Farms & Farm Machinery #385

UTV/ATV REVIEWS
1
2
3
4
Palatial Polaris
The Polaris Ranger XP 1000
HD has more power, towing
capacity, and blinding bling,
Barry Ashenhurst wrote
in 2018
Polaris Ranger
XP 1000 HD
Engine 999cc four-stroke twin
Drive system Pro Lock AWD/2WD
Power/torque 82hp @7,700rpm/83Nm
@6,000 rpm
Fuel cap 43.9L
Susp
Dual A-arm with 27.9cm
travel
Tyres
27x9-12/ 27x 11-12 Maxxis
MU511
Wheels Aluminium
Cargo box cap 454kg
Towing cap 1,134kg
Payload cap 680kg
Ground
clearance
Size (LxWxH)
Wheelbase
Dry weight
33cm
303 x 158 x 193cm
206cm
709kg
For the 2019 model year, Polaris upgraded every vehicle in
the SXS range, from mere styling and colour changes to
real mechanical improvements, many of which Polaris says are
“owner inspired”. Since these improvements arrive in multiples
of 10, Polaris owners must possess the inspiration of a zealot.
TEST VEHICLE
Our red test vehicle was, I must admit, very pretty, with a new
cab, new wheels and fight-club rubbe , 27-inch (69cm), Maxxis
MU511s front and rear. The face of the machine is protected by
a huge wraparound bumper with integrated tie-down points.
There’s more protection for the new one-piece chassis too. Cab
doors are huge but swing through 180 degrees so big people
won’t have difficulty getting in and out Windows raise and
lower via crank winders, and the huge windscreen swings up. A
Perspex rear window prevents cold air creeping up from behind,
and Polaris has added what it calls ‘close-off panels’ behind the
cab, to lessen mud build-up.
Polaris made the most of limited real estate in the cab, with six
cupholders and still more room for water-bottle holders, as well
as more storage space for large stuff under the seats.
NOTABLE IMPROVEMENTS
A lot of ‘industry-leading’ innovations power the new Ranger
XP, though we’re not about to check every spec sheet in the
industry to make sure Polaris isn’t exaggerating.
According to the Big P, this Ranger leads everyone in ground
clearance (33cm), front suspension travel (28cm), and engine
output (82hp/61kW).
More good stuff:
• Upgraded wheel bearings • New headlights/LED tail lights
• New front stabiliser bar • Backlit rocker switches
• Integrated winch mount • Larger cargo bed and tailgate
• New seats and seat slider • Bigger rear guards
• Better electrical routing • More top speed in high/low range
PERFORMANCE
Reg Grant and I have been reviewing ATVs and side-by-sides for
about 10 years and were impressed with the Ranger, not least
1. The Pro Shield cab has all you need for comfort, with well padded
seats and low Cab sound levels.
2. The tailgate is new and so are the latches
3. Speakers the size of Volkswagens and plenty of power in the
heating/cooling fans
4. Lift the seats and there’s heaps more storage space for larger items
because the cranky handbrake was the only thing we didn’t like
about it. And speed wasn’t a problem.
Engine output from the 999cc Pro Star motor is now 82hp
(61kW) and this copious grunt is electronically graduated in three
stages: Work, Standard, or Performance. We drove around all
day in the Standard setting and it was more than fast enough
for farm work. The Performance setting is for those who like a
‘recreational’ aspect, but we’d caution them about trying to drift
this vehicle, which feels a little top-heavy with the big cab, and
whose height almost matches its wheelbase. Get too aggressive
with your cornering technique and, what with those gorilla grip
tyres and all, the whole thing could turn funky.
The engine is responsive and a pleasure to drive. It tops out
(in the Standard setting) at around 100km/h, has no flat-spots
and is quiet. It’s matched to an auto transmission that, of all
those available today, asks the least of an operator. You stick it
in allwheel drive and that’s what you get. In day-to-day terms
it’s the simplest, most useful transmission on the market. All
it requires is the answer to a basic question any farmer can
answer: do you need four-wheel drive or don’t you? And if you
don’t, you’ll be amazed where this damn thing will go in twowheel
drive.
Engine braking is controlled by an Active Descent Control
button on the dash. Reg and I have history with Polaris engine
braking. On earlier models with Active Descent Control it was
Inactive Descent Control. It didn’t work and we said so. This
created a certain amount of tension in the corporate box, but
in the intervening aeons, things calmed down. Polaris cured the
problem and its 1,000cc donk now has some of the strongest
engine braking in a petrol-powered side-by-side.
The Ranger has a Park slot in the gearbox, along with a
mechanical handbrake, which proved to be as defiant as a
freedom fighter through its last 5cm of t avel.
Looking for an
ATV/UTV?
Search for ‘ATV’ or ‘UTV’ on
TradeFarmMachinery.com.au
or type the TA or DIY code
shown here into the
keyword search field
$22,495
TA873833
2019 POLARIS RANGER XP 1000 HD EPS
R19RRE99NS. 1000cc, Red. • VIC 03 8373 7292
$18,995
TA736476
2018 POLARIS RANGER DIESEL 1000 HD EPS
R18RTED1N1. 100% w/horse. • VIC 03 8373 7292
$17,990
TA1017819
POLARIS RANGER CREW 900 XP. Seats 6, 900cc
4 stroke, power steering. • VIC 03 9998 4995
62 TradeFarmMachinery.com.au THE TRACTOR YOU WANT IS NOW EASIER TO FIND