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Since I've seen some questions on this I took some pictures and will provide instructions on a valve adjustment for the UT400. This should be the same for the 550's and other various Coleman/Hisun single cylinder models with the cylinder slanted aft. I have seen several people ask of it is really necessary, and read several reports of valves being out of adjustment from the factory. My valves were .004" intake, and .010" exhaust with about 5 hrs on the machine. I've seen different numbers thrown around for factory spec, but I decided to go with 0.005". This is called valve lash. What is is is a gap between the rocker arm and the valve then the camshaft isnt opening the valve. Why does it matter? If it's too large the valve doesn't open all the way, if it's too small the valve dosent close. This can cause valve damage (overheating) as well as loss of engine power (burned fuel is going out exhaust rather than pushing the piston dow). Tools required : 5MM Allen wrench, 10MM box wrench, needle nose pliers, flat feeler gauge set, rags First you need to remove the fan cover on the passenger side. There is a cooling vent hose on the back side, remove the hose clamp and slide it off. From there there are 4x 10mm bolts holding the cover. The forward ones can be accessed from under the seat. Next remove the spark plug from the drivers side. Carefully wiggle the spark plug wire off. Grip it as low as possible and give it a little twisting motion as you pull it off to help free it. Its a tight fit for a socket, but there is a sheet metal wrench in the toolkit that fits it. Unscrew the plug and set it aside. This allows you to spin the motor over freely with no compression to fight. When you reassemble this is a good opportunity to switch to an NGK iridium plug for better performance/less fouling DR8EIX) Next you need to remove the intake and exhaust valve covers. The intake us the forward one. There are 3x 5MM Allen screws to remove. The Exhaust is the rear with 2x 5MM Allen bolts. Both covers have O-Rings instead of gaskets and are reusable. When you remove the rear be careful and use your rags as there will be oil that drips out. Next up we need to spin the motor over to top dead center. Grab each rocker arm and give em a little wiggle up and down. Spin the engine over by grabbing the fan with your other hand. Spin the engine over until both rockers have some wiggle and are loose. Once both rockers are loose slide the feeler gauge in like shown above. Try different feelers as needed to determine your starting spec. You should feel some drag but still be able to move the feeler without too much force. If you need to adjust, use the 10MM wrench to slightly loosen the locknut, then with the correct feeler gauge in place, tighten the top square nut while wiggling the feeler in and out. Once you have it right you need to tighten the 10mm lock nut without moving the square head bolt. Once the lock nut is tight recheck the clearance. That's it, button everything back up and make sure you have it all reassembled before running it again. If you find this helpful give me a thumbs up or comment. If you have any questions or need more help let me know. If there's interest maybe I'll do some more of these

Hey Folks There are not a lot of good sources out there for troubleshooting and diagnosing ECU problems with the Massimo Buck, Bennche Bighorn, Bennche Cowboy, & Cazador machines that use the Delphi MT05 ECU. They are all basically the same with different badging, so I thought I'd share some info that I found during some searches. I was trying to help someone diagnose and repair a hard starting issue. The ignition coil was throwing a 0351 code. I discovered how to read codes without an OBDII code reader. The following procedures should help you check your fault codes and clear them if needed. Fault Code Troubleshooting for Delphi MT05 ECU on the Massimo Buck 400, Bennche Bighorn 400, Bennche Cowboy 400, and Cazador 400 *NOTE: The MT05 ECU is not really OBD 2 compliant. It is much more similar to an OBDI system. The MT05 ECU controls either 1 or 2 cylinder engines commonly found on Massimo, Bennche, and Cazador. Much of the ECU info was found here: https://netcult.ch/elmue/HUD ECU Hacker/Delphi MT05 Manual.pdf Delphi EFI System Design Delphi EFI employs 5 sensors to monitor engine performance. 1. Crankshaft Position Sensor 2. Coolant Temperature Sensor 3. Oxygen Sensor 4. Throttle Position Sensor 5. Manifold Air Pressure/Manifold Air Temperature (MAP/MAT) Sensor Delphi EFI employs the following system components. 1. MT05 Engine Control Unit (ECU) 2. Fuel Pump 3. Multec 3.5 Fuel Injector 4. Idle Speed Control Valve (Idle Stepper Motor) 5. Multec Ignition Coil 6. Fuel Vapor Canister Purge Valve Using the Digital Dashboard to Decipher EFI Trouble Codes In addition to commercially available diagnostic scan tools (Big $$$), you can use the engine warning light of the Siemens dashboard to diagnose most of your EFI problems. The digital dashboard receives signals from the MT05 ECU, and the engine warning light will flash a diagnostic trouble code (DTC) if the ignition key is switched on/off for three cycles. When you turn on the ignition, the engine warning light will illuminate, which indicates the EFI system is operational. After the engine is started, the engine warning light will extinguish if the EFI system is working properly. However, if the engine warning light remains illuminated, it indicates the EFI system is not working properly, and there is a system component failure. Deciphering Diagnostic Trouble Codes To read the diagnostic trouble code (DTC), open and close the ignition key three times in rapid succession, as follows: open/close—open/close—open. At this point the engine warning light will flash a DTC which indicates the fault in the EFI system. Refer to the attached fault code table to identify the corresponding problem. The engine warning light will emit a sequence of flashing lights. If the light flashes 10 times, the translated number is 0. If the light flashes one time, the translated number is 1, et cetera. For example, if the MAP/MAT sensor is disconnected, or the connector is shorted to ground, the engine warning light will flash in the following manner (This is an example only). The engine warning light will flash 10 times: The first number of the DTC is 0 After an interval of 1.2 seconds, the engine warning light will flash 1 time: The second number of the DTC is 1 After an interval of 1.2 seconds, the engine warning light will flash 10 times: The third number of the DTC is 0 After an interval of 1.2 seconds, the engine warning light will flash 7 times: The fourth number of the DTC is 7 The resulting DTC is P0107. NOTE: For the system I was helping to troubleshoot, I suspected an ignition coil failure due to the code that was thrown. When it was checked, it was flashing: 10, 3, 5, 1. The 10 represents a 0. So the actual code was 0351. After finding the code, the coil wire was checked and discovered loose at the spark plug. Once it was pushed fully on, the problem was fixed. Most likely, this problem was created after the owner had pulled the spark plug to check the gap. The ECU was rebooted using the procedures detailed below with no more codes being thrown. If there are other fault codes, the engine warning light will flash the next code in 3.2 seconds after finishing the first sequence. After all existing fault codes are flashed, the engine warning light will repeat the fault codes in a loop sequence, until the ignition key is turned off. To clear fault codes you either need an OBDII Fault Code reader and a Delphi 6 pin connector adapter cable that you have to order from China and wait 8 weeks…OR....you can simply reboot the ECU using the instructions detailed below. Rebooting the ECU Perform the following steps to reboot the ECU. 1. Turn off the ignition for 15 seconds. 2. Turn the ignition on/off for 5 cycles. Make sure each cycle lasts about ½ second, verifying the start of the fuel pump for each cycle. If the fuel pump doesn't start during any cycle, begin the entire reboot procedure from the beginning. 3. Turn off the ignition for 15 seconds. TPS (throttle position sensor) re-learn procedure after rebooting ECU. This should be done after replacing the TPS or the ECU....and it is advisable to check proper idle after rebooting an ECU too. Source: ECU Hacker (Reworded process slightly to make it a more sensible flow in my mind): 1. Turn the idle screw one full turn clockwise before starting 2. Start the engine, and run at low idle until the engine warms. Maybe a couple of mins. 3. Idle should be above 1500 rpm. If it isn’t, turn it up to 1700 then shut the engine off. Do another reboot of ECU. 4. Restart the engine and let it stabilize at 1700 rpm. Then turn the idle screen down to 1500 rpm and let it stabilize for a few seconds. Once it stabilizes, set to the final recommended idle speed for your machine. The placard under (or behind) your seat should show idle speed, valve adjustment, spark gap, etc. Typically the 390 cc engines in the "400" machines run at 1600 rpm idle. 5. Shut it down. Wait 10-15 seconds before restarting. The procedure is now complete. Final Notes: I have included pictures of an OBDII connector and the Delphi 6 pin connector in case anyone wants to go buy stuff off ebay or local parts suppliers and build a connector to use for an OBDII reader. But...you can save money and simply do the same thing with code reading and resetting using the check engine light on your dash. Some folks prefer to do it with code readers. Hope the information provided helps if anyone ever needs it but cannot find it in repair manuals. I discovered most of this in some motorcycle forums. The source for the diagrams is here: https://netcult.ch/elmue/HUD ECU Hacker/ Be advised: I am not a service technician. I do not endorse any manufacturers. I do not get paid to help, nor do I want to. This is just a hobby of mine. I enjoy working on things and solving problems. If you run into a weird problem that stumps you, give me a shout. I may be able to give you some ideas...or not. Just know, that troubleshooting thru emails can be challenging. The more info you can provide, the better. Otherwise, I will probably ask you a ton of questions. The good news is, the Delphi system used on these machines is essentially an OBDI and it is very simplistic. If you are methodical and patient, most of your "problems" can be figured out thru a process of elimination. Always go for the simple things first before throwing money and sensors at a machine. Take care - JT

In order to connect with the ECU we need two cables. The first is a USB ODBII cable. HUD ECU Hacker’s documentation has a lot of different confusing options, but here’s what I went with and managed to get working, the cable is called “VAG KKL” it is a USB to ODB2 cable. It is available from a variety of sources for $10-15. The second thing we need is a “6 pin delphi to ODB2” adapter cable. It is also available for a similar price. In my case I ordered both from ebay, but there are other sources. Once we have our cable in hand we need to find the plug it in on your machine. My personal rig is a Coleman UT400, but the wire location should be similar for all Hisuns. My cable was located under the middle of the seat area. Just inboard of the battery, where the main wire harness split loom runs. The cable is a 6 pin (3x2) with a dust cap. Remove the dust cap and plug in the 6-pin end of the Delphi adapter cable. Note: When I was done, I left the 6-pin adapter connected, and zip tied it so it now runs to in front of the battery for easier access in the future. Next download and install HUD ECU HACKER DOWNLOAD Open HUD ECU Hacker on your PC It should prompt you to choose a driver to install. This particular cable uses the “CH340” driver (First choice on the menu) click to install, once installed hit the X in the corner to go back to the main page Once the driver is installed plug in the USB Cable, and plug the ODB2 end into the 6 pin adapter. The red led on the adapter should light up indicating it has power. Drop down and pick a com port on the main screen, it should show the VAG KKL adapter as a com port. Click connect on the main menu. It will pop up a bunch of fast scrolling text indicating it is connecting. Once connected you can click through the various tabs to see different data sets. The main menu also has the option to show fault codes, clear fault codes, reset the EPROM back to factory. The other function that may be helpful is recording a log file. You can record a log while operating the unit, and come back later and replay it to try to better diagnose what is happening. Within the various pages you will see the reading from each sensor. Sometimes a sensor reading will be off enough to cause running issues, but not enough for the ECU to realize its an issue. For example if the engine thinks it’s really warm, but its actually cold, it may not inject enough fuel to start. There are also more advanced functions, like adjusting fuel mapping, but that is beyond the scope of this tutorial. Full HUD ECU Hacker Documentation (Very technical reading) If you find this helpful give me a comment below or a thumbs up.

White smoke is usually coolant leaking into the cylinder. Sounds like a blown head gasket to me.

Just wanted to give update . It was the ecm. Put new one on and got spark immediately to front cylinder. Ran but smoking and no power. I checked back cylinder and no fire. Pulled coil to check with meter and found wire was not getting good connection where it plugs into coil. All good now . She will scream !!!. Next is to figure out why 4x4 switch wont turn. Thanks for all the imput....

Stay as far away from Hisun as you can, fit and finish nice but I bought a truck load and every single machine failed in the first 5 miles and took months to get parts. 5 out of 5 generators failed as well and they would not offer any warranty support! They set up dealers just to get rid of inventory. Units that cannot be retailed to dealers goes to the auction house and drives the value down, Nada wont ever put a resale value for Hisun on their website. They do not support dealers, I finally got my last one to the auction house and the throttle cable broke on it way to the selling line! Its like throwing money away doing business with these folks... Run away and hide from Hisun as fast as you can! or just send me the cash!

Here are two short videos....first is with stock exhaust....the second us with new exhaust. i had my wife record from the same place both times to get an accurate noise level...I'm was shocked/ impressed let me know what you think. well I tried to load videos.....both times failed! ill reply to your email Video 1.MOV Video 2.MOV john

Hey all....all done. The new exhausts 100% better....much quieter!! Attached are some before and after pictures. I used a new Walker, Quier-Flow muffler....catalog says its for a 1983 Toyota. It is 6" round..body is 10" long, it has 1-1/2" inlet/ outlet/ offset pipes....I made/ fabricated/ welded the hanger on the muffler. ....and of course bent a pipe to adapt from the existing exhaust.

Hello to anyone who reads this. I am Jon and I own J&M Outdoor Power, a very small, small engine repair shop. I was approached by Coleman about 6 months ago to become one of their Warranty Centers. I recently received 3 different UT400's and a UT500 all with similar issues. These units range from 2 months to 2 years old. Customers state that the unit(s) was/were running fine, then heard a pop and a loss of power, two would no longer start. The two that would run would not achieve normal operating speed (around 20mph I would say) without redlining the RPMs. I quickly found that the Valve lash on each unit had become too large on some(both intake and exhaust) and too tight on one(just intake). After setting the gaps to .005(I found multiple different people suggesting bigger and smaller gaps, but no definitive Coleman Spec number yet) every unit starts, runs, and achieves top speed without issue. I don't know how many others have come across these issues, and I wanted to get something out on the web for others in the same predicament. Please let me know if you have had similar issues. Edit: I realize that this will not be a fix all solution for this issue, as the oil level and condition should be verified before moving to the valves. Many times improper oil conditions will cause valve lash to change. These units all have good oil and proper oil changes.

Hello again! I now have a pretty good running Coleman UT400 after a top end rebuild, wet clutch rebuild and a repaired crankcase... ! It plows snow great, but I was also having the jumping out of gear problem, mainly reverse, but a couple times out of forward. I would quickly place it in N and then let the engine idle down and shift again. This worked most of the time. I did some research and found that some have modified the shift linkage. The problem with just adjusting the shift cable is that it really NEEDS more throw, not an adjustment. From what I've read and viewed on the Internet, the linkage arm needs to be about 3/4" longer to gain more throw in both directions. On YouTube, the guy had to remove the shift linkage hole trim and notch the side of the dash to get the shift linkage off the pivot pin. BUT this is NOT necessary. When the "E" clip has been removed and you fish it out of the firewall somewhere, the shift lever is now loose. I had to pop the top of the shift knob off, remove the retaining screw and then heat the lower portion of the knob to get it to come off the lever. Once you have the shift lever loose, push it towards the right to slide it off the pivot shaft. But it won't come off just yet. Use a small pry bar/screw driver and slide the nylon flanged bushing out of the left side of the lever. This lets the lever slide off and get into a "loose" condition and it will twist and come right off without removing the dash trim, that could be a bugger to get back on correctly. Once the lever is off, press out the other bushing so when you're welding on the linkage arm, you don't melt the bushing. I found a piece of scrap metal the same thickness as the lever arm, just over 1/8" thick, close to 3/16". I cut my arm and beveled the edges for better welding. I added a piece just over 5/8" long and kept about a 1/16" gap between the arm and the new piece. Once welded on bother ends, it adds up to just about 3/4" or so. I reinstalled the lever after painting it and did an adjustment on the cable. By the way, it's easier to remove the cable from the bracket on the frame. This gives you more clearance to maneuver in that area with your hands. ALSO, you will need to get a 12" adjustable wrench and slide it over the cable mounting bracket and tweak, to the front, the steel so the cable is pointed upward a bit to now realign with the new longer shift arm lever. There's more than enough metal for the tweak and it will line up perfectly. I now bottom out the shifter on the transmission BEFORE I run out of throw on the shifter... I've tested it just a bit so far and it shifts much better with the longer throw. One of the Coleman authorized repair facilities said that he worked with Coleman to get a new part that's longer by 3/4". He's modified a few and it works perfectly for him. Just doing the cable will just short you on the other end. Here's some pictures of my modified shift lever etc.

I have come to the conclusion @Joe Toup must be one of the very best, most helpful members here!!! He has been tireless sharing his knowledge and expertise helping me solve a problem. I am sure I'm near a good solution thanks to Joe!!👍👍👍

There are actually 5 disc brakes on these machines. 1 for each wheel and 1 on the rear driveshaft for the parking brake. I've read several complaints of the parking brake one being too tight from the factory so I would check the cable and make sure there's a little slack when the parking brake is released. If that is good I would jack up each corner Individually and spin the wheel to listen for noise and feel for dragging. That should help pinpoint where the issue is.

anybody else getting spam /fraud private messages on here besides me? How do I report it? He calls himself Maria .under ORANGE 15 name.. wants to hook up in UTVs .. con artist in Pakistan probably.. Cant ADMIN block this crap ? geesh

Just looked at the Lowes add for that, pretty much looks like an MSU 500/700 that Hisun made for Massimo back then. Take a good look at the badging on parts to see who it's actually made by, my guess is it's still Hisun.

Its my 2nd day on this plat form. I'm new here in this community but in these two days I got some Premium recommendations. I was in search of these recommendations form the past few months. Thanks you so much for creating such kind of the community. Regards: Zeeshan Mehmood

Hi, all, I am here to say i have found an excellent source for kawasaki parts, It's run by Eddie Babbit. It is called Kawasaki Partshouse. run by Babbits online, Muskegon Michigan. http://www.kawasakipartshouse.com/oemparts Just the other day i ordered piston rings, for my Mule 550, They got here and a Oil ring, and smaller ring were missing from the box, Kawasaki took responsibility for the "Accident" and I had also contacted babbits, and they replied and they said" keep the old rings, order a new set and you just pay shipping" so i got $30 piston rings for 8.95!!!? Free shipping on orders over $50!!!

Put 15 miles on it today mostly on the beach in 4WD--the front diiferential is definitely smoother and quieter, and engaging/disengaging 4WD and front lock more positively with the ATF...

So how can i fix my UTV? " we'll circle back"

For a 16 digit PIN/VIN, the 9th number indicates the year. Hence, in this case, the OP's RTV is a 2006. Which is the same year as y RTV:

Waiting for snow.....

Finally delivered today!!

Got it home!

They got ours delivered today (instead of tomorrow).

My dealer just got parts this morning (purchased on Jan. 20th) - I should have it by the weekend!

This weekend we took the Hisun 250 out for some hill climbs at Sycamore Creek outside of Phoenix. The machine hooked up better than I thought. I’m 185lbs and it had no problem climbing the small and medium hills. The 2” lift helped a ton along with the 22” rear tires that came stock on the 2018 models. There was a lot of grip climbing and enough power to pull some cool donuts in the loose stuff. Good times so far. Sent from my iPhone using Tapatalk

Range rider ... i cut and welded bent pieces together to get the angles I needed. If I had to do it over, I would have bought a section of 1-1/2" pipe bends from Amazon .....it would have went much quicker. be sure to use a Walker " quiet flow"... They are the quietest. ..25.00 from Amaxon i have seen no difference in performance ...runs great IMG_0918.MOV

It is a 2015 first year blues I guess....so far so good on this repair . the boys at Yocum motor sports did a good job and repaired things that Wallace tractor did wrong.

Hi i have read your stories and i own a motobishi raptorex 2011 800cc (hisun strike differently named) Hisun brand its part of the ghanzou automotive that own cfmoto,odess, hisun and few other brand of utv. Check at cfmoto dealer for part. All driveline parts will fit on the hisun. It is what i have do on mine before it break and i never touched it again. The problem whit the yoke on hisun utv is a cast material and machining issue. If you are good in mechanic you can flip the coin and do brp, shaft and yoke upgrade (just need a good drive shaft shop to make new drive shaft

broken yoke ..well couldn't wait for 8 to 10 more days for there delivery . Very disappointed with Hisun in the customer service department. Machine is home with 6 month extended warranty . Not satisfied with machine and service.. I would like to say a special than you to Josh Yocume and Avery . Very professional dealer . Sorry for the problems with your Hisun supplier. Definitely looking for a new machine( if I CAN EVER FIND A DEALER THAT WILL TRADE A HISUN )

The wire might be the ground wire. Make sure to locate well where the wire is attached or connected.

Paint chip is no good, but doubtful that it made it thru the filter, so it's likely been there, or got knocked off when you were working on removing things. Code 201 indicates that it is getting a weak or unexpected signal from the injector. The fuel metering is done by pulsing the injector open. The ECU expects it to be X resistance and it gets Y resistance instead and throws a code. This could be a failing injector (the internal solenoid may be failing) a loose or intermittent connection, chafed wire partially shorting to ground, moisture or corrosion in a connector, etc. It's likely intermittent, but will eventually get worse. When it's happening it will throw the code and give the engine the wrong amount of fuel causing stalling, performance issues, no start, etc. If it were me I would visually inspect the Injector wiring for chafing, check inside the connectors, and if I didnt find anything just throw a new injector at it. You can also check resistance of the injector, but if it's intermittent it may check out ok when you happen to check it.

As long as it does not say MASSIMO anywhere on it , you should be good

Speaking of HOT AIR, did you see Joe Biden 's response when he was told Betty White just died? He said he knew her well, they dated in HIGH SCHOOL ....

Actually you can, the real differences between GL-4 and GL-5 are nearly negligible. GL-5 is claimed to handle shock loading better than GL-4; and be slightly more "slippery" making the EPA happy.. If I had an axle with dirty oil that really needed to be changed, and had nothing but a bottle of GL-4 on the shelf, I use it and not lose a moment's sleep...

I just changed the gear oils in my 2020 Outfitter 400 a couple days ago--used Supertech (Walmart's house brand) 75W-90 GL-5 gear oil, which is made by Valvoline--Its what i used it in my 2003 515 HP 2003 Mustan g Cobra, thatr's why there was a nearly full bottle on the shelf in the barn..--use it in my 2009 Honda Silver Wing too. Heck, I'd use it in anything without hesitation...

I had finished the Bulldog restoration quite a while ago... Finally getting around to posting photos....

Hi sir, welcome. I found the part number for the alternator and it plugged it in at Kawasaki, the 4010 won't cross over with 3010 I did find this one on EBay, https://www.ebay.com/itm/kawasaki-oem-part-21001-1129/264725199503epid=1223129455hash=item3da2d9fa8fcolongcolon7agaaosw6xxevejkredirect=mobile

Mine was delivered today

The cat has never seen a mule before. I picked it up on Saturday and been riding ever since. Well worth the wait.

The back plate of the hub brake drum will interfere also if its bent out of alignment. I had to adjust mine after some repairs with a mallet.

This is rocmoc/Michael one of the first on this forum when the Joyner was one of the most active topics. First an update of others. The earlier members will also remember Lenny and Jeff. With myself we organized the first Jamborees in 2009-2012. Sadly if you have not heard we lost both Lenny and Jeff in 2018. A great loss to the community. Myself: Still around but rolled over to Jeep and Arctic Cat Wildcat. The Wildcat design still remains me of my old 2008 Trooper. Doing well as the Last Man Standing but cleaning out the garage. Found some New and used Trooper parts I will list in the parts section. Wanted to give you all a chance before I list on Ebay. As many of you knew Lenny listed a lot of stuff on Ebay. Will I partnered a lot of the stuff with him and I still have stuff. Take care and I will check in for message should you want to ride. Still make it to Utah every other year and am still in Southern AZ. rocmoc in AZ/Mexico

eHello all utv s by s owners! Preferably Seeking HISUN owners to help me keep my favorite utv running tip-top!

If you have coolant in the oil you need a rebuild, no telling how long it ran with poor to no lubrication.

Sorry if this is not the place to post for sale. I could not find Joyner for sale forum. For those that do not know the Joyner, these are $12K new retail. I just purchased this one last year and only has 139.4 miles. 1000cc with 5 speed manual transmission. Can be street legal. Already has all equipment installed. 4x4 or 2wd. Winch, LED lights. These seem more popular in the Southwest for desert riding, but we had a great time riding with our family here in NC and WV on trails and our land. It is my understanding the engine is the same engine that is in the John Deere Gator. These have super large suspension and axles. I cannot think of any other unit you can buy at this price and have 4 seats and do what this one does. I also liked that I could teach my kids how to drive a manual. email me at [email protected]

Alright,talked to Hisun ...they don't have any idea where there is a yoke for machine. They have emailed factory with picture and measurements.IF the factory in China can come up with one . It will be 2 weeks in shipping. At this point in time I have lost faith in . HISUN . Bought machine in sept 2015 machines decals were pealing ,dealer said no problem, never seen new decals. Nov 28 2015 first yoke broke. Got machine back from dealer on February 8 2016 got machine back. Dealer cracked back plastic cover ,wouldn't replace it.. While waitin on yoke they were to fix dry rotted belt air vent, right rear cv boots rotted , and missing grease fittings.I guess the electrical tape on vent was a fix lol. Also winch broke and I fixed grounds . This was all in first 113 miles,Then dealer went out of business. On 12/2/2016 while hunting,I was traveling on dirt rd at 40+ mph right front control arm fell off machine ,wheel and tire assembly Jamed up under machine for one hell of a ride. I repaired it couldn't find dealer willing to work on it... At this point it is 5/3/2017 second yoke (same one) broke. Called dealer in Ny. They didn't want to work on it,so I called Hisun and the put me in touch with Tom King who got Yocum Motorsports In Milton pa. 2 1/2 hrs away to work on it .....still there....tried to up grade and get anew sxs 3 dealers won't trade this . AT THIS POINT VERY DISAPPOINTED AND DISCUSSTED WITH HISUN AND COSTOMER SERVICE . NICE WAY TO PISSAWAY 9000.00 and make PAYMENTS ON SOMTHING YOU CANT USE. DONT BUY HISUN!!!!!!!!!!!!!!!!!!!!!

Got it remounted and it is as quiet as it ought to be, happy happy joy joy Jeff