's stiff enough to handle a loaded bed, which means it can be a bit "chattery" on small bumps when the bed is empty.
A long travel setup helps bridge that gap. Because the A-arms are longer, they have more leverage over the shocks. This actually allows the suspension to feel plusher on the small stuff—like gravel, tree roots, and chatter bumps—while still having the progression to handle the big G-outs. It turns the General from a "utility-leaning" machine into a true "sport-performance" beast that just happens to have a bed.
The Hardware: What's Actually in the Kit?
If you start shopping for a polaris general long travel kit, you'll notice they aren't exactly cheap. But when you see what's in the box, it makes sense. A proper kit usually includes:
- Longer A-Arms: These are usually heavy-duty, boxed, or high-clearance designs. They are much stronger than the thin OEM tubes.
- Extended Axle Shafts: Since your wheels are now further out, your stock axles won't reach. Most kits come with heavy-duty 4340 chromoly shafts.
- Tie Rod Extensions: You've got to be able to steer, so your steering rack needs to reach those new spindle locations.
- Extended Brake Lines: Your stock lines will be too short once those arms are fully extended.
Some guys try to piecemeal a kit together, but honestly, it's a headache. Buying a complete system from a reputable brand like HCR or SuperATV ensures that all the geometry is dialed in correctly. The last thing you want is "bump steer," where the machine darts left or right on its own every time you hit a bump because the steering geometry is off.
The Shock Dilemma
One thing to keep in mind is that a polaris general long travel setup often requires new shocks, or at the very least, a serious re-valve and new springs for your existing ones. Because the longer arms provide more leverage, your stock springs will feel way too soft. They'll sag under the weight of the car because the "mechanical advantage" of the long arm is working against them.
Many people opt to go with a high-end shock like a Fox RC2 or a King shock when they do the long travel swap. If you're already spending the money to widen the car, putting mediocre shocks on it is like putting budget tires on a Ferrari. You want a shock that can keep up with the increased capabilities of the new arms.
Is It Too Wide for the Trails?
This is the one "con" people always bring up. If you ride in the deep woods of the GNCC-style trails out east, a polaris general long travel kit might make life a little difficult. If you're used to squeezing through 60-inch gates or tight trees, adding 6 to 10 inches of total width might mean you're going to be rubbing some bark.
However, for most of the country—the West, the Southwest, and even most managed trail systems—the extra width isn't an issue. In fact, most people find that the trade-off in stability and ride quality is more than worth the occasional three-point turn in a tight spot. Plus, let's be honest, the wider stance looks absolutely killer. It gives the General a "trophy truck" aesthetic that the stock narrow stance just can't match.
Maintenance and Long-Term Ownership
Whenever you modify a suspension this heavily, you have to stay on top of your maintenance. More leverage on the arms means more stress on the frame tabs and the bushings. It's a good idea to install a frame stiffener or a gusset kit at the same time you do the long travel. It strengthens the points where the A-arms bolt to the frame, which is a known weak point on many Polaris machines when they are driven hard.
You'll also want to grease those bushings regularly. Most high-end kits use better bushings than stock, but they still need love. And since you'll be going faster and hitting bigger obstacles, you should get into the habit of checking your bolt torques every few rides.
Wrapping It Up
At the end of the day, a polaris general long travel conversion is for the rider who loves the platform of the General but wants RZR XP levels of performance. It takes the "jack of all trades" and gives it a master's degree in off-road handling.
Yes, it's a big investment, and yes, it takes a full weekend in the garage to install. But the first time you hit a section of trail that used to make you let off the gas, and you realize you can now stay pinned right through it, you'll realize it was the best upgrade you ever bought. It's about confidence. When the machine feels planted and the suspension is soaking up everything you throw at it, you're going to have a lot more fun. And isn't that why we're out there in the first place?