Polaris Xpedition +4 Long Travel Kit: Now in Production

Polaris Xpedition +4 Long Travel Kit: Now in Production

The Polaris Xpedition is the best overland-ready machine Polaris has built — 117″ of wheelbase, a NorthStar cab, 1,160 lbs of payload, and enough room to load four people and a week of gear. What it isn't, from the factory, is wide. Sixty-four inches and 30″ Trekkers get you down a forest road. They don't get you across a whooped-out desert wash at speed with the whole family on board.

That's the gap the UTV Wolfpack Polaris Xpedition +4 Long Travel Kit was built to close — and as of this week, it's officially in production and shipping from our shop.

What "+4 Long Travel" Actually Changes

Long travel is one of those terms that gets thrown around loosely. Here's what this kit does to the machine in plain numbers:

Wider track is the single biggest handling change you can make to a tall, heavy, top-loaded machine. The Xpedition carries a roof, a cab, and gear high — that's the tradeoff for the comfort. Pushing the wheels out lowers the effective roll couple, calms the machine down in off-camber sections, and stops the inside-front unloading that makes a stock Xpedition feel tippy when you get on it.

Why 35s Matter More Here Than on a RZR

On a race-built RZR, big tires are about clearance over rocks. On an Xpedition, they're about everything you're carrying. This machine leaves the driveway heavy — fuel, water, coolers, a rooftop tent, tools — and every pound of that presses the tire deeper into sand and soft dirt.

Going from 30″ to 35″ gives you:

• More float in sand and mud. Bigger contact patch, less digging, less winching.
• Real ground clearance where it counts. Factory clearance is measured at the chassis; taller tires raise the whole axle line, so the diffs and A-arms clear obstacles the stock setup drags across.
• A softer ride on square edges. More sidewall means the tire absorbs the hit before your shocks ever see it.
• Better approach and breakover angles on the shelves and ledges that overlanders actually run.

The catch has always been that you can't just bolt 35s onto a stock Xpedition. The arms won't clear, the geometry goes wrong, and you'll be replacing ball joints every trip. Long travel arms are what make the tire upgrade work instead of just barely fit.

Built From 1.5″ 4130 Chromoly — Not Mild Steel

Every arm in this kit is 1.5″ 4130 chromoly tube, the same material we use on our Pro R and Turbo R arms and the same stuff professional desert race teams have trusted for decades.

Chromoly contains chromium and molybdenum, which raise tensile strength and fatigue resistance well past mild steel or D.O.M or the "Other material Claims made by diferent manufacturers" . In practice that means:

• Higher yield strength at lower weight. You get the strength without hanging extra unsprung mass off the corners — which is exactly what you don't want on a machine already carrying 2,700+ lbs.
• Fatigue resistance. Mild steel arms don't usually fail on the big hit. They fail after ten thousand medium ones. Chromoly resists the crack propagation that kills mild steel arms over a season.
• It stays straight. Bent arms are alignment problems, and alignment problems on a long-wheelbase machine turn into tire wear and wandering at speed.

Every set is TIG-welded in-house on Miller machines, by our guys, in the USA. No overseas job-shop tubing, no mystery welds.

Delrin Bushings and Heavy-Duty Crush Sleeves

Factory rubber bushings are quiet and comfortable, and they're the first thing to give up when you add width, weight, and tire. They deflect under load, and that deflection shows up as vague steering and uneven tire wear.

We run Delrin bushings with reinforced crush sleeves throughout the kit. Delrin holds its shape under load, so the geometry you install is the geometry you keep. The heavier crush sleeves stop the bolt-through points from ovaling out — the failure that ruins otherwise-good arms and turns a bushing service into an arm replacement.

Reuse Your Factory Ball Joints, or Upgrade

You don't have to buy new ball joints to install this kit. Factory ball joints carry over, which keeps the entry cost down and gets you on the trail faster. If you're running the machine hard — dunes, high-speed desert, heavy loads 

Fits 2-Seat and 4-Seat Xpedition

The kit fits all 2-seat and 4-seat Polaris Xpedition models — XP, XP 5, ADV, and ADV 5. If you bought the five-seat version to haul the family, this is the kit that makes it actually keep up with the group.

Kit Specs at a Glance

• Material: 1.5″x .120 Wall 4130 chromoly tubing mixed with Chromoly Plate
• Width: +4″ per side — takes a 64″ machine to 72″ overall
• Max tire: 35″
• Bushings: Delrin with heavy-duty crush sleeves
• Ball joints: Reuse factory or upgrade to HD
• Weight: 125 lbs
• Fitment: All 2-seat and 4-seat Polaris Xpedition
• Price: $3,500 base — raw or powder-coated, with or without axles

Common Questions

Do I need new axles?

Yes you need new axles, You can order with the axles we offer Rhino2.0 or you can order the kit without and have some made by another manufacturer with our specs we give you

Will this work with my stock shocks?
Yes — the kit is designed around factory shock mounting. If you're upgrading shocks anyway, do it at the same time and save yourself a second teardown. You can use the factory shock and springs, We suggest at minumum upgrading the springs

How long is install?
A competent home shop with a lift and hand tools can do it in 4-6 hours depending on your mechanical skills. Most dealers will book it as a day.

Can I run less than 35s?
Absolutely. 32s and 33s are a great middle ground if you want the width and stability without the gearing hit.

Join the Wolfpack

The Polaris Xpedition +4 Long Travel Kit is in production now and ready to ship. American chromoly, American welds, built by people who actually run these machines.

Shop the Polaris Xpedition +4 Long Travel Kit →

Questions about fitment, tires, or what else your build needs? Get in touch — we'll walk you through it.