Clearing up the confusion

When Polaris unveiled the Ranger 1000, it caused some serious confusion as to what was going on in Minnesota. They had the Ranger 1000 XP, but now there was a new Ranger 1000 with less horsepower, a lower price and not as many variations as before? We asked a Polaris representative and he described it like a truck. You have one version of a truck with a basic setup and a smaller engine, and then you have the same truck that comes with more features, a bigger engine and a higher price. There’s a demand for both kinds of trucks, and there’s a similar demand for two versions of the Ranger. 

The two Rangers share the same frame, have similar bodywork and a similar suspension design. In fact, much of the machine is similar to its big brother. But the engine is different. The Polaris rep added that they setout to see how they could retain aspects of the 900 engine but ended up creating a completely new motor. The Ranger 1000’s motor, like the XP version, is a 999cc Prostar twin, but the internals are different. The major thing you’ll notice is that the 1000 produces 61 horsepower compared to the XP’s 82 horsepower. Delivery is also strikingly different. While the XP delivers a snappy power curve that makes it fun to trail ride with as well as work, the Ranger 1000 motor feels almost electric. It is very smooth with the power delivery and it is perfect for work around the farm or property, while still being perfectly suited to cruising the trails. 

One other thing about the difference between the two machines that will surprise you. Anyone who has ever ridden in a Ranger 1000 XP knows how quiet it is. It is so legendary for how quiet it is that other manufacturers use it as the benchmark for how quiet they try to get their machines to be. The only one we’ve known that came close is the Yamaha Wolverine X4, that is, until now. The Ranger 1000 is even better than the XP at being a quiet riding machine. You can set off on a trail ride and have a pleasant conversation with your passengers without trying to compete with the volume of the machine.

In the field report

To test out the machine, we set out to find as many scenarios as we could to try it in a real setting where you’d find it. We headed over to a farm and got to work to start things off. We loaded up some feed bags and set out to take care of the animals. We didn’t come as close as we would have liked to meeting the Ranger’s 1,000-pound bed capacity. What we did load up didn’t tax the machine in any way. Like we said before, the machine is super quiet too, so no stampedes were caused. We hooked up a trailer to the machine’s 2-inch receiver hitch and actually towed a small tractor that brought us right to the 2,500-pound towing capacity with the trailer counted in too. The added tongue weight had us grabbing the spanner wrench for the rear shocks, but a few clicks and we were all good. You do feel the weight behind you when you’re trying to power along, but it handled it without causing us concern. A word to the wise, never tell a farmer you really want to see how a machine handles doing a day of normal farm chores. In the end, we got a good idea of how well the Ranger 1000 could handle the work, the farmer got a free day’s labor for us and we slept really well when we got home.

Next up, we set out for a combined trail ride and to check out some spots for hunting season. We had a chainsaw and some other gear we threw in the bed to clean up some brush but ended up using it to clear the trail from a downed tree. Now, we’ve actually used a couple of different Ranger 1000 models, and one came with a Polaris Pro 4,500 winch. If you buy a Ranger, make sure you get one of these. The pro model comes with synthetic rope and they have a rapid return function that reels the line back in super fast after you’re done with it. We winched the tree out without any issues, and the wireless remote is a big help, too. 

While on the trail, we did notice that if you want to take the speed up a bit, you’ll find yourself wanting the XP model. The upper range of the power of the Ranger 1000 feels almost governed. It doesn’t cut out or anything, it just reaches its limit, and the machine is so smooth that as you’re hauling along, you’ll run out. It’s the side of us that loves speed and going fast down the trails. We know that there will be those of you that are attracted to the lower price tag and feel of the machine but will find yourself wanting more ponies when you initially thought you’d be happy with what the machine has to offer. That’s a small group of you, but you’re out there. We get it.

One really fun feature, and this is the same with the XP, too. If you plan to or need to use the machine to plow snow, you’re in for a treat. Polaris’ plow system connects right to the frame and can be driven on to. From there, plowing is so easy that it’s fun. You’ll be impressed with how much snow you can push, and the stock 26-inch Polaris PXT tires are pretty basic but get pretty good traction.

Should you buy one?

If you don’t need the added horsepower and/or package offerings of the XP 1000, the Ranger 1000 is a great machine. It is leaps and bounds better than the 900 it replaces and fits it’s intended audience perfectly. It is such a smooth machine that you’ll find yourself truly enjoying it and using it more than you even intend to. If you ae looking for a new Ranger, ask yourself what you need, because the answer may very well be the 2021 Polaris Ranger 1000.

The post 2021 Polaris Ranger 1000 Review appeared first on UTV Planet Magazine.

To XP or not to XP

Like many of the machine in the Polaris lineup these days, you have an option between a standard version of a machine, or an XP model with upgraded features and performance. Unlike some other machines, the General XP has the same motor as it’s standard counterpart, with a 999cc ProStar DOHC twin-cylinder, four stroke. This motor is the same base powerplant in several of the RZR models and produces a very pleasing and fun 100 horsepower. 

The added performance of the General XP comes from how that 100 horsepower gets to the ground, and it’s a big difference. High-clearance long-travel dual A-arms are found at all four corners. Stabilizer bars help with body roll and precise handling. Mounted to the A-arms are Walker Evans Racing Velocity Series piggy-back reservoir shocks with 14-inches of travel, and take it from us, this suspension setup is outstanding. There is nothing you can’t handle with total confidence whether you’re taking on serious rocks, ruts, bumps stumps and much more. This is an amazing suspension setup for a recreational machine.

Of course, it doesn’t just stop with amazing suspension. The General XP Deluxe also rolls on massive 30-inch Pro Armor Crawler XG tires wrapped around 15-inch, painted aluminum wheels. With the arched a-arms and taller tires, ground clearance is an outstanding 13.5 inches, making any trail obstacle you’d run into much easier to overcome. We were highly impressed with the tires and how well they grabbed serious traction everywhere we went. Mud, sand, hardpack, rocks and more were no match for what the tires would do. Seeing as how tire and wheel packages are one of the first things people change when they buy a new machine, this is one really cool feature for the XP because you don’t have to. You get a premium tire matched to a really nice-looking wheel, but which add to the performance of the machine.

As the old commercials used to say, but wait, there’s more. The Deluxe package includes a poly-sport roof and a convex rear-view mirror. We can’t tell you how happy we were to see the mirror. This is something we really feel every machine just ought to have, because it makes life much easier on the trail. But it’s more than just a roof and a mirror. Polaris added the Rockford Fosgate Stage 4 audio system to the Deluxe package (a boost up from the Stage 1 system that comes in the Deluxe model that doesn’t have Ride Command), which really adds a new dimension to the machine, especially when you tie it into the Ride Command system. 

Speaking of Ride Command, the addition of the system to the General XP is amazing, and well worth the added cost. You get the 7-inch, glove-touch screen with navigation and ride sharing abilities. We also like the configurable gauge clustering and maintenance scheduling options. The GPS with the integrated trail maps is really accurate, which is something you don’t always get in GPS systems. It also helps when you are trail blazing in the back country and you want to keep and share the route with friends. The rear-view camera is great for backing up, and you can also use it to keep track of your buddies who are behind you. We all have that one buddy who has an amazing ability to get lost or go off the trail at an inopportune time. I can’t help but think of one ride where one of us blew right through the corner and landed in a tree. 

On the trail

One of the things we really like about the original General is how well you can push it on the trails. The chassis is very much like the RZR models, and the 100hp motor scoots you right along. And I still contend that the General’s seat is the most comfortable one Polaris makes. But I wondered just how would the taller XP react to being pushed on corners and such? I was a bit concerned with body roll. To be totally honest, it wasn’t bad at all. The stabilizer bars added to both the front and rear suspension systems soaked up the excess body roll to help keep the machine planted. I mean, I still felt it some when I really didn’t want to let off the gas, but I didn’t get that panicked feeling that you get when your brain realizes you pushed the envelope just a little too far. 

The General XP 1000 Deluxe with Ride Command is such a cool machine. The dumping cargo box is great for some small utility-type tasks, but the machine is really built for the trails, so there are some cool accessories you can get to make the bed more trail friendly, like a cargo rack to give you some additional space to add things like coolers, and/or camping gear. You know how much we love setting up shop along the trail and inviting anyone and everyone to stop by and hang out. The General XP is perfect for this.

Where this machine truly shines, however, is when the trail gets nasty. We had occasion to get into a few areas where we had to absolutely crawl to get to the top of a hill. Once or twice, we had to employ the 4,500-pound Polaris HD winch to help out. That also came in handy when someone, who shall remain nameless, went off trail and needed to be rolled back over. Overall, if you want the ultimate platform to have maximum fun on the trail systems, navigate to exactly where you want to go without being truly lost, communicate with your group and get through the nastiest terrain you can find, you’d be hard pressed to find a better off-the-showroom-floor machine than the 2021 Polaris General XP 1000 Deluxe with Ride Command. 

The post 2021 Polaris General XP 1000 Deluxe Review appeared first on UTV Planet Magazine.

Reintroductions are in order

At the heart of the XP4 is a 999cc ProStar DOHC twin-cylinder engine that now produces a very pleasing 110 horsepower. The XP4 benefitted from the turbo models with a newer high-performance version of the Polaris True On-Demand AWD/2WD system that helps distribute power to the wheels in a way tuned for the type of driving you’d do with a machine of this caliber. It’s something you really do notice, especially if you’ve spent much time in the original 1000. Of course, you still have electronic fuel injection and a PVT automatic belt transmission. To be completely honest, this is one of the most fun motors to drive out there. We forget it sometimes with all the options we get being in the media, but when we hop back behind the wheel, it roars back to us that we just flat-out love this motor. It rips. The sound is great, especially when you don’t have the winding sound of a turbo. Not that a turbo is a bad thing, by any means, but the added sound can wear on you.

Power delivery is very smooth, meaning that when you stab at the gas pedal, fun things happen in an instant. You can cruise along at a good pace, crack it for a power slide, or stomp on it for a big thrill. Polaris has refined this engine package over the years to make it nearly perfect in how it delivers the goods. Keep in mind that the XP 1000 and XP4 1000 are Polaris’ top-selling RZR models. While we may have been away from this machine for too long, it would seem that the majority of the sport UTV buying public isn’t.

Shockingly good suspension

Let me start out by saying this – 20 inches of travel. Yes, 20 inches. All the way around. The front shocks are 2-inch Walker Evans needle shocks and the rear are 2.5-inch Walker Evans needle shocks. Each shock also has 16-position clickers for adjusting the action as you see fit. The front system uses dual A-arms with a stabilizer bar. The rear set-up uses trailing arms, like on a trophy truck. There is also a stabilizer bar out back. The bars are important as it helps keep you grounded when cornering and helps to reduce the body lean you can feel when you whip around a turn. Don’t get me wrong. You are still going to feel some lean, but it’d be way worse, and borderline dangerous without the stabilizer bars. 

Summing up the suspension action in a single word, I’d have to go with plush. It’ll soak up stuff with ease and beg for more. We found out that the harder you hit stuff, the more the machine likes it. We hit the clickers on the rear shocks to help plant the RZR when whipping it around a corner. I’m smiling just thinking about it as I write this.

It looks mean

Polaris completely updated the styling of the XP4 for 2020. They added a meaner, more rugged grill, with LED headlights and LED accents that came over from the turbo machines. The dash is new, with angular styling and Polaris made the machine more driver-centric the driver’s seating position is changed and the instrumentation is easier to reach. Of course, this is the Premium model with Ride Command, which we’ll get to in a moment. All in all, the interior is more comfortable and easier to drive fast.  You feel very comfortable and in control, which is vital. We’ve driven performance UTVs before where we felt just off, in a way. It is rather unsettling. Not so with the RZR. Polaris likes to say that everything about the design of the XP is instinctive and we get it, especially after spending some serious seat time in the machine. 

Ride Command

Polaris first introduced Ride Command with a RZR XP 1000 a few years ago. We got to go out to Montana to try it out. Ride Command is pretty cool. The heart of the system is a 7-inch touch-screen display that allows you to operate it while wearing gloves. That is important because who wants to stop and take off your gloves every time you fiddle with the display. The display had different modes that show all of the machine’s functions and things like speed, temperature, diagnostics and more the diagnostic function is really helpful with maintenance. It helps track your oil, belt health and more. If something does start to go wrong, the display can tell you about it and help you know what to fix. 

The Ride Command system also has a built-in GPS system that maps where you’re going and where you’ve been. You can’t really get lost with it. But it does much more. If you are traveling with other people that have machines outfitted with Ride Command, it is easy to track them and know where everyone is, so your buddies don’t get lost too. Your buddies are driving machines that aren’t equipped with Ride Command? No problem. They can download the free app to their smartphones and you can track them, and they you, using a cellular network. It does get a little tricky if you’re in an area so remote that no cell service is available, though. 

Another cool feature to Ride Command that we fell in love with is the camera system. Polaris equips the machines with a camera in the front and rear. The rear camera acts as a back-up camera and is really great for helping you back the machine exactly as you’d like. This is really good when you’re out on the trail and need to be careful backing up. It shows you what you’re backing into. There is also a speed-sensitive front camera that comes in handy when doing things like rock crawling or trying to align the front wheels with a narrow bridge. The camera system is GoPro compatible and you can set it up to show you what your GoPro sees. Pretty cool stuff. Ride Command also integrates a stereo system into the machine, and it gives you options for communication systems. You can get a headset system so you can all talk to each other, and you can pair your phone so you can see who’s calling you while you ride. 

Other Premium features

One thing we definitely appreciate with the Premium model we tested is the doors. Normally you get a ¼ door with the RZR, but the Premium model adds the lower door section to give you a full half door. This helps keep stuff like mud, sticks and other things from getting into the cab. You also get painted panels. Polaris has a Black Pearl model, but we loved our Orange Rust colored machine. It seriously looked fast sitting still.

This machine rolls on big 29-inch Maxxis Bighorn tires mated to 14-inch cast aluminum wheels. They look great and the Bighorns have always proven themselves to be great all-around tires. The 29-inch height helps the RZR XP4 1000 have a whopping 14-inches of ground clearance. The ground clearance lets you scream over trail obstacles with ease. Deep ruts aren’t much of an issue either, and you’re have to really try to find some that would hold the machine up. We tried and couldn’t.

All right, we know we’re gushing a bit. We can’t help it. Getting back behind the wheel of the XP4 is like meeting up with an old friend and falling right back in where you left off. This is the original high-performance sport UTV, and Polaris has refined it into one of the all-time best out there. It’s easy to see why this is the best-selling four-seater, and the addition of Ride Command and the Premium package makes it even better. If you’re in the market for a new ride, get one for yourself and go have some fun.

The post 2020 Polaris RZR XP4 1000 Review appeared first on UTV Planet Magazine.

Over the years, the Ranger lineup has undergone many changes and improvements. In 2019, for the twenty year anniversary of the Ranger model, Polaris presented the new Ranger 1000. Completely redesigned, Polaris presented what they envision the utilitarian world of side-by-side vehicles would be. It is designed to work hard, indeed, but it also offers a refinement reminiscent of high-end pickups, with remarkably well thought-out luxury and exceptional craftsmanship.

Without any doubt, the utility segment in the world of side-by-side vehicles continues to gain new followers, and the reason is simple – manufacturers take into account the consumer’s needs! The new Ranger is a logical continuation of the shift Polaris made last year. The enthusiast who uses his vehicle to work also wants to have a nice vehicle, well equipped and with a high level of refinement and finish. In 2020, Polaris fills an empty space in its vehicle lineup, so the customer who wants a vehicle capable of big jobs at a more affordable price is now well served.

In order to do so, Polaris adds to its range the brand new Ranger 1000. Comfort, power, ease of use, capacity, and all that at an excellent price/quality ratio.

The powerplant

Completely redesigned, Polaris debuts a new two-cylinder ProStar 1000cc engine, developing 61 hp and 55 lb-ft of torque. Some will say that it’s very little for a 1000cc engine, but don’t get fooled by the numbers. Polaris engineers have developed a new motor designed for hard work, that is to say with a lot of power at low speed, or torque.

The configuration of this new engine delivers at low speed as much power as the Ranger XP 1000, which has 21 additional horses. Keep in mind that one of the main objectives was to provide an excellent hard working vehicle at a very affordable price. And the numbers speak for themselves – the towing capacity is identical between the two versions, despite the difference in power. Nothing less than 2500 pounds of towing capacity. Add a cargo box with 1000 pounds of capacity, and a payload of 1500 lb or 1750 lb (4-seater CREW version), you can easily see it is a torque monster.

As for the transmission side, Polaris has kept the same aspects as the more luxurious version. The On-Demand system offers the possibility of changing the traction mode on the fly, and we find the usual 2 and 4-wheel drive modes and a useful Turf mode that unlocks the rear differential, preventing damage to your lawn during sharp turns.

The new Pro-PVTi clutch pulleys offer a smooth start with a much smoother engagement, ideal for heavy duty jobs. Engineers also thought about durability, with perfectly sealed ball bearings and bushings and a 32% wider, more durable belt. The air intake includes a larger filter, easy to access and maintain. Also, access to the front radiator is improved for cleaning, if you are not afraid of the mud…

Comfort and versatility

The most appealing feature of the new Ranger lies unquestionably in its completely redesigned cabin. On the menu – storage, comfort, and versatility. All the little spaces have been redesigned to optimize the storage space and make the experience more enjoyable. Nothing less than 74 liters of optimized storage is possible, including two spaces for water bottles on the passenger side and up to 6 cup holders. The storage space under the seats is maximized, and there is a huge glove compartment with 65% increased capacity.

Comfort side, the seats feature significant improvement, being 32% thicker than the previous Ranger versions, and they are much more ergonomic. The driver’s seat is also adjustable in the front-rear position and will adapt to any type of driver. Access inside the vehicle via the doors is increased by 5 inches to greatly facilitate entry and exit.

Look and bodywork

The outer appearance has not been left behind by Polaris and its new look has also been modernized. Its rounded lines with futuristic highlights look great and cause heads to turn. For the worker in rough terrain, a full-size skid plate was added under the vehicle improving the longevity and reliability of all parts normally exposed to the terrain.

The one-piece frame is 25% stiffer than the previous version, so regardless of the amount of cargo it carries, the vehicle retains an excellent 12-inch ground clearance, allowing you to overcome most obstacles without having to worry about the skid plate. For those who work late at night, the new Ranger is equipped with new headlights with increased power. Finishing on the technical aspects, the steering turning radius has also been improved by 8%, making it easier to handle on tight trails and the new PXT 2 six-ply tires offer an excellent traction in any type of terrain

Test drive

All these specifications are fine, but how does it perform in real life? From the first laps, we could say without a doubt that Polaris did a great job! Our playground consisted of a closed circuit with winding wooded areas, stone obstacles, bridges, steep climbs, and descents. In short, everything needed to have lots of fun and fully test the Ranger.

Three aspects stand out in the first kilometers – low RPM torque, power steering, and low noise level. Although the HP power is less than the XP version, this new Pro-Star really does a great job, especially at low speeds, where the response to the accelerator is instantaneous. But we all agree that the clutch also makes a big difference and I think this is a significant aspect of the new Polaris workhorse. We were accustomed to jerky and hesitating starts with variable clutches, but it is quite different with the new Ranger. It is surprising to see how smooth it begins to move and accelerate at low speeds. The calibration of the clutch with low-end power provides smooth starts that are hard to match in the industry and this adds a lot to the comfort of the occupants.

A working machine also means maneuverability at low speed. But in the industry in general, and also in the previous Polaris models, it often happens that there is a slight lack of assistance at very low speed or idle. The combination of power steering and low-end engine power makes us forget about the engine revolution when we operate the steering wheel – it gives nothing less than 100% assistance at both idle and low speed. And as for the low turning radius, the expression “turn on a dime” makes perfect sense here, and this great feature is really important for a utility vehicle.

Another major improvement is the noise level in the cabin. An engine that runs at lower RPM is usually quieter, and that’s really the case with this Ranger. Even during acceleration, we could chat easily without having to raise our voices. No squeaking, no annoying plastic noise or strange sounds were coming from the vehicle, it is very successful on this side.

In addition to the sound-proofing quality, we cannot ignore the comfort aspect. The new seats are really more comfortable and they offer much better lumbar support. The addition of 25% foam helps decrease the washboard feel in small bumps, and above all gives a more luxurious look! The driver’s seat is easy to adjust, combined with the adjustable steering wheel, any driver can find its fit.

The only negative point we found is a slight rumbling sound coming from the transmission when we drove in 4 X 4 mode, we will see in a short future if it will always be the case on the production models.

Many thanks to Polaris for the invitation. As usual, we were treated like royalty and had a very pleasant stay!

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The all-new machines deliver next-level performance for the most demanding off-road drivers. Designed from the inside out, the new Pro XP platform is the most capable, most versatile and most agile RZR ever made. Each Pro XP model packs 181 horsepower, 20 inches of usable travel in the front and 22 inches in the rear, and a brand new 96-inch wheelbase with eight-times stronger axles and a three-times stronger drive system. The machines offer massive upgrades for the driver and are more confidence-inspiring than ever before, offering a truly unrivaled driver-to-machine connection. The top-of-the-line RZR Pro XP Ultimate features unmatched technology, including DYNAMIX 2.0 active suspension.

“Polaris was founded on innovation, and today, we are proud to continue that trend, completely raising the bar in performance side-by-sides with the all new RZR Pro XP,” said Chris Musso, President of Off Road Vehicles for Polaris Industries. “We designed the Pro XP platform from the inside out and put the driver at the center of every possible aspect of the machine. The result is the most capable and versatile RZR we have ever built. It is an incredible machine.”

Visionary Design: Built From The Inside Out

The thoughtful design of the new RZR Pro XP forms a driver-to-machine connection unlike any other performance side-by-side on the market.

A race-inspired lower seating position increases driver confidence in corners, while a six-point retractable harness holds the driver securely without compromising industry-leading sightlines out the front of the machine. A premium flat-bottom steering wheel with industry-first telescoping adjustability along with new four-way sport seats that tilt and slide further create an adjustable driving position to deliver all-day comfort with perfect ergonomics.

With an additional four inches of width and six inches of length to the Pro XP cockpit, the driver not only has more space for added comfort, but more storage, including an added dash compartment and a latching center console. The lighting package includes new LED headlights, running lights, new high-visibility taillights, blue LED interior accent strips, and interior backlighting for improved nighttime visibility.

At the top of the class, the RZR Pro XP Ultimate is the most technologically-advanced side-by-side on the market. Polaris’ industry-leading seven-inch RIDE COMMAND infotainment system with glove-touch technology provides GPS navigation, Bluetooth connectivity, and an all-new Group Ride feature with vehicle-to-vehicle pairing for convenient tracking on the trails. New steering wheel controls make it even easier to engage with the RIDE COMMAND system. Furthermore, RZR elevated its factory-installed audio experience with an industry-leading 400-watt Rockford Fosgate audio system upgradeable to 800-watts with accessory stage kits.

Along with the killer audio system and RIDE COMMAND, RZR is delivering over 50 new accessories with unmatched engineering and elevated functionality. Every accessory is designed and built in-parallel with the vehicle delivering the most premium integration ever. Available immediately, a new pre-assembled winch kit, new rigid lighting options as well as brand-new storage solutions can be added to customize the vehicle at the time of the purchase. And for the first time ever, RZR aftermarket partner Pro Armor will have accessories including a custom cage with roof, doors and vehicle protection solutions available with the launch of the vehicle.

Pro Performance: The Ultimate Ride & Handling

At the heart of the RZR Pro XP’s professional-grade performance is an all-new, 181 horsepower engine. The Pro XP’s new engine is fitted with a larger turbo, and is now water cooled for more reliable cooling and heat dissipation – ultimately creating more boost. With a power band focused on snappier acceleration in the 20-50 miles per hour range, the Pro XP allows drivers to maintain speeds on tight trails and tackle even the most technical terrain. Adding to the machine’s handling is an all-new chassis with a 96-inch wheelbase that provides improved straight-line stability without compromising the machine’s agility.

The 64-inch wide Pro XP lineup features industry-leading 20- and 22-inches of usable suspension travel. Furthermore, RZR upgraded its already industry-leading AWD system for even faster engagement when the tires slip by just three degrees. Drivers will experience the Pro XP’s advanced AWD system at any speeds without experiencing heavy steering or reduced turning capabilities.

Additionally, Pro XP Ultimate features an entirely new calibration for DYNAMIX. Paired with an upgraded FOX® 2.5 Live Valve Shocks, DYNAMIX 2.0 is easy to operate and includes conveniently placed mode switch steering wheel controls. The DYNAMIX ‘X’ button sends the system to full firm to prevent bottoming out in high-speed surprise events.

Brute Strength: Stronger & Tougher in Every Respect

Battle tested, the Pro XP has logged more test miles prior to launch than any other RZR machine. The Pro XP features 30-inch Maxxis Carnivore tires – the largest tires ever seen on a 64-inch vehicle – and an industry-leading ground clearance of 14.5 inches to easily handle trail elements without worry of rocks or debris connecting with the machine’s body. The Pro XP features Polaris’ strongest drivetrain ever, including eight-times stronger axles, 39% stronger transmission and three-times stronger front drive on the strongest chassis a RZR machine has ever seen. A newly designed clutch protects the belt from the elements, with increased air flow through the system – providing two-times longer belt life.

The RZR Pro XP lineup challenges the industry and caters to the most demanding of drivers who push the limits. Drivers will crave the adrenaline-filled ride these machines deliver. Pricing for the RZR Pro XP starts at $22,999, while the RZR Pro XP Premium begins at $24,499 and the RZR Pro XP Ultimate at $28,499. The RZR Pro XP Premium and RZR Pro XP Ultimate are available now, while the RZR Pro XP will be available in January 2020.

More information about Polaris Off-Road Vehicles and Polaris Engineered Accessories can be found at RZR.Polaris.com.

Additional Images

About Polaris

As the global leader in powersports, Polaris Inc. (NYSE: PII) pioneers product breakthroughs and enriching experiences and services that have invited people to discover the joy of being outdoors since our founding in 1954. With annual 2018 sales of $6.1 billion, Polaris’ high-quality product line-up includes the Polaris RANGER, RZR and GENERAL side-by-side off-road vehicles; Sportsman all-terrain off-road vehicles; Indian Motorcycle mid-size and heavyweight motorcycles; Slingshot moto-roadsters; snowmobiles; and deck, cruiser and pontoon boats, including industry-leading Benningtonpontoons. Polaris enhances the riding experience with parts, garments and accessories, along with a growing aftermarket portfolio, including Transamerican Auto Parts. Polaris’ presence in adjacent markets includes military and commercial off-road vehicles, quadricycles, and electric vehicles. Proudly headquartered in Minnesota, Polaris serves more than 100 countries across the globe. www.polaris.com.

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The Ranger Crew models have been around for a while, with the full-sized machines offering room for six. For some time, the biggest machine in the Ranger lineup was the XP 900 and it’s Crew version. When Can-Am brought out the Defender HD10, it was only a matter of time before Polaris went to the bigger 1,000-class engine. They did so in 2017, but shocked everyone with an all-new XP 1000 last year. The Crew version of the newer machine waited until the 2019 model year to come along and there is a lot of difference between this machine, and the Crew it replaces.

By Popular Opinion

When we start talking about the improvements made to the Ranger XP 1000 Crew, we have to look at where Polaris started with the standard XP 1000. They took over 100 ideas from current owners of Rangers and worked them into innovations for the new models. These ideas and suggestions carried over to the new Crew in some pretty substantial ways.

Polaris built the new XP Crew by starting with an all-new frame design that is constructed from a single frame spar. What you get is a more rigid chassis that has expanded capacity. It can now tow up to 2,500 pounds and haul 1,000 pounds in the cargo bed, and 1,750 pounds in total payload. For those that wanted more capacity, you’ve got it.

The engine is equally impressive. It’s a 999cc ProStar twin four-stroke that produces 82 horsepower and yet is the benchmark of quiet motors. Power delivery is smooth and controlled, but the XP can get up and move very quickly. The engine is very similar to the pervious model’s motor, but Polaris has made is smoother and a little quieter.

For suspension, the suggestions called for more travel and Polaris was willing to oblige. The Ranger bumps up an inch to 11-inches of wheel travel on all four corners. The shocks ride on dual A-arms with an anti-sway bar to keep the machine steady.

The Ranger rides on beefier tires too. Polaris noted that many owners swap out the tires for something a little taller and more aggressive, so they did it for you. The new 27-inch Maxxis MU511 tires up front and MU521 Tires on the back are very meaty and grab traction extremely well. These are one of the more aggressive stock tires we’ve seen outside of mud-specific ones.  The taller tires help boost ground clearance up to 13 inches, too.

Interior Stuff

Polaris completely overhauled every aspect of the flagship Ranger and Ranger Crew models. With this, they made a ton of improvements to the interior of a machine that was already quite good. Starting where you park yourself, the seats are more sculpted and the padding is thicker, so your butt and back don’t take a beating when you’re riding. The seats are cut and sewn, so they not only look great, they’re going to be very durable.

The seatbelts may very well be the most comfortable in the category. They come across at the perfect angle and move well with you. Some seat belts cut into your neck, but these are awesome. It’s a small detail, but you have to wear one if you want the machine to go over a few miles an hour, and you should anyway for safety. With a lot of farmers, ranchers, and outdoors men and women using the Ranger, you’d want to make the seatbelts as comfortable as possible so there’d be little reason not to wear one, as opposed to just clicking it in and sitting on it, which we’ve seen some people do with other machines on the trail.

The dashboard and the controls have been worked over as well, with everything centered around the driver. The shifter has been moved to a more natural location, making it easier to shift from forward to reverse, and the knob on the end of the shifter is bigger and more ergonomic. There is 13.5 gallons of storage space inside the cab, with a dual-level glove box and lots of slotted storage on the underside of the dash. There are also lots of pre-cut slots for adding accessory controls, which fits in with the improved integration we’ll discuss in just a moment.

Polaris did address a complaint we had about the previous-year’s XP 1000 Crew – the steering feel. The old Ranger had a bit of steering lag, that really made the machine a handful at times, especially if you were going fast. You’d have to really crank the wheel to get the thing to turn. Polaris addressed this by making the steering feel much tighter and more precise. While the previous Ranger felt like the steering wheel was monsterous and slow, the newer machine feels much tighter, and the wheel feels smaller, even though it is actually the same steering wheel.

Speaking of integration. Polaris has pre-wired the Ranger for common accessories and made the installation much easier with new access points. Adding things like light bars or a winch are basically plug and play now. You can now install  the accessory, run the wires to the fuse box and route them to the dash for the switch. You plug in the right stuff and you’re all set. Polaris says now that a winch install, which used to take several hours, can now be done in 30 minutes with moderate skill levels. That’s awesome.

Horse play

We wanted to test out the Ranger XP 1000 Crew in some real-world scenarios, so we first took it to a working horse ranch for some time down on the farm. Farmers are great people for honest opinions of machinery because they don’t have time for nonsense. The job has to get done, and with as much efficiency as possible.

Towing capacity on the XP was bumped up to 2,500-pounds with a 2-inch receiver hitch standard. We pushed that limit as best we could around the farm and can come away saying that the Polaris can handle it without any issue. The longer wheelbase of the Crew helps spread the load on the machine, while the new frame doesn’t not give a hint of flex. We did find it helpful to bump up the compression adjustment on the rear shocks when we really taxed the load on the machine. We even overloaded it by throwing a bunch of guys into it, a bunch of cargo in the bed and a heavy trailer. The machine still worked like we expected it too. Knowing farmers like we do, there is a lot of potential for serious work with this machine.

One other truly nice feature about the machine that can’t go overlooked. Horses can be easily spooked at times, and the farm where we were testing on was no exception. The farmer was slightly concerned about us driving the machine around his animals, as he didn’t want to deal with overly stressed horses. That wasn’t an issue at all, as the new Ranger Crew is exceptionally quiet. The farmer said that often, when he rides his quad out into the pasture, the horses will move away and be stand-offish, but we were able to get very close to them in the Ranger XP 1000 Crew and they seemed very docile. I’m not sure who was more impressed by this – us, the farmer, or the horses.

Trail manners

As we stated at the beginning, the Ranger has a lot of recreational ability, so hitting the trail in the XP Crew was a blast. Even with the 113-inch wheelbase, handling was smooth and predictable. The suspension on the trail worked very well, although we did have to stop and back off the compression on the rear shocks after being on the farm. The revised hood of the Ranger gives excellent sight-lines for the driver and the overall feel on the trail is really good. We’ve found that the longer crew machines, while they don’t have the turning radius of the shorter machines, the added length makes them float over trail obstacles better. As long as you don’t high-center the machine, you can hammer rough terrain a little harder than you could in a 3-passenger Ranger XP 1000.

The new seating makes the ride more comfortable, even for the back-seat passengers. The overall ride quality makes this a machine capable of having a lot of fun off-roading for a larger family, or when you have friends to bring along. We plan on inviting up some friends and piling into it this spring for some bear hunting fun, and we’re confident that everyone will have plenty of room for themselves and their gear.

Who’s it for?

The 2019 Polaris Ranger XP 1000 Crew is a jack-of-all-trades machine that is really, a perfect fit for farms that need the extra space, whether for ranch hands or farm stuff, or trail cruisers looking for true six-person comfort. It has the capability to handle just about any task set before it, and do so in a comfortable and fun manner.

We tried to find the limits of what the machine could handle around the ranch, and are still looking to be honest. And when it comes to hitting the trails, the Ranger is certainly no slouch. It is really no wonder why these machines sell as well as they do. We look forward to what Polaris is working on next as they bring the advancements of the new XP 1000 Crew into other classes of Ranger products. It is proof that they are listening to their consumers and taking steps to retain their spot at the top.

The post 2019 Polaris Ranger XP 1000 Crew Review appeared first on UTV Planet Magazine.

What makes the RZR4 900 such a great multi-passenger trail machine? To understand that, we have to step back to the RZR S 900, the two-seat machine upon which the four-seater was based upon. The S is a 60-inch wide machine that was wildly popular, first as an 800, and then as the first generation 900 engine size, before Polaris went to their current ProStar platform. The suspension is the key element of the S that makes it work. And that is a big factor in why the RZR4 900 is an amazing machine.

Suspended animation

The RZR4 900 uses the same type of suspension up front as the big RZRs, just with reduced wheel travel. There are dual A-arms with Fox 2.0 Podium shocks with 31.1cm (12.25-inches) of wheel travel. Having a premium shock means the suspension action will be smooth and predictable, and have enough adjustment to tailor the ride to your liking.

Out back, there are dual A-arms, just like the two-seater. This is a big change compared to the trailing arm setup that the bigger RZRs have and that is very deliberate. A trailing arm setup works extremely well for stability at speed, but it can make things a little strange at slower speeds and in tighter terrain. If you’ve ever taken slow, tight turns in a RZR 1000, you might have noticed what we mean. There’s a little body roll. With dual A-arms, the ride is a bit more predictable at the speeds you’re traveling at for trail riding. That’s not to say that the suspension is bad. Far from it, it actually works extremely well, and if your passengers aren’t used to higher speed trail riding, the combination of the Fox Podium 2.0 rear shocks with 33.5 cm (13.2-inches) of travel combined with a rear sway bar, give the RZR a very solid and predictable feel at any speed. This is one of the many things about the RZR4 900 that we love.

Comfortably fun

Comfort is another issue that Polaris addressed with the RZR 4 900. We all know the RZR seats and how comfortable they are. There are folks turning them into desk chairs even, and if you have a few of these laying around, send them our way! These high-back bolstered seats are the same in the back as they are in the front, making a comfortable ride for everyone. The material dries quickly too, helping keep everyone happy with a dry butt. A key thing is the leg room in the back is really good and there are things like cup holders and a good, well-placed hand rail for the rear passengers to hold on when you get on the gas and get a little rowdy on the trail.

That leg room for the rear passengers is an interesting issue. It makes for a unique balancing act that the engineers have to work through. If you make the back-seating area huge, then the machine has to be equally huge, and then there’s a matter of drive-ability. Look at some of the strictly utility machines on the market that are extremely long to give full cargo capacity and have a rear seating area. These machines work and function very well, but that extra length sacrifices some of the trail capability of the machine. With the RZR 4 900, the length works just right to give excellent handling and trail manners while giving everyone enough room to be comfortable and enjoy the ride.

Handling the truth

Another element of comfort with this machine is the handling, of which the suspension also plays a roll. For a multi-passenger UTV, the RZR 4 900 is very much a point-and-shoot machine.  Thanks to the compact design, it doesn’t handle like a big, long UTV, but it also doesn’t have the quick and tight handling of something like a Kawasaki Teryx4, or the Yamaha Wolverine X4. While we love both of those machines, we also loved the Polaris.

Part of that love comes from the Polaris On Demand all-wheel drive system. Now we’re not going to go in depth about how it works. We all know how the system works, and it is how the system works that makes comparing the RZR 4 to other machines a little more difficult. With the completion, when you have the machine in four-wheel drive, the system is engaged. This means that the front wheels are turning too. This isn’t a bad thing as it can pull you through corners tighter, and give you some added control. With the Polaris system, the rear tires are pulling, but the fronts don’t engage until they’re needed. This lets you drive a little sportier, which adds to the fun factor. What this means is, you can drive it a little more aggressively and get a little bit wilder with it. One of our testers laughed about this and said his wife hates it when he does that, but then she always wants to go riding again. He thinks she likes that tiny bit of “good” fear that you get when pushing things, a bit.

Motorin’

That brings us to the heart of the RZR – the engine. Powered by a 75-horsepower, 875cc ProStar twin cylinder engine, the 900 makes plenty of oomphto tackle the trails. While the motor does share a lot of DNA with the bigger 1000-engine, it is subtler, and very controllable, making it a perfect engine for trail riding. While the 1000 engine grips and rips you right up to the top of the speed settings, the 900has a more linear power curve.

It’s always funny to see how Polaris motors act in various platforms. They have been known to use the same engine across several machines. The 900 motor works well in other platforms, but we really like it in this machine. You get enough power and speed to have a good time with you and your passengers, but it’s still very controllable for less experienced drivers. This means if you want to let one of your passengers take the wheel, they’re going to have a great time.

One happy side effect from Polaris using the same engine across many platforms is that should you feel the need for more speed, there is a wide range of hop-up parts available. There have been some monster RZR 4 900’s made, and we’re not going to lie that the thought has crossed our minds. This would make a fun project. Maybe someday!

Things we like

Aside from what we’ve talked about, there are a few other things we really like about this machine. It comes with GBC Dirt Commander tires, which are excellent all-around trail tires. These tires are 27-inches tall and roll on 12-inch wheels. It’s a great combination.

The interior is well thought out with ample room for any sized driver and passenger. It has four of the all-important cup holders, with two in front and two in the back. Like every RZR, there are drains built into the floor, too, so you can keep the machine clean and drain out mud, and soapy water after a bath.

Things we’d change

Hey, nothing’s perfect, right? Ok, some people love the quarter doors that Polaris uses on the RZR and some of the ACE models. And while we will agree that they are far better than nets for convenience, why not just go ahead and include the bottom quarter? Maybe even make it removable for those that want it like it is now? When you hit some mud and it sprays in the door and you really don’t want it to do that, well, you get what we’re saying here.

We’ll also add that it’s getting about time for a cosmetic redesign, isn’t it? Look at the new Ranger 1000. It’s a complete change from the Ranger that has been around for a while. You’d have to think that something new is coming in the looks department for the RZRs.

So…

With all the various RZR models out there, the RZR 4 900 stands out for the simple fact that it is the best option for trail riding and exploring with friends or family. It is a sporty, fun machine that is well built and powerful enough for thrills and chills, while remaining controllable enough for the whole family to enjoy.

For more information on the 2017 Polaris RZR 4 900 EPS, please visit Polaris.com

The post 2017 Polaris RZR 4 900 EPS Review appeared first on UTV Planet Magazine.

Where the 570 got its start is actually with the Ranger 900. When that model was released several years ago, it became the flagship for the Ranger lineup and quickly became the top selling UTV for Polaris. The basic chassis for the full-sized Ranger adapted easily to the 570 engine, opening the door for a lower-cost, full-size utility UTV. To further keep the costs down, Polaris opted to not install power steering on the Ranger 570, although you can get it on the mid-sized 570, but that’s another story.

Let’s talk power

In the Ranger platform, the 570 motor pumps out a steady 44 horsepower. This works pretty good for most tasks, but don’t feel like you’re going to be ripping around. In the full-sized Ranger platform, the 570 feels a little underpowered. Maybe we’re just used to the bigger motors. It’s not a dig against the 570, really. For most looking for a machine in this price range, it’s a really good way to go. Just know going in that there are some limitations.

The 570 does have electronic fuel injection, so starting in cold weather, operating in elevation and fuel economy are all pretty good. The best part of the machine is that the 570 motor is pretty darn solid. You rarely hear about mechanical issues with 570s across any of the platforms Polaris uses the engine in.

Being a single-cylinder engine, and geared low to begin with for the Ranger, the 570 makes most of its power in the lower end. You get some pretty respectable torque for doing tasks around your property.

It’s no 900

Like we said, the 570 shares a lot of DNA with the Ranger XP 900. This includes the chassis and McPherson Strut front, and dual A-arm rear suspension with 9-inches of wheel travel in the front and 10 inches in the rear. It’s not a straight across the board match to the 900, as the engine platform for the bigger Ranger weighs more, making the set up different.

The tires, which are the PXT 489 Polaris tires manufactured by Carlisle, do a great job with durability and traction. The size is 25-8×12 in the front and 25-10×12 in the rear. The smaller size, the 900 gets 26-inch tires, reduces the ground clearance to 10.5 inches from the Ranger 900’s 11. The smaller tire size helps the engine performance, as there is less rolling resistance than a bigger tire would give.

Cargo capacity

Capacity of the Ranger 570 is 600-pounds of cargo in the dumping cargo box and 1,500-pounds of towing capability. It has a 2-inch standard receiver. The capacity is only half the story, though. It’s the capability that really takes the credit here. Being a Ranger, it’s an easy-to-use machine, and we mean real easy. All the controls are right where you’d expect them to be in any machine, making the Ranger easy to get used to and drive. When you’re hauling cargo, it is an easy task.

The elephant in the room

There is something we need to discuss, and it’s not a knock against the machine, really. The unit does not have power steering. This is a cost-saving measure, obviously, so we understand the reason to leave it off. For most machines, this is a difference of a lot of money, and in a machine aimed at a certain price point, it makes sense to leave it off.

Normally, we’re not fans of non-EPS machines. They can be a real handful to drive. There are a few features to the Ranger 570 that help, though. First is the weight. The 570 only weighs in at 1070 pounds (485kg). Reducing the weight of the machine, mostly from the smaller engine platform, helps reduce the overall mass of the machine and makes turning it a little easier when under power and moving. Of course, when turning from a stopped position, it gets a lot tougher. Another thing that helps is the Polaris On Demand True All-Wheel Drive. If the machine was locked into a full-time four-wheel drive, you’d have a very hard time driving it. Being a limited slip system that only adds drive as wheels slip, it lets you be able to steer while in all-wheel drive mode. Another nice feature is the Versa-Trac Turf mode, which unlocks the rear differential to allow a single wheel to receive power. Again, if you’re trying to turn, this really lessens the negative effects of not having power steering.

Taming the trail

Polaris Rangers are considered a utility/recreation machine by most people. They are capable workhorses and usually fun trail machines, especially for those that like quiet machines. We’re not going to lie. You don’t go taming the trails in a Ranger 570, the trail tames you. Without power steering, and having a smaller engine, you are just not going to enjoy the experience on the trail as much as you would an EPS-equipped machine. Wooded trails are really a handful in the Ranger 570 because the stumps, rocks and uneven terrain make the machine not much fun. You will run into a lot of bump-steer issues and the machine’s frame size matched with the amount of horsepower the 570 engine puts out can make it feel underpowered for what you’re doing.

Let it shine

Don’t feel like we hate the machine, though. We don’t. In fact, we rather like it when looking at it for what it is. As a low-cost workhorse machine best suited for utility functions, it is hard to beat it in the category. The frame and body design, even though a few years old, still looks great and functions extremely well. The 570 engine that might seem underpowered on the trail, works exceptionally well for light to mid utility work. The cargo capacity is still at or above what many other machines with similar price points can offer.

One of the best features of this machine, which we cannot stress strongly enough is that it is a machine that should have people thinking about it versus other machines at a similar price. By this, we mean that if you walk into a farm supply-type store and see what we often refer to as off-brand UTVs, and by this we mean non-major brands sold by dealerships, you’ll notice something. While that off-brand machine may have some snazzy features and a bigger motor for a price similar to the simple Ranger 570, what it lacks is the quality and development of the Polaris brand, and the dealer network to service and repair the Ranger in the event that ever becomes an issue. “But this one has a winch and a bigger motor and is $500 less than that Polaris with no power steering…” Better buy two, then. You’ll need one for a spare.

The bottom line

The Polaris Ranger 570 is what it is – a lower cost, simple work horse aimed to provide people who need a utility UTV with a low cost of ownership, rugged features and enough capability to get the job done. It’s not a trail machine, but it was never intended to be. If you’re in the market for a machine with a simple, reliable motor that produces a good amount of usable horsepower, can outhaul and out tow many other machines in its class and last on the job for years of use, the Polaris Ranger 570 is a bargain that you definitely owe it to yourself to take a look at. Head over to your local Polaris dealership to see it for yourself.

The post 2017 Polaris Ranger 570 EFI Review appeared first on UTV Planet Magazine.

But wait, wasn’t it new last year?

This tactic isn’t truly new for Polaris. Remember the first ACE 900? It was out for not even a full year before it was replaced by the all-new, and much improved ACE 900 XC, a machine we love around here. From looking at the new Ranger 1000 platform, it is pretty obvious that Polaris has been planning on an all-new machine for some time. This doesn’t mean that last year’s Ranger 1000 is a bad machine. Not at all. But the new Ranger is at another level of technology and development.

You spoke, they listened

As is often the case, the buying public often feels like suggestions for improvements to a product fall on deaf ears. That is not what happened with Polaris, however. They took more that 100 suggestions for improvements to the Ranger platform from owners and used them in the frame-up redesign of a machine that already leads the world in UTV sales.

And speaking of the frame – It’s an all-new, one-piece frame design. They achieve the frame design by forming the core frame as a single piece. The result is a more rigid and sturdy frame design. From there, every other piece of the chassis is newly developed to add to the rigidity of the frame, increase ground clearance and add to the capacity of the machine.

The suspension also received an upgrade. The travel bumped up to 11-inches and offers up an even smoother ride than the previous buttery-smooth system. We drove the machine on a variety of terrains and found it to be great for slower speeds, just as Rangers are widely known for. The real improvement was at higher speeds. Last year’s Ranger 1000 almost too soft at the higher end of its speed. You’d get a little bit of body roll. While it wasn’t a scary amount, it did have the tendency to tweak our confidence. The new Ranger 1000, even with the increased suspension travel and the jump to a full 13-inches of ground clearance, you don’t feel pitched around. Instead the Ranger is firmly planted to terra firma.

Power is power

When you drive a 1000-class UTV, be it a sport, or a recreational/utility machine, you expect a certain characteristic of the power delivery – a solid high-end rush. For a utility-based machine, like the Ranger, you want that power to come on strong in the low end. Polaris looked at the clutching on the Ranger and improved an already great engine. The new motor pumps out 82 horsepower with a mean low-end power delivery and a fun and respectable high end and mid-range. This is the most fun Ranger we’ve ever driven.

To go along with the improved clutching, Polaris redesigned the air intakes to help the engine run cooler and breath better. They’ve also retooled the CVT belt for durability. They claim it is the strongest belt ever in a Ranger vehicle. Time will tell, but they’ve obviously done their homework.

Capabilities

With the new frame, suspension and engine work, there are some serious boosts to what the Ranger can do when it’s time to go to work. For starters, the all-new cargo box got an 11.5-percent boost in overall volume. The corners are now all welded steel and the cargo-management points have all been retooled to be more versatile. And what about capacity? The new Ranger can carry up to 1,500 pounds in the cargo bed now. That’s a 50-percent increase over last year’s model! Want to tow something with the 2-inch receiver integrated into the new frame? It can tow up to 2,500 pounds now, too.

Comfort levels

The interior of the Ranger was completely overhauled, too. They relocated the ROPS slightly and looked at ingress and egress, giving the already easy-to-get-in-and-out Ranger even more room. The seats have an inch more padding in the lower seat, making them extremely comfortable. The passenger seat flips up for additional storage options and there is now a dual-level glove box for additional storage and a large tray area for your stuff built into the dash. Even the cup holders were redesigned with handle cutouts for mugs!

Styling

Now, you’d have to be not paying attention to have not noticed that Polaris completely redesigned the appearance of the Ranger 1000. It’s a bit polarizing as people either love the truck-inspired design, or they hate it. We fall on the love it side. It’s not just the body work that adds to the appeal, either. The new front bumper looks far more intense than before and obviously provides more protection. The new 27-inch Maxxis tires add to the aggressive stance and provide great traction too.

Our unit is also decked out in Polaris’ own pursuit camo pattern. It used to be that camo UTVs were always covered in one of the major camo license patterns like Realtree. Now more and more companies are creating proprietary patterns. With Polaris, one of the graphic artists at the corporate office went out behind the building and gathered some leaves and branches and used that as inspiration to create the Pursuit pattern. We’re not alone in saying that we love this pattern and wish Polaris licensed it for more hunting clothing options. Are you listening, Polaris? We want more camo!

Driving it

When we did our first walk-around of the new Ranger, we noticed all the new features and appreciated the time and design that went into the new machine. There were a few things we were concerned about carrying over from the previous Ranger XP 1000. Now, we’re not dogging on that machine, mind you. We were big fans, but there were a few quirks that we hoped didn’t carry over. The biggest was the steering.

Last year’s Ranger had steering that felt lagging. You really had to crank on the wheel to get the Ranger to turn. No more! Polaris tightened up the steering system and reduced the steering ratio. This also results in a tighter turning radius, so handling is improved. A new front sway bar makes the handling very solid too, creating even better feel on the steering wheel.

Polaris also retained the three-position throttle system with the new Ranger. We threw it in Work Mode and low range to try towing about 1,000 pounds of trailer and hay bale and noticed how smooth and controllable the power delivery was. This makes doing tasks very controllable with the Ranger, even more so than the previous model.

We put it into Performance Mode for some trail riding and really enjoyed the improved control, ride quality and stability of the new, stiffer frame. Polaris really touted their advancements in functional utility for the new Ranger, but those changes were equally impressive on the recreational side of the machine as well. Rangers have always been trail capable, but the new 1000 is the most capable one yet from the Minnesota-based company.

If you’re in the market for a new utility/recreation UTV and want the most power and capability, it’s hard to overlook the 2018 Polaris Ranger XP 1000 EPS. With the new frame, increased ground clearance and list of other improvements that reads like a wish list for an off-roader, the newest Ranger is the best yet by far.

The post 2018 Polaris Ranger XP 1000 Review appeared first on UTV Planet Magazine.

Our test model was the non-EPS White Lightning that was certainly stylish and looking fast, even standing still. It carries an MSRP of $15,599. Want to add electronic power steering? The RZR 900 Trail EPS model will run you $17,999, but you also get additional styling and cast aluminum wheels. We found ourselves missing the EPS some, but the base Trail was still a blast to drive and we recommend it.

MOTOR MAGIC

The RZR 900 Trail has Polaris’ 875cc ProStar 900 four-stroke DOHC twin-cylinder engine. This motor has been a solid producer for Polaris and pumps out 75 horsepower. It gives the driver plenty to like as it rips down the trail. The power is very meaty and fun with a solid mid-range hit and it revs out through a decent top end rush. If you can’t have fun behind the wheel of a 900, you’re just not going to have fun with anything.

The motor is fed through an electronic fuel injection system that gets decent fuel economy for longer rides. The RZR has a 9.5-gallon (35.9 liter) fuel tank and we’ve found that you can ride pretty hard for quite a long time on a single tank of gas.

For a transmission, the Polaris CVT system works pretty well. Polaris has used the same system on a lot of different machines, and our test unit didn’t have any additional noise from the belt. It gave a solid hook up and smoothly ran us up to speed when we stomped on the gas.

ALL WHEEL DRIVING

Polaris has long used its On Demand all-wheel drive system with all of their machines. There is no need for a locking differential, because the system senses which wheels are spinning and routes power around. When you have the RZR in All-wheel drive mode, the front doesn’t lock in unless there is wheel spin to cause it to do so. The transition is seamless, and if not for the Trail being a non-EPS machine, you wouldn’t really be able to tell. With no EPS, when the front wheels lock into drive, you definitely feel it on the steering wheel as it makes turning quite a bit more interesting.

For tires, the RZR runs on 26-inch PXT tires, which are proprietary tires built for Polaris. They run on 12-inch steel wheels and get decent traction. The tires have directional tread and seemed to hold up well. We hammered the Trail on some pretty rocky terrain and never ran into a flat tire situation. Do the tires hook up as good as a Maxxis Bighorn, or GBC Dirt Commander, tires that come standard on other RZR models? No, but for a decent, all-around trail tire, the PXTs worked well.

SUSPENSION ACTION

For a trail machine with 75 horsepower, suspension is pretty important. You can run yourself into trouble rather quickly if you’re not paying attention. Luckily the suspension system is good enough to help deflect some of that trouble from you. Polaris runs ZF Sachs shocks on all four corners that attach via dual A-arms with anti-sway bars. The sway bars are extremely important for a machine of this width. They allow you to cut a tight corner at speed without the body of the machine rolling you into a tree. The shocks have 10 inches of travel and have decent action. Are they the best shocks ever? No, but they aren’t the worst either.

The RZR has 11-inches of total ground clearance, which combined with the tires and suspension gives it a pretty solid profile for busting down tight trails. We hammered it on our local trails and had to work to bottom it out. At 105-inches long with a 79-inch total wheelbase, the RZR cleared most humps and other trail formations with relative ease. We tried to high-center it, but could not get it hung up. It helps that the RZR design has good approach and departure angles too.

MANNERS

So how does Polaris get the Trail down to the minimum width? AT first glance it seems like all they did was shorten up the A-arms and tuck stuff in a bit, but there’s more to it than that. The suspension is more centralized, yes, but the whole system is moved in some to accommodate the decrease in width.

The interior still feels like a standard RZR with one exception. The doors are straight instead of angling out like most RZR models do. This does make you feel a little more cramped inside the cab. Drivers with wider shoulder will definitely notice the decrease in interior room. Luckily the doors are low enough that if you’re uncomfortable, you can make it work by hanging your arm over the door a little. It wasn’t too bad, especially if you have both hands on the wheel screaming down the trail. And trust us, with no power steering, if you’re at speed, you definitely want both hands firmly gripping the wheel. We hot a few rocks the deflected the wheels and transmitted some extra jerks to the steering. It kept us on our toes for certain.

The cargo area is typical RZR. You can haul a few things there, and we found it to be a great spot to haul a cooler. It’ll hold up to 136 kg and has tie-down areas to keep stuff from sliding all over. There is a 1.25-inch receiver hitch for towing and towing capacity is 1,500 pounds. Not that RZRs do much toing, but it’s nice to know it can if you need it.

SHOULD YOU BUY ONE?

That’s a silly question. If you’re looking for a great trail machine that you can blast down the tightest of trails, including the restricted ones, the RZR 900 Trail is a great option. If you can afford to go for it, we’d buy the EPS version, but the non-EPS machine is still completely capable and worthy of a look. We had a lot of fun on our test unit and you can flat-out smoke some other trail-legal UTVs that are available with the 900 ProStar engine’s wealth of horsepower. These are great machines and a lot of fun to drive. Go to your local Polaris dealership and check out one for yourself.

The post 2017 Polaris RZR 900 Trail Review appeared first on UTV Planet Magazine.