dling is not perfect for the speeds the
motor can take. The steering is a bit
sloppy and traction is not great. On
the good side, the two-seat Ranger
turns about 3 feet narrower than the
longer Mule, but you have to do a
lot more hand-over-hand driving in
the Ranger. The steering just isn’t as
precise as it is in the Mule.
Another thing we didn’t like about
this Ranger is, on several occasions,
our driver would hit his elbows on the
center console or on the driver’s-side
door when turning. Furthermore, we
didn’t like the way the doors opened.
The latch was hard to squeeze and
didn’t open unless you squeezed it
The engine Kawasaki stuck in this Mule is a very quiet,
smooth-running, three-cylinder four-stroke. It’s easily
accessed under the dump bed. No matter how hard you stab
the throttle, it accelerates nice and smooth.
The Mule’s rear end is equipped with an unlocking differential,
which makes tight turns sharper and keeps sensitive ground
under the tires from getting torn up.
Kawasaki uses a metal-bottom dumping bed and solid, easy-to-use tailgate latches. The front of the bed has a head rack
to keep items from falling into the cab.
Polaris uses an engine nearly identical to the RZR S 900 powerplant. In this machine it is just as quick. If you want to let
workers use this machine, we suggest investing in the $300
Speed Key, which basically cuts the engine’s power in half.
At the back of the Ranger, a strong, 2-inch receiver is found,
like on the Mule. Also, the rear differential has an unlocker,
which reduces black marks on concrete and won’t destroy
sensitive ground. The sway bar makes the Ranger more stable than the Mule, just not as smooth over the bumps.
Polaris uses an all-plastic dumping cargo bed. It has tons of
tie-down points and can accept a variety of Polaris and aftermarket accessories.