Rolled It? We Put Side-by-Sides Back Together

Riders arrive expecting a body-panel job. The panels are usually the cheapest part of the repair.

• • Suspension arms and radius rods. A rod bent a few degrees still bolts up, still looks fine, and puts the alignment permanently out.
• • Steering. Tie rods, rack, shaft and column. A rack that took a hit can bind at one end of travel and feel normal at the other.
• • Driveline. CV joints, axles, boots and differentials. A torn boot is a cheap fix now and an axle in a month.
• • Wheels and hubs. Bearings that took a lateral load they were never designed for.
• • Cage and chassis. Cracked welds, bent tubes and damaged mounts — safety-critical, and the hardest damage to see.
• • Electrical and cooling. Harness chafe, or a radiator pushed into a fan.
• • Body, doors and roof. The visible part, and generally the last thing that matters.

The one that matters most is the cage, because it is the part that did its job. A cage that absorbed a roll has already spent some of what it had.

A rollover needs measuring rather than eyeballing, and here is what that catches:

• • A bent radius rod shows up as an alignment that will not come into spec, not as a visibly bent part.
• • A tweaked chassis shows up as a machine that will not align at all.
• • Cracked welds hide under powder coat and open up later under load on the trail.
• • A hub that took a side load runs fine for a while and then does not.
• • Harness damage surfaces weeks later as an intermittent that costs more to chase than to find during teardown.

Every one of those is cheaper to find now, while the machine is apart and the claim is open.

1. 1. Bring it in, or call before you move it. Bring anything that came off it, tell us where it happened and what it did.
2. 2. We inspect and document. Full damage assessment with photos of every finding, sent to your phone. Cage and chassis get a weld and straightness inspection, not a glance.
3. 3. We build the estimate and submit it. Itemized, to your carrier or adjuster, with the photo documentation attached. If the adjuster wants to see the machine, it is here and it is apart.
4. 4. We do the repair. Suspension, steering, driveline, cage and chassis, then it comes back together and gets aligned on the rack before it leaves.

Coverage, approval and payment terms are set by your insurance carrier, not by us. What we control is that the damage is found, documented properly and estimated honestly — which is what an adjuster needs in order to approve anything.

• • Weld inspection at joints, mounts and stress points.
• • Straightness and mount condition, because a cage that is fine in itself does nothing if the mounts are bent.
• • Repair or replacement, depending on what the inspection finds.
• • Aftermarket cages looked at the same way.

Platforms: Polaris, Can-Am, Kawasaki, Yamaha and Honda, and machines built well past stock.

• • Alignment on the rack. Toe, camber and thrust angle measured, not set by eye — the same process covered in our write-up on UTV alignment.
• • Suspension and steering re-torqued after everything settles.
• • Driveline and boot check.
• • Electrical scan on OEM factory-level tools to catch codes stored during or after the incident.