RANGER COMPARISON: PREMIUM vs. XP PREMIUM
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With so many versions to choose from, we thought a Ranger comparison could shed some light on what model is right for you. The Polaris Ranger series has been the driving force for the company’s utility recreation sales. When Polaris first released the Ranger XP , it continued sales of the Ranger XP , the machine the had grown up from. The XP was a company best seller, and there was little motivation to mess with it. Even when Polaris updated the Ranger XP in , the all-new machine was joined in the line by the venerable Ranger XP Now, though, the Ranger (no XP in the name) finally upgrades and replaces the Ranger XP Polaris fully intends to sell both in the line, and it is a bit confusing, since they look much alike now, and there is a $1, difference between our test machines. Both are Premium models, meaning they have EPS, cast-aluminum wheels and upgraded seating. The price difference could be much larger if you select the Ranger base model without EPS or fancy wheels.
In the three-seat Ranger XP was the only one to get the then-new one-piece stronger frame, revised styling and bodywork, and performance changes. The multitude of changes made the Ranger XP more rugged for work, but also more refined, so it was a better companion for play and recreation.
WHAT IS THE SAME?
Both machines have the percent-stronger one-piece frame that was such a big deal when it was released, and it includes fully sealed chassis bushings and bearings to aid performance and longevity. The underside of the chassis is nearly fully sheathed with a skid plate close to percent larger than the one that protected the Areas not covered by the skid plate have been closed off to prevent the underside of the machine from catching and holding mud. Protection doesn’t end with the skid plate. The front of the machine is guarded by a massive bumper that Polaris claims is the biggest in the industry. It has coverage for the entire lower front of the machine, including the A-arms and steering parts. There is already a winch mount and a bar to attach a snowplow. You don’t get a bumper that large on the Ranger base model, but since the two we are comparing are Premium versions, they both have the large bumper.
They share the same modern and contemporary styling, but the body parts are not identical, though. The XP has more areas for body color. You will find a cc engine paired with a CVT behind both cabs. The drivetrain includes 2WD, 4WD and Turf mode that opens the rear differential to prevent rutting delicate surfaces.
Compared to past XP s and pre Ranger XP models, the new machines are both quieter in-cab with less engine noise. Even in identical trim packages, the Ranger XP is quieter than the Ranger The XP’s CVT and engine intakes are under the hood, and the Ranger has grate-covered intakes in the B-pillar right behind the cab. In terms of capacity and physical size, they both match with 1, pounds of bed capacity and a whopping 2, pounds of towing capability. They also share width, overall length and wheelbase. In addition to the normal versions and the High Lifter and NorthStar editions, there are available factory-installed upgrade packages: Ride Command, Back Country, Winter Prep, Cab Upgrade and an MB Quart Audio Upgrade. Suffice it to say, you can get either Ranger in the exact way you want it.
WHAT IS DIFFERENT?
One of the big differences in our Ranger comparison is that the Ranger starts at $12,, and by any measure that is a lot of value, even without EPS and cast wheels. The base model also comes with inch tires. With any of the higher trim versions like our $14, Premium, it has inch tires, while all normal versions of the Ranger XP have inch tires. The lowest-priced Ranger XP is $16,
While the Ranger has 10 inches of wheel travel, the XP has 11 inches. The added inch of travel and inch-larger tires on the XP explain the one-inch difference in ground clearance and overall height. Ground clearance is 12 inches for the Ranger and 13 inches for the Ranger XP
You will find the biggest difference in the engine area. Both have the same displacement, but the Ranger has a single-overhead-cam cylinder head designed for low-rpm power. Making better power down low makes for an effective work machine, but it also drops the in-cab sound levels for work or recreation. Power output is rated at 61 horsepower with 55 pound-feet of torque. The XP has a double-overhead cam head design, and it is good for 82 horsepower and 62 pound-feet of torque. If you are just working your property, hauling things, towing a trailer, pulling logs around or other general work, you may not even notice the power difference. The same is true of tight or technical trails.
If you get out and stretch the legs of both machines, the additional percent-more horsepower feels like even more. Polaris equips the XP with a three-position switch on the dash: work, standard and performance settings. Even the work setting feels zippy in comparison on an open trail.
While the suspension isn’t radically new, there were steering improvements in The XP gained a sharper turning radius, thanks to percent-tighter steering. The turning radius on both of our machines is the same. The steering is quick, but it is speed sensitive. We aren’t sure whether to thank the speed-sensitive feature or the one-piece frame, but the steering felt solid and the front of the machine was predictable. In all conditions the XP is just a little more smooth riding with the larger tires and greater travel.
Having an horsepower, parallel, twin-cylinder engine means that the Ranger XP has plenty of performance. It has a clutch ratio Polaris calls the largest in the industry. Polaris took lessons learned with the RZR Turbo to ensure that the belt stays cool, and the beefy belt is borrowed from the RZR Turbo. Until we drove the XP , we had no issues with the Ranger power output. With either machine in the Ranger comparison, you could literally tow a small camping trailer behind when you go hunting or camping.
Both machines have semi-bench seating for three with seat belts, and the seats are nicely padded and comfortable. The seats aren’t bolstered like Polaris RZR or General, but you aren’t expected to drive the machine like those sportier models. The shifter is dash-mounted, and the twin-sweep gauge package from the General is used in the Ranger XP, while the Ranger has a 4-inch LCD display. The dash and interior are set up nicely on both machines with cup holders designed to accept mugs with a handle. There is a gallon more normal storage on the XP , but the big difference is that the Ranger bench seat is solid underneath, but the XP has a large open area under the passenger seat for storage, and the floor has a molded-in ring suitable for holding a 5-gallon bucket. It is claimed to be an ideal spot for a dog to ride. We used it as the perfect spot for a camera bag.
HOME WITH THE RANGER
One of the major goals for both Rangers was to make them better companions for recreation whileenhancing their ability to work. A secondary goal was to make the Ranger a worthy replacement for the wildly popular Ranger XP We’d say that Ranger is a major upgrade from the XP It is quick and nimble on trails and roads, with light steering that feels planted and accurate. The suspension honestly feels like there is more than 10 inches on tap. We were able to push the pace and feel totally comfortable. With IRS on all four corners, it soaks up angled roots, logs or ledges without rattling the passengers. The Ranger is as wide as machines in this class go at inches, so stability is fine on cambers.
The upright seated riding position is comfortable for a rider in excess of 6 feet tall, but suited to shorter pilots equally well. The new, deeper, softer seat is very accommodating. Even though the ride was littered with soft and hard ruts, roots and logs, we rarely had clearance issues. Turning around in the brush and woods was always easy. We are confident that the Ranger can handle the ranch, farm or construction site equally well.
All of those same traits can be attributed to the Ranger XP as well. It is comfortable, rides even better than the Ranger , and it has more ground clearance. It has a clear and easy-to-feel performance advantage for recreational driving, but the difference is almost nil at a work pace. We like the three power modes, but understand why they were not included on the Ranger
In this Polaris Ranger comparison It is easy to see why the Ranger XP was so strong in this category. The Ranger that replaces it has more room, more power, and superior comfort. It also carries and tows more. It is a solid, effective machine for work and for fun. It feels like it was designed to a standard and not to a bottom line. On the other hand, the Ranger XP costs more, but it rewards with better ride comfort, as well as sporty and fun engine performance. It is powerful and responsive, but the CVT hook-up is super smooth and controllable, and that can be fine-tuned with the three-position dash switch. This is a utility machine that we can readily have fun with. For us, doors would be preferred to the door nets on both machines, but those are easily available. We don’t own a farm or ranch, so the XP is worth the extra cost to us.
RANGER COMPARISON: PREMIUM RANGER XP PREMIUM
MSRP $14, $16, (starting price)
Engine cc SOHC twin four-stroke cc DOHC twin four-stroke
Fuel system Electronic fuel injection Electronic fuel injection
Fuel capacity gal gal.
Starting system Electric Electric
Final drive Shaft Shaft
Front Dual A-arm/” Dual A-arm IRS ”
Rear Dual A-arm IRS/” Dual A-arm IRS/”
Front 26 27
Rear 26 27
Front Hydraulic disc Hydraulic disc
Rear Hydraulic disc Hydraulic disc
Wheelbase ” 81”
Length/width/height ”/”/76” ”/”/77”
Ground clearance ” ”
Payload 1, lb. 1, lb.
Towing capacity 2, lb 2, lb.
Curb weight lb. (dry) lb.
Color Sunset Red Metallic, Matte Polaris Pursuit Camo, Sunset Red,Military Tan, Matte Titanium Matte Titanium Metallic, Suede Metallic
When Polaris first launched the Polaris Ranger XP in , the company intended to keep the class vehicle true to being the backbone of UTV life. And through the course of its production run, the machine did just that. The company introduced numerous innovations through this lineup as well as the entire series.
The Polaris Ranger XP is a purpose-built four-wheeler introduced by Polaris in Featuring a powerful ProStar engine, plush suspension, True All-Wheel Drive, and a three-person seating capacity, this vehicle redefined the UTV market with its class-leading power and ride quality.
Despite multiple brands borrowing styling cues from this accomplished lineup, the Polaris Ranger XP manages to rise above the rest with its versatility, functionality, and creature comforts. And do not forget its ultra-clever storage/attachment system and 68 hp output that is unparalleled in its category – all of which you will learn about in this guide.
Defining Extreme Performance
Since its inception in , the Polaris Ranger XP has made quite an impression with both fans and regular consumers. Its powerful twin-cylinder ProStar engine, well-thought-of clutch ratio, outstanding towing capacity, and variety of trims are just for starters. Throw in a modular cab/attachment system, sleek, rugged aesthetics, pre-wired bus bar, a massive front bumper, and comfortable semi-bench seating, and you have got yourself a versatility rockstar!
Its all-rounder functionality was the best in its class, leading to a very successful 7-year production run for the Ranger. The capable machine was so busy during this period, producing 40 models and 21 trims total that matched the needs and whims of different customers. The Polaris Ranger XP offered everything – from the net-door base models to the hunting-themed camo limited-edition releases. Whether you lived in the colder northern border or sunny Florida, there was a Ranger suited for you.
The Rangers interior layout speaks of nothing but comfort, with an ideal seat height and wide foot clearance for easy ingress and egress. Similarly, its suspension system is extremely reliable on both technical trails and slippery surfaces. Its 12 ground clearance and 26 tires give it 10 inches of wheel travel that make it sound on grassy fields as it is on bumpy roads. But this was not enough for Polaris. Thanks to consumer input and the teams redesign efforts, the 44 saw improvements in
- Taller ground clearance and tires
- Longer wheel travel, tighter turning radius
- One-piece chassis
- A unique speed-sensitive feature that made the machine feel more solid and predictable.
Polaris Ranger Specs & Features
- Engine: A four-stroke DOHC twin-cylinder ProStar engine brings the Polaris Ranger XP to life. It has a bore-stroke ratio of 93 x mm ( x inches) and a compression ratio. Engine displacement is cm3 ( in3), delivered by an Electronic Fuel Injection (EFI) system. It has a wet-sump lubrication system and a single-pipe exhaust. Fuel tank capacity is 10 gallons and requires either regular leaded or unleaded gasoline with a minimum PON rating of 87 (oxygenated) or 89 (non-oxygenated).
- Lubrication: Oil capacity is US quarts/ liters of SAE 2W PS-4 Plus Performance Synthetic 2W 4-Cycle Oil or its equivalent. For best results, use any API-certified SJ synthetic oil that meets manufacturer specifications and JASO T MA standards. It is your prerogative to use other variants on your machine. However, note that engine damage resulting from the use of non-recommended lubricants may render your warranty void.
- Drivetrain: An automatic Polaris Variable Transmission with four-wheel independent shaft and lockable differential handles power. A single-lever shift (with a H/L/N/R/P gearshift pattern) controls wheel spin. All Polaris Ranger XP trims, including the non-EPS base model, have Turf mode, which permits riding on smooth, level surfaces while protecting the same from tire damage. Similarly, selectable On-Demand AWD makes for superb handling and improved terrainability. A switch found on the center console (dash panel) to the steering wheels right controls it.
- Ignition: The four-wheeler has a solid-state DC-CDI (Capacitor Discharge Ignition) electric start system and uses an RG4YCX spark plug with a gap of inches ( mm). Its charging system is a triple-phase alternator with a rated output of watts @ 3, RPM. Located underneath the rear storage bin is a 12V, 30 Ah CCA (Cold Cranking Amps) battery with assembled dimensions of x x inches ( x x mm – L x W x H) that powers up electronic accessories and the 12V auxiliary outlet. Current 30L-BS battery (view on Amazon) formats will work with a Polaris Ranger XP.
- Tires & Brakes: Stamped steel wheels are equipped with Carlisle 25 x front tires and 25 x rear tires (some trims have Polaris PXT inch knobbies and cast aluminum Black Xcelerator rims). Recommended tire pressure is 10 psi (69 kPa/ kg-f/cm2) for the front and 12 psi (83 kPa/ kg-f/cm2) for the rear. Front and rear brakes are foot-operated, four-wheel hydraulic discs activated by the brake pedal. A parking brake adds stopping power to the vehicle and is located on either the rear differential or on the transmission side, depending on your quads year and model.
- Suspension: Dual A-arms front suspension and an independent rear suspension with a stabilizer bar and rebound damping each provide 10 inches ( mm) of wheel travel. The factory-built suspension system lends to the vehicles superior handling and maneuverability. Overall turning radius is a whopping ft ( inches/4, mm), making for improved vehicle stability and a smoother ride.
- Dimensions: The Polaris Ranger dimensions are x 60 x 76 inches (2, x 1, x 1, mm – L x W x H). Cargo box has overall dimensions of 54 x x inches (1, x x mm – L x W x H) and is made of polyethylene. Unloaded minimum ground clearance is 12 inches ( mm), and the wheelbase is 81 inches (2, mm). The dry weight is 1, lbs ( Kg).
- Towing: Towing capacity is 2, lbs ( Kg). Tongue weight capacity is lbs (68 Kg) and, when combined with maximum cargo box load, should not exceed lbs ( Kg) for California-released units and 1, lbs ( Kg) for the rest of the models. Maximum weight capacity – a combination of operator, passenger, cargo, and accessories – is 1, lbs ( Kg) for units sold in California and 1, lbs ( Kg) for the rest.
- Exterior: The 44s steel frame has a medium gloss black finish, with a plastic body material in various color schemes, including Black Pearl, Sage Green, Solar Red, Sunset Red, Super Steel Gray, Sandstone Metallic, and White Lightning (some with special graphics and decals). The four-wheeler comes with basic features, such as a cab cage and rollbar, bench seating, fenders, brush guards, front bash plate, LED lighting, and a /1,lb capacity rear cargo bed. Quadboss Cargo Boxes (view on Amazon) would allow you to not only maximize the space you have at the rear of your vehicle but also keep your things in place while you drive.
- On-Demand True All-Wheel Drive System: This Polaris-exclusive feature activates via a switch found on the cabs center console (to the right of the steering wheel). It allows all four wheels to automatically engage whenever more traction is needed and reverts to 2WD when the reverse is the case. Furthermore, the VersaTrac Turf Mode switch unlocks your quads rear differential for easier, tighter turns on fragile surfaces like your lawn.
- Pro-Fit Advantage: Paired with the Lock & Ride feature, this accessory integration utilizes a modular cab system that offers owners tons of options – from poly windshields to power-window-molded doors. Or you can opt for an A&S Audio and Shield Designs Polycarbonate Fold-Down Windshield (view on Amazon) if you want something versatile. Either way, the system works perfectly well with the purpose-built Polaris Ranger chassis, which features dedicated attachment points to allow for efficient cab/accessory installation or removal.
- Electric Power Steering: Many riders consider it as the smoothest and most responsive power steering feature in the market. It includes Variable Assist that makes steering at lower speeds easier. It functions best under a heavy load or when navigating rocky terrain. More so, the chances of fighting with the steering wheel and experiencing kickbacks from hitting larger rocks significantly reduce.
How Much Does a Polaris Ranger Cost?
Depending on model year and trim inclusions, the Polaris Ranger s MSRP ranged from $12, to $21, – these values are exclusive of any accessories outside of the package provided by dealerships. I went ahead and consolidated the worth of all Ranger trims below for your reference:
Polaris Ranger XP EPS Prices
|Model Year Trim|
(** EPS – Electric Power Steering; LE – Limited Edition)
|– Polaris Ranger XP (base model)||$12, to $12,|
|– Polaris Ranger XP EPS (base with EPS)||$13, to $13,|
|– Polaris Ranger XP EPS, Browning LE||$15, to $15,|
|– Polaris Ranger XP EPS, Sunset Red LE||$14, to $15,|
|– Polaris Ranger XP EPS, White Lightning LE||$14, to $15,|
|– Polaris Ranger XP EPS, Hunter Edition||$16, to $16,|
|– Polaris Ranger XP EPS, Hunter Deluxe Edition||$20, to $20,|
|– Polaris Ranger XP EPS, Northstar Edition||$21,|
|Polaris Ranger XP Orange Madness LE||$13,|
|Polaris Ranger XP Sunset Red LE||$13,|
|Polaris Ranger XP Bronze Mist LE||$14,|
|Polaris Ranger XP EPS, Orange Madness LE||$14,|
|Polaris Ranger XP EPS, Blue Fire LE||$14,|
|Polaris Ranger XP EPS, Titanium Matte Metallic LE||$14,|
|Polaris Ranger XP Deluxe Nuclear Sunset LE||$16,|
|Polaris Ranger XP EPS, Vogue Silver Deluxe||$17,|
|Polaris Ranger XP Pursuit Camouflage||$14,|
|Polaris Ranger XP EPS, Trail Edition||$17,|
|Polaris Ranger XP EPS, High Lifter Edition||$18,|
|Polaris Ranger XP Camouflage||$13,|
|Polaris Ranger XP EPS Premium||$14,|
The most expensive trim is the Northstar Edition at $21,, followed by the Hunter Deluxe Edition at $20, Both were produced between and The Northstar Edition has received high praise for its power output, hauling capabilities, and Pro-Fit cab system/creature comforts. Similarly, adventurers have always preferred the Hunter Deluxe Edition due to its gun scabbards, camo body panel, and edgy military look. Improvements can still be made on the steering wheels feel and ease of shifting for both trims. But for what they can do, these quads are definitely worth the hefty price.
Auction listings, online trader, and retail pricing for the Polaris Ranger XP can cost anywhere between $6, and $16, Typically, pre-loved Rangers are in good working condition with utility accessories and with servicing pre-sale. Some units have cabs with heat and defrost, mid-terrain windshield, door nets, ROPS-poly roof, and mileage below miles. However, expect some seats to have either scratches or a homemade cover, while others with no track of hours or miles. Although very rare, there are a few limited-edition and Northstar trims available.
Polaris Ranger XP Problems
About 93, combined units of and Polaris Ranger XP , XP EPS, and CREW ROVs (recreational off-highway vehicles) were recalled by Polaris due to potential fire and burn hazards – caused by the heat shield falling off the vehicle. It was a precautionary measure on the companys end, albeit no injuries were reported. In response to the persistent problem, Polaris increased its expenditure in hiring high-level personnel with engineering expertise to develop new processes to address the predicament. Consequently, the problem was eradicated in all future Ranger models and trims.
Difficulty in shifting into a different gear is another challenge some owners face with their 4x4s. They have shared in forums that they cannot move the shifter into another gear unless they turn the key off. The same goes for going from park to low/high or reverse – the engine has to shut off first. Coming from neutral does not seem to matter.
Furthermore, you cannot step on the gas when moving forward or in reverse from being in gear. You have to lightly press the gas pedal and build up movement from there. Otherwise, the vehicle will jump or jerk hard.
Experts say that a jumpy clutch is typically a sign that you have to do a rebuild. The Polaris Ranger clutch is pretty simple, requiring only tools to pull the clutch and remove the spider nut (plus some new bushings). Even beginner mechanics can fix the problem since the machine only has three weights and a spring. If you address the problem early, you wont have to spend as much on repairs. But if initial troubleshooting attempts fail, you may be looking at a problem with the linkage in the transmission. At this point, seek professional help to sort things out.
Turf Mode Issues
Issues with the Turf mode of the Ranger has long been an item for discussion among Polaris owners and non-followers. Because it has happened to both jacked-up and stock vehicles, the problem is often dismissed as a myth or blamed on reckless driving behaviors. Do not think so just yet, as there are real factors that lead to its occurrence. Monster tires and insane lift kits will undeniably add stress to your four-wheeler and its different components. Hard riding or engaging the Turf mode while wheels are spinning will also cause malfunction or breakage. So, before you point to your Rangers reverse chain and turf mode settings as the culprit, make sure that you are not guilty of any of these things.
In truth, this is expected with any water-cooled machine that gets clogged radiators – regardless if you are a stickler for periodic maintenance or ride your vehicle to the ground. However, if you think you are encountering this issue prematurely, inspect the tip of your spark plug. A white tip color indicates an overheated engine, often caused by a spark plug with the wrong heat range or incorrect throttle body adjustments. Once confirmed that this is the case, do the necessary steps to resolve the problem.
Other probable causes of overheating include plugged radiator screen and fins, obstructed airflow in front of the radiator or behind the cooling fan, and a dirty exterior. Cleaning these components and following maintenance procedures in your owners manual should stop your engine from overheating. Otherwise, see your local Polaris dealer.
Bleeding your quads cooling system is vital to prevent overheating, as it ensures no air is trapped in the closed system and allows the removal of the optimal amount of heat.
A hard-ridden workhorse such as the Ranger can get water or moisture in the belt or intake housing, which could cause slippage. This issue often manifests after washing the vehicle, riding it on shallow water crossings, or plowing a lot of snow. Drying out the PVT and inspecting damaged clutch seals will point you to the next step. Subsequently, fitting a snorkel into the machine while closing the vents off usually works, as the location of its intake vents partially causes this problem (a design flaw, according to enthusiasts). Having the belt replaced at the prescribed schedule tremendously helps too. Ultimately, responsible use will guarantee many years of fun and work with this machine.
This noise becomes apparent after hitting 3,+ RPM in any gear – forward or reverse – and when descending a steep decline. It comes from the vehicles secondary clutch and is quite natural considering it is belt-driven and operates a chain in the transmission that spins incredibly fast. It also happens when you utilize engine braking while you are in Turf mode.
Polaris Inc. is an American manufacturer known for its ground-breaking innovations and awe-inspiring ATVs, snowmobiles, and motorcycles. Before being acquired by Textron, Inc. in , the Polaris Ranger XP maker started in the industry by producing farm equipment. Eventually, it ventured into snowmobile production and was widely-known for the Sno Traveler. Company-exclusive novelties such as On-Demand True All-Wheel Drive and Lock & Ride attachment system, among others, reinforce Polaris presence as a force to be reckoned with in both the snowmobile and ATV landscapes.
Conclusion – Polaris Ranger XP Review
Throughout its production run, the Ranger just kept on improving its styling, interior layout, and stance. Despite massive product recalls into its 4th year, this mean machine continued to evolve through better vehicle protection, plusher suspension components, and easy-to-install accessories made for hard work and comfort. This series of developments have turned the four-wheeler into a more rugged yet refined quad, making it the perfect companion for yard duty and recreation.
One of the main contributing factors to the Polaris Ranger XPs dominant position in the utility UTV market and its sub-segments is the product lines ability to produce consumer-centric models regularly. Its armada of trims makes it capable of covering a wide range of price points and domestic or commercial applications – all while being tailored fit to specific consumer niches. Additionally, the Polaris Rangers fearless attitude towards diverse terrain and competition is what makes this purpose-built four-wheeler truly remarkable.
Performance Speed Chip Racing Torque Horsepower Power ECU Module for Polaris Ranger Crew
Step by step instructions will be included along with all necessary hardware to complete the installation. You donât need to have any mechanic skills to complete the job. No soldering required. Takes no longer than 15 minutes to gain true horsepower. All Gains achieved are measured at the wheels for True Representation of horsepower gains.
Every atv/motorcycles have an Electronic Control Unit (ECU). This unit electronically manages and monitors your vehicleâs performance. The ECU is made to meet government regulations. In other words, your engine could perform much better and could be getting more power if the ECU is replaced. This replacement could easily cost drivers over $ Our performance chip will make the same adjustment without the high cost of replacing the complete ECU. Our chip simply wires into the factory harness of the IAT or MAF sensor and work with the sensor to provide a new signal to your vehicles computer, or ECU. The ECU then adjusts your air/fuel and timing advance curves to new performance settings. There is no risk of damage to the engine or electrical system since the modified sensor signal will always remain within the manufacturerâs recommended specifications.
Frequently Asked Questions:
Will this void my warranty?
- Absolutely not, our chip will not void any warranties. If you have a very strict underwriter on your warranty you can undo the chip in less than 5 minutes with no traces with hardware included. You can even re-Install after your visit to the dealers.
Will this work with aftermarket performance upgrades?
- Yes, It will work with all aftermarket upgrades as well as factory upgrades
Will this module fit my 2cyl, 4cyl, 6cyl or 8cyl?
- The Top Auto Accessory Performance Chip will fit all engine sizes and types for this make of vehicle, providing they are fuel injected. Please double check to make sure your machine is fuel injected before purchasing.
Farm & Field Tested - The Polaris Ranger EFI
There are companies that have a knack for finding opportunities in the market and then building a product to fill it. The Disney people never build a ride without a movie, toys, and a happy-meal to go with it, and in the powersports world, Polaris has always managed to find that untapped group of potential riders that didn’t quite find what they needed with existing models. Since the Side x Side market is relatively new, it’s been the habit of most manufacturers to concentrate on their top of the line models. Polaris has done that as well, but at the same time they never forgot those left behind. By filling the needs of all types of riders, they’ve quietly become the powerhouse of the power sports world. Think of the multi-passenger RZR4, the first, true sport Side x Side RZR, the hard working Ranger Crew, and one of their best models, the mid-sized Ranger EFI.
Mid Sized Magic
We’ve been using the Ranger XP for a couple years for everything from farm work, to hauling wood, to grounds work on the local little league diamond. Regardless of whether we’re hauling bales or bats, the Ranger XP has been outstanding, always ready for whatever we ask of it. It’s a well-designed, well finished machine with excellent power, comfortable seating for three, plenty of storage, and the ride is the smoothest in the industry. We love it, but not everybody needs or even wants a full sized, high horsepower machine; there-in was the opportunity. Polaris quickly answered the call with the Ranger then followed it up with the Ranger EFI, but rather than being stripped down, junior versions of their top of the line models, both machines come with plenty of the features and capabilities of their bigger brothers.
We usually list the specs and features of a machine before we give our review, but not this time. We’ll get right to it: The Ranger EFI is OUTSTANDING! It’s almost a little embarrassing to sound like cheerleaders for the Blue Team, but it’s impossible not to like the Ranger EFI.
The Ranger EFI is built on the same sturdy, steel platform as the Ranger , which means it is slightly smaller than the full sized Ranger XPs. A 32 horsepower, cc liquid cooled, 4-stroke engine fed by Electronic Fuel Injection easily powers the Ranger along, and even with huge elevation changes or steep grades, the engine carried us up and down steep trails with no problem. We were especially glad to have electronic fuel injection which pretty much guarantees easy starts regardless of temperature or elevation, and it’s a feature we normally wouldn’t expect on a value class machine like this. Top speed is 44 mph, which is actually slightly faster than some other manufacturer’s best machines. Regardless of the speed or RPM, though, the engine purrs along quietly. Just like other Ranger models, the engine is mounted under the bench seat. Polaris uses their PVT transmission on the Ranger which features HI, Low, Neutral, Reverse and Park, and most of the time we ran it in High. For any heavy load hauling or steep hills, we shift it into low and it still gets up to speed quickly but with a little more torque and a lot less stress on the belt. The Ranger EFI does offer another unique feature in that it can be equipped with an optional SPEED key which limits top speed to 23 mph. That should keep speed under control with work crews and less experienced riders.
Full sized Ranger models are known for their comfort, and the Ranger EFI does not disappoint in this area. We appreciate how easy it is to get in or out of the Ranger , and even though the bench seat is built for two, it is very comfortable. Controls are well placed, the steering wheel is at a good level, leg room is sufficient even for taller riders, and the seat belts don’t dig into your shoulders. Pedal angle on both the brake and throttle seems very good and they provide good feel and feedback to the driver without any jerky, lurching caused by incorrect throttle angle. On the dash is the gear shift lever, a closed dash box, two open storage areas, the 2wd/4wd switch, lights, and a center mounted instrument cluster that includes an odometer, fuel level indicator, and speedometer. There is even a pair of cup holders! One unfortunate thing we’ve managed to do on three different Polaris models is put a small crack in the floorboard. It happens during ordinary trail use when a thick stick flies up from the front tire and jams into the floorboard. It’s probably just a fluke, but we wanted to let you know. The most important feature on the Ranger EFI is the Certified Roll-Over Protective Structure (ROPS). We’ve never had one upside down to test it, but it’s nice to know it’s there.
Stow & Tow
The Ranger is built for work and it has no problem handling just about any job you can throw at it. Even though the Ranger is a mid-sized machine, its hauling and towing capabilities are rated higher than some top end machines from other OEMs.
Just behind the seat is the super tough, tilting cargo box with gas lift assist, and the box is rated for pounds. We probably exceeded that several times with fire wood, but it didn’t really seem to bother the Ranger. Another feature of the rear cargo box is Polaris’ plug and play, Lock & Ride cargo system that accommodates a ton of accessories.
Towing a trailer is no problem, thanks to the 2 inch receiver hitch, and the Ranger is rated for a whopping pounds. We even used it to pull a potato digging plow and it easily popped spuds from the ground as fast as we could walk behind it.
Polaris loves to talk about the ride of their Side x Sides and for good reason. The ride is extremely smooth on the top of the line Rangers, but it’s also very good on the mid-sized models. Independent Rear Suspension (IRS) with 9 inches of wheel travel and five-point adjustable shocks allow you to dial in the suspension for whatever you’re hauling. At the front the full sized XPs have an advantage with their dual A-Arm system, but the mid-sized Rangers continue the long Polaris love affair with MacPherson struts. Unfortunately, the struts don’t offer the same adjustability as a shock, but they still deliver an adequate ride. For front mounted equipment like a snow plow, it would be nice to have adjustability, however.
When the going gets tough, the Ranger offers the Polaris On-Demand 4 wheel drive system which is easily engaged with a flip of the dash mounted switch. Normally we ran the Ranger in 2wd but it also features the VERSATRAC TURF MODE which unlocks the rear differential for easier, tighter turns that won't tear up your grass. We definitely appreciated the 10 inches of ground clearance which helps you clear trail obstacles as well. In whatever mode you choose, though, the suspension easily handles rock and stream crossings, rutted trails, and mud. About the only thing we would change would be the steel wheels which we’ve managed to bend lately. A nice, cast aluminum, aftermarket wheel would provide extra insurance, especially on long rides back to the deer camp or far from the truck or cabin where you don’t need any trouble.
One thing we absolutely love about the Ranger EFI is the handling. It is extremely easy to maneuver around obstacles. Even without power steering, it was super easy to pick our way between the rocks and trees. Steering radius is very tight, almost as tight as an ATV, and this is one Side x Side that doesn’t need power steering.
The nimble, maneuverable, highly capable Ranger is capable of pretty much every task as its larger brothers, but it’s a little easier to take along since it will fit in the back of most full sized trucks. Also, because it’s slightly smaller, it also takes up a little less space in the garage. Given a choice, we’d leave the Ford outside; we like the Ranger better! We’ve also installed a few common accessories most riders choose for their Ranger, and we installed a windshield, a roof, and a front storage rack from Seizmik. The rack makes hauling all our wood cutting tools a lot easier and leaves the box open for firewood, and the roof and windshield make a huge difference in passenger comfort. For cold weather we’ve also slipped on an enclosure by Seizmik.
Ranger EFI Wrapup
It’s our job to find out what every machine can and can’t do so you aren’t surprised later. We’ve used the Ranger EFI day in and day out for everything from garden chores, to hauling wood, to deer hunting and there is a lot to love. The suspension easily handled everyday work chores or trail rides, power was very good and well matched to the chassis, it starts and runs great, it’s extremely maneuverable, and it steers EXCELLENT. The Ranger EFI can handle practically every hard working task of its larger brothers and it offers huge value for the price.
Polaris has once again hit a home run by offering a machine in a category no other OEM was even servicing. The Ranger EFI is extremely capable and it’s one of the best units on the market regardless of size. Polaris didn’t just hit a home run; they knocked it out of the park.
Ranger hp polaris
The Polaris RZR (pronounced "razor") is a sport side-by-side produced by Polaris Industries. When launched in as a model, it was officially known as the Ranger RZR, as it was marketed as a sub-model of the larger, work-oriented Ranger. As the RZR gained popularity, Polaris eventually dropped the Ranger designation and positioned the RZR as a stand-alone model.
RZR models in the US
- RZR S
- RZR S
- RZR XP
- RZR S
- RZR XP
- RZR XP Turbo
- RZR XP Turbo S
- RZR RS1
U.S. Special Operations Command, (US)SOCOM, placed an order with Polaris Defense in September for up to 1, MRZR-2 (2-seat) and MRZR-4 (4-seat) machines. A big drawback of these new small military vehicles was that they retained their original gasoline engines, which are incompatible with standard military JP-8 fuel. In terms of logistics, two different fuel types are undesirable. As few such machines see combat use, and civilian users are uninterested in running them on diesel, an engine change was deemed unlikely.
In November , the U.S. Marine Corps signed a $ million contract with Polaris to deliver MRZR-D vehicles. Called the Utility Task Vehicle (UTV), it is designed to be diesel-powered and can run on JP-8 fuel. The Marines bought the unarmored vehicles because they can fit inside an MV Osprey, enabling them to be deployed from long distances, to provide logistics support to ground combat units, assisting them to travel and transport supplies quicker and easier than previously on foot. The vehicles can carry four marines and have a small cargo bed capable of carrying 1,lb (kg) of payload. Plans are to field 18 MRZR-Ds per infantry regiment. The vehicles were delivered from late-January to April 
U.S. Army soldiers with Special Operations Task Force / South also used Commercial Off The Shelf (COTS) Polaris RZR Light Tactical All-Terrain Vehicles (LT-ATV), internally transportable by CH Chinook helicopter, and rapidly off-loadable, during operations in in the Maruf District, Kandahar Province, Afghanistan.
- United States
Fire hazards and recalls
For , developed their own engine for the RZR, known as the ProStar. Unlike the previous engine, which had the exhaust cooled by airflow, the ProStar equipped Polaris connected the engine to the exhaust header pipe in the front of the engine, before making a degree turn and exiting at the rear of the vehicle. This design creates a hot spot directly behind passengers that can degrade components and ignite debris, fuel and plastic panels. Customers soon reported plastic panels between the passengers and the engine were melting and smoking and Polaris' safety director at the time believed the vehicle should be recalled. However, no recall was performed, with Polaris issuing a service bulletin which does not require Polaris to issue notice to consumers or the Consumer Product Safety Commission.
In July , an year-old girl from Texas suffered 3rd and 4th degree burns on 60% of her body when the Polaris she was riding in tipped over and ignited. Her right leg and left foot were later amputated. A year-old girl was killed when the RZR she was a passenger in caught fire in July  In September , two Arizona women were killed when their Polaris tipped over and sparked a fire.
In April , Polaris was fined a record $ million by the Consumer Product Safety Commission (CPSC) for two late-reporting claims relating to a fire risk. The CPSC alleges Polaris had received reports of RZR fires, including the death of the above-mentioned 15 year old passenger, 11 reports of burn injuries and a fire that burned 10 acres of land, but failed to immediately notify them. Over the years, Polaris has recalled more than half a million RZR's for manufacturing defects that could lead to fires, burns or death. However, owners of RZRs are continuing to report fires on vehicles that been previously repaired, including total-loss fires.
In May , a year-old man from Idaho suffered fatal burns when the RZR he was riding in burst into flames., despite the RZR receiving the repairs under the recall.
|RZR S |
|RZR XP |
|RZR XP |
|RZR S||RZR S||RZR XP |
|RZR XP |
|RZR PRO XP|
|Model Year Debut|
|Front Tire Size||25 x||25 x||26 x||27 x||29 x||26 x||27 x||29 x||32 x||30 x|
|Rear Tire Size||25 x||25 x||26 x||27 x||29 x||26 x||27 x||29 x||32 x||30 x|
|Front Wheel Travel||9||12||16||10||16||19||17|
|Rear Wheel Travel||12||14||18||10||18||21||20|
|Dry Weight (lbs.)||1,||1,|
Numbers above are for the first model year available. Units in inches unless otherwise noted. Numbers are manufacturer's where available.
U.S. military utility vehicles and tactical trucks
Relevant lists:List of land vehicles of the U.S. Armed Forces — List of currently active United States military land vehicles — List of United States Army tactical truck models — List of vehicles of the United States Marine Corps
|34-ton, 4x4 trucks|
|114-ton / 54-ton trucks|
|114- to 2-ton, 4x4 trucks|
|134-ton, 4x4 trucks|
|2-ton, 4x4 trucks|
|234-ton, 4x4 trucks|
|3- to 5-ton, RWD 4x2 trucks|
|312-ton, 4x4 trucks|
|4-ton, 6x6 trucks|
|512-ton, RWD 4x2 trucks|
|6-ton, 6x6 trucks|
|7-ton, 6x6 trucks|
|8-ton, 4x4 trucks|
|9-ton, 6x6 trucks|
|ton, 8x8 trucks|
|ton, 10x10 trucks|
RANGER® CREW XP High Lifter Edition
ENGINEERED FOR INDUSTRY-LEADING PERFORMANCE
XP stands for Extreme Performance and that's what you get with the industry's most robust DOHC cc ProStar Engine. It's optimized for all the performance you need. Industry-leading 82 HP and 62 lb-ft torque for the demanding work and pursuit you live for.
THE PROSTAR DOHC ENGINE
The RANGER CREW XP delivers the utility performance and acceleration you expect from the industry's most premium SxS. Its Dual Overhead Cam ProStar engine delivers 82 HP and 62 lb-ft of torque to take on the toughest tasks.
- 2, lb. Towing Capacity
- 1, lb. Payload Capacity
- 1, lb. Box Capacity
When you combine 13 in. of ground clearance with a strong armor under-body skid plate you've got a UTV that can conquer any terrain to complete any job and get you to the uncharted terrain to pursue the passion that drives you.
- 13" Ground Clearance
- 11" Suspension Travel
Purpose-built Pro-PVT clutch delivers ultra-smooth engagement, and with 3 drive mode throttle control, the rider can choose the ride mode for the task at hand. Combine the smooth ride with premium automotive-style interior fit and finish, an all-new steering wheel, and plush seating to deliver all-day comfort.
- EBS, EPS & 3-Mode Throttle Control
- gallons of premium in-cab storage
- 5" more room for easy entry and exit
The rigid one-piece chassis paired with a strong under-body skid plate and massive front bumper makes this beast ready to handle any terrain. The sealed bushings and bearings deliver lasting performance and quieter operation. All this combined with the ability to add Factory Choice Packages makes RANGER XP the most capable work partner.
- Full-body Skid Plate and Massive Front Bumper
- Sealed Bushings and Bearings
- 5 Factory Choice Packages Available
Every detail of the refined interior puts the driver first for unmatched comfort and convenience. Legroom is enhanced by 5”, seats are contoured, storage is expanded, gauge information and visibility is amplified and controls are driver-centric.
The innovative cab comes standard with gal. of storage, including under-seat driver storage, flip-up passenger seat configurable space, and in-floor features for D-Rings.
Integrated dual glove box for secure, easy to access storage. Enjoy the convenience of 6 oversized cup holders for tumblers or cell phones and 2 bottle holders.
Plush cushion seats and rider-centric features including adjustable steering wheel and seat slider for maximum comfort for long days.
EXCEEDS DURABILITY EXPECTATIONS
This machine only gets tougher over time with the heavy-duty PVT clutch system and 32% larger drive belt for longer life. The RANGER XP is more reliable than ever — perfectly paired with a heavy-duty transmission and driveline that sets the standard for strength and toughness.
Performance with Precision
3-Position, user-selectable throttle control to select from Performance, Work and Standard mode depending on your application.
Heavy Duty Tires
Massive 27” Maxxis 6-Ply tires, providing unrivaled traction and puncture resistance for sharp elements on the terrain.
When the terrain rears its ugly head, the full-body skid plate and 13” of ground clearance provides the most under-body and front-end protection on the market.
Integrated engine braking for steep descents ensure ideal power and control every situation.
CAPABILITY AND VERSATILITY REDEFINED
Industry-leading 1, lb box capacity with innovative features providing hauling solutions to haul more for big jobs or long recreational days. A sturdy tailgate with automotive-style handle and latching mechanism make it easier to load and unload your items.
Half Ton Capacity
Carry heavier, larger items with impressive (Length) x (Width) x (Height) in bed box dimensions.
5-Gallon Bucket Rings
The wide box dimensions allow you to fit up to four 5-gallon buckets across a single row of the bed. Regardless of shape or size, so no item is left behind.
Reinforced Tie-Down Points
Utilize the four standard tie-down points to secure larger loads for any job.
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