Long-travel suspension. CVT and clutch rebuilds. Electronic power steering. EFI tuning. Cage fabrication. This is the machine our shop was built around — and it shows in the work.
Here's what we believe, and we'll say it plainly: the modern side-by-side is the most complex machine in powersports, and most shops in this city are not equipped for it. A RZR Pro R is running automotive-grade EFI, electronic power steering, drive modes, and a CVT transmitting over 200 horsepower through a rubber belt. That is not a four-wheeler with doors. Treating it like one is how machines come back broken.
We built Iron Ridge Powersports around the UTV first. The deepest tooling, the factory diagnostic software for Polaris, BRP, Yamaha, Honda, and Kawasaki, and the technicians with the most platform hours all live on the side-by-side program. Everything else we do — and we do a lot — is held to the standard this machine demands.
Whether yours is a bone-stock Polaris RZR that needs an honest service interval or a Can-Am Maverick headed for a full race build, it gets the same discipline: diagnose with the factory tool, fix the cause not the symptom, document everything.
Every service below is its own discipline with its own dedicated page, tooling, and process. The side-by-side program covers the machine end to end — you don't need one shop for the clutch and another for the cage.
When a machine comes in for one thing, we look at the systems around it. A belt that failed early usually isn't a belt problem — it's a clutching problem, a tire-size problem, or a tune problem. That's why the deep services above exist as real disciplines here instead of line items, and why a full custom UTV build at Iron Ridge starts from the drivetrain out, not from the accessory catalog in.
Platform fluency is the difference between a shop that works on side-by-sides and a side-by-side shop. A RZR's clutching philosophy is not a Maverick's. A Honda Talon doesn't even have a belt — it runs a DCT. The Teryx KRX carries its weight completely differently in the rough. We service them as different machines, because they are.
Sport machines, utility rigs, and everything between — see the dedicated platform pages for how we approach each one, or bring us the machine and we'll show you. And when the build is done, Texas has real places to run it: our guide to where to ride a UTV in Texas covers the parks and dune fields our customers actually drive to.
Houston-area machines live a harder life than the brochure imagines. This is mud and water country — Gulf Coast clay that packs into radiators and CVT intakes, water crossings that find every unsealed connector, and humidity that corrodes electrical grounds year-round. A machine that runs the piney woods around Conroe and Sam Houston National Forest sees more radiator and belt heat-load in one summer than a Utah machine sees in three.
That's why our service intervals and inspection checklists are written for this region, not copied from the owner's manual. Every Houston-area UTV that comes through gets the mud-country checks by default: radiator core condition, CVT intake and drain, ground strap corrosion, wheel bearing play, and boot integrity on every axle.
It's also why riders drive in from Katy, Cypress, Conroe, and Pearland instead of settling for the closest general shop. Drive 45 minutes once and get it done right — or drive 10 minutes and come back three times.
Every job, from a 500-mile service to a ground-up build, runs the same documented sequence. The full detail lives on our build process page — here's the shape of it.
Tell us the machine, the problem or the goal, and how you ride. Same-day response.
Factory diagnostic software plus a physical inspection. We show you what we found before anything is written up.
A detailed plan — parts, labor, timeline. No vague line items, no surprise add-ons at pickup.
The work, then a shakedown and documentation. The machine leaves the way it should.
We service every major side-by-side platform: Polaris RZR, RZR Pro, and Ranger; Can-Am Maverick, Maverick R, and Defender; Kawasaki Teryx and Teryx KRX; Honda Talon and Pioneer; Yamaha Wolverine, RMAX, and YXZ1000R; and CFMOTO ZForce and UForce. We run factory diagnostic software for Polaris, BRP, Yamaha, Honda, and Kawasaki, so fault codes get read the way the dealer reads them.
Yes. Long-travel is our signature UTV build: arms, shocks, axles, and steering done as a matched system, with the shock tuning and alignment completed in-house. We don't bolt on a kit and hand back the keys — travel changes geometry, and geometry changes everything downstream, so the axles, clutching, and tire package get reviewed as part of the build.
Most manufacturers suggest inspection around every 500 miles and replacement in the 1,000 to 2,000 mile range, but Houston-area machines running mud, water, and big tires often need belts sooner. If your belt is failing early or repeatedly, the belt is usually the symptom, not the problem — clutching, tire size, and tune all factor in, and we diagnose that chain rather than just selling you another belt.
Yes. We do EFI and ECU calibration for the major sport UTV platforms, matched to your actual supporting mods — intake, exhaust, clutching, and fuel. We tune for the machine in front of us, and we're honest about what the platform can support before we write power into it.
All the time — modified machines are most of what we see. We service other shops' builds, correct problem installs, and maintain machines with long-travel, portals, big-bore kits, and full cages. If a previous modification was done wrong, we'll show you exactly what we found and what it takes to make it right.
Service interval, stubborn fault code, or a full long-travel build — tell us what you're running and what you want it to do. You'll hear back the same day with a straight answer.
(713) 555-0182